Koninklijke Nederlandse Stoomboot-Maatschappij

871:. Over 1921, the operational profit was 3,569,815 guilders, as opposed to 12,166,162 over 1920. After deprecations, the net profit was negligible, and no dividend was paid. The profit over 1922 was also negligible, with no dividend being paid. However, this was an administrative reality. By using 7,600,000 guilders of reserves for depreciations, the real loss, which amounted to about this sum was concealed. Over 1923, profit was again negligible, and reserves decreased by 3,000,000 guilders. 1924 was about as bad. While transport on the KNSM lines strongly increased, freight prices did not. There was a pattern that as soon as prices increased, some laid up ships were commissioned again, and so freight prices and consequently profitability, remained very low. In 1925 KNSM transported about the same amount of goods as in 1924 and on paper it made a comparable profit. However, over 1925 it deprecated its assets for about 3,300,000 guilders and did not use reserves before determining the profit. In 1926 there was a big increase in transported freight and freight prices increased a bit. KNSM ordered some new ships, and bought almost 8 ships second hand. 520: 908:

guilders for the same offer in GBP. In November the whole freight market then started to rise. The year ended with a 3 percent dividend. KNSM then emitted new shares for 5,556,500 guilders, so share capital was brought back to 10,000,000 guilders. KNSM kept its promise to the old shareholders and gave them an equal claim with regard to buying the new shares, making that both the old shareholders and bond holders were the main purchasers. Over 1937 results were good and a 7% dividend was paid. In 1938 results were also good, but KNSM still had to assign profits to reserves, because the book value of many ships was still higher than their replacement value. Over 1939 net profit was 6,132,728 a number very close to the share capital itself. Nevertheless, divided was still only 8%. because the renewal of the fleet would require huge sums.

801: 928: 896:. As shown above KNSM had suffered from an economic crisis for some time by then. Over the whole 1929, KNSM results were comparable to 1928, with again a 5% dividend. In 1930 KNSM lost money, with 15 ships being idle in July. At the end of the year, KNSM was obliged to decrease its reserves with about one million guilders. In 1931 revenue decreased by 7.5 million guilders, while cost decreased with only 3.5 million. It resulted in a loss of about 10 million guilders, which was covered by decreasing the general and pension reserves by 6.5 and 3.5 million. In 1932 revenue decreased by another 8 million guilders. The net result was comparable, but KNSM nevertheless started to modernize her fleet by ordering a 131: 308: 761: 174: 22: 904:

financial restructuring of the company if it wanted to get support in 1936. By that time, staff had been reduced from 5,500 to 4,100, and the number of ships had gone down from 89 to 72. In late May 1936 the bond holders then agreed to a cash payment of 400 guilders for each 1,000 guilder bond together with a 500 guilder share in the new N.V. Nationaal Bezit van Aandelen Kon. Ned. Stoombootmij, which would hold all shares. The old shareholders would lose their shares.

900:. in 1933 losses were still 5.5 million guilders, and while interest on bonds was still paid, installments were no longer met. The government now started to support KNSM. In 1934 the volume of cargo and passenger traffic increased, but the devaluation of the British pound meant that KNSM did not profit that much. At the end of the year the operating result had improved to minus 200,000 guilders, but the loss was still in the millions. 788:

increasing size of inland navigation vessels, which the canals leading to Amsterdam could not handle. The government then invested to improve the route from Amsterdam to the Rhine, leading to the opening of the Merwede Canal in 1891. The KNSM reacted by taking part in the Amsterdamsche Beurtvaart Maatschappij, which opened lines to Cologne (1893), Frankfurt (1894) and Strasbourg (1897).

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directors and supervisors were paralyzed by their memories of the 1870s. However that might be, the steady improvement of the company's position led to a share price that was way above nominal value. In 1900 this led to a restructuring which sold 300,000 guilders of new nominal shares for 450,000 and reduced the 2,500,000 guilder 1886 loan to only 529,000 guilders.

219:-based shipping company that existed from 1856 to 1981. It was once the largest company in Amsterdam and one of the top five shipping lines in the Netherlands. The company operated mid-sized freighters that had limited passenger accommodations. At its peak in 1939, the company had 79 vessels. Of these, 48 were lost during World War II. 813:. The Levantkade (Levant quay), hired by KNSM, got electric cranes, and was taken into use in June 1903. It led to very big cost reductions, and by 1906, the company's debt had disappeared. In 1900 KNSM had 30 ships, of these 17 measured 1,000 tons or smaller. By 1914 KNSM had 50 ships, only two of these were smaller than 1,000 tons. 809:

KNSM ships, and led to many delays. That same year the KNSM suddenly expanded again, probably due to an improved financial situation and a rejuvenated board. The first acts consisted of ordering two big ships when prices were low. More ships followed, as well as new facilities on the Levantkade, later part of the

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of goods. In time, this had shifted from coastal traffic to inland navigation and rail transport. While inland navigation on the Rhine became more important in the nineteenth century, Amsterdam's part in this traffic had decreased from 25% in 1850 to about 5% in 1870. This decrease had to do with the

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was sold to the same company. The price was less than half of that for which they had been built. The company took the loss by reducing the share capital by 50%. At the same time, the board accepted a drastic reduction in its rewards. Meanwhile, the KNSM was very successful in trading with Russia via

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In October 1869 Jansen presided a congress about transatlantic navigation in Utrecht. One of its goals was to establish a single company for this purpose. The attempt failed, mainly because the need for very large ships was not understood. KNSM then asked her shareholders for authorization to take up

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The recovery of KNSM was quite sudden. In September 1936, only a few months after the reorganization of KNSM, the Dutch government was forced to devaluate the guilder. This immediately improved profitability of KNSM, because many freight contracts were made in English pounds. KNSM therefore got more

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After World War I, many felt that shipping would rebound. It led to huge investments in ships. KNSM and its daughter KWIM had 21 steamships under construction in November 1919. Over 1919 KNSM indeed paid a dividend of 20%. However, it soon became clear that way too many ships were getting built post

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In World War I the Dutch overseas import and export were severely limited. However, because of the high demand for shipping for the allied war effort, freights were high. Furthermore, the absence of competitors opened many possibilities. In 1914 and 1915 KNSM expanded to North- and South America and

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After the opening of the Merwede Canal, the services of the Amsterdamsche Beurtvaart Maatschappij, that was supported by KNSM, were still not satisfactory. KNSM then founded the Nieuwe Rijnvaart Maatschappij (NRM) in 1903. NRM started its operations with four 650 ton steam vessels. The NRM became an

