SS Willem III - Knowledge

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builder was one of the first tasks of the SMN. The choice for John, Elder & Co was very likely, because C.J. Viehoff was closely involved in founding the SMN. Viehoff was a continental representative for John, Elder & Co. He even became one of the executive members of SMN's first board, and then quit as representative of John, Elder & Co. One can assume that Viehoff profited from the deal with John, Elder & Co. One can also safely assume that the other founders somehow wanted to profit.

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the week of 5 June 1871. One particular fact that the commission could have taken from this account, was that when Miss van Geuns arrived on board in the evening of 15 May, she found her cabin taken by an English engineer, "whose presence was still required on board for some days". She did not get her cabin on the night of the 15th or the 16th and perhaps got it only on the 18th. It shows that during the last few days in Nieuwediep people were still working on the ship itself, not only on loading it.

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planned to be sold at auction on 10 January 1872,. The public was surprised that this auction brought in 20,500 GBP, or 246,000 guilders. With a contracted new price of 900,000 guilders this confirmed that the ship could be repaired. The ship was insured for 800,000 guilders, of which 50% was soon paid. There was also an insurance for a good trip for 50,000 guilders, which was also paid promptly. In the end the wreckage ledger for Willem III was stated to be 85,000 guilders.

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the boats, it was crucial that all boats were loaded to almost maximum capacity, but some lifeboats distanced themselves from the ship when they were not at all full. The result was that many of the soldiers were left on board when there was room in the boats. The accidental presence of some naval officers that took command of the boats saw that some of the boats stayed with the ship. It probably saved those left on board.

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lowered into the water, and filled with male passengers, some of the soldiers and some crew to manage them. During this process some navy officers on board were said to have been essential in preventing accidents from happening to the frightened passengers. These were Captain Pieter van der Velden Erdbrink, lieutenant 2nd class M.J.C. Lucardie, W.F. Wesselink, and H.H.J. Kempe, who took the lead of the separate lifeboats.

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front. The same happened when some women and children from the ship, also only partly dressed, passed them by. Lt-General Templetown ordered the soldiers to be quartered in the Anglesea Barracks at Portsea. The event gave the locals a favorable impression of these soldiers. On 23 May the paddle-steam Valk left Nieuwediep to collect these troops, but this was not the end of their story. On 23 May the paddle-steamer

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Mr Plate from Rotterdam pressed for an independent commission of experts, even stating that these should not be from Amsterdam, saying that otherwise the public would not deem the commission independent. The board reacted by including two experts: Captain-lt N.M.J. Kroef and P. Buijs of the society of Dutch insurers. Later Buijs resigned again because many Dutch insurers were party to resolving the damage.

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lounge was the place where smoking was permitted. The passenger cabins were for 2-4 persons. On the return trip first class A cabins for two persons cost 1200 guilders per adult passenger. First class B cabins were for four persons and would cost 900 guilders per adult. In all other respects first class A and B were the same. Second class passengers would pay 500 guilders on the return trip.

681:(four person cabins) had complained about a steam pipe running near the bed of his child. It was not isolated and had gotten so warm at night that his child could not remain in its bed. The captain had seen to it, and the passenger hoped that it would be better. In the ladies bathroom much steam had been observed, but the ladies were told that the engineer had already taken care of it. 1002: 638:

whole ship. After the visits the board of the SMN gave a big dinner on board ship. In the evening fireworks depicted the ship. These were followed by a ball that lasted till the next morning. Prince Henry meanwhile arrived in Den Helder with the last train. In the early morning of 15 May Prince Hendrik arrived on board and had lunch.

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declare that it was only the large number of available hands that made it possible to get the boats into the water. Many frightened passengers threw themselves in the boats, while they were still on board. It caused that they had to be vacated again, and so precious time was lost. However, order was restored.

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was below any standard. Nobody knew where the keys to the chests that contained the emergency signals were. These had to be forced till somebody found the chest with the skyrockets. Nobody had had the time to investigate the cannon, and so only one or two shots were fired, way after the fire had started.

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haste with which the ship was carelessly loaded in Nieuwediep. Many witnesses observed smoking on board during loading. Windmatches were also found on board. The pipe running through the cabin of Major Pabst was not deemed to have caused the fire, but its exact relation to the fire did not become clear.

