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this soon proved bad news for the usefulness of the
Oosterdok. For the company, this was extra problematic, because it could not move its dry docks out of the wet docks Westerdok and Oosterdok. Till 1909, the Oosterdok lock was 50 feet wide, and the dry docks were 60 feet wide. When the lock was removed in 1909, the railway bridge remained, and though it was wider than the former lock, it was still not wide enough to move the docks. The second reason is that from the opening of the
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vice versa. The openings regulated by valves. Water could also flow from the outside to the compartments. These openings could be closed by a wooden plug. At the stern, the dry dock had a large trapezium form door. In this door were two openings of 55 cm square. One was at the bottom, the other 60 cm higher. This higher opening was used to get goods in and out. It was noted that even with the heaviest ships, the water on the outside was never so high.
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end of a plank that came from the top of a tree, would be next to the end of a plank that came from the bottom of a tree. All this was fixed together with small timber. Over this bottom came a pine floor. The planks of the floor were 28 cm wide and 20 cm thick. The length of these planks varied from 10–20 m. The openings between these planks were 3 cm wide, starting 11 cm from the top, and were filled with
24:
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which still owned the three dry docks. In 1922 the usage of the dry docks was very minimal, due to the slump in shipping. In 1923 the dry docks did not have enough profitable work for much of the year. In 1924 the usage was still insufficient to be profitable. In 1925 the activities of
Droogdokken in het Oosterdok NV were still not profitable. On 9 June 1926 the shareholders decided to liquidate Hera.
342:(shipping line of the floating drydocks). Its participants were a number of shipping line in Amsterdam, which held shares. The supervisory board was formed by: Mayor Pieter Huidekoper; Jonkheer Pieter Hartsen shipping line owner and president of the chamber of commerce; Jean Pierre Janette Walen, shipping line owner; and Pieter Constantyn Gulcher insurer. Jan Daniel Diets became administrator.
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between the compartments and the pumps opened. The pumps then emptied the compartments, making that the dock rose, and most water inside the dock flowed off via the door. This continued till the lower, watertight part, of the door started to get above water. Next the communication between the compartments and the inside of the dock was opened, so the pumps could pump out the remaining water.
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433:. On the surface, the seams were caulked shut. A third layer of 31-cm-thick planks was laid on top of this, in the same direction as the pines of the first layer. Water that came between these layers was led to the pumps, so it would not make the floor of the dock wet. On top of the first layer, was placed a watertight rectangle of 30 cm wide, which protected the 2nd and 3rd layers.
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rough. On the inside of the dock these Narva beams went up from the floor with angle of about 56 degrees. This is how the water 'chests' were formed. Near the stern of the dock the diagonal beams were made somewhat thicker and made of oak. Up till about 1 m above the raft, the dock was made watertight with 20 cm thick planks. Further above, the planks were made of
272:, which made regular inspection and repair in a dry dock even more useful. When Dutch shipping revived after 1815, many Dutch merchant ships were coppered. This was of course especially the case in Amsterdam, where most of the ships sailing to the Indies belonged. This is how people in Amsterdam got the idea to create a facility for repairing ships without
551:, belonging to J.P. Janette Walen. According to Le Comte it was of 39.6 m length, 11 m beam and 3.6 m draught and about 800 tons. Others had 39.63 m by 10.76 m by 3.40 m and 1,000 tons. Again others had 140 Amsterdam feet by 38 and 12 Amsterdam feet, and 1,000 tons. The tons mentioned here were indeed Dutch weight tons, i.e. metric
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The height of the water above the raft, that the door had to keep out was not that much. For the average big Dutch ship of 600-ton displacement, it was only 21 cm above the floor of the dock. For smaller ships, the door could even be reopened after they had been lifted. For contemporary frigates
364:
The
Reederij der Drijvende Droogdokken would go into decline for several reasons. The primary reason was that the Oosterdok, where the company had three of her dry docks, went into decline from the mid-1870s. In 1874 a railway bridge had been constructed over its entrance. In spite of all insurances,
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The dock, or rather the raft, was brought below the waterline by adding ballast to the sides. I.e. in the water compartments. After a ship had been brought into the dock, the door was closed. Next, the communication between the outside water and the compartments was closed off, and the communication
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On the inside, the sides or chests were divided into four compartments each. In the bow was a box called "pump head" where pumps were placed at 2.40 m above the floor of the dock. Water could be pumped out of the rear compartments separately. Water could flow from the compartments into the dock and
