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Rachael Garden cold case: New age-progression image released https://www.allforgardening.com/1712727/rachael-garden-cold-case-new-age-progression-image-released/ #App #ColdCase #ColdCaseUnit #DecadesOldDisappearance #download #garden #go #investigator #missing #NewAgeProgressionImage #NewHampshire #NewHampshireAttorneyGeneral #NewInformation #Newton #office' #OriginalInvestigation #RachaelGarden #RachaelGardenColdCase #teenager #today #Update #year
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The thread about the excavation of parts of Edinburgh’s old cable tramway system from beneath Leith Walk, what the various pieces of ironmongery were and how it all worked
This thread was originally written and published in bits and pieces between 2000 and 2022 as bits of tramway came out of the ground. It has substantially re-written here to create a coherent story.
In a previous post I covered how (and why) Edinburgh came to use cable-hauled trams in the 1880s and why Leith didn’t, and also some basics of how that system worked.
The principal of operation of a cable hauled tramway is quite simple. Between the tram tracks is a slot, in which there runs an endless loop of moving cable. The cable is powered by steam engines in a winding house, from where it runs around the system under the streets on an ingenious (and complex) series of pulley wheels. The tram car is fitted with a pair of grippers which slide into the slot; to move forward it grabs the cable with a gripper and to stop it releases the cable and applies its brakes. To move across junctions, between different cables or to pass subterranean obstructions such as pulley wheels, it can perform an elaborate ceremony whereby it grabs and releases different cables with the front or rear grippers – often with a little bit of gravity assistance.
1882 American diagram of a hypothetical cable tramway system. The winding house with its steam engines, gearing and cable drums is towards the top. The cables exit the winding house in a tunnel under the street and then head off around the system in the slot between the tracks, guided by a large system of pulleys.One of the most common finds has been sections of old tramway rail. A tramway rail differs from a railway rail in that the rail has a flat top with a groove in the middle of it for the flange of the wheel to run in; a railway rail has a domed top and the wheel flange hangs over the side. The rails were relaid when the move was made from cable traction (or in Leith’s case, horse) to electric, so none of the dug up rail sections will be from cable days.
Tram rails on Leith Walk, notice the dark line on the top which is the groove for the wheel flange to run in. © selfThe next most common item that was seen during excavations were the U-shaped cast iron “chairs” that formed the supporting base of the conduit structure in which the cable ran beneath the street surface. To better understand what were are looking at (and for, underground), a cross-section of a cable tramway is helpful, I can’t find one for Edinburgh so one from San Francisco will do as the two were fairly similar. The chairs are coloured yellow, and sat on the concrete base of the conduit.
San Francisco Cable tramway cross-section. The rails are coloured green; the horizontal ties in blue; the top of the conduit structure in orange; the supporting chairs in yellow; the small cable support pulleys in pink; and the cable gripper in red.The Edinburgh system did not use the orange cast slot shown below; it used old rails laid on top of the cast iron chairs to form the slot. Additionally it did not have the small pink cable support pulleys; it used larger, 14inch diameter pulley wheels spaced every 50 feet.
Section of an illustration of a hypothetical cable tramway system, which seems very similar to the system in use in Edinburgh. Note the cable running through the conduit and over the support pulleyThe picture below shows a pile of these iron chairs dug out from beneath Leith Walk, plus sections of old rail that had been used to form the horizontal ties. Notice the chairs are caked in old concrete, as they were set into the conduit when it was being poured.
Cable conduit support chairs, September 2021 © selfCable conduit support chairs, December 2020 © selfNone of the cast iron chairs are complete; all are missing their top sections; cut and cracked off. However it was not the excavation works of 2021 that caused this, it were those of 1921! A a book kindly provided to me by Chris Wright has a photo of Hanover Street, c. 1921, on the cover. In this scene, a crowd watches workmen digging up the old cable conduit system during the switch over to electric traction (which was apparently the first use of pneumatic drills in the city). The caption explains that for ease, the workmen only removed the top section of the conduit chairs when removing them; the lower sections were left concreted into their bases. There are a couple of broken sections of chair in the pile of rubble below the boy with the cricket bat.
Edwin Catford’s Edinburgh, coverThe cables themselves were driven from the four winding houses at each of the tramway depots; Henderson Row, Tollcross, Portobello and Shrubhill (off Leith Walk). We see the Shrubhill winding house interior in the images below. The engines, each with two cylinders and producing 500hp, are in the foreground. They are connected to the cable system by the ropes strung between the pairs of enormous drums. The larger drums, in the back ground, were connected to the 10 foot diameter cable-driving pulleys.