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In September 1869 the board of KNSM discussed the acquisition of four very large ships of almost 2,000 ton for the Mediterranean trade, and plans for Transatlantic shipping. It led to a plan to sell bonds for 5,000,000 guilders, which would have to be repaid in 25 years. In order to influence public

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of 185,600 guilders. Due to fierce competition with the ASM and other problems, the Harburg company lost about 50,000 guilders in its first two years of operation. In order to prevent the sale of the Harburg company's ships, Paul van Vlissingen bought new shares for 100,000 guilders and took control

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The profits of KNSM during the war were high. Over 1914 it paid 6% divided, over 1915 15%, over 1916 20%, over 1917 10%. Over 1918 15% was paid, but this was due to the money that the allied powers paid for using the ships they had seized. The KNSM fleet measured 135,650 tons on 1 January 1914, and

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KNSM now expanded its activities in the Mediterranean. In December 1905 it joined an agreement between two lines sailing from Antwerp to Alexandria. It brought KNSM into conflict with the Bremen Atlas line. When other German lines began to support the Atlas line, KNSM joined the Nationale Stoomboot

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While Dutch steam navigation soundly developed after 1850, this did not apply to steam navigation across the Atlantic. Here British and German companies expanded and made excellent profits, while Dutch exports to North America declined by 31% from 1857 to 1867. This was especially true for migrants

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KNSM therefore thought of merging with De Maas. This would also give KNSM the benefit of using the harbor of Rotterdam, especially for the trade with England. The KNSM therefore proposed to buy De Maas for 500,000 guilders in new KNSM shares. One director, and three supervisors from Rotterdam would

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The Rotterdamsche Stoomboot Reederij De Maas had also been founded in 1856. It had a share capital of 682,500 guilders and four steamships sailing to Marseille, Bristol and Cardiff. It had been a successful company, paying an average dividend of over 4.5%. However, in the Mediterranean it felt the

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In 1900 the KNSM was a modest company. It paid a steady dividend, but had suffered from high debts for many years. Its buildings on the Nieuwe Vaart were outdated and the Oosterdok Lock led to many delays. Both the Oosterdok Lock and the Kattenburg Bridge seriously limited the size of some of the

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would be: C.A. von Hemert (Alstorphius & von Hemert); W. Ramann; and C.A. Müller (both of the Harburg company). The share capital of the Koninklijke Nederlandse Stoomboot-Maatschappij was to consist of 2,000,000 guilders in shares of 1,000 guilders each. By early July 1856 800,000 guilders of

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In January 1870 M.H. Jansen applied to the finance ministry for a 10 year subsidy of 624,000 guilders a year for a steam line from Vlissingen to New York, which he would found. When this was declined, he went to the House of Representatives. In February 1871 this led to an initiative for law by

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All this meant that a lot more goods became eligible for profitable transport by steamships. In the Netherlands the Stoomschroefschooner Reederij (Steam screw schooner line)) was founded in the late 1840s. The British St Petersburg Steamship Company opened a line between London and Amsterdam in

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In 1869 the navy officer Marin Henry Jansen brought the Transatlantic trade situation to the public attention in a brochure. He noted that the Netherlands had only a small part of the Transatlantic trade, even while the big rivers made the country very suitable for this trade. Jansen wanted to

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of 1,000 ton was ordered in Dumbarton for 22,000 GBP (264,000 guilders). These transactions were made possible by placing almost 500,000 guilders of 5% bonds. In 1863 KNSM and ASM came to another agreement. KNSM would not sail to Hamburg, and ASM would not sail directly to Stettin. The line to

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The big losses, and the exhaustion of KNSM's reserves would lead to a technical bankruptcy of KNSM in 1936. In 1935 it had made an operational profit of about 1 million guilders, but this was due to government subsidies. The net loss was still in the millions, and so the government demanded a

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On 1 February 1927 a process to liquidate the Koninklijke West-Indische Maildienst (KWIM) and to integrate its business into KNSM started. For KNSM, the year 1927 put an end to the post war shipping crisis, and a dividend of 3% was paid. In 1928 results seemed comparable to 1927, but now over

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In the late 1880s overall trading conditions began to improve. Over 1887 5% dividend was paid, which increased to 10% over 1888. In the 1890s the KNSM continued to be very profitable. However, apart from replacing old ships with new ones, there was little entrepreneurship in these years. Both

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on 1 February. This severely limited shipping, and brought traffic on the Rhine to a standstill. On 21 March 1918 the alliance then seized 22 ships of the KNSM and KWIM. Many of these had been cleverly held up in allied ports on the pretext of checking cargo. It was a blatant infringement on

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In January 1867 the board proposed to place new bonds, expanding the company's debt from 250,000 to 500,000 guilders. The justification was that KNSM needed new ships, and these could now be bought cheaply, because too many had been built. The bonds were indeed used to acquire

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competition of the KNSM. De Maas also lacked some of the advantages that larger shipping companies enjoyed. One of these was the ability to exchange ships, so the company could both provide a specific service and could employ most of its ships where they were most profitable.

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The Amsterdam Harburger Stoomboot Maatschappij was in big trouble by late 1859. Its management then made an attempt to restructure it by exchanging debt for shares. However, KNSM succeeded in buying so much of its debts, that it could thwart these plans. It next bought the

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as a means of propelling ships also broke through in the 1840s. Both developments meant that an iron screw ship could transport much more cargo than a paddle steamer of the same size. Furthermore, the screw steamship was a much better sailing ship than the paddle steamer.

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was close to completion, so that after using Nieuwediep for a few years, the line could leave from Amsterdam. The proposal led to the sale of only 872 shares, and of only 1,189 bonds at 95%, but it was enough to order two 3,500 ton ships and 200 hp. These were the

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The KNSM appointed several agents in the harbors were her ships were destined: Fauré Frères in Bordeaux; Fiedler & Co. in Copenhagen; Schröder en Co. in Riga; R. Kleyenstüber in Königsberg; and Kapherr in Saint Petersburg. In Amsterdam 8 companies were appointed as

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while cost continued. Over 1884 and 1885, there was no dividend and over 1886 only 2%. In 1886 steps were taken to restructure the 1869 5% bonds. With support of the banks, these were either repaid or replaced with 4% bonds, saving the company 45,000 guilders a year.