922:. On board they were welcomed by a number of civilians and Fop Smit Jr, owner of the ship. Fop Smit made a speech and so did one of the officers of the militia. The commander made a suitable reply, and the small ceremony was rounded off with some drinks. On 27 September the soldiers arrived in Batavia. 910:

official order. Now a collection was started for the soldiers and non-commanding officers. Their loss was estimated at 4,631 guilders. In the end 2596.37 guilders were raised to distribute among the soldiers and non-commanding officers. They would again sail to the Indies on 1 July on board the barque

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could be repaired. It created a dispute between the SMN and the insurers about whether this should be done. In the end arbitration decided on 30 November 1871 that it was in the interest of all parties that the ship would be sold. In December 1871 the wreck was declared unfit for further service, and

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While there were many statements that the shipwrecked were warmly received in Portsmouth, there were also complaints. These centered in particular on the Dutch consul in Portsmouth. Members of the first chamber of the house of representatives asked the government for an investigation of his behavior.

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steered towards the distress signal, repeatedly answering with the ordinary pilot signal. Because the wind was so light, the cutter put out a boat with two rowers to make more speed. For more than an hour the boat pulled her till they reached the place from whence the signals had been given. Here the

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Passengers were pleased with how little the ship vibrated, and had a pleasant evening getting to know each other that first evening. On Friday things seemed very hopeful; the ship had cruised at 10 knots and people were calculating when they would see Gibraltar. One of the passengers of first class B

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With regard to the lifeboats it was the presence of the soldiers that meant that these could be launched at all. A division of the passengers and crew over the seven lifeboats had not been made. The boats could contain 340 persons, enough space for the 306 persons on board. For all persons to fit in

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Nevertheless, most of the troops could not be fit in the boats, because some of these left while not yet full. Therefore many soldiers had to remain on board the burning ship, but they retained discipline under the command of their officers. It was sheer luck that there was almost no wind. The boats

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did not take place. According to some this was caused by the government insisting on an inspection of the steam engines, even though these had already been certified in England. In the evening of 15 May the detachment of soldiers arrived in Nieuwediep. It's not known whether this prevented departure

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Meanwhile many people wanted to visit the ship. An extra train to Den Helder was planned for the visitors on Sunday 14 May. Many steam vessels also brought spectators. That day the flag was hoisted on many buildings in Nieuwediep. From 12 till 4 o'clock in the afternoon visitors could see almost the

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The Stoomvaart Maatschappij Nederland was founded 1869-1870. It got some guarantees for cargo from the state, but one of the conditions was that its first ship had to leave for the Indies at a certain date. This would become 15 May 1871. It was one of the reasons why the selection of a ship type and

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The commission stated that she had also received letters from other passengers, amongst these one from Miss C.C. van Geuns, but that all of these contained only facts that had already been told by others. Miss Cornelia obviously thought that her story was interesting. She published her own story in

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The SMN appointed a commission of inquiry after the disaster. Originally it consisted of the directors Julius G. Bunge, J.E. Cornelissen, C.A. Crommelin and from the supervisory board: C.J.A. den Tex and A.R.J. Cramerus. During the first regular shareholder meeting of the SMN on 30 May, Mr Mees and

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After the soldiers arrived on shore they were reviewed on the terrain opposite the office of the Dutch Consul Mr. van den Bergh. They were as they had left the ship, many of them only partly clothed. They were nevertheless in a good mood, their hurrahs sounded loudly when their officers appeared in

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By six o'clock in the morning (or evening of Saturday), Captain Oort reported that the ship had burned down to the waterline and was still burning. By 10 o'clock she was reported as 'burning, crew and passengers are safe'. One still hoped to save the shipment of money (worth 18,000 GBP) that was on

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arrived at Spithead on Saturday 20 May about noon. Here the burning ship was put high on a shoal between Spithead and the entrance of Portsmouth harbor. The naval director of Portsmouth, Sir James Hope took charge of attempts to save some of the ship. Command Captain Moriarty C.B., harbormaster of

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took so much time that most of the advantage in speed would then be lost. During the 10 years that the canal was constructed, developments in steam power went ahead. A crucial development was the compound engine suitable for use in salt water. The compound engine reduced coal consumption by nearly