Interior of Shrubhill winding house, seen from the side of the enginesInterior of Shrubhill winding house. The two wheels in the foreground are those that would drive the traction cables.The cables were tensioned on weighted pulleys hung from the wall of the winding house, before exiting the building down a long tunnel from the winding house off Dryden Street at the northern end of the site to Leith Walk. The below photo shows the remains of one of these tunnels being demolished in the 1960s during works outside Shrubhill.
Brick arch of the cable tunnel on the right.These tunnels ran to large brick chambers beneath the road surface and ran off up and down Leith Walk. Each cable required two pulleys; one for it on its outbound journey and one for it returning back to the winding house. Shrubhill drove two cables, so required two sets of these pulleys in chambers below Leith Walk. The diagram below shows the State Street Cable Car power station in Chicago. The winding engines are in yellow and drive 4 sets of cables. The red and blue cables head off right and left out of the power station. The two green cables are for different lines; they travel to the start of those lines “blind” (i.e. not pulling trams), which is why they are running in between the two sets of tracks, rather than between the rails like the red and blue cables. Each cable reaches the end of its line where it turns around and comes back to the power station. Shrubhill was very similar to this but drove only two cables; one for St. Andrew Square and Leith Walk, which also served the branch to Abbeyhill, the other for the Bridges to Newington.
The Street Railway Journal, 1889The illustration below shows a cross section of those cables coming to and from the winding house down the tunnels, running around the pulleys in their chambers and then off around the network. The chambers are brick built, with arched steel plate roofs. This is a conceptual railway, but has two driven cables, rather like Shrubhill. Notice the return pulley is inclined so as to be able to sit underneath the outward pulley.
Cables to and from the winding house and running around the large underground pulleysThe below images show the destruction of the brick walls of one of the Shrubhill pulley chambers under Leith Walk. The dark patches are not tunnels, the one on the left is a recess in the chamber walls and the other seems to be a previous collapse that had been filled in with concrete.
Leith Walk at Shrubhill, November 2020 © selfLeith Walk at Shrubhill, November 2020. Notice the cast iron chair section onwards the middle bottom of the photo © selfThe image below, taken of the same overall excavation hole as those above, shows the huge steel roof section of the chamber – the frame is almost identical to drawings of one for the terminal pulley of one of the Henderson Row cables. There is a supporting structure of steel I-beams that would have sat on the brick walls and foundations, and the metal sheet sections forming the roof on which the road surface lay. The large pulleys that directed the cables in and out of the tunnels to the winding house sat directly below this.
Shrubhill cable chamber roof structure, November 2020 © selfThese chambers, and others around the system (particularly where there were junctions) were manned to make sure the cable was running properly. Children were in the habit of tying a can to a piece of string, then dropping the loose end into the slot in the road, where it would catch the cable and be dragged off up the road creating an amusing racket. If there was any snag or derailment of the cable, they would phone back to the powerhouse, who would disengage the cable until it could be reset or re-spliced, or the offending item untangled from it.
The excavations here also uncovered the structure of the railway tunnel under Leith Walk, where the North British Railway passed beneath. This was incredibly close to the surface (as a result of the tunnel being built after the road surface, and the Town Council refusing to allow the road level to be raised where it passed overhead); the outer skin of the tunnel is about only 30cm or a foot below the surface. Indeed, a special system had to be devised here to support the new tramway as there was not enough space to fit the standard concrete track slab. You will notice a large trough in the tunnel structure here. This, I think, is where the cable for North Bridge to Newington ran, as it was not used for traction purposes here and is described as “running blind” as far as Picardy Place, where it came in to use to go up Leith Street.
Leith Walk railway tunnel, May 2021 © selfThe shallowness of this tunnel totally precludes the urban myths of any tunnels under the road running up Leith Walk towards Elm Row from Shrubhill. Those tunnels are actually a single passageway, just large enough for a man to walk up, that ran under the pavement from Mcdonald Road up to Picardy Place, which was to carry the first electricity cables into the city from the McDonald Road Power Station.