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that were 60 cm longer than the total beam of the dock, so they would not split from nails and bolts. The thickness of the planks was to be 30 cm. The planks were made out of so-called 70 feet pines, which were 52–56 cm wide in the middle. These planks were placed alternating, so the
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and was the only deep connection from
Amsterdam to the sea. At the time the lock had a length of 56.86 m. Sailing ships had bowsprits that were allowed to stick out significantly over the front of the Amsterdam dry dock (see the painting), but this could not be done at Willem I Lock. This explains
415:
Wooden floating dry docks were very different from the later floating iron dry docks. The main difference is that wooden drydocks were basically rafts that were lowered by pumping water in and out of the superstructure on the sides. Once the sides were empty the natural flotation power of the raft
482:
According to Le Comte, the length of the first
Amsterdam dock was 170 Amsterdam feet, or 48.132 m. Beam was 66 Amsterdam feet 18.687 m on the outside. Depth of hold was 22 Amsterdam feet 6.228 m. The raft was 1.132 m high, making that the whole dock had a draft of 56.6 cm
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From the outside of the raft the sides went up straight. For this Narva beams of 28 by 30 cm were used (Dutch: Nerva Balken), obviously a special kind of wood. On the outside these were straightened in order to be able to attach the planks on the exterior. On the inside these beams were left
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The three dry docks in the
Oosterdok were bought by H. Schutte, who would continue the business for some time. The price was 24,900 guilders. On 20 March 1902 he founded the public company De Droogdokken in het Oosterdok NV, with a capital of only 50,000 guilders. In 1919 Hera owned the company,
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The first
Amsterdam dock was immediately successful. From 23 November 1842 till October 1843, it serviced 64 ships. On average these measured 600 tons, but there were some of over 1,000 tons. Ship owners were surprised and pleased by its flexibility, which meant that out of shape keels could be
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On 8 March 1889 a proposal for liquidation was brought forward in the meeting of shareholders. On 16 June 1890 the company auctioned its dry dock in the
Westerdok for break up. In 1891 112 ships were docked in the three remaining dry docks. In 1892, this was 102. On 6 January 1902 Reederij der
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visited the dry dock. Here the storms of 13–14 January did not hurt it at all. What was remarkable, was that the captain stated that the seams closed up once the barque stood dry on the dock. It was then caulked and after some reinforcements had been added, it stayed in form after it had been
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visited
Amsterdam in 1843 to see the dock in action. They then ordered Diets to supply the wood for a floating dry dock of 212 Amsterdam feet (28.3133 cm) length (60 m). Soon there was a rumor that the shipping magnates that operated the Amsterdam drydock would operate an equivalent
324:. Diets had to make a choice between either buying the plans unseen for 12,000 guilders, excluding the patent cost, or to have Cushman request the patent for himself. Diets decided to take the risk. On 16 December 1841 the invention was patented in the Netherlands by John S. Gilbert,
613:(394 ton), trading to the north, made a remarkable report. In October 1842 he sailed from New York to Amsterdam, when he got hit by a storm. It smashed all deck houses, and in the end some seams opened by more than 0.5 cm, and the ship became leaky. From 5 to 15 January 1843
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After the liquidation of Hera, the shareholders of
Droogdokken in het Oosterdok NV, had to decide about their company. On 27 August 1926 there was an extraordinary meeting of shareholders of Droogdokken in het Oosterdok NV. On 21 December 1927 the company was in liquidation.
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in 1876, the ships that visited Amsterdam became bigger. These could not pass the Oosterdok Lock while loaded. The third reason for the decline was that competing companies invested in dry docks on the IJ, outside the wet docks. These were also able to handle the big ships.
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In the eighteenth century, the effectiveness of dry-docking for warships was well-known. In the late eighteenth and early nineteenth century, this also became applicable to commercial ships. This was especially true for ships sailing to the tropics. These were often
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In March 1951 somebody visited the Amsterdamsche Droogdok Maatschappij, and saw the oldest dock of the ADM, the wooden dry dock that would become 75 years old in 1952. It meant that this dock dated from 1877, and was not one of the first four wooden dry docks.
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In May 1848 a third dry dock was commissioned by the Reederij der Drijvende Droogdokken. It was built by Blok and Matthijsen at shipyard Hollandia. It was the second dry dock that Reederij der Drijvende Droogdokken stationed at Dijksgracht in the Oosterdok.
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In 1880 163 ships, totaling 62.984 tons used the dry docks. In 1881 this was 183 ships totaling 57,846 ton, and in 1882 196 ships for 67,311 ton. In 1885 the price of the shares dropped dramatically to about 25% of the nominal value.
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on Garnalenmarkt, and to name a replacement for the deceased Jonkheer Pieter Hartsen. On 24 February 1847 the Reederij der Drijvende Droogdokken obtained a prolongation of its license of 16 December 1841 till the end of 1849.