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As regards the safety measures, it became clear that it was sheer luck that nobody had been killed in the fire. The safety means, like fire fighting tools were found to have been quite good, and the quality of the lifeboats was deemed very good. On the contrary the general preparedness of the crew

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of the Sunderland Charente line also arrived. She took the crew and the soldiers on board (probably those that had stayed behind on the burning ship), as well as those passengers that were on board the schooner, and transported 134 people to Portsmouth, where they arrived about 10 o'clock. Another

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Now the first boat was designated for women and children, and was lowered into the water. As many women and children as possible were let in. Due to the water rising in this life boat, one quickly realized that the plug had not been put in, but this problem was quickly solved. Five more boats were

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The captain then gave orders to ready the boats. There was quite some trouble to get the boats from the deck and to the waterside. They were heavy and new, and the crew had only been on board for three days. Now the soldiers played a key role in getting the boats in position. Later witnesses would

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There was accommodation for 90 passengers first class, and 30 passengers second class. For the passengers the first class saloon was the luxurious center of the ship. Here up to 70 people could have dinner and other meals. There were also a ladies room, a children's room and a library. The smoking

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was finally refloated, and she was towed into Portsmouth on Monday 12 June. Here some cargo which had only been damaged by water was unloaded, among it 27 numbered chests. By 17 June 256 pieces of cargo had been unloaded. Later a list of 299 marked and numbered pieces was sent to Amsterdam. Still

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At about 10 o'clock passengers walking on deck then heard someone yelling 'fire', and so did the people in the saloon. It was followed by general pandemonium. Parents rushed towards their children and goods. The captain and officers rushed forward to investigate and organize fire fighting. It was

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The report of the commission was published in December 1871. It contains witness statements of most of the people involved, describing the event in much more detail. Major findings were that the fire probably originated somewhere in the cargo hold. Many witnesses sought the probable cause in the

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was steaming in fair weather in the English Channel. At about nine o'clock in the evening the children were put to bed, and some passengers followed this example. One passenger, Mrs Pabst and her four children remained on deck for a very long time. She told other passengers that one of the steam

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was set on 1 April 1871. It was a term of 11 months and this was very short at the time. From the fact that only shipbuilders on the Clyde were invited to this tender, one can assume that it took place during the stay of Boissevain and Viehoff in Glasgow. This might have caused a delay that put

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The soldiers arrived back in Harderwijk in an awful collection of garments, including English uniforms. Many Dutchmen called for doing something for these men, who had lost all their possessions. On 5 June the king thanked the soldiers and officers for their behavior during the disaster in an

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later about a 1,000 pieces of cargo were salvaged. It proved that the goods stored below the water line had suffered comparatively lightly. Most of the goods were then auctioned for about 5,000 GBP, or 60,000 guilders. On 1 August the rewards for the salvage attempts were determined by the

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of the harbor, which put an enormous amount of water on the ship. Extinguishing the fire was not easy because at the time the mass of coal on board was burning. Afterwards the hull above the waterline was bent in the strangest ways, and the inside of the ship was a chaos of entangled iron.

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After the SMN had been founded Boissevain and Viehoff traveled to Glasgow to finalize the order. The final bidding would take place between four major shipbuilders on the Clyde. John, Elder & Co was said to have won this order on terms and price. The final delivery term of

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Smith, Pender & Co Engineers and shipbuilders in Millwall then set about a rebuilt according to the original specifications. Repairs consisted of all new hull plating above the water line, and also some below the waterline. About 230 frames had to be bent back in shape

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50%. It would give the steamship a definite lead on the sailing ship, which could not reliably use the Suez Canal. However, the small number of existing ships with compound engines, meant that in practice a shipping line that wanted to use the canal had to buy new ships.

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There were also ice-rooms, a butchery, a map room, a pharmacy, a pantry with equipment to heat 1,600 plates, a buffet, a fruit storage, general food storage, a 'cellar' for beer, wine and liquors, a dessert room. On deck were some sheds for livestock and for four cows.

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pilot of Owers station. On Friday night at about 10 o'clock she was south west of Owers Lightship, when she saw a quick succession of white, red and blue fire eight miles to the south. It was a clearly a distress signal from a ship. With only a light north west wind

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on deck, and the seriousness of the situation became clear. Nothing could be saved. The heavy smoke prevented passengers from reaching their cabins, and the same applied to the crew. Many passengers were only partly clothed, and many children had only blankets.

