Who am I:
My name is Chris Jorgensen, I am now 70 years old and live in Lelystad, Holland. Since 1993 I am a guide on the Batavia-shipyard in Lelystad. Over the history of the East-Indian Company (VOC) and the Batavia, I ‘ve learned a lot on the yard. After all I did also my own investigations to the (still) missing parts in knowledge of the maritime history. On the Batavia-shipyard we can carry out that knowledge. But to share this knowledge, on a wider base with others, I ‘ve started this web-site. Hopefully it will enjoy many of the visitors of this site….

"WHO KNOWS HIS HISTORY, VALUES HIS FUTURE"

Photo: A. Boguslavskaja, Lelystad

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The beautiful lighted “Batavia” goes to 2007!!

Willem Janszoon (1570 – 1630), Dutch navigator and colonial governor, is the first European known to have seen the coast of Australia. His name sometimes appears as Willem Jansz. (an abbreviation, with or without the full stop). Janszoon was most probably born in Amsterdam, the Netherlands. Nothing is known of Janszoon’s early life. He is first recorded as entering into the service of the Dutch East India Company (VOC) as a mate aboard the Hollandia, part of the second fleet dispatched by the Dutch to the Dutch East Indies in 1598. He again sailed from the Netherlands for the East Indies in December 1603 as captain of the Duyfken (or Duijfken, meaning "Little Dove"), part of a fleet of twelve ships. Once in the Indies, Janszoon was sent to search out other outlets for trade, particularly in "the great land of Nova Guinea and other East and Southlands."

            

Foto: Wikipedia.org

The Gulf of Carprntaria viewed from orbit. New Guinea is visble at the top,the Australian mainland at the bottom, and Cape York Peninsula at the right. On November 18, 1605, the Duyfken sailed from Bantam to the coast of western New Guinea. She then crossed eastern end of the Arafura Sea, without seeing Torres Strait, into the Gulf of Carpentaria, and made a landfall at the Pennefather River on the western shore of Cape York in Queensland, near the modern town of Weipa. This is the first recorded European landfall on the Australian continent. Janszoon proceeded to chart some 320 km of the coastline, which he thought to be a southerly extension of New Guinea.

Foto: Wikipedia.org

Finding the land swampy and the people inhospitable (ten of his men were killed on various shore expeditions), at Cape Keerweer ("Turnabout"), south of Albatross Bay, Janszoon headed home and arrived back at Bantam in June 1606. He called the land he had discovered "Nieu Zelandt," but this name was not adopted, and was later used by Abel Tasman to name New Zealand. The Duyfken was actually in Torres Strait in March 1606, a few weeks before Torres sailed through it. Janszoon returned to the Netherlands in the belief that the south coast of New Guinea was joined to the land along which he coasted, and Dutch maps reproduced this error for many years to come.

Foto: Wikipedia.org

Although there have been many suggestions that earlier navigators from China, France or Portugal may have discovered parts of Australia, the Duyfken is the first European vessel known to have done so. Janszoon served in the Netherlands East Indies for several periods (1603-11, 1612-16, including a period as governor of Fort Henricus on Solor, and 1618-28, during which time was served as admiral of the Dutch fleet and as governor of Banda 1623-27). Janszoon was awarded a Chain of Honour in 1619 for his part in capturing four ships of the British East India Company which had aided the Javanese in their defence of the town of Jakarta against the Dutch. In 1628 he retired to the Netherlands with the rank of admiral. The original journals and charts made during Janszoon’s 1606 voyage have been lost, but the National Library of Austria in Vienna holds a copy of the map made around 1670. The map, which shows the location of the first landfall in Australia by the Duyfken, is part of the Atlas Blaeu Van der Hem, brought to Vienna in 1730 by Prince Eugene of Savoy.

Source: Wikipedia.org

Foto: Badische Landesbibliothek, Karlsruhe.