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The American dry dock drew the attention of Jan Daniel Diets, ex-captain of ships to the West Indies. He bought the plans of the American floating dry dock via Gilbert's agent John G. Cushman, commander of the ship
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Drijvende Droogdokken auctioned its three wooden dry docks moored in the Oosterdok. These were: a dry dock of 65 * 19 * 6.25 m; a dry dock of 61 * 19 * 6.25 m and a dry dock of 50 * 19 * 5.85 m.
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when empty. According to Van Oordt the dry dock was 48.10 m long, had a beam of 18.70 m and a depth of hold of 6.50 m. Still according to him it had a draft of 1.00 m and carried 160
531:, probably meaning the old VOC shipyard at Oostenburg Island. The dry dock would be commissioned on 23 November 1842. The location was the so-called 'Pijp' in the Oosterdok of Amsterdam. This is the
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The fourth dry dock of Reederij der Drijvende Droogdokken was completed in June 1857. It was built by Hollandia Shipyard of Blok and Matthijsen, and was said to be able to handle the biggest ships.
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accommodated without damaging the ship. The ease by which ships could be expected within a day, and the low cost, gave rise to coppered Amsterdam ships getting inspected after every voyage.
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Hera dry dock. In 1935 a large ship passed the wooden docks. In May 1938 there was a fire in the Hera dock on the Mariniersplein. On 27 August 1940 Hera droogdokken NV was liquidated.
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together serviced 148 ships, totaling 72,000 tons. In 1862 this was 222 ships for 84,286 ton. In 1863 232 ships totaling 86,387 ton, and in 1864 235 ships totaling 92,096 tons.
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On 31 December 1846 J.D. Diets, acting on behalf of the board, convened a meeting of participating shipping line owners on 18 January 1847. The meeting was to take place in the
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There exists a painting of the dry dock as it was moored near the Rijkswerf Amsterdam. It was made by Hendrik Vettewinkel (1809-1878), and is thought to show the visit of King
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The first modern floating dry dock started to operate in New York in 1839-1840. It had been constructed by John S. Gilbert (1801-1891), inventor of the balance dry dock.
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and diminished to 19 and 8 cm thickness. Oordt noted that the dock was so watertight that a ship once docked for 19 days without the dock having to use the pumps.
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So, Amsterdam wanted to have a dry dock, and had its merchants had the means to build one. However, experiences with building a graving dock had been disheartening.
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to the dry dock. Newspapers of the time indeed have a visit of the king to Amsterdam in 1843, and him visiting the Rijkswerf and the dry dock on 29 April. The ship
1945:
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The dry docks would nevertheless remain known as Hera Docks for some time. In 1928 an accident happened in one the HERA docks. In 1930 there was an accident near
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ballast. A Dutch last was 1,976.4 kg. Van Oordt wrote somewhat later than Le Comte, but Van Oordt's figures for draft might take better account of ballast.
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was the second dry dock built for Reederij der Drijvende Droogdokken, and was stationed in the Westerdok. It was commissioned on 30 September 1844.
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For Amsterdam the scenario of a graving dock was predictable. The marshy grounds of the city were so weak that all houses had been built by driving
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till they hit solid ground. This was and is quite effective, but it proved a shaky solution for the massive pressures that a graving dock faced.
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at the address of J.W. van den Broek consul of the United States in Amsterdam. Diets got a license for exclusive use in Amsterdam for 5 years.
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Amsterdam dry dock 1 was ordered at shipyard J.R. Boelen en Zonen. By May 1842 it was under construction. On 6 August the dry dock
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There were 6 pumps of 56 cm diameter with a stroke of 45.7 cm, making 50 strokes a minute. The steam engine was made by
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Diets would build more drydocks in Amsterdam. The first three Amsterdam drydocks were just below 50 m long. At the time
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A shipping line company was then founded to build and run the dry dock. This company was (at least later on) known as
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was on the dock. There was music, everything was decorated with flags, and the king was rowed to the dry dock in the
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The first Amsterdam floating dry dock was put into use on 23 November 1842. The first ship serviced was the frigate
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Verslag van Burgemeester en Wethouders aan den Raad van Amsterdam over den toestand der Gemeente over het jaar 1851
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576:. The patent of 8 May 1843, prolonged for ten years on 21 April 1844, probably relates to this plan.
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Oordt, thought that the water would stay 80–90 cm above the raft of a suitable wooden dry dock.
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kicked in. Engineer van Oordt gave a description of the third floating dry dock in Amsterdam.