When Edinburgh moved to replace its entire horse-drawn tramway with the cable system across the city, for various reasons Leith declined. Up until the last minute, it had been hoped and assumed that a compromise could be reached and that Leith would join; but it declined to do so. The Shrubhill winding house had a third winding drum for a cable round the Leith rails, but it was never used. Instead, the cable ran from the winding house at Shrubhill, turned left down the hill to the municipal boundary at Pilrig Street, and then ran back up the hill towards Edinburgh again. This meant that passengers had to change onto a Leith tram to proceed any further north (and vice versa). This 24 year inconvenience became known as the Pilrig Muddle. In the below photo, an Edinburgh cable car loads its passengers at the terminus of the line at Pilrig Street. In the background, the electric cars of the Leith system wait for the exchange of passengers heading the other way. exactly where this pit is.
The Pilrig Muddle © Edinburgh City LibrariesThere was another one of these awkward interchanges on the network, at Joppa, which I like to call the Joppa Jumble. Here the cable line from Portobello met Musselburgh’s electric system and again a change had to be made for through travel. But this was at least at the network end, not the middle of a principal route, and traffic here was much lighter
https://www.flickr.com/photos/johnmightycat/5967127413
The terminus of the cable car lines was always on a short, single line siding of track on a slight incline. If the terminus was a downhill incline; the car would disengage from the cable and run by gravity into the siding, where it would pick up the cable running back the other way with its other gripper. The process was reversed for an uphill terminus; it ran into the siding on the cable, and ran out of it by gravity to the return cable. This was required as the cable could not be gripped where the it ran around the huge terminal pulley to change direction. This is shown by the diagram below, where the terminal pulley is in blue, inclined so as to fit below the street surface. The cable (red and white dashed line) is guided to and from it by the orange pulleys.
Terminus of the Edinburgh Northern tramway from Henderson Row.Much excitement erupted at the Pilrig Muddle in August 2021 when unexpectedly (considering this shoul dhave been discovered way back during the first round of tram works), an almost completely intact terminal pulley chamber was uncovered, with not one but two huge pulleys, each totally complete and in remarkable condition. Both were still sitting on their original bearings, just as they had been left almost exactly 100 years before when they were covered up and forgotten about!
Side view of the Pilrig terminal pulley chamber and pulleys © selfOne of the terminal pulleys, approximately 8 feet in diameter. Photo Credit: ACamerunner / @aljaroo1874The Pilrig Muddle pulleys are unusual for two reasons. Firstly, they are mounted vertically, usually they were horizontal. Secondly, they are back to back, which makes little sense for the terminus of the line. I suspect they are vertical as the street is narrower here, so there was less room to fit them in horizontally. And I think there are two back to back in anticipation of the cable being extended down Leith Walk into that burgh (which of course never happened). The red pulley on the right would have returned the Edinburgh red cable back up Leith Walk to Shrubhill. The blue one on the left would have returned the blue Leith Walk cable back down to the Foot of the Walk. If the cable had been extended to Leith, at Pilrig trams coming uphill from Leith would have swapped from the blue to the red cable here as they crossed the civic boundary. Because Leith was never added to the cable system, if I am correct the blue pulley would therefore never have been used.
Side view of the Pilrig terminal pulley chamber and pulleys © selfThe below animation shows how a car would have swapped cables here. A car travels with its front gripper engaging the cable. As it approaches the end of the cable, it is released before the gripper gets dragged into the pulley. To move onto the next cable it can either use its momentum (known as a “fly shunt”), can use gravity if it is running down hill, or it can push itself off the cable onto the next one by using its rear gripper. When the front gripper is over the next cable, it can be re-enaged and the car sets off again. This was a laborious (and potentially hazardous) process, so by design a cable car network keeps junctions and switching between cables to a minimum.
Swapping cables © selfIf you look closely to the left of the archaeologist squatting on the ground peering into the chamber you can see the conduits for electrical wires on the wall along with a box. This is either for electric lighting or the communication telephone.
Electrics in the Pilrig pulley chamber © selfPilrig was not “de-muddled” until 1922 after the amalgamation of the Burgh of Leith and its Tramway into that of the City of Edinburgh. Edinburgh quickly decided to adopt the electric system of Leith and rapidly converted one to the other. The picture below shows the Muddle being converted. A cable car has reached the terminus at Pilrig Street and is about to return back up the hill. You can see the slot between the tracks for the cable. The tracks on the right are being relaid for the electric trams and a new junction to connect down the Leith Corporation tracks on Pilrig Street is being incorporated. The centre poles for the overhead wires are already in place. I suspect the reason that the Pilrig pulley chamber was left in such good condition, with its pulleys still in situ, was the speed with which the switchover was made. There was no time to demolish the chamber, remove its pulleys and infill it. The new tracks were simply built over it and connected together one night to allow for running of the electric trams the next day.