Map of Australia and Japan by Joan Blaeu. official mapmaker of the VOC (1638-1673)

On April 2, 1595, the first forwarding left aim, from the coast of Texel, with the purpose to reach Asia with the spices-islands. The “Company of Distance” transmitted four wellequipped and heavily armed ships: the “Mauritius”, the “Hollandia”, the “Amsterdam” and the small pinas “Duyfken” under guidance of Cornelis Houtman and Gerrit van Beuningen. This was the so-called “First ship sails”. Master Dirksz.de Keyser seen to over the route description of Jan Huygen van Linschoten who had made travel rather with a Portuguese ship. The ships arrived in exile, the most extensive pepper harbor on West-Java, at June 27th of 1596. The travel went with many conflicts and loses laboriously to mans lives. On January 15th of 1597, returned three of the ships, namely: the “Mauritius”, “Hollandia” and “Duyfken”. The “Amsterdam’ was so badly dammaged that it was burned down. Without further problems they reached Holland after being away for 29 months with a loss of 160 men and one of the four ships.

6 June 1596: arrival First shipsjourney in India.

After a several companies were formed and a game growth arose in the trips to Asia grasped the parliament of the netherlands in with the formation of the United East – Indian – Company, the VOC. It is clear that the furrow the VOC of large interest was that the wanted to come so fast as possible on the place of destination. For that reason they used in the beginning the Portuguese route and the experiences of the predecessors. The ships were equipped with the best improved seamaps, drawings of important coasts , all sorts of instruments. Also other observations as changes of the watercolor, kinds of birds and fish cntributed to stipulating the position. For the VOC-ships were there on board also the “seynbrieven”. These sail tasks were collected by the administrations of the VOC-chambers out of the logs and the experiences by the returning masters. So the journyes became better controlled. The ships of the sailingfleet from Texel had to join themselves at the English island Wight witht the ships of the Southern Chambers. So they formed a firmer block-system against the hijackers, who lay always on the lookout.

To the passing of Canary islands they conduct the Brazilian coast as soon as possible. Here the ships came in the ‘Brasilstream” and they made use of the always present passat wind. This coast became on appropriate distance followed until a look-out reported that the ‘brown water’ was in view. This was the muddy extension of the Rio de la Plata, by Buenos Aires, that is miles visible from the coast.

Every watch became there a line, with on te same distances, knots with a colorful ribbon throwed over the railing. Simultaneously they counted, with a little sandclock (three minutes) the over-board walked knots. With this was measured sailingspeed. The wind speed was determined to the possibility of the.sails to conduct. All this named data became is through the Master written in the shipsjournal just as the observations from: De head on the waves, bewolking, the color of the water, birds as traitors of the vicinity of country.

That these travel required much steersmanart can be clear. The VOC ensured several trainings for her officers. As in 1621 of the Examinator of the navigatio-officers of the Chamber of Amsterdam, Cornelis Jansz. Lastman appeared. Lastman wrote the influential textbook “The treasure room of the Large Seevaerts-art”.

Photo: The VOC looked in the map.

For the position provision of the astrolabium in use via ‘one stars shoot’ to know how far one lanky was. The astrolabium can be seen as a metal predecessor of the present many used planisphere, a turn bar stars card, they it that by an astrolabium the card (the crack) on top lies and the horizon (indicated on the tympanum) below it. An astrolabium differs further of a planisphere in the fact that one stereografical projection uses, by which all circles on the globe reproduced are by circles on the area of the instrument. As well the astrolabium as the planisphere have been arranged for the localizing of fixed stars, but do not be arranged for the localizing of floating stars, the planets.