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brought migrant traffic to the USA to a halt. The situation was so bad that in February 1875 the KNSM board was authorized by the shareholders to not commission the new ocean liners. During the same meeting, the KNSM decided to get involved in founding the

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In the Baltic, the KNSM came to an agreement with the ASM about shipping to Saint Petersburg in November 1857. KNSM then also started to sail to the Mediterranean. 1857 ended with a positive result of about 70,000 guilders. A mishap was that the

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On 1 October 1856 the contract for the foundation of the KNSM was finalized. The first list of shareholders shows that 813,000 guilders worth of shares were sold. It also shows that the Amsterdam merchants were rather reluctant to participate.

752:, which turned migrants away from KNSM. Meanwhile NASM had started a competing line from Amsterdam, and so KNSM' New York line ended 1882 with a loss of 300,000 guilders. KNSM then agreed with the NASM, and ceased its New York operations. 66:, is a useful starting point for translations, but translators must revise errors as necessary and confirm that the translation is accurate, rather than simply copy-pasting machine-translated text into the English Knowledge (XXG). 708:

Shortly after the sale of the two 3,500 ton ocean liners, the transatlantic shipping market turned around. The Rotterdam NASM had lost half its capital, but made solid profits in 1879 and 1880. In 1880 it even chartered KNSM's

470:. The Van Vlissingen en Dudok van Heel shipyard then lengthened George V by 22 feet, and she was renamed Rubbens. Another major asset of the Harburg company was a building on the pier before the West-Indische Huis in the 272:

On 31 March 1854 the Amsterdam-Harburger Stoomboot Maatschappij (Amsterdam Harburg Steamship Company) was founded by C.W.J. Ramann and C.A. Müller. This company bought two steamships, which sailed from Amsterdam to

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shares had been sold, and the company was constituted. By then M.H. Insinger had joined the directors, and C.A. Müller had stepped back to become only a deputy director. The new company immediately got the label

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In April 1856 a committee of influential people announced their intention to found a public company for steam navigation. The company would have to open lines from Amsterdam to Saint Petersburg, Bordeaux and

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to Africa. The situation became less favorable when the government started to intervene in 1916. The reasons to do so were the sale of Dutch ships and the many that were sunk, endangering vital imports.

832:. It was small and therefore vulnerable to competition. In June 1912 a plan for takeover by KNSM succeeded. This allowed KNSM to expand to the Caribbean, and gave KWIM the means to acquire bigger ships. 867:

war. As a result, freights plummeted. Over 1920 dividend was lower, but still high at 10%. Dutch shipping companies suffered disproportionally, because of the collapse of the German economy due to the

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Meanwhile the Rotterdam shipping line owner Antoine Plate also started an initiative. This would later lead to the foundation of the Nederlandsch-Amerikaansche Stoomvaart Maatschappij (NASM), later

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In April 1873 the board of KNSM proposed to the shareholders to sell 3,000,000 guilders in shares, and to sell bonds for 2,000,000. With the money two ocean liners would be ordered. Meanwhile, the

236:(ASM) had tried to establish a steamship line from Amsterdam to London, but the line proved economically unviable. A few decades later, the general economic circumstances had changed: In 1846, the 600:

opinion, the board published its views. The KNSM stated that the line would require ships so big that Amsterdam and Rotterdam could not be used as harbors. Vlissingen was preferable over

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The KNSM now experienced some very rough years. Apart from very low freights, many of her ships met with disasters that put them out of action for many months. Of the two ocean liners,

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199,000 tons on 31 December 1918, the latter including ships under construction. Over the same period, the surface of the KNSM warehouses expanded from 16,545 m to 63,564 m

542:. In 1867 KNSM organized the foundation of the Amsterdamsche Rijn Stoomvaart Maatschappij. The idea was to improve the connections from Amsterdam to Germany and further up the Rhine. 2260: 612:

would cost 2,225,000 and call at Vlissingen. The KNSM plan failed, because only about 2,000,000 guilders in bonds were sold. However, KNSM made good use of the money by ordering

2250: 99: 558:, which sank near Jutland in 1869. Even with this expansion of its fleet, the KNSM often had to charter other ships in order to handle the cargo that it was to transport. 2265: 2245: 662: 342: 628:

several representatives. The proposal was defeated with 22 votes in favor, and 44 against. With it, KNSM had lost a problematic competitor for the investor's money.

430:. Two barges were bought for (un)loading the ships, for which there were no quays in Amsterdam. In the Spring of 1857 the vessels built in Dumbarton were delivered. 247:

Also in the 1840s, some technological innovations changed the conditions for steam navigation. In the Netherlands, iron hulls were introduced for sailing ships when

474:. KNSM bought it for 80,000 guilders, and so got a covered quay, where her ships could discharge without transloading on barges, like the competition had to do. 624:

of about 1,800 ton each. Other ships were bought, lengthened, and given compound steam engines. It led to a powerful development of KNSM's Mediterranean trade.

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was chartered for a trip to New Zealand, but that resulted in even more losses. On the other hand, the opening of the North Sea Canal in 1876, and that of the

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immediate success. It expanded its fleet to 26 ships in 1914. The freight that it transported grew from 47,931 ton in the first year to 331,982 ton in 1913.

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for 8,500 GBP, or about 102,000 guilders. She had 300 tons cargo capacity, could accommodate 30 passengers and had a speed of 11 knots. She was renamed

927: 330:; J. van Heukelom (Stadnitski & van Heukelom); R.J. Schimmelpenninck (municipality of Amsterdam); and H. Willink (Simon Thomas & Willink). The 34: 924:

was last to leave IJmuiden on 14 May 1940. On board were 73 Jewish children from Germany. During World War II 230 KNSM crew and 48 ships were lost.

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then offered KNSM some guarantees against losses, if it would start a line from Amsterdam to New York. This happened when on 3 March 1881 KNSM sent

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Do not translate text that appears unreliable or low-quality. If possible, verify the text with references provided in the foreign-language article.

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Maatschappij (National steam navigation company), a company founded to defend Dutch shipping companies against aggressive foreign shipping lines.