De-muddling the muddle, 1922 at Pilrig Street looking up Leith Walk.When Leith Corporation rebuilt its horse tramway for electric traction in 1904-1905, it constructed a large new depot on Leith Walk. This later became the Leith Depot of Edinburgh Corporation Tramways. Sadly the depot structure was demolished for no good reason about 4 years ago now, but the depot office building remains. During excavations at the rear of this, the brick outlines of inspection pits appeared, where the running gear could have been checked and maintained without having to lift the tram body off of it. The tram rails would have run along the top of these walls, see the lower picture for an example.
Inspection Pits at Leith Depot. These were only ever for electric cars © selfInterior of Leith Depot, pre-1920. © Edinburgh City LibrariesNote to readers: unfortunately in April 2026, a third-party plug-in more than exceeded its authority and broke many of the image links on this site. No images were lost but I will have to restore them page-by-page, which may take some time. In the meantime please bear with me while I go about rectifying this issue.
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Historic CT ice cream factory slated for redevelopment
More than five years since it stopped churning out…
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Horseless Carriages: the thread about the first motor car in Edinburgh and Scotland (and why motoring began with deliberate law breaking)
I’ve been waiting for July 19th to write this. On this exact day – 127 years ago – something momentous happened. Something that would change Edinburgh, and Scotland, forever: The first ever motor car entered the city, on the first ever (legal) cross-county drive in Scotland. Thomas R. Barnwell Elliot of Cliftonpark, Kelso, had been causing a stir in the south of Scotland ever since he imported his 3.5hp Panhard et Levassor Phaeton “horseless carriage” from France in December 1895. It was the first motor car imported into Scotland, the 7th in the UK.
T. R. Barnewall Elliot and his car. At this time the Daimler Syndicate held the British rights for Panhard et LevassorAt this time, the Locomotives Acts, meant any “locomotives” (which included motor cars) on the road were limited to 4mph (country) and 2mph (city), and a man had to walk 20 yards in front. (The red flag requirement of popular lore was actually abolished by the Locomotive Act 1878.) Barnewall Elliot was the son of the Deputy Lieutenant of the County of Roxburghshire, and had been given exemption by the county constabulary from the restrictions of this act within their borders, unless any specific complaints were raised against him.
The “Red Flag” acts didn’t actually mean a red flag was carried infront of motor vehicles.The July 17th trip took him from Kelso, via Edinburgh and Stirling, to the Highland Show at South Inch in Perth. The Provost of Perth had invited him to demonstrate his contraption there and had gained an exemption for this journey from the 14 police jurisdictions he had to pass through.
The car had been imported via the Daimler Syndicate (hence sometimes referred to as such). It had a 2hp engine, weighted 1 ton, had iron tyres, tiller steering, no radiator, ran on petrol (at the rate of 1pint / hour), had a range of 100 miles and could do 12mph on the flat. It could seat 4 persons, but on any sort of a gradient 3 of them would have to get out and walk. Barnewall Elliot took his first drive in it on December 27th 1895 and made local news headlines (and turned many a Roxburghshire head) when he drove the 50 miles from Kelso to Ladykirk in it on 31st January 1896. On February 2nd, he went to Jedburgh, where Inspector Dickson of the Constabulary stopped him. However, after a brief check of the facts and that all was in order, he went on his way again and proceeded along the Jed water.
Edinburgh Evening News illustration of Barnewall Elliot’s Panhard et Levassor Phaeton. Monday 10 February 1896On 19th March though he did something he shouldn’t have: he drove it over both county and country borders and into Northumberland. When he was stopped by the Police in Berwick, he agreed with them that he was “probably breaking the law” and he was charged. This was deliberate on Barnewall Elliot’s part, he was trying to force a test case, and was successful. He admitted to the magistrates that he drove at “up to 14mph“, defending himself with the contention that his motor car was not a locomotive as defined in those acts. The magistrates were sympathetic, but stuck to the letter of the law. Describing Barnewall Elliot as a “most obliging defendant” they found him guilty, buy only with failing to have a man walk 20 yards in front of him and fined him a total of… 6 pence! (plus 19s 7d costs)
These events made Barnewall Elliot something of a household name in Scotland. At this time, the organisers of the Highland Show were keen to have an exhibition of motor cars as it was felt they would be of great transport use to country farmers, and so Barnewall Elliot – a gentleman farmer – was the perfect man for the job. He accepted their invitation and “those who witnessed [his demonstration] were struck by its easiness and steady progress“.