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935:"Afloop der op 9 Junij in het O.Z. Heeren-Logement te Amsterdam gehouden Effectenveiling"
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1691:"Het Amsterdamsche Noordzee-Kanaal en nieuwe Haven- en Gemeentewerken te Amsterdam"
1654:"Beschrijving van en bedenkingen betreffende het drijvend drooge Dok, te Amsterdam"
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The bottom of the dock was a raft. According to the plan it was to be made of pine
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Documentary and other evidence in favor of Gilbert's Balance Floating Dry Dock
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598:(royal boat). The latter two aspects are indeed present on the painting.
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of Amsterdam, and probably the first modern floating dry dock of Europe.
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1660:, vol. III, Weduwe G. Hulst van Keulen, Amsterdam, pp. 725–742
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had seen so much trouble, that it had been out of service for 92 years.
1751:, vol. IV, Weduwe G. Hulst van Keulen, Amsterdam, pp. 463–488
1749:
Verhandelingen en Berigten Betrekkelijk het Zeewezen en de Koopvaardij
1658:
Verhandelingen en Berigten Betrekkelijk het Zeewezen en de Koopvaardij
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the difference in length between the Amsterdam drydocks and the lock.
1727:, vol. II, J. & H. van Langenhuysen, 's Hage, pp. 15–36
1061:"Naamloze Vennotschap: De Droogdokken in het Oosterdok, te Amsterdam"
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276:, like Rotterdam, Den Helder, Vlissingen and Hellevoetsluis had.
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The other three dry docks of Reederij der Drijvende Droogdokken
332:
The shipping line Reederij der Drijvende Droogdokken is founded
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The fourth dry dock, third wooden drydock on the Dijksgracht
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The third dry dock, second wooden drydock on the Dijksgracht
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Verhandelingen van het Koninklijk Instituut van Ingenieurs
1697:, vol. VI, C.L. Brinkman, Amsterdam, pp. 153–166
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555:, not tons that relate to the cargo capacity of the ship.
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near Den Helder was in serious trouble from 1838 onwards.
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Statistisch Jaarboek voor Het Koningrijk der Nederlanden
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In January 1843 Captain J.G. Jansen of the coppered
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1721:"Over de zamenstelling der drijvende drooge dokken"
627:Amsterdam Wooden Drydock II, the Westerdok Drydock
457:1872 map with dry docks in Westerdok and Oosterdok
182:Dutch: Het eerste drijvende droogdok in Amsterdam)
1745:"Vervolg op het drijvend drooge Dok te Amsterdam"
1079:"Emissie N.V. Industrieele-Mij Hera te IJmuiden"
1695:Tijdschrift van het Aardrijkskundig Genootschap
465:Oosterdok 1875 fragment showing three dry docks
1673:, Van Weelden en Mingelen, 1868, 's Gravenhage
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1665:Departement van Binnenlandsche Zaken (1868),
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8:
1735:Handleiding tot de Kennis van den Scheesbouw
1241:"Het uitglijden van den vaarboom de oorzaak"
1708:Accounts and Papers of the House of Commons
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230:. Unsourced material may be challenged and
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917:"Amsterdam's Handel en Nijverheid in 1882"
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1169:"N.V. Industrieele Mij. Hera te IJmuiden"
820:Departement van Binnenlandsche Zaken 1868
250:Learn how and when to remove this message
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1313:"De Saparoea kwam even knippen scheren"
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263:Dry docks for commercial sailing ships
139:General characteristics (as completed)
18:
1946:Buildings and structures in Amsterdam
1667:"Veertiende en Vijftiende Jaargangen"
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339:Reederij van de Drijvende Droogdokken
38:
7:
1714:, Harrison and Sons, London: 279–289
1043:"Afloop der veiling van droogdokken"
228:adding citations to reliable sources
28:The first Amsterdam dry dock in 1843
16:First floating dry dock of Amsterdam
1641:Burgemeester en Wethouders (1852),
1441:"Amsterdam, Donderdag 24 November"
382:De Droogdokken in het Oosterdok NV
14:
1918:Sorted in the order of appearing.