The Jacbsstick

The degree stick or protractor was also a very old manner of position-fixing with the sun in front. Already by the first far journeys knew navigators the connection between the height of the sun on the middle of the day-or the height of the Pole star of the nights and the geographical width on which the ship was himself. After good mechanical time meters invented were, one could fixed to measure also the geographical length through (combined with a timereading) the height of a heaven light in the east or west. The Jacobsstick is an earlier instrument consists that of a long rule of square average, provid with a scale patitioning for each of the three, later on four diagonal slats of different length that slide over the rule. In the practice, one used only one slat for the exporting of a corner measurement of respectively less then 30°, 60° or 90°. The observer holds the bar with the end against the eye and moves the slat till the underside of it coincides with the horizon, the top with the gauged celestial body. The markscorner is indicated on the scale on the intersection of the staff and slat. Large hoogren were difficult to measure, because one do not see could celestial body and horizon at the same time sharply. All masters from the returning fleets had to let study their shipsjournals at the experts from the cncerning Chamber and onthe questions asked to them to concerning made travel. The possible supplements or modifications in the following “Seynbrief” on the at them stolen report over the made. From this became the possible additions or changes in the next “Seynbrief” (sailinstructions) set up. A Seynbrief gave additional instrucuties on several routes without drawing the seamanship of the following captains in doubt. As an example an extraction from the VOC-seynbrief of 1617:

In article 12: ‘Ende sullen dienvolgende all ships, aen Cape the Bona Esperança either at the Tafelbay ververscht have, must moreover haeren cours Easterly-aen on the hoochte of 35.36 , 40 to 44 degrees Suydelijkerbreedte stelle’

In article 13:‘De Westelycke wind and the Suydtlandt-current hebbenden sullen the ships at least duysent mylen Oostelijcken cours hold before se bysteken on a North-Noordoostelijcke cours branched off sulxs rain for the Street Sunda uyt to komen’

Foto: Staatsbiblothek Preussischer Kulturbesitz, Berlin. These map from Sumatra is made in 1620 through Hessel Gerritsz., mapmaker of the VOC-chamber of Amsterdam of 1617 until 1632.

Photo: Batavia-shipyard, Lelystad – Painting of Brobbel. At the Batavia-shipyard is the re-building of the famous flagship of Admiral Michiel Adriaensz. in full action.

Photo: Batavia-shipyard, Lelystad. Drawing of Tiemen Pasterkamp, the Master-woodcarver. Lately we became the knowledge, that the piece wich is now in production in the Woodcarversshop, is the largest piece of shipsdecoration wich is made in this time in the whole world. The dimensions are 7 x 4 meters.

Photo: Batavia-shipyard, Lelystad. The woodcarvers are still busy. On foreground the theacher, Master-woodcarver Tiemen Pasterkamp

Photo: Laura Kok The keel of "The Seven Provinces" on the Batavia-shipyard.

Photo: Batavia-shipyard The first ‘streches or ribs’ of the 12 ‘streches for foundation’ are made with an mould in the right shape and placed piece by piece on the keel. The right line of the shape is controlled by so called ‘centerlatten’ (small laths). After placing the stern the other stretches will filled in.

Foto Batavia-shipyard – The ‘Batavia-shipyard’ in the snow.

Photo: Batavia-shipyard By the lower part of the stern are the different parts good visible, All parts became called by name in the past. Codes and drawnings didn’t exist in that time. As we look at the topside beam (the hekbalk) of the stern, below it are four rows enclosed by the rationwood. Between the hekbalk and the "fourth row" was found of the break out in vertical placed ‘tumblers’. The spaces between the tumblers formed the backside gunports. The name ‘rationwood’ developed because the bends of this wood artificially were formed by hand. Already in an early stage bend to pull became the right be springy fixed by the branches of young threes. Special wood became the buyers placed on a rationlist by the large question for this. Therefore the special name.

Foto: Batavia-shipyard

Foto: Batavia-shipyard

Foto: Batavia-shipyard

Foto: Batavia-shipyard, Lelystad In the woodcarvingshop steadily is worked at the grand woodcarving for the straight wulf. It is become a form, but yet not ready, there’s more and more visible now. On the shields for the provinces the templates of the parts put in. With this it becomes also more clearly what kind of an enormous work the woodcarvers have in their hands: (7 x 4 meters!). The building of the 7 Provinces stands extended and put in the coming months in the sign of the of the pennies and the ‘Berghouten’. Pennies are long flexible beams that the contours of the skin giving form. They are put in in the shipslenght direction at the outside of the streches of foundation (see photograph). Together with that stretches, they form a kind of an a ‘basket’. That basket is the complete contour of the shipshull, within which the ‘streches of filling-out become assembled’. If that is done became the pennies removed. After that follows the hide of the ship, but then we are a few years further!