688: 77: 2255: 399:, Scotland. These were three screw ships of 450 ton capacity and 10 feet draft for 37,894 GBP total, and one ship of 300 ton for 9,500 GBP. 2230: 233: 307: 130: 383:(1853 - March 1856) steamships were still very expensive. However, in August 1856 KNSM succeeded in buying the small iron screw vessel 534:, which had cost 264,000 guilders, earned 71,000 guilders and 73,000 guilders. It led to placing more shares, and to the order for 554:

of 700 ton from a failing English shipping company. After this transaction, the only change in the fleet was the disappearance of

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The merger with De Maas proved very successful. The bigger ships were especially successful. In her first two years of operation

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hit two mines near Harwich. As a result, 102 of 397 people on board were killed. When the Netherlands were invaded, the steamer

658: 604:, but KNSM did not agree with the idea to sail to Norfolk instead of New York. KNSM also thought a state subsidy unnecessary. 845: 677: 90:

Content in this edit is translated from the existing Dutch Knowledge (XXG) article at ]; see its history for attribution.

661:, which would have a very difficult start. Of its share capital, only 160,000 guilders were taken by the public, while 2226: 718: 446:

than abandoned her to the KNSM. She proved a good ship with 700 ton capacity and 180 hp engines, and was renamed

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for its trade to New York, even though these ships were too small in an economic sense. Some merchants, and also the

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was written on demand for several Amsterdam steam navigation comapanies. It should therefore be used with caution.

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the 5,000,000 guilders loan. Four steamers for the Mediterranean would cost 1,550,000 and call at Nieuwediep. Three

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led to great cost reductions. In 1877, the liquidation of the ASM led KNSM to expand its activity to Hamburg.

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s (Cargo broker?). In order to start operations as quickly as possible, KNSM hired the English steamer

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of 4,000 ton each. The year started successfully, but then a deadly disease killed 13 babies on board

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to North America, who no longer travelled via Rotterdam, but chose to travel via Hamburg and Bremen.

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would be cancelled in 1849. Furthermore, the railroad from Amsterdam had finally reached the Rhine.

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outbreak in Marseille. The outbreak led to many KNSM ships spending considerable time lying idle in

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1873 was a good year for the KNSM. However, just when the ocean liners where getting ready, the big

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Even before the Netherlands entered World War II, KNSM lost its first ship. On 17 November 1939

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After some relatively good years, the affairs of KNSM took a turn for the worse after the 1884

960: 584:. Jansen proposed that the government would subsidize the line with 662.400 guilders a year. 577: 81: 889: 274: 964: 637: 282: 248: 241: 2180: 2169: 2158: 824:

The Koninklijke West-Indische Maildienst (KWIM) was a shipping company that sailed to

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in December 1857. The French courts ruled in favor of the KNSM, and the owners of the

2239: 784: 653: 319: 290: 2222: 2206: 2191: 1324: 810: 609: 450:. Even while freight prices were low, KNSM made solid profits in 1858 and 1859. 380: 192: 897: 829: 776: 322:. The supervisory board would consist of: Frederic van der Oudermeulen of the 135: 2223:

Documents and clippings about Koninklijke Nederlandse Stoomboot-Maatschappij

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In 1879 the KNSM succeeded in ending its failed Transatlantic adventure.

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twice sailed to the East Indies, but proved unsuitable for the climate.

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establish a line from Vlissingen (the best Dutch harbor at the time) to

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of 200 ton for 28,000 guilders. However, both required serious repairs.

772: 697: 391:, and would ply the route to Bordeaux. Four more ships were ordered at 88:

to the source of your translation. A model attribution edit summary is

580:. The choice of Norfolk was due to the influence of Jansen's friend 498:

Königsberg would be shared. The next few years were very profitable.

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1,000,000 guilders went to reserves before a 5% dividend was paid.

591:. Plate thought that a subsidy was not necessary for the project. 926: 799: 759: 518: 306: 485:) was lost in the Baltic. She was replaced by buying the 800 ton 2185:, vol. IIb, Scheltema & Holkema's Boekhandel, Amsterdam 2174:, vol. IIa, Scheltema & Holkema's Boekhandel, Amsterdam 303:

Foundation of the Koninklijke Nederlandse Stoomboot-Maatschappij

96:{{Translated|nl|Koninklijke Nederlandse Stoomboot-Maatschappij}} 63: 2163:, vol. I, Scheltema & Holkema's Boekhandel, Amsterdam 875:

Integration of the Koninklijke West-Indische Maildienst (KWIM)

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In 1917 the situation became a crisis due to the start of the

15: 2130:"Recordwinst sedert 1920 voor de K.N.S.M. (with statistics)" 562:

Failed attempt to found a Transatlantic Line (1869 - 1882)

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Koninklijke Nederlandsche Stoomboot-Maatschappij (1869),

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1862 was a bad year. Freight prices were very low. The

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Koninklijke Nederlandsche Stoomboot-Maatschappij 1869

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A Bridge over the Ocean, Steam Navigation to America

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join the board of KNSM. In 1865 the deal succeeded.