He had bought his car for £250 (c. £27k in 2023). After driving a few thousand miles in it he sold it in October 1896 for £112 in order to buy another. He suffered 55% depreciation on account of the crummy build quality of these early vehicles.
A Panhard et Levassor Phaeton of the type driven by Barnewall ElliotBut although his was the first motor car imported into Scotland, and although he made the first legal road journeys in it, it was not actually the first horseless carriage in Scotland. That honour goes to Glaswegian locomotive engineer George Johnston. ohnston had been engaged by the Glasgow Corporation to build a tramcar that did not require electricity or horses. He came up with an oil-fuelled steam tram. Unfortunately it burned down before it could really prove its worth. Johnston went back to the drawing board.
Illustration of Johnston’s mechanical tramcarHe gave up on the idea of the steam tram and having seen a motor car in operation, decided he could build one of those too, but better. He imported a Panhard chassis and Daimler engine via Leith and combined them with a “dog cart” carriage body in late 1895. Very early in the morning of November 12th that year, Johnston took his machine for a test run through the streets of Glasgow. He knew full well he was breaking the law and even invited a journalist for the Scotsman along for the ride.
The Johnston Dog Cart in 1897, probably not the original model from the 1895 test run, however it did not change much in subsequent years.Not long after midnight, they set out from Springburn, taking Buchanan Street, to cross the city. They went along the Broomielaw to Shawlands “and back by a more circuitous way“. They deliberately tested a range of road surfaces, noting that macadam roads gave the best ride. The 3 occupants noted “the feeling of greatest exhilaration” on the Parliamentary Road when Johnston took them up to the giddy speed 12mph. The Glasgow Polismen on their early morning beats were dumbfounded and didn’t know what to do. The law caught up with Johnston on January 24th 1896, when he was convicted by Judge Mitchell in the Glasgow Police Court and given a token fine of 2s 6d. He would go on to become one of Scotland’s most successful early motor engineers under the Arrol-Johnston name.
1902 Arrol-Johnston Dog Cart car. Note the similarity to that in the previous photo. CC-by-SA 2.0 Graham RobertsonWhile Glasgow and Kelso took an early lead in motoring, the Edinburgh Evening News noted “Edinburgh people… Did not readily take to innovations and preferred to wait until they gained experience from others.” We can be confident that Barnewall Elliot indeed brought the first car to Edinburgh because when the Locomotive Acts were repealed on 14th November 1896, the Evening News reported there were no cars in the city at that point and his had been the only one to pass through up until then. Despite the repeal of the Acts, it was not until 11th December that another car came to Edinburgh, when Glaswegian firm Colosseum Warehouse Co. brought a Daimler with a taxi cab body to the city and gave rides in it. It took until February 1897 for a citizen of Edinburgh to troubled themselves to get a car, when Mr John Drew of Belford Road exhibited an “almost noiseless” electric car of the Neale type that he had built.
Illustration of the Neale electric car from “The Automotor Journal” March 1897It was not long thereafter that the Rossleigh Cycle Company (named for partners Thomas Ross and the Sleigh brothers) went into the chauffeuring business with a number of Daimler Dogcarts acquired for the purpose. Driver Thomas Morrison is seen here in Holyrood Park in 1897.
Thomas Morrison, Holyrood Park, in a Rossleigh Daimler Dogcart 1897.On 22nd September 1899, Sarah Renicks, a domestic servant from Broxburn, was the first reported person to be knocked down by a car, when a vehicle of the Edinburgh Autocar Co. hit her as she stepped off a tram on Princes Street. She sued for £150. In January 1900, the Edinburgh Autocar Co. was again in court, having knocked down Thomas Woolard in Newington. Sheriff Maconochie however found that the car was not being driven in a “furious and reckless manner” and that the pedestrian was at fault for not looking. In April 1900, James Collins of Duncan Street, Newington, was fined £5 (or 20 days imprisonment) for having driven his car in a “reckless and careless manner” on Lothian Road and crashed into a horse and carriage.