Foto: Batavia-shipyard, Lelystad

Foto:Batavia-shipyard,Lelystad The wind-feathers are made. This are the extensions of the rantsionswood that high above the mirror of the ’7Provinciën will stick out. Between the wind feathers, the ‘hakkebord’ comes decorated whith the beautiful carvingworks out of the woodcarvingshop.

Foto: Batavia-shipyard, Lelystad

Foto: Batavia-shipyard, Lelystad The wind-feathers are fixed to the stern with heavy rivets. With a lot of noise and smoke the heads on the rivets are attached.

Foto: Flying Cessna/Theo de Wilde Bataviashipyard, Lelystad in birds eye view. In foreground the ‘Batavia’, in the centre ‘De Zeven Provinciën’ in construction. Bataviashipyard is a yard that offers you a fascinating look on traditional shipbuilding and maritime archaeology. Only here you can see two reconstructions of 17th century ships in one location. This makes the yard unique in its kind. A visit to Bataviawerf is an experience thats brings your fantasy back in time more than 350 years!

Foto: Bataviashipyard. With an magnificent illuminated "Batavia", the Bataviashipyard welcomes the yaear 2007

The merchants that their wealth had gathered by the graintrade in The Baltic See area were also interrested in take-over the peppertrade in India from the Portuguese merchants. When the offering of pepper and spices in Europe was broke-down. Arose about it so-called furrow-companies, that equipped ships to undertake the trade with Asia. Caracterization for the furrow-companies was that the occasions were enterprises. For the preparation of an journey, ships were rented or bought and recruited personnel. After the trip, the balance was made up, became sold dismissed the ship and the personnel. Of the possible made profit again a new preparation took place. The whole procedure
began again. In the provinces Holland and Zeeland were through the period 1595-1602 eight furrow compagnies, 65 ships sended out for the trade with Asia. The main interest of this expeditions was not their financial results, but the fact the possibility of sailing to Asia was finally proofed.
The prosperously grow became in danger because of the heavy competition between the furrow-companies of the province Zeeland and Amsterdam. Portugal collected the profits in this competition. The State-General of the Republic was anxious of the developments. The economical motivations brought the chairman of the province Holland, Johan van Oldebarnevelt and his substitute Prins Maurits to forcing the merchants to co-operation. This resulted on March 20th 1602 in the establish-ment of the United East-indian Company (VOC).

Foto: Amsterdam Historical Museum
The conference room of the XVII Gentlemen, executive committee of the VOC

The VOC is called the first nameless enterprise in the whole world. This is in thanks to the fact they had an working-capital what brought in by shareholders. In that time verry modern.

Foto: NationalmuseumVOC-board of the Chamber of Hoorn together in a meeting.

By the State-General the VOC became an patent granted for the trade between Cape of Good Hope and Cape Horn. In the six cities whith an furrow-company, setteled or in construction, where chambers of the VOC founded: Amsterdam, Zeeland (Middelburg), Rotterdam, Delft, Hoorn en Enkhuizen. Becoming that patent means for the VOC, they where the sole agent for the Republic to handle the trade in the whole area. Also the VOC was allowd, in the name of the State-General of the Republic, to make in this area agreements with the sovereigns, to build fortresses, to make war and installing local goverments. The VOC became the same rights as normaly where allowd to an sovereign state. What made the VOC also more exeptionel is that the capital dealed in shares was not given back after each expedition to the owners;so it where no longer occasionalexpeditions. In 1602 the merchants signt in a capital of: f. 6.424.588. The organisation of the VOC, with six chambers, decentralized. The distribution of the activitys to the chambers, as the building and the suply of the ships or the buying or selling of the goods, where accurate registrated: Amsterdam the half, Zeeland a fourth and the other chambers each an sixteenth part. By the formation of the board of the VOC they used the same rules. A chamber had an board of authorized merchants, for each chamber an established number of persons, who where choosen by the cityofficials or, in the case of Zeeland the board was formed out the choosen candidates, selected by the sitting boardmembers. Most of time the candidates where the wealthy shareholders in the surrounding. Every chamber selected two or three times a year an number of deputys who took part of the meetings in Amsterdam or Middelburg(Zeeland) to setup the central policy. This board, the XVII Gentleman, was formed by eight members of Amsterdam, four members of Zeeland and one of each smaller chambers. The 17th member was by turns delivered by Zeeland or one of the smaller chambers. Amsterdam had in this construction not an decive vote. The members of Zeeland where afraid of this problem by the founding of the VOC. This fear was not groundless, because in the practical way Amsterdam was declaring the resolutions. The patents of the VOC where many times extended. During the almost two centurys of her existence the VOC sended 4.721 times a ship out to Asia. In Asia the VOC sended in totaly 3.356 times a ship back to Holland.