215:(KNSM) (Royal Netherlands Steamship Company) was an 59: 199: 181: 166: 158: 150: 142: 55:a machine-translated version of the Dutch article. 783:The harbor of Amsterdam had always relied on the 438:was sunk in a collision with the French steamer 2193:Een brug over den oceaan, Stoomvaart op Amerika 2094:"Een jaar van herstel voor de koninklijke boot" 691:in Spring and was renamed. Somewhat later, the 665:and KSNM each took 320,000 guilders of shares. 376:in August 1856. Both ships led to some losses. 240:had been cancelled. It was also known that the 632:KNSM's first attempt at Transatlantic shipping 595:Several initiatives for transatlantic shipping 268:The Amsterdam Harburger Stoomboot Maatschappij 213:Koninklijke Nederlandse Stoomboot-Maatschappij 124:Koninklijke Nederlandse Stoomboot-Maatschappij 84:accompanying your translation by providing an 46:Click for important translation instructions. 33:expand this article with text translated from 2261:Defunct shipping companies of the Netherlands 756:Reorientation and restructuring (1883 - 1900) 489:, which was bought in Liverpool, and renamed 8: 123: 1932:"Kon. Nederlandsche Stoomboot-Maatschappij" 359: 336: 2251:Transport companies disestablished in 1981 2208:Stoomvaart op Amerika: korte beschouwingen 704:Second failed attempt at Atlantic shipping 341:(royal), probably due to the influence of 172: 122: 2266:1981 disestablishments in the Netherlands 2211:, Nederlandsche Stoomdrukkerij, Amsterdam 2182:Geschiedenis der Amsterdamsche stoomvaart 2171:Geschiedenis der Amsterdamsche stoomvaart 2160:Geschiedenis der Amsterdamsche stoomvaart 2150:Geschiedenis der Amsterdamsche stoomvaart 1716:"Koninklijke Nederlandsche Stoomboot Mij" 959:The company headquarters building on the 1684: 1672: 1660: 1648: 1636: 1624: 1612: 1600: 1588: 1576: 1564: 1552: 1540: 1528: 1516: 944:In 1972 the company changed its name to 458:of 300 ton for 33,000 guilders, and the 2246:Transport companies established in 1856 1504: 1492: 1444: 1432: 1420: 1408: 1396: 1384: 1372: 1360: 1348: 1336: 1312: 1297: 1273: 1261: 1249: 1237: 1225: 1208: 1196: 1184: 1172: 1160: 1148: 1136: 1106: 1051: 1003: 991: 984: 1914:"N.V. Kon Nederlandsche Stoomboot Mij" 1878:"N.V. Kon Nederlandsche Stoomboot Mij" 1285: 862:The post war shipping crisis 1918-1928 264:October 1847, and these were not all. 228:Economical and technical developments 205:Europe, Caribbean and Central America 7: 2112:"Kon. Ned. Stoomboot Mij stelt voor" 234:Amsterdamsche Stoomboot Maatschappij 170:Nederlandsche Scheepvaart Unie 2271:Dutch companies established in 1856 402:The three 450 ton ships were named 2040:"Kon. Ned. Stoomboot Maatschappij" 1986:"Kon. Ned. Stoomboot Mij. in 1934" 1806:"Kon. Nederlandsche Stoomboot-Mij" 1788:"Kon. Ned. Stoomboot-Maatschappij" 804:KNSM ships on the Levantkade, 1913 767:at the Kattenburger bridge in 1895 689:Compagnie Générale Transatlantique 14: 1860:"N.V. Kon. Nederl. Stoomboot-Mij" 1770:"N.V. Kon. Nederl. Stoomboot-Mij" 963:in Amsterdam is still called the 129: 120:Transport company in Netherlands 20: 659:Stoomvaart Maatschappij Zeeland 414:. The 300 ton vessel was named 892:started with the October 1929 846:unrestricted submarine warfare 418:. A sixth vessel, the 300 ton 94:You may also add the template 1: 2076:"Financieele Kantteekeningen" 1950:"Koninkl. Ned. Stoomboot Mij" 948:, part of the parent company 884:Great Depression and recovery 2256:Companies based in Amsterdam 2200:], J. Waltman Jr., Delft 2190:Jansen, Marin Henry (1869), 1968:"Kon. Nederl. Stoomboot Mij" 1936:Nieuwe Apeldoornsche courant 952:. In 1981, they merged into 289:. The Harburg company had a 2227:20th Century Press Archives 2004:"Koninklijk Ned. Stoomboot" 1752:"Financieele Mededeelingen" 1480:Opregte Haarlemsche Courant 1124:Nederlandsche staatscourant 1120:"Naamlooze Vennootschappen" 1039:Nederlandsche staatscourant 796:New expansion (1900 - 1918) 719:Netherlands Trading Society 251:launched the iron schooner 107:Knowledge (XXG):Translation 2287: 1990:Nieuwsblad van het Noorden 1842:"Nagekomen Beursberichten" 1035:"Naamloze Vennootschappen" 538:, a ship even bigger than 393:William Denny and Brothers 58:Machine translation, like 2022:"Kon. Ned. Stoomboot Mij" 1896:"Kon. Ned. Stoomboot-Mij" 1824:"Kon. Ned. Stoomboot-Mij" 1734:"Kon. Ned. Stoomboot-Mij" 678:Amsterdam–Zutphen railway 162:1981 merged into Nedlloyd 128: 35:the corresponding article 2179:De Boer, M.G. (1922b), 2168:De Boer, M.G. (1922a), 2062:Rotterdamsch nieuwsblad 740:In 1882 KNSM chartered 105:For more guidance, see 2157:De Boer, M.G. (1921), 1476:"Scheepvaart Berigten" 971:) and is now a hotel. 