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consisted of 90 persons. A captain, four officers, a medic, 25 non commanding officers and sailors, 4 engineers with 21 assistants and firemen. The non-sailing staff consisted of an administrator and 27-29 male and female servants. The crew uniform was of blue

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arrived in Port Said from the East Indies. In June 1875 James Alison Steel was noted as owner and there was talk about a change of ownership. On 10 July 1875 she arrived in Port Said from Calcutta. On 17 November 1875 she again arrived in Port Said from Suez.

795:, commanded by A. Aubriët. Aubriët was reported first to have asked whether the shipwrecked were Germans, before giving assistance. The schooner took some of the shipwrecked on board. A passenger noted the time as 10 minutes to two, and explosions were heard. 781:. The two boats immediately rowed back to the burning ship, and succeeded in getting the remaining soldiers and crew from the ship. Mary would take 114 people on board, of which 48 soldiers, their officers with their families, and 20 women and 12 children. 718:

found that one of the first class passenger cabins near the bow had caught fire. Four children sleeping there were quickly saved by some men. The fire spread so quickly that attempts to quench it failed. After a short time frame sailors started to bring

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The departure to the Dutch East Indies was planned for 15 May. It meant that a lot had to be done in Nieuwediep. A large number of small ships arrived to transfer cargo. Loading was done hastily, with quite some cargo getting damaged.

645:. It were 125 men commanded by Captain N.J.H. van Heijningen, lieutenants 2nd class O.F.W.F. Von Lindenfels, E.K.A. de Neve and H. Ovink, as well as medical officer L. Ritsema. By 11 May the plan was that this detachment would leave 776:

at about half past one, two lifeboats rowed towards her as best as they could. The passengers of these boats were transferred to the small cutter, which had to remain at a respectable distance, because there was ammunition on board

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Other passengers had gone to the saloon, where some ladies made music, and the gentlemen played cards. Shortly before 10 o'clock Mrs Pabst also joined the ladies in the saloon. Willem III then reached a position between the

1262:, a harbor before Rotterdam. She carried 3,226,685 kg of sulfur ore and or saltpeter. A warning was then published in the newspaper that no credit should be given to the crew of the English four mast ship 547:

The compound steam engines were also delivered by the shipyard. They were of the improved Wolf system of nominal 400 hp, effective 1,600 ihp. They were said to consume only 20 tons of coal a day. As

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left Rotterdam for Genoa. Or so it was said, because on 9 February 1898 she was reported to have arrived in Philadelphia from Rotterdam. At one time she was owned by G.H. Lavarello in Genoa. She served as

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approached New York harbor and hit Oyster Island, after which she had to visit a dry dock for inspection, which was finished on 12 January 1877. The report noted her owner as A.C. Gow & Co.

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On Saturday 1 July the detachment arrived in Rotterdam by train. It was welcomed by officers and music from the local militia. The soldiers then marched to the 'Boompjes' where they embarked on

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arrived in Suez from Melbourne. On 9 December 1897 she left Gibraltar for Rotterdam. On 20 December 1897 the SS Glenorchy arrived in London from Sidney via Dunkirk. On 27 December 1897

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Before construction of the Suez Canal started in 1859, steamships were not economical in communication with the far east. The basic problem was that steaming the long distance around

473:, and the first ship built for Stoomvaart Maatschappij Nederland (SMN). The SMN was founded in May 1870 for the express purpose of establishing a steam shipping line to Java via the 862:

Portsmouth served under his command. Attempts were made to quench the fire by making holes in the hull, but even this extreme measure did not help much. The harbor tugboats

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left Rotterdam, and on 18 January she arrived in Swansea under Captain Baron. The Barque Glenorchy was sold to the Genovese firm Fratelli Beverino in 1898. It renamed her

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steamed out of Nieuwediep on Wednesday 17 May at noon. She then anchored before the harbor to adjust the compasses. On Thursday 18 May at half past seven in the evening

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at that moment. Somewhat later a report about repairs to the boilers etc. followed. Both these repairs also noted A.C. Gow & Co as owner. In the years since,

1058:(near Kent). After inspection a few plates had to be refitted. W. Houston was noted as owner, but J.A. Steel was later added with another pen. On 21 January 1875 610:. She was launched on 8 March 1871. At that time she was expected to leave Nieuwdiep under Captain E. Oort for Batavia on 15 May. Some time later, on 3 May 1871, 3437: 914:

captain L. Hoefman. Of the officers Van Heyningen and De Neve would again command the detachment. On 19 June 1871 Van Heyningen was appointed as knight in the

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crew saw a big ship burning from bow to stern. Small lights were seen around the ship, and on approaching these proved to be the lanterns of lifeboats.