An VOC-fleet started the journey from Batavia back to Holland Photo: National Maritimemuseum – 4-days Seabattle

In the 4th war with England (1870-1784) The fianancial unhealthy VOC became in deep troubles because an several years no rich loaded ships came in to the Republic. In 1795 the VOC is nationlized; in 1799 the last patent of the VOC was past away. and the belongings elapsed to the governement.

Five admiralities

Trade and shipping lay at the basis of the economic supremation of the Republic of the Seven United Netherlands in the Golden (17th) centurieTo protection of the national interests was a maritime defense necessarily. Initally carried these a local or even a private character. Merchants and regents of Ports, completely on own initiative, acted and undertaken incidental actions on sea against foreign competitors, pirates and hijackers. Furthermore sometimes the offensive was chosen and taken a hostile ship. Defensiv measures to restrain the enemy where by example convoy-ing and armament of the tradingships. Beyond that gave the Cityadministrations, in time of war commissionletters to the skippers, with wich they had permission to make of the adversary loot.

The central authority tried to increase in vain the supervision on the wars at sea. In 1488 declared Maximillian of Habsburg the “Ordonance on the Admiralities”, with wich for the first time a permanent navy organization was founded in the Netherlands. The defence at sea was regulated and legal dedicated to an admiral as replacement of the sovereign. The stubborn province Holland wanted however, outside the admiral, to form their own war-fleets.

The Uprising (1568-1648) prompted till a better regulation of the navyadministration On August 13, 1597 the management became an Instruction for the Admialities through the parlement of the Netherlands. From that year lay th maritime apology of the Republic in hands of five Colleges of Admirality: The Maze, Amsterdam, Zeeland, the North-quarter and Friesland.
The Golleges resided to Rotteram, Amsterdam, Middelburg, alternately to Hoorn and Enkhuizen, and to Dokkum (from 1645 Harlingen).

An Admirality College was managed by an Admiralitycouncil. Theoretical was, in his position of Admiral, the Prince of Orange general-chairman of each College. Practically he let himself represented through a lieutenant-admiral. The two most important civil servants, the lawyer- public prosecutor and the secretary stood guarantor for the administrative continuity.

Although the Colleges of Admirality generalityorganizations were, was the provincial influence large. The combined assemblys of the deputies of the Colleges of Admirality brought no changes in this situation. The admirality of Amsterdam had in general ruled the activities. This College of Amsterdam took the greatest ammount of battleships of the whole war-fleet on her account.

In conformity with the Instruction for the Admiralities of 1597 were the Colleges in charge with the collecting and managing of the im- and exportrights, the so-called convoy-ing and licences. Moreover they installed the lower officers; the flag-officers and captains wer appointed by the Parlement of the Netherlands on the reccomendation of the Colleges of Admirality. The admiralities councils had also legal competences. As they spoke law over heavy offences and stepped they on as a priccecourt to aspect of seizes take on board and cargos. The most impotend task was the building, conserving and suplying of the fleet of wars. For this purpose the five admiralities had each the diposal over an shoreorganisation with offices,yards and warehouses. A few things was funded from the yields of the in- and exportrihgts and subsidies of the State-General.