936: 805: 768: 582:Matthew Fontaine Maury 527: 360: 337: 314: 1698:"Beurs en Nijverheid" 930: 803: 763: 522: 328:De Nederlandsche Bank 310: 78:copyright attribution 2098:Algemeen Handelsblad 1864:Algemeen Handelsblad 1846:Algemeen Handelsblad 1810:Algemeen Handelsblad 1738:Algemeen Handelsblad 1720:Algemeen Handelsblad 1702:Algemeen Handelsblad 1458:"Leeuwarden, 13 Mei" 1087:Algemeen Handelsblad 1069:Algemeen Handelsblad 1021:Algemeen Handelsblad 869:Treaty of Versailles 589:Holland America Line 424:Earle's Shipbuilding 935:at Willemstad, 1955 502:Merger with De Maas 353:Start of operations 326:; H. Croockewit of 223:Context (1827-1856) 125: 1756:Leeuwarder courant 1704:. 7 November 1919. 1462:Leeuwarder courant 1126:. 21 October 1856. 1023:. 21 October 1847. 937: 806: 769: 528: 315: 279:Kingdom of Hanover 86:interlanguage link 961:Prins Hendrikkade 894:Wall Street Crash 857:From 1918 to 1945 578:Norfolk, Virginia 523:1881 painting of 515:Further expansion 368:in June, and the 294:of the company. 209: 208: 118: 117: 47: 43: 2278: 2212: 2201: 2186: 2175: 2164: 2138: 2137: 2136:. 23 March 1940. 2126: 2120: 2119: 2118:. 18 March 1939. 2108: 2102: 2101: 2100:. 22 March 1938. 2090: 2084: 2083: 2082:. 31 March 1937. 2072: 2066: 2065: 2064:. 15 March 1937. 2054: 2048: 2047: 2044:Haagsche courant 2036: 2030: 2029: 2018: 2012: 2011: 2000: 1994: 1993: 1982: 1976: 1975: 1964: 1958: 1957: 1956:. 15 April 1933. 1946: 1940: 1939: 1928: 1922: 1921: 1910: 1904: 1903: 1902:. 28 April 1929. 1892: 1886: 1885: 1874: 1868: 1867: 1856: 1850: 1849: 1838: 1832: 1831: 1820: 1814: 1813: 1802: 1796: 1795: 1784: 1778: 1777: 1766: 1760: 1759: 1748: 1742: 1741: 1740:. 23 March 1921. 1730: 1724: 1723: 1722:. 29 April 1920. 1712: 1706: 1705: 1694: 1688: 1682: 1676: 1670: 1664: 1658: 1652: 1646: 1640: 1634: 1628: 1622: 1616: 1610: 1604: 1598: 1592: 1586: 1580: 1574: 1568: 1562: 1556: 1550: 1544: 1538: 1532: 1526: 1520: 1514: 1508: 1502: 1496: 1490: 1484: 1483: 1472: 1466: 1465: 1454: 1448: 1442: 1436: 1430: 1424: 1418: 1412: 1406: 1400: 1394: 1388: 1382: 1376: 1370: 1364: 1358: 1352: 1346: 1340: 1334: 1328: 1322: 1316: 1310: 1301: 1295: 1289: 1283: 1277: 1271: 1265: 1259: 1253: 1247: 1241: 1235: 1229: 1223: 1212: 1206: 1200: 1194: 1188: 1182: 1176: 1170: 1164: 1158: 1152: 1146: 1140: 1134: 1128: 1127: 1116: 1110: 1104: 1091: 1090: 1083:"Advertisements" 1079: 1073: 1072: 1071:. 28 April 1856. 1065:"Advertisements" 1061: 1055: 1049: 1043: 1042: 1041:. 20 April 1854. 1031: 1025: 1024: 1017:"Advertisements" 1013: 1007: 1001: 995: 989: 890:Great Depression 687:was sold to the 493:. Meanwhile the 363: 340: 177: 176: 146:Shipping company 133: 126: 97: 91: 64:Google Translate 45: 42:(September 2016) 41: 24: 23: 16: 2286: 2285: 2281: 2280: 2279: 2277: 2276: 2275: 2236: 2235: 2219: 2204: 2189: 2178: 2167: 2156: 2146: 2141: 2128: 2127: 2123: 2110: 2109: 2105: 2092: 2091: 2087: 2074: 2073: 2069: 2056: 2055: 2051: 2038: 2037: 2033: 2020: 2019: 2015: 2010:. 3 April 1936. 2002: 2001: 1997: 1992:. 2 April 1935. 1984: 1983: 1979: 1966: 1965: 1961: 1948: 1947: 1943: 1938:. 6 April 1932. 1930: 1929: 1925: 1920:. 3 April 1931. 1912: 1911: 1907: 1894: 1893: 1889: 1884:. 5 April 1930. 1876: 1875: 1871: 1866:. 4 April 1928. 1858: 1857: 1853: 1848:. 1 April 1927. 1840: 1839: 1835: 1830:. 7 April 1926. 1822: 1821: 1817: 1804: 1803: 1799: 1794:. 5 April 1924. 1786: 1785: 1781: 1776:. 9 April 1923. 1768: 1767: 1763: 1750: 1749: 1745: 1732: 1731: 1727: 1714: 1713: 1709: 1696: 1695: 1691: 1683: 1679: 1671: 1667: 1659: 1655: 1647: 1643: 1635: 1631: 1623: 1619: 1611: 1607: 1599: 1595: 1587: 1583: 1575: 1571: 1563: 1559: 1551: 1547: 1539: 1535: 1527: 1523: 1515: 1511: 1503: 1499: 1491: 1487: 1482:. 11 July 1879. 1474: 1473: 1469: 1456: 1455: 1451: 1443: 1439: 1431: 1427: 1419: 1415: 1407: 1403: 1395: 1391: 1383: 1379: 1371: 1367: 1359: 1355: 1347: 1343: 1335: 1331: 1323: 1319: 1311: 1304: 1296: 1292: 1284: 1280: 1272: 1268: 1260: 1256: 1248: 1244: 1236: 1232: 1224: 1215: 1207: 1203: 1195: 1191: 1183: 1179: 1171: 1167: 1159: 1155: 1147: 1143: 1135: 1131: 1118: 1117: 1113: 1105: 1094: 1089:. 10 July 1856. 1081: 1080: 1076: 1063: 1062: 1058: 1050: 1046: 1033: 1032: 1028: 1015: 1014: 1010: 1002: 998: 990: 986: 982: 977: 965:Scheepvaarthuis 942: 914: 886: 877: 864: 859: 838: 798: 758: 706: 638:North Sea Canal 634: 597: 569: 564: 550:of 800 ton and 517: 504: 422:was ordered at 379:Just after the 355: 305: 300: 270: 249:L. Smit en Zoon 242:Navigation Acts 230: 225: 202: 195: 189: 171: 138: 121: 114: 113: 112: 95: 89: 48: 25: 21: 12: 11: 5: 2284: 2282: 2274: 2273: 2268: 2263: 2258: 2253: 2248: 2238: 2237: 2234: 2233: 2218: 2217:External links 2215: 2214: 2213: 2202: 2187: 2176: 2165: 2145: 2142: 2140: 2139: 2121: 2103: 2085: 2067: 2049: 2046:. 