1227:De courant Het nieuws van den dag
353:In 1851 the two dry docks in the
163:0.57 m (1.9 ft) (empty)
1007:"Veiling: Drijvende Droogdokken"
509:Van Vlissingen en Dudok van Heel
200:
40:
22:
808:Burgemeester en Wethouders 1852
280:The weak underground of Holland
1567:"Amsterdam, Zaturdag 29 April"
1:
1621:"Amsterdam, Maandag 29 Junij"
1603:"Amsterdam, Donderdag 25 Mei"
1151:"N.V. Industrieele Mij. Hera"
1133:"N.V. Industrieele Mij. Hera"
1097:"N.V. Industrieele Mij. Hera"
586:William II of the Netherlands
292:had been successful, but the
1936:Dry docks in the Netherlands
1786:Dry docks in The Netherlands
1647:, Stads-Drukkerij, Amsterdam
1459:"Amsterdam, Woensdag 11 Mei"
1223:"Brand in een Visch-Trawler"
1155:Nieuwe Vlaardingsche courant
580:The painting of the dry dock
563:Influence on other dry docks
147:48.13 m (157.9 ft)
1885:Amsterdam Wooden Drydock II
1507:"Rotterdam den 25 november"
1299:Nederlandsche staatscourant
1065:Nederlandsche Staatscourant
939:Opregte Haarlemsche Courant
795:Nederlandsche staatscourant
632:Amsterdam Wooden Drydock II
494:connected Amsterdam to the
312:American floating dry docks
155:18.68 m (61.3 ft)
1962:
1877:Amsterdam Wooden Drydock I
1738:, Arbon en Krap, Rotterdam
1719:van Oordt, J.W.L. (1849),
1702:Newnham, J.G.C.L. (1872),
1295:"Naamloze Vennootschappen"
1277:"Brandje op een Woonschip"
178:Amsterdam Wooden Drydock I
171:6.23 m (20.4 ft)
57:Amsterdam Wooden Drydock I
1916:
1678:Gilbert, John S. (1844),
1652:Le Comte, Pieter (1843),
1585:"Berigt voor de Zeevaart"
515:Ordering and construction
138:
33:
21:
1684:, Blair & Rives 1844
1115:"Industrieele Mij. Hera"
851:"De los- en ligplaatsen"
511:and produced 8 hp.
1857:Willemsoord Dry Dock II
1841:Willemsoord, Den Helder
1829:Hellevoetsluis Dry Dock
1802:Vlissingen Navy Drydock
1025:"Drijvende Droogdokken"
411:General characteristics
357:and the drydock in the
290:Hellevoetsluis Dry Dock
286:Vlissingen Navy Drydock
184:was the first floating
1850:Willemsoord Dry Dock I
1732:De Rijk, J.C. (1822),
1029:Het nieuws van den dag
975:Het nieuws van den dag
921:Het nieuws van den dag
903:Het nieuws van den dag
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525:was launched from the
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496:Noordhollandsch Kanaal
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121:52.375239°N 4.919179°E
1743:Swart, Jacob (1844),
1511:Rotterdamsche courant
1259:"Zeeschip door sluis"
464:
456:
1689:Dirks, P.J. (1882),
1625:Algemeen Handelsblad
1607:Algemeen Handelsblad
1589:Algemeen Handelsblad
1571:Algemeen Handelsblad
1549:"Officieel Gedeelte"
1481:Algemeen Handelsblad
1477:"Ingezonden Stukken"
1463:Algemeen Handelsblad
1445:Algemeen Handelsblad
1317:Algemeen Handelsblad
1209:Algemeen Handelsblad
1191:Algemeen Handelsblad
1101:Algemeen Handelsblad
957:Algemeen Handelsblad
855:Algemeen Handelsblad
837:Algemeen Handelsblad
777:Algemeen Handelsblad
294:Willemsoord Dry Dock
224:improve this section
74:J.R. Boelen en Zonen
1513:. 26 November 1842.
1447:. 25 November 1842.
1301:. 2 September 1940.
1265:. 12 February 1935.
1211:. 12 December 1927.
1013:. 16 December 1901.
959:. 22 February 1889.
881:"De Oosterdoksluis"
857:. 21 November 1876.
833:"Oorlog met Atchin"
779:. 31 December 1846.
773:"Drijvend Droogdok"
574:drydock in Surabaya
528:Oude Compagnie-werf
307:Design and Ordering
126:52.375239; 4.919179
117: /
1906:Middelburg Drydock
1809:Het Eiland Drydock
1591:. 27 January 1843.
905:. 12 October 1881.
749:. 17 January 1842.
467:
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66:May 1842 or before
1941:Port of Amsterdam
1923:
1922:
1193:. 18 August 1926.
1085:. 13 August 1919.
1049:. 7 January 1902.
1031:. 8 January 1902.
567:Some people from
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1555:. 24 April 1844.
1553:Javasche courant
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1483:. 9 August 1842.
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1247:. 29 March 1930.
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1033:
1032:
1021:
1015:
1014:
1003:
997:
996:
985:
979:
978:
967:
961:
960:
953:"Advertisements"
949:
943:
942:
931:
925:
924:
913:
907:
906:
895:
889:
888:
877:
871:
865:
859:
858:
847:
841:
840:
839:. 30 April 1874.