On June 16th 1902, the first pedestrian fatality as the result of being knocked down by a motor car took place on Princes Street. Christina Currie, 56, of Cumberland Street was hit by a vehicle being driven by Thomas Morrison as she crossed the street at the foot of the Mound. A policeman on tram points duty witnessed the event, and estimated the accused had driven at 15mph. He said he had tried to stop the vehicle but it had not. Other witnesses put the speed between 12 – 17mph. The defendant stated the victim had stepped out from behind a tramcar. A jury took only half an hour to find Morrison not guilty, however the foreman expressed “their strong disapproval of the too common practice of driving motor cars in crowded thoroughfares at too high speeds and without due regard to the safety of the public“.
Register of deaths entry for Christina Currie. (685/4 659)Note to readers: unfortunately in April 2026, a third-party plug-in more than exceeded its authority and broke many of the image links on this site. No images were lost but I will have to restore them page-by-page, which may take some time. In the meantime please bear with me while I go about rectifying this issue.
If you have found this site useful, informative or amusing then you can help contribute towards its running costs by supporting me on ko-fi. This includes my commitment to keeping it 100% advert and AI free for all time coming, and in helping to find further unusual stories to bring you by acquiring books and paying for research.
Or please do just share this post on social media or amongst friends and like-minded people, sites like this thrive on being shared.Explore Threadinburgh by map:
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If you see this after your page is loaded completely, leafletJS files are missing.These threads © 2017-2026, Andy Arthur.
NO AI TRAINING: Any use of the contents of this website to “train” generative artificial intelligence (AI) technologies to generate text is expressly prohibited. The author reserves all rights to license uses of this work for generative AI training and development of machine learning language models.
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I asked, "Did you vote 3rd party, or not at all?"
You replied >> The point of a #WorkersParty is to mobilize, organize & educate people into doing the On-Ground work for alternative change for #Socialism.
There WAS a 3rd party on the ballot besides #Democrats and #Republicans. How many votes did they garner in 2024?
The #SocialistWorkersParty #SWP publishes #TheMilitant, a weekly #socialist newspaper, and #NewInternational, a #marxist magazine.
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I asked, "Did you vote 3rd party, or not at all?"
You replied >> The point of a #WorkersParty is to mobilize, organize & educate people into doing the On-Ground work for alternative change for #Socialism.
There WAS a 3rd party on the ballot besides #Democrats and #Republicans. How many votes did they garner in 2024?
The #SocialistWorkersParty #SWP publishes #TheMilitant, a weekly #socialist newspaper, and #NewInternational, a #marxist magazine.
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I asked, "Did you vote 3rd party, or not at all?"
You replied >> The point of a #WorkersParty is to mobilize, organize & educate people into doing the On-Ground work for alternative change for #Socialism.
There WAS a 3rd party on the ballot besides #Democrats and #Republicans. How many votes did they garner in 2024?
The #SocialistWorkersParty #SWP publishes #TheMilitant, a weekly #socialist newspaper, and #NewInternational, a #marxist magazine.
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Great #NeoFinder for #macOS praise from Canada:
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#NeoFinder 9.1 for #macOS supports the new VisionaryAI Tagger metadata, with captions, audio transcriptions, tags of photos, videos, and audio files.
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#NeoFinder 9.1 for #macOS can now catalog the #BlackMagic BRAW video files created by the Panasonic LUMIX S1II, S1IIE, S1RII, Leica SL3-S, Sony FX3, und Sony FX30 cameras.
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#NeoFinder 9.1 for #macOS can now catalog #Nikon R3D video files!
These are actually really NEV format files, but incorrectly named .r3d in the camera, which massively confuses the official #RED software.
We found a way to work around it!
https://www.neofinder.de/forum/phpBB3/viewtopic.php?p=721#p721
#FilmMaking #MediaAssetManager #VideoTools #VideoLibrary #VideoProducer #DaVinci #FCPX #VideoWorkflow #MacDev #KYNO #AfterEffects #VideoProduction #PostProduction #Cinematography #IndieDev #Apple
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#NeoFinder 9.0 for #macOS now has integrated native support for cataloging #Nikon NEV video files, no other software needed.
Not just for cataloging of thumbnails and metadata, but also supports the enhanced movie contact sheet!
https://www.neofinder.de/forum/phpBB3/viewtopic.php?p=707#p707
Enjoy!