26 May 1936. 2031: 2013: 1995: 1977: 1974:. 4 June 1934. 1959: 1954:De Scheepvaart 1941: 1923: 1905: 1900:De Scheepvaart 1887: 1869: 1851: 1833: 1815: 1797: 1779: 1761: 1758:. 19 May 1922. 1743: 1725: 1707: 1689: 1687:, p. 216. 1677: 1675:, p. 213. 1665: 1663:, p. 206. 1653: 1651:, p. 205. 1641: 1639:, p. 193. 1629: 1627:, p. 190. 1617: 1615:, p. 187. 1605: 1603:, p. 186. 1593: 1581: 1569: 1557: 1545: 1533: 1521: 1509: 1507:, p. 153. 1497: 1495:, p. 151. 1485: 1467: 1464:. 15 May 1879. 1449: 1447:, p. 149. 1437: 1435:, p. 148. 1425: 1423:, p. 139. 1413: 1411:, p. 138. 1401: 1399:, p. 136. 1389: 1387:, p. 134. 1377: 1375:, p. 132. 1365: 1363:, p. 128. 1353: 1351:, p. 124. 1341: 1339:, p. 121. 1329: 1317: 1315:, p. 119. 1302: 1300:, p. 112. 1290: 1278: 1276:, p. 113. 1266: 1264:, p. 111. 1254: 1252:, p. 107. 1242: 1240:, p. 103. 1230: 1228:, p. 105. 1213: 1211:, p. 102. 1201: 1199:, p. 100. 1189: 1177: 1165: 1153: 1141: 1129: 1111: 1092: 1074: 1056: 1044: 1026: 1008: 996: 983: 981: 978: 976: 973: 969:Shipping House 941: 938: 913: 910: 885: 882: 876: 873: 863: 860: 858: 855: 837: 834: 797: 794: 757: 754: 705: 702: 685:Stad Amsterdam 670:Stad Amsterdam 643:Stad Amsterdam 633: 630: 596: 593: 568: 565: 563: 560: 516: 513: 503: 500: 483:Charles l'Marc 370:West Friesland 366:Auguste Louise 354: 351: 304: 301: 299: 296: 269: 266: 229: 226: 224: 221: 207: 206: 203: 200: 197: 196: 191: 185: 183: 179: 178: 168: 164: 163: 160: 156: 155: 154:1 October 1856 152: 148: 147: 144: 140: 139: 134: 119: 116: 115: 111: 110: 103: 92: 70: 67: 56: 49: 30: 29: 28: 26: 19: 13: 10: 9: 6: 4: 3: 2: 2283: 2272: 2269: 2267: 2264: 2262: 2259: 2257: 2254: 2252: 2249: 2247: 2244: 2243: 2241: 2232: 2228: 2224: 2221: 2220: 2216: 2210: 2209: 2203: 2199: 2195: 2194: 2188: 2184: 2183: 2177: 2173: 2172: 2166: 2162: 2161: 2155: 2154: 2153: 2151: 2143: 2135: 2131: 2125: 2122: 2117: 2116:Het Vaderland 2113: 2107: 2104: 2099: 2095: 2089: 2086: 2081: 2077: 2071: 2068: 2063: 2059: 2053: 2050: 2045: 2041: 2035: 2032: 2028:. 9 May 1936. 2027: 2026:Het Vaderland 2023: 2017: 2014: 2009: 2005: 1999: 1996: 1991: 1987: 1981: 1978: 1973: 1969: 1963: 1960: 1955: 1951: 1945: 1942: 1937: 1933: 1927: 1924: 1919: 1915: 1909: 1906: 1901: 1897: 1891: 1888: 1883: 1879: 1873: 1870: 1865: 1861: 1855: 1852: 1847: 1843: 1837: 1834: 1829: 1825: 1819: 1816: 1812:. 9 May 1925. 1811: 1807: 1801: 1798: 1793: 1789: 1783: 1780: 1775: 1771: 1765: 1762: 1757: 1753: 1747: 1744: 1739: 1735: 1729: 1726: 1721: 1717: 1711: 1708: 1703: 1699: 1693: 1690: 1686: 1685:De Boer 1922b 1681: 1678: 1674: 1673:De Boer 1922b 1669: 1666: 1662: 1661:De Boer 1922b 1657: 1654: 1650: 1649:De Boer 1922b 1645: 1642: 1638: 1637:De Boer 1922b 1633: 1630: 1626: 1625:De Boer 1922b 1621: 1618: 1614: 1613:De Boer 1922b 1609: 1606: 1602: 1601:De Boer 1922b 1597: 1594: 1591:, p. 26. 1590: 1589:De Boer 1922a 1585: 1582: 1579:, p. 20. 1578: 1577:De Boer 1922a 1573: 1570: 1567:, p. 19. 1566: 1565:De Boer 1922a 1561: 1558: 1555:, p. 16. 1554: 1553:De Boer 1922a 1549: 1546: 1543:, p. 13. 1542: 1541:De Boer 1922a 1537: 1534: 1530: 1529:De Boer 1922a 1525: 1522: 1518: 1517:De Boer 1922a 1513: 1510: 1506: 1501: 1498: 1494: 1489: 1486: 1481: 1477: 1471: 1468: 1463: 1459: 1453: 1450: 1446: 1441: 1438: 1434: 1429: 1426: 1422: 1417: 1414: 1410: 1405: 1402: 1398: 1393: 1390: 1386: 1381: 1378: 1374: 1369: 1366: 1362: 1357: 1354: 1350: 1345: 1342: 1338: 1333: 1330: 1326: 1321: 1318: 1314: 1309: 1307: 1303: 1299: 1294: 1291: 1287: 1282: 1279: 1275: 1270: 1267: 1263: 1258: 1255: 1251: 1246: 1243: 1239: 1234: 1231: 1227: 1222: 1220: 1218: 1214: 1210: 1205: 1202: 1198: 1193: 1190: 1187:, p. 98. 1186: 1181: 1178: 1175:, p. 97. 1174: 1169: 1166: 1163:, p. 96. 1162: 1157: 1154: 1151:, p. 95. 1150: 1145: 1142: 1139:, p. 93. 1138: 1133: 1130: 1125: 1121: 1115: 1112: 1109:, p. 92. 1108: 1103: 1101: 1099: 1097: 1093: 1088: 1084: 1078: 1075: 1070: 1066: 1060: 1057: 1054:, p. 88. 1053: 1048: 1045: 1040: 1036: 1030: 1027: 1022: 1018: 1012: 1009: 1006:, p. 67. 1005: 1000: 997: 994:, p. 26. 