829:
823:
817:
811:
805:
799:
798:
787:
781:
780:
769:
763:
757:
751:
750:
739:
733:
727:
718:
712:
706:
700:
694:
688:
682:
676:
670:
664:
597:
549:Koning Willem II
530:
524:
341:
255:
248:
244:
241:
235:
204:
196:
132:
131:
129:
128:
127:
122:
118:
115:
114:
113:
110:
90:23 November 1842
48:
45:
44:
43:
26:
19:
1961:
1960:
1956:
1955:
1954:
1952:
1951:
1950:
1926:
1925:
1924:
1919:
1912:
1891:
1862:
1835:
1814:
1787:
1784:
1742:
1731:
1718:
1701:
1688:
1677:
1664:
1651:
1640:
1637:
1632:
1627:. 30 June 1857.
1619:
1618:
1614:
1601:
1600:
1596:
1583:
1582:
1578:
1565:
1564:
1560:
1547:
1546:
1542:
1534:
1530:
1522:
1518:
1505:
1504:
1500:
1492:
1488:
1475:
1474:
1470:
1457:
1456:
1452:
1439:
1438:
1429:
1421:
1417:
1409:
1405:
1397:
1390:
1382:
1378:
1370:
1366:
1358:
1351:
1343:
1339:
1331:
1324:
1319:. 3 March 1951.
1311:
1310:
1306:
1293:
1292:
1288:
1275:
1274:
1270:
1257:
1256:
1252:
1239:
1238:
1234:
1229:. 16 June 1928.
1221:
1220:
1216:
1203:
1202:
1198:
1185:
1184:
1180:
1175:. 11 June 1926.
1167:
1166:
1162:
1157:. 16 July 1926.
1149:
1148:
1144:
1139:. 11 June 1925.
1131:
1130:
1126:
1121:. 18 June 1924.
1113:
1112:
1108:
1103:. 15 June 1923.
1095:
1094:
1090:
1077:
1076:
1072:
1067:. 3 April 1902.
1059:
1058:
1054:
1041:
1040:
1036:
1023:
1022:
1018:
1005:
1004:
1000:
995:. 23 July 1903.
987:
986:
982:
969:
968:
964:
951:
950:
946:
941:. 17 June 1885.
933:
932:
928:
923:. 26 July 1883.
915:
914:
910:
897:
896:
892:
879:
878:
874:
866:
862:
849:
848:
844:
831:
830:
826:
818:
814:
806:
802:
789:
788:
784:
771:
770:
766:
758:
754:
741:
740:
736:
728:
721:
713:
709:
701:
697:
689:
685:
677:
673:
665:
661:
657:
649:
640:
629:
624:
604:
582:
565:
545:
540:
517:
505:
480:
451:
422:
413:
408:
406:Characteristics
384:
367:North Sea Canal
334:
314:
309:
282:
265:
256:
245:
239:
236:
221:
205:
194:
125:
123:
119:
116:
111:
108:
106:
104:
103:
46:
41:
39:
29:
17:
12:
11:
5:
1959:
1957:
1949:
1948:
1943:
1938:
1928:
1927:
1921:
1920:
1917:
1914:
1913:
1911:
1910:
1901:
1899:
1893:
1892:
1890:
1889:
1881:
1872:
1870:
1864:
1863:
1861:
1860:
1859:(1866-present)
1854:
1853:(1822-present)
1845:
1843:
1837:
1836:
1834:
1833:
1832:(1806-present)
1824:
1822:
1820:Hellevoetsluis
1816:
1815:
1813:
1812:
1806:
1805:(1704-present)
1797:
1795:
1789:
1788:
1785:
1783:
1782:
1775:
1768:
1760:
1754:
1753:
1740:
1729:
1716:
1699:
1686:
1675:
1662:
1649:
1636:
1633:
1631:
1630:
1612:
1609:. 26 May 1848.
1594:
1576:
1558:
1540:
1538:, p. 465.
1528:
1526:, p. 463.
1516:
1498:
1496:, p. 734.
1486:
1468:
1465:. 12 May 1842.
1450:
1427:
1425:, p. 730.
1415:
1411:van Oordt 1849
1403:
1399:van Oordt 1849
1388:
1384:van Oordt 1849
1376:
1372:van Oordt 1849
1364:
1360:van Oordt 1849
1349:
1345:van Oordt 1849
1337:
1333:van Oordt 1849
1322:
1304:
1286:
1283:. 19 May 1935.
1268:
1250:
1232:
1214:
1196:
1178:
1160:
1142:
1124:
1106:
1088:
1070:
1052:
1034:
1016:
998:
980:
977:. 3 June 1890.
971:"Advertentiën"
962:
944:
926:
908:
890:
887:. 2 June 1909.
872:
870:, p. 162.
860:
842:
824:
822:, p. 423.
812:
800:
797:. 13 May 1847.
782:
764:
762:, p. 729.
752:
747:Leydse courant
734:
732:, p. 728.
719:
707:
705:, p. 725.
695:
693:, p. 288.