#FilmMaking #MediaAssetManager #VideoTools #VideoLibrary #VideoProducer #ARRI #RED #DaVinci #FCPX #VideoWorkflow #MacDev #KYNO #AfterEffects #VideoProduction #PostProduction #Cinematography #IndieDev #Apple #BlackMagic
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The powerful Video Contact Sheet in #NeoFinder 9.0 for #macOS now works with MKV, AVI, #Nikon NEV, #BlackMagic BRAW, and even R3D files!
That is a massive improvement for all #cinematographers and video producers out there.
https://www.neofinder.de/forum/phpBB3/viewtopic.php?p=701#p701
Enjoy!
#FilmMaking #MediaAssetManager #Catalog #VideoTools #VideoLibrary #VideoProducer #ARRI #RED #davinci #fcpx #videoworkflow #MacDev #KYNO #AfterEffects #VideoProduction #PostProduction #Cinematography #IndieDev #Apple
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A massive new feature in #NeoFinder 9.0 for #macOS is the ability to create not just ONE, but FOUR thumbnails of a video file, just like a small video contact sheet.
This will give you a much better overview of what is in these long video recordings!
https://www.neofinder.de/forum/phpBB3/viewtopic.php?p=698#p698
#FilmMaking #MediaAssetManager #Catalog #VideoTools #VideoLibrary #VideoProducer #ARRI #RED #davinci #fcpx #videoworkflow #MacDev #AfterEffects #VideoProduction #PostProduction #Cinematography #IndieDev #Apple #BlackMagic
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RED Cameras!
#NeoFinder 9.0 for #macOS now contains the official libraries to read and process .r3d video files!
That means you get thumbnails and metadata out of these movie files without additional software needed.
Enjoy!
https://www.neofinder.de/forum/phpBB3/viewtopic.php?p=690#p690
#FilmMaking #MediaAssetManager #Catalog #VideoTools #VideoLibrary #VideoProducer #ARRI #RED #davinci #fcpx #videoworkflow #MacDev #KYNO #AfterEffects #VideoProduction #PostProduction #Cinematography #IndieDev #Apple #BlackMagic
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You see red? #RED?
#NeoFinder 9.0 for #macOS catalogs .R3D and even Nikon .NEV video files natively, no other software needed!
https://www.neofinder.de/forum/phpBB3/viewtopic.php?p=686#p686
#FilmMaking #MediaAssetManager #Catalog #VideoTools #VideoLibrary #VideoProducer #ARRI #RED #davinci #fcpx #videoworkflow #MacDev #KYNO #AfterEffects #VideoProduction #PostProduction #Cinematography #IndieDev #Apple #BlackMagic
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#NeoFinder 8.9.1 for #macOS fixes a problem with the More Finder Info when editing Finder Tags and XMP Keywords for very large video files.
These values are now properly updated in the text fields when editing them.
https://www.neofinder.de/forum/phpBB3/viewtopic.php?p=668#p668
#FilmMaking #MediaAssetManager #Catalog #VideoTools #VideoLibrary #VideoProducer #ARRI #RED #davinci #fcpx #videoworkflow #MacDev #KYNO #AfterEffects #VideoProduction #PostProduction #Cinematography #IndieDev #Apple #BlackMagic
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#NeoFinder 8.9.1 for #macOS massively improves speed when writing Captions to large video files in the .mp4 and .mov formats!
That was rather slow, BUT!
Not anymore.https://www.neofinder.de/forum/phpBB3/viewtopic.php?p=664#p664
#FilmMaking #MediaAssetManager #Catalog #VideoTools #VideoLibrary #VideoProducer #ARRI #RED #davinci #fcpx #videoworkflow #MacDev #KYNO #AfterEffects #VideoProduction #PostProduction #Cinematography #IndieDev #Apple #BlackMagic
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#NeoFinder 8.9.1 for #macOS now catalogs the special keywords embedded by #FCPX (Final Cut Pro X) in .mp4 and .mov video files!
https://www.neofinder.de/forum/phpBB3/viewtopic.php?p=661#p661
#FilmMaking #MediaAssetManager #Catalog #VideoTools #VideoLibrary #VideoProducer #ARRI #RED #davinci #videoworkflow #MacDev #KYNO #AfterEffects #VideoProduction #PostProduction #Cinematography #IndieDev #Apple #BlackMagic
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The Inspector in #NeoFinder 8.9 now shows the video codecs "hev1" and "hvc1" as separate values, they are really not the same, and only "hev1" is actually supported by #macOS.