Battle at Sea

During the 17th century the Republic was invoved by a lot of seabattles. Principal purpose of the fleetactions was to keep open the trade routes at sea and to defence the territory. Until 1648 was Spain the main enemy.

Foto: Rijksmuseum The exploding of the Spanish Admiralship.

Thirty Dutch ships, under order of Admiral Jacob va Heemskerck, suprised on April 25, 1607 the Spanish fleet in the Bay of Gibraltar. The ships that formed a threat to the VOC-trade to Asia, were destroyed. Four thousand Spaniards and hundred Dutchman left theyr live in the blow. Under the dead was found the Dutch- and the Spanisch Admiral.

It was the first large victory of the Dutch in the Eighty-years of War. The painting of the Dutch painter Cornelis Claesz., van Wieringen. The painter brought the victory with the explosion of the Spanisch admiralship triumphantly in sight. The remaining fleet activities concerned blockades of thr Flemish coast and accompaniment of the tradefleet in the direction of the Easteren Sea

During the 17th. century, the maritime expansion of the Republic arroused always more jealousy, especially of the English. When the westerly neighbors proclaimed in 1651 resetricive measurements
against Dutch tradingships to English harbors,(The Act of Navigations) the tensions rising up.

In the First English war (1652-1654), were the English fleet operations directed to hinder the Dutch tradingships in a free passage on their voyage to Asia. An example of this was the Batlle by Dungeness in december 1652, by wich Maerten Harpertz. Tromp held The Channel open for the Dutch.

Foto: Royal Netherlands NavyThe Batlle by Dungeness. Foto: Royal Netherlands Navy

Also the escorting of the trade fleet in the direction to the Baltic Sea was important to keep open the Sont-passage for the transports of grains and timber to the Netherlands.
In the Second English War (1665-1667) five large actions took place, almost under the English coast.

Foto: Netherlands Maritimemuseum – painting of Ludolf Backhuysen

The warship ‘Hollandia’ near Huisduinen, november 3th, 1665. Short after send official in function, it became the flagship of Admiral de Ruyter in the summerand the fall of 1665. The ship here is proposed as it with the rest of the fleet returns by a crusade in the north sea, by wich they not met the enemy, but it was an important meaning there it was probally for the first time that the countries large war-fleet have been held batlle exercises.

In June/July 1667, Admiral Michiel Adriaenszoon De Ruyter undertook his renowned Journey to Chatham.

Foto: Dutch Maritimemuseum – painting of Willem v/d Velde
On ‘The Seven Provinces’ is the white flag hoisted to sign the captains to have a meeting with the admiral. In the sloops they are on the way to the Admiralship.

Foto: National Museum – Journey to Chatham Foto: National Museum, Amsterdam The ‘Royal Charles’, was the flag-ship of the the Royal Navy. During the Journey to Chatham of the Dutch, on June 22, 1667, became the ship wich was anchored on the Medway, conquered through the Honored Thomas Tobias, captain of the Admirality of Amsterdam. later on its brought to Holland; as the ship was demolished is the nameshield of the sterndecoration as a throphy kept. These is via the warehouses of the Dutch Navy in Helevoetsluis, Rotterdam and the models-chamber of the Navy Department on her present place ended up by the National Museum in Amsterdam. Photo: National Museum – Stern decoration of the ‘Royal Charles” Foto: National Maritimemuseum- 4-days Seabattle

Efforts of the The Third English War (1672-1674) was the position of the Nerherlands as European power. England, France, Cologne and Munster joined in a batlle to the Dutch. Opposite the large British-French superior power on sea, the Dutch State-fleet became pushed shortly in the apology.
Thanks to his tactical ingenuity, De Ruyter knew however to keep the enemy away of the Dutch coast. With the Peace of Westminster (1674), the trade wars between the naval forces became to
an end. A new era started. After Willem III became King of England fought England and the Republic as allies against the ambitious France. The battles moved from The North Sea and The Channel to the French coast and the Mediterranean Sea, where they operated against fleetsquadrons of Lodewijk XIV and his pirates. At the end of the Spanish Deathduties-war (1702-1713)came there an end at the race.