993: 988: 985: 979: 974: 972: 970: 966: 962: 957: 955: 951: 950:KNSM Group NV 947: 939: 934: 929: 925: 923: 919: 918:Simon Bolivar 911: 909: 905: 901: 899: 895: 891: 883: 881: 874: 872: 870: 861: 856: 854: 850: 847: 842: 835: 833: 831: 827: 822: 818: 814: 812: 802: 795: 793: 789: 786: 785:transshipment 781: 778: 774: 766: 762: 755: 753: 751: 747: 743: 738: 736: 732: 728: 725:to New York. 724: 720: 716: 712: 703: 701: 699: 694: 690: 686: 681: 679: 675: 671: 666: 664: 660: 655: 654:Panic of 1873 650: 648: 644: 639: 629: 625: 623: 619: 615: 611: 605: 603: 594: 592: 590: 585: 583: 579: 573: 566: 561: 559: 557: 553: 549: 543: 541: 537: 533: 526: 521: 514: 512: 508: 501: 499: 496: 492: 488: 484: 480: 475: 473: 469: 465: 464:Königin Maria 461: 457: 456:Königin Maria 451: 449: 445: 441: 437: 431: 429: 425: 421: 417: 413: 412:Anna Paulowna 409: 405: 400: 398: 394: 390: 386: 382: 377: 375: 371: 367: 362: 352: 350: 346: 344: 339: 333: 329: 325: 321: 313: 309: 302: 297: 295: 292: 291:share capital 288: 284: 280: 276: 267: 265: 261: 258: 255:in 1847. The 254: 250: 245: 243: 239: 235: 227: 222: 220: 218: 214: 204: 198: 194: 188: 184: 180: 175: 169: 165: 161: 157: 153: 149: 145: 141: 137: 132: 127: 108: 104: 101: 93: 87: 83: 79: 75: 71: 68: 65: 61: 57: 54: 51: 50: 44: 38: 36: 31:You can help 27: 18: 17: 2207: 2197: 2192: 2181: 2170: 2159: 2149: 2147: 2144:Bibliography 2133: 2124: 2115: 2106: 2097: 2088: 2079: 2070: 2061: 2052: 2043: 2034: 2025: 2016: 2008:De Telegraaf 2007: 1998: 1989: 1980: 1972:De Telegraaf 1971: 1962: 1953: 1944: 1935: 1926: 1918:De avondpost 1917: 1908: 1899: 1890: 1882:De avondpost 1881: 1872: 1863: 1854: 1845: 1836: 1827: 1818: 1809: 1800: 1791: 1782: 1773: 1764: 1755: 1746: 1737: 1728: 1719: 1710: 1701: 1692: 1680: 1668: 1656: 1644: 1632: 1620: 1608: 1596: 1584: 1572: 1560: 1548: 1536: 1531:, p. 9. 1524: 1519:, p. 7. 1512: 1505:De Boer 1921 1500: 1493:De Boer 1921 1488: 1479: 1470: 1461: 1452: 1445:De Boer 1921 1440: 1433:De Boer 1921 1428: 1421:De Boer 1921 1416: 1409:De Boer 1921 1404: 1397:De Boer 1921 1392: 1385:De Boer 1921 1380: 1373:De Boer 1921 1368: 1361:De Boer 1921 1356: 1349:De Boer 1921 1344: 1337:De Boer 1921 1332: 1320: 1313:De Boer 1921 1298:De Boer 1921 1293: 1281: 1274:De Boer 1921 1269: 1262:De Boer 1921 1257: 1250:De Boer 1921 1245: 1238:De Boer 1921 1233: 1226:De Boer 1921 1209:De Boer 1921 1204: 1197:De Boer 1921 1192: 1185:De Boer 1921 1180: 1173:De Boer 1921 1168: 1161:De Boer 1921 1156: 1149:De Boer 1921 1144: 1137:De Boer 1921 1132: 1123: 1114: 1107:De Boer 1921 1086: 1077: 1068: 1059: 1052:De Boer 1921 1047: 1038: 1029: 1020: 1011: 1004:De Boer 1921 999: 992:De Boer 1921 987: 968: 958: 949: 945: 943: 932: 921: 917: 915: 912:World War II 906: 902: 887: 878: 865: 851: 843: 839: 823: 819: 815: 807: 790: 782: 770: 764: 749: 745: 741: 739: 734: 730: 726: 722: 714: 710: 707: 700:up to 1879. 693:Stad Haarlem 692: 684: 682: 674:Stad Haarlem 673: 669: 667: 663:Prince Henry 651: 647:Stad Haarlem 646: 642: 635: 626: 621: 617: 613: 610:ocean liners 606: 598: 586: 574: 570: 555: 551: 547: 544: 539: 535: 531: 529: 524: 509: 505: 494: 490: 486: 482: 478: 476: 467: 466:was renamed 463: 459: 455: 452: 447: 443: 439: 435: 432: 419: 415: 411: 407: 403: 401: 388: 384: 378: 369: 365: 356: 347: 343:Prince Henry 316: 311: 285:in (Danish) 271: 262: 252: 246: 232:In 1827 the 231: 212: 210: 182:Headquarters 82:edit summary 73: 40: 32: 2134:De Maasbode 2080:De Maasbode 1828:De Maasbode 1286:Jansen 1869 940:1945 - 1981 836:World War I 811:KNSM Island 381:Crimean War 201:Area served 193:Netherlands 2240:Categories 975:References 922:Bodegraven 898:motor ship 777:quarantine 737:followed. 602:Nieuwediep 448:Willem III 436:Willem III 408:Willem III 338:koninklijk 320:Königsberg 136:House flag 980:Citations 472:Oosterdok 444:Normandie 440:Normandie 416:Rembrandt 397:Dumbarton 361:cargadoor 332:Directors 253:Industrie 238:Corn Laws 217:Amsterdam 187:Amsterdam 167:Successor 100:talk page 954:Nedlloyd 826:Suriname 460:George V 404:Berenice 287:Holstein 143:Industry 76:provide 37:in Dutch 2229:of the 2225:in the 946:KNSM BV 830:Curaçao 773:cholera 750:Nemesis 746:Nemesis 698:Tallinn 567:Context 556:Rubbens 491:Cycloop 479:Cycloop 298:History 277:in the 275:Harburg 159:Defunct 151:Founded 98:to the 80:in the 39:. 1774:De Tĳd 933:Nestor 742:Surrey 731:Stella 727:Castor 723:Pollux 715:Castor 711:Pollux 622:Stella 618:Pollux 614:Castor 552:Astrea 487:Bonita 420:Urania 389:Ondine 374:Kampen 324:Senate 312:Ondine 283:Altona 2196:[ 1792:N.R.C 735:Jason 548:Orion 540:Irene 536:Jason 532:Irene 525:Jason 495:Irene 468:Medea 372:from 257:screw 60:DeepL 2148:The 888:The 828:and 765:Juno 744:and 733:and 713:and 645:and 620:and 481:(ex- 428:Hull 410:and 385:Nina 281:and 211:The 74:must 72:You 53:View 2231:ZBW 931:mv 649:. 426:in 395:in 345:. 62:or 2242:: 2132:. 2114:. 2096:. 2078:. 2060:. 2042:. 2024:. 2006:. 1988:. 1970:. 1952:. 1934:. 1916:. 1898:. 1880:. 1862:. 1844:. 1826:. 1808:. 1790:. 1772:. 1754:. 1736:. 1718:. 1700:. 1478:. 1460:. 1305:^ 1216:^ 1122:. 1095:^ 1085:. 1067:. 1037:. 1019:. 956:. 729:, 616:, 406:, 190:, 1327:. 1288:. 967:( 109:. 102:.

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