683:
681:, p. 726.
671:
669:, p. 134.
658:
656:
653:
648:
645:
639:
636:
628:
625:
623:
620:
603:
600:
581:
578:
564:
561:
544:
541:
539:
536:
522:stoom-drijfdok
516:
513:
504:
501:
479:
476:
450:
447:
421:
420:Raft and sides
418:
412:
409:
407:
404:
383:
380:
333:
330:
313:
310:
308:
305:
281:
278:
264:
261:
258:
257:
208:
206:
199:
193:
190:
173:
172:
169:
165:
164:
161:
157:
156:
153:
149:
148:
145:
141:
140:
136:
135:
134:
133:
101:
96:
92:
91:
88:
84:
83:
80:
76:
75:
72:
68:
67:
64:
60:
59:
54:
50:
49:
36:
35:
31:
30:
27:
15:
13:
10:
9:
6:
4:
3:
2:
1958:
1947:
1944:
1942:
1939:
1937:
1934:
1933:
1931:
1915:
1908:
1907:
1903:
1902:
1900:
1898:
1894:
1887:
1886:
1882:
1879:
1878:
1874:
1873:
1871:
1869:
1865:
1858:
1855:
1852:
1851:
1847:
1846:
1844:
1842:
1838:
1831:
1830:
1826:
1825:
1823:
1821:
1817:
1810:
1807:
1804:
1803:
1799:
1798:
1796:
1794:
1790:
1781:
1776:
1774:
1769:
1767:
1762:
1761:
1758:
1750:
1746:
1741:
1737:
1736:
1730:
1726:
1722:
1717:
1713:
1709:
1705:
1704:"Netherlands"
1700:
1696:
1692:
1687:
1683:
1682:
1676:
1672:
1668:
1663:
1659:
1655:
1650:
1646:
1645:
1639:
1638:
1634:
1626:
1622:
1616:
1613:
1608:
1604:
1598:
1595:
1590:
1586:
1580:
1577:
1573:. 1 May 1843.
1572:
1568:
1562:
1559:
1554:
1550:
1544:
1541:
1537:
1532:
1529:
1525:
1520:
1517:
1512:
1508:
1502:
1499:
1495:
1494:Le Comte 1843
1490:
1487:
1482:
1478:
1472:
1469:
1464:
1460:
1454:
1451:
1446:
1442:
1436:
1434:
1432:
1428:
1424:
1423:Le Comte 1843
1419:
1416:
1413:, p. 35.
1412:
1407:
1404:
1401:, p. 34.
1400:
1395:
1393:
1389:
1386:, p. 32.
1385:
1380:
1377:
1374:, p. 25.
1373:
1368:
1365:
1362:, p. 33.
1361:
1356:
1354:
1350:
1347:, p. 23.
1346:
1341:
1338:
1335:, p. 21.
1334:
1329:
1327:
1323:
1318:
1314:
1308:
1305:
1300:
1296:
1290:
1287:
1282:
1278:
1272:
1269:
1264:
1260:
1254:
1251:
1246:
1242:
1236:
1233:
1228:
1224:
1218:
1215:
1210:
1206:
1200:
1197:
1192:
1188:
1182:
1179:
1174:
1170:
1164:
1161:
1156:
1152:
1146:
1143:
1138:
1134:
1128:
1125:
1120:
1116:
1110:
1107:
1102:
1098:
1092:
1089:
1084:
1080:
1074:
1071:
1066:
1062:
1056:
1053:
1048:
1044:
1038:
1035:
1030:
1026:
1020:
1017:
1012:
1008:
1002:
999:
994:
990:
989:"Scheepvaart"
984:
981:
976:
972:
966:
963:
958:
954:
948:
945:
940:
936:
930:
927:
922:
918:
912:
909:
904:
900:
899:"Stadsnieuws"
894:
891:
886:
882:
876:
873:
869:
864:
861:
856:
852:
846:
843:
838:
834:
828:
825:
821:
816:
813:
810:, p. 67.