Ships and sailors

In the beginning of the 17th century, the squadrons of the State fleet became strengthens with to war equipped merchantships. Merchant and private shipsbuilding were thus the narrowest with the navy agreements as suppliers of the ships and men. The introduction of the line tactics made the movabillity, sail capacity, speed and uniformity of the ships however always considerablyer. In 1653 decided the State-General of the Netherlands on initiative of councillor Johan de Witt till the building of sixty ships. In years sixty, the task was given for a second serie of sixty ships. So became the Netherlands in the second half of the 17th century a sizable, standing wars fleet of line ships, frigattes and lighter vessels formed. The largest charter, included “The Seven Provinces”, the flagship of Admiral De Ruyter, with 80 to 96 pieces of guns.

With three to four thousand sailors was the wars navy a small empoyer in th maritime sector, exept
of a threat of war came up, the were thousands of man enlisted to the navy. Flag-officers and Captains were self responsible for the recuitment of the crews. Differently than by the United Easterly Company (VOC) became the sailors and seasoldiers taken in service for only one war campaign. Officers of the fleet formed than an exception. Already in the beginning of the 17th century, a few experienced captains stepped in fixed service against a yearsalary, the so-called ordinariscaptains. If small entrepreneurs the commanders saw by themselves for the catering. Each captain bought so called expense medals (seven nickels per mean per day) provisions in. Trough a cheaply buy-in, the profit could run in to thousand guilders and formed the expence medals the most important earnings of the commander.

Source: Royal Netherlands Navy

Foto: Kamper Kogge Foundation

The re-builded Kamper kogge sailing. A small ship with an enormous history. Baltic-sea trade(Ommelandtvaart) brought an great profit to our country. Timbertrade and above all, the graintrade brought the gold in to Holland.

Foto: Kamper Kogge Foundation After the return of the koggeships from the Baltic-sea area there was a busy tradingactivity in the landing areas during the 14th and 15th centurys. Often the skippers where not only the owners of the ships but also the merchants. Mostly they anchored on undept areas in the neighbourhood where te people lived and brought the merchandise ashore. Some skippers builded a barn in wich their belongings were lefted behind. The local merchants eager for the ‘first deals’ established themselfs near the landingarea. So arised the first harborplaces and city’s. Place’s later newed as Hanze-city’s.

Foto: Batavia-shipyard

The VOC had an important intake by the prosperity of the 17th century. This first multi-national in the whole world had builded 1500 ships on the own or hired shipyards in his existence of 200 years. By the archives of the VOC we learned that de VOC had just a 2% casualtys of ships in the books.

Foto: Cape Holland, Den Helder

The original ‘Prins Willem’ was builded in 1649 at Middelburg by shipsbuildmaster Cornelis Spelder-nieuw. It was in order of the chamber Zeeland of the VOC. The ship had a lenght of 68 m. an width of 14 m. and the masthight was 54 m. This was the greatest ship of the VOC. After it was equiped as a warship the ship sunk with the whole crew in a storm nearby isle Brandon in front of the coast of Madagaskar. The replica is builded by the shipsyard Amelis in Makkum for the open-air museum Oranda Mura in Japan. Today the ship is laying in the themepark ‘Cape Holland’ at Den Helder

Foto: Clipper Stad Amsterdam The at Amsterdam, nearby the National Maritime Museum, builded clipper ‘Stad Amsterdam’ fully under sail. This fast sailing type of ship made in the 19th century an enormous grow of the international freight- and passengersnavigation.

Foto: The Duyfken 1606 Replica Foundation

The keellaying of the ‘Duyfken’ by Prince Willem-Alexander in Australia at january 12th, 1997

Foto:The Duyfken 1606 Replica Foundation, The hull is ready.