https://www.neofinder.de/forum/phpBB3/viewtopic.php?p=650#p650
#FilmMaking #MediaAssetManager #Catalog #VideoTools #VideoLibrary #VideoProducer #ARRI #RED #davinci #fcpx #videoworkflow #MacDev #KYNO #AfterEffects #VideoProduction #PostProduction #Cinematography #IndieDev #Apple #BlackMagic
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Many video cameras write metadata into strange places in the video files, and for #NeoFinder 8.9, we have added the ability to read Sony camera information in MP4 video files.
This contains information such as the camera make, lens name, and comments.
Enjoy!
https://www.neofinder.de/forum/phpBB3/viewtopic.php?p=646#p646
#macOS #FilmMaking #MediaAssetManager #Catalog #VideoTools #VideoLibrary #ARRI #RED #davinci #fcpx #videoworkflow #AfterEffects #VideoProduction #PostProduction #Cinematography #IndieDev #BlackMagic
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Oh my! The #Blackmagic URSA Cine 17K 65 camera really is a BEAST!
The next major version of #NeoFinder for #macOS will of course support the gigantic BRAW files of this camera in full.And not just for thumbnails and metadata!
https://www.cdfinder.de/video-toolbox.html
#macOS #FilmMaking #MediaAssetManager #Catalog #VideoTools #VideoLibrary #VideoProducer #ARRI #RED #davinci #fcpx #videoworkflow #MacDev #KYNO #AfterEffects #VideoProduction #PostProduction #Cinematography #IndieDev #Apple
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https://www.cdfinder.de/praise.html
https://www.cdfinder.de/video-toolbox.html
#FilmMaking #MediaAssetManager #Catalog #VideoTools #VideoLibrary #VideoProducer #ARRI #RED #davinci #fcpx #videoworkflow #MacDev #KYNO #AfterEffects #VideoProduction #PostProduction #Cinematography #IndieDev #Apple #BlackMagic
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#NeoFinder 8.9 for #macOS has a new Expert Setting to ignore embedded cover art in video files written by Final Cut Pro X, and tools like Subler.
https://www.neofinder.de/forum/phpBB3/viewtopic.php?p=641#p641
#macOS #FilmMaking #MediaAssetManager #Catalog #VideoTools #VideoLibrary #VideoProducer #ARRI #RED #davinci #fcpx #videoworkflow #MacDev #KYNO #AfterEffects #VideoProduction #PostProduction #Cinematography #IndieDev #Apple #BlackMagic
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Another improvement for the integrated Video Converter in #NeoFinder 8.9 for #macOS:
It can handle multiple selected video files in the Services menu of the Finder!
https://www.neofinder.de/forum/phpBB3/viewtopic.php?p=638#p638
#FilmMaking #MediaAssetManager #Catalog #VideoTools #VideoLibrary #VideoProducer #ARRI #RED #davinci #fcpx #videoworkflow #MacDev #KYNO #AfterEffects #VideoProduction #PostProduction #Cinematography #IndieDev #Apple #BlackMagic
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Another new feature in #NeoFinder 8.9 for #macOS is the ability to catalog the rather interesting "BlackMagic Cam for iOS" metadata for .mp4 video files, like ISO, lens name, and Aperture!
https://www.neofinder.de/forum/phpBB3/viewtopic.php?p=629#p629
#FilmMaking #MediaAssetManager #Catalog #VideoTools #VideoLibrary #VideoProducer #ARRI #RED #davinci #fcpx #videoworkflow #MacDev #KYNO #AfterEffects #VideoProduction #PostProduction #Cinematography #IndieDev #Apple #BlackMagic
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"Our parent company uses Iconik as their media management software which didn’t fit our flexibility requirements with it being cloud based and a bit less configurable compared to #NeoFinder. "
Very interesting and flattering feedback from a video producer from the #Highlands in #Scotland!
https://www.cdfinder.de/video-toolbox.html
#macOS #FilmMaking #VideoTools #VideoLibrary #VideoProducer #ARRI #RED #davinci #fcpx #videoworkflow #KYNO #AfterEffects #VideoProduction #Cinematography #IndieDev #BlackMagic