809:
804:
801:
796:
792:
791:"Nederlanden"
786:
783:
778:
774:
768:
765:
761:
760:Le Comte 1843
756:
753:
748:
744:
743:"Nederlanden"
738:
735:
731:
730:Le Comte 1843
726:
724:
720:
716:
711:
708:
704:
703:Le Comte 1843
699:
696:
692:
687:
684:
680:
679:Le Comte 1843
675:
672:
668:
663:
660:
654:
652:
646:
644:
637:
635:
633:
626:
621:
619:
616:
612:
609:
602:Other service
601:
599:
596:
591:
587:
579:
577:
575:
570:
562:
560:
556:
554:
550:
543:First service
542:
537:
535:
534:
529:
523:
514:
512:
510:
502:
500:
497:
493:
492:Willem I Lock
488:
486:
477:
475:
471:
463:
455:
448:
446:
442:
440:
434:
432:
427:
419:
417:
410:
405:
403:
399:
397:
392:
388:
381:
379:
375:
371:
368:
362:
360:
356:
351:
348:
343:
340:
331:
329:
327:
323:
317:
311:
306:
304:
302:
297:
295:
291:
287:
279:
277:
275:
271:
262:
254:
251:
243:
240:February 2021
233:
229:
225:
219:
218:
214:
209:This section
207:
203:
198:
197:
191:
189:
187:
183:
179:
170:
168:Depth of hold
167:
166:
162:
159:
158:
154:
151:
150:
146:
143:
142:
137:
130:
102:
99:
98:
97:
94:
93:
89:
86:
85:
82:6 August 1842
81:
78:
77:
73:
70:
69:
65:
62:
61:
58:
55:
52:
51:
37:
32:
25:
20:
1904:
1883:
1876:
1875:
1856:
1848:
1827:
1808:
1800:
1748:
1734:
1724:
1711:
1707:
1694:
1680:
1670:
1657:
1643:
1624:
1615:
1606:
1597:
1588:
1579:
1570:
1561:
1552:
1543:
1531:
1519:
1510:
1501:
1489:
1480:
1471:
1462:
1453:
1444:
1418:
1406:
1379:
1367:
1340:
1316:
1307:
1298:
1289:
1280:
1271:
1262:
1253:
1244:
1235:
1226:
1217:
1208:
1199:
1190:
1181:
1172:
1163:
1154:
1145:
1136:
1127:
1119:De Telegraaf
1118:
1109:
1100:
1091:
1082:
1073:
1064:
1055:
1046:
1037:
1028:
1019:
1010:
1001:
992:
983:
974:
965:
956:
947:
938:
929:
920:
911:
902:
893:
884:
875:
863:
854:
845:
836:
827:
815:
803:
794:
785:
776:
767:
755:
746:
737:
717:, p. 8.
715:Gilbert 1844
710:
698:
691:Newnham 1872
686:
674:
667:De Rijk 1822
662:
650:
641:
630:
614:
610:
605:
595:Koningssloep
589:
583:
566:
557:
548:
546:
518:
506:
489:
481:
472:
468:
443:
435:
423:
414:
400:
395:
393:
389:
385:
376:
372:
363:
352:
344:
335:
321:
318:
315:
298:
283:
266:
246:
237:
222:Please help
210:
181:
177:
176:
87:Commissioned
56:
1909:(1875-1930)
1888:(1844-1890)
1281:De Maasbode
1173:Scheepvaart
1137:De Maasbode
1083:De Maasbode
1011:Scheepvaart
618:refloated.
533:Dijksgracht
124: /
47:Netherlands
1930:Categories
1897:Middelburg
1793:Vlissingen
1635:References
1536:Swart 1844
1524:Swart 1844
868:Dirks 1882
478:Dimensions
439:scots pine
109:52°22′31″N
1868:Amsterdam
1047:Telegraaf
993:Telegraaf
503:Machinery
449:Operation
359:Westerdok
355:Oosterdok
326:domiciled
274:careening
211:does not
112:4°55′09″E
100:Amsterdam
1880:(1842-?)
1811:(1938-?)
1245:Het volk
569:Le Havre
270:coppered
186:dry dock
95:Homeport
79:Launched
885:De Tijd
538:Service
322:Francia
232:removed
217:sources
192:Context
71:Builder
63:Ordered
34:History
1263:De Tijd
615:Ellida
611:Ellida
608:Barque
590:Amstel
553:tonnes
426:planks
347:Doelen
144:Length
655:Notes
485:lasts
301:piles
160:Draft
431:moss
215:any
213:cite
152:Beam
53:Name
396:the
226:by
1932::
1747:,
1723:,
1712:62
1710:,
1706:,
1693:,
1669:,
1656:,
1623:.
1605:.
1587:.
1569:.
1551:.
1509:.
1479:.
1461:.
1443:.
1430:^
1391:^
1352:^
1325:^
1315:.
1297:.
1279:.
1261:.
1243:.
1225:.
1207:.
1189:.
1171:.
1153:.
1135:.
1117:.
1099:.
1081:.
1063:.
1045:.
1027:.
1009:.
991:.
973:.
955:.
937:.
919:.
901:.
883:.
853:.
835:.
793:.
775:.
745:.
722:^
1779:e
1772:t
1765:v
253:)
247:(
242:)
238:(
234:.
220:.
180:(
Text is available under the Creative Commons Attribution-ShareAlike License. Additional terms may apply.