Foto: The Duyfken 1606 Replica Foundation Under a roof for further building. Foto: The Duyfken 1606 Replica Foundation Again launched in the water for the insertion of the masts Foto: The Duyfken 1606 Replica Foundation The masts are placed on the ship Foto: The Duyfken Replica Foundation The ‘Duyfken’ sailing to the Banda-islands in Indonesia.

Foto: Fundation Statenjacht Utrecht The replica of the Utrecht state-yacht under sails

Women of the VOC-sailors striking independt

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How lived the women in the time (1602-1798) of the United Easterly-Indian Company as their man went to the East? A question where almost nobody the answer on know. Danielle van den Heuvel(26) from Amsterdam has, for her exameningscription history at the University of Amsterdan, done some investigation to this. This had a surprising consequence. She got there the J. R. Bruijnprice for awarded, a two annual distinction of the Dutch Association for Seahistory. Danielle has, reproduced according to the jury, on a pleasant manner, this forgotten aspect of the maritime history.

Prostitutes

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“The image is always been that VOC-seamen were not married and that the women that they left behind for the most part were prostitutes”, as tells Danielle. “Only that is not true. Many sailors were well gotten married and had children. I ‘ve found, that 70% of the women wanted to save themself financial. The rest had to do an occupation on the church and the chaplains house.” Striking reasonably has been, that the women were protected by a system of rules and appointments. Normal women stood in that time under guardianship of their spouse. That meant that they not independently financial and legal trade could perform. Only as wife of an absent seaman might they that well. The court awarded them then ‘bij uijtlandigheijt (by living abroad)’ of her man that competence. Many women, as Danielle suspects, have of the possibility use made their income at to fill with some trade. The sale for instance of apples, notes and eggs. Also is known that they worked in the fishindustry and local businesses. They needed not to lower themself in every case per definition till prostitution and criminality, according to Danielle. Still the seamen women had to close a firm financial hole. As a minimum of living counted in that time, according to Daniel, a sum of 208 guilder pro year. Of that contributed the most sailing spouses a part to it. Thay let for their departure a so called monthletter made up. That letter got the woman. She could collect with that pro year once by the VOC-office nearly 42 guilders of the salary of her man. He collected self by return the rest. Then was there also yet the transportletter, a document that good was for an unique payment of 150 until 300 guilders, dependent on the rank of the concerning seaman. The VOC stimulated to set her personnel this transportletters on name of their wives. The rest of the income had to come thus from work of the women and children, according to Danielle van den Heuvel.

Years away

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The men were also not just a while away. In the examined cases in the scrition is talkof three until seven year. The men sailed first to the East-Indian area.That trip lasted eight untilnine months. Then they must oblige minimally thre year serve on the inter-Asian routes. After that they might return. For higher ranks, a shorter term counted in the East-Indians.Sometimes a sailor succeeded by halfway the journey to brcome such higher rank and could back sooner to woman and childeren. Many sailors dyed also on this far journeys. Not always the wives of the decased had the knowledge of his dead. Danielle van den Heuvel discovered that the courts worked easywith this problems. If it also rather plausible was that the spouce was died at sea, then the women got permission to step again in an marriage. There is also the story known of Helena Subre of Enkhuizen that got three times married and where in the rear aal three mem yet in life appeared… Until so far the a shortened version of an article of Gert van de Maten in the Noord- Hollands Newspaper of november 22, 2003.

The Soeteliefje (Sweetsweetheart), as a proof of great love

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Whe an couple stept in theyr marriage they recieved of the family often a ‘Soeteliefje’. This consiste of two pieces rope connected through two in each other knotted ‘half stabs’. This had been affirmed
on an nice piece of wood and became to hung on a good visible place at the wall. When one of the partners felt the love of the other was lesser as usual. Then one of the knots became more loose.This was a sign on to fit for the relation. When however a married seaman was quitte verry long stayed away. He could see at the door of his house a “Soeteliefje’ hanging with verry open worked ‘half stabs, as sign that meanwhile someone els had taken in his place in the house.

Photo: Chris Jorgensen.