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consumed so much coal that if a ship carried enough coal, it did not have enough cargo space left to make a profit. Coal could be loaded en route, but

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had been sold for 5,200 GBP to a Genovese firm. At the time she was still in Rotterdam. The sale was reported two days after the sailing ship

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sailing towards them. She turned out to be the English pilot cutter Mary from Portsmouth, a vessel of only 24 ton, about 1% of the size of

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is sometimes mixed up with a saling ship of the same name. It is probably caused by both ships being in Rotterdam when the steamship

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As stated above Willem III was auctioned on 10 January 1872. Her buyer was William Mc Arthur & Co from Road Lane, who renamed her

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was on her way from London to Penang when she collided with Maine from Baltimore near Blackwall point, which is the northern tip of

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passed Suez on her from Yokohama to New York. Yokohama would become a regular destination for the ship in the 1890s. In March 1891

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was 320 feet long, 39 feet wide and had a draught of 21 feet 2 inches. The cargo size of the ship was 2,600 tons GT.

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rifles destined for Shanghai. The harbormaster of Hong Kong ordered this cargo to be unloaded in that port. In 1886

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were floating on a calm sea. They had almost no oars, and would have been in big trouble if the sea became rougher.

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of 2,500 ton was built by Sunderland Shipbuilding Company. Later her sailing plan was changed to that of a barque.

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Verslag van de Commissie belast met het Onderzoek naar de oorzaak van de ramp het Stoomschip Willem III overkomen

1266:. On 8 January she was ready to sail in Rotterdam with destination Swansea. On 11 January 1898 the sailing ship 1180: 934:

from the bank by using pumps and tugboats, but the hull was so leaky that the attempt failed. On Sunday 11 June

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made her trials, and was to leave for Nieuwediep shortly after. On Thursday 4 May at 7 o'clock in the evening

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Biography of captain Pieter van der Velden Erdbrink, who assisted in the evacuation of the ship

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left Nieuwediep for Batavia. On board were 69 passengers, 125 soldiers and a precious cargo.

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arrived in Texel. That same morning entered Niewediep, where she unloaded 332 tons of coal.

539:: 97.53 m from bow to stern. Beam 11.96 m external. Depth of hold 9.775 m. Draught 6.7 m. . 3261: 3122: 2948: 2857: 2762: 1478: 940: 438: 308: 66: 3376: 1126:. In that year Mc Gregor Gow & Co. were noted as owners. Apart from these highlights 1172:

captain Frakes arrived in Rotterdam. She carried silver ore and 1,253 tons of lead ore.

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left Port Pirie again for Rotterdam still under Captain Baron. On 31 December 1897

441:(SMN). She was burnt on her maiden trip. Later the wreck was repaired and sailed as 3269: 2956: 2821: 1220: 1042:. She made 10.5 knots, probably because the screw was not completely in the water. 1339:

Het kortstondig bestaan van het Stoomschip Willem III, verbrand op den 19 Mei 1871

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arrived in Port Said. On 7 November 1876 she arrived in Suez. On 17 December 1876

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Grand Collection of sailing ship photographs at State Library of South Australia

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of the SMN was wrecked near Aden. Most of the cargo that was saved was loaded on

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the same evening. What is known is that loading continued on Tuesday evening.

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the same day, but this kind of contradicts departure of the ship on that day.

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In December 1875 James Mc Gregor announced that he had become the owner of

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Engines of Empire: Steamshipping and State Formation in Colonial Indonesia

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under Captain Baron on a trip from Rangoon to Falmouth. On 22 May 1897

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Registro italiano per la classificazione dei bastimenti Libro registro

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Inspection reports etc. for Glenorchy at Lloyd's Register Foundation

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commander Clifford Kock van Breugel left Nieuwdiep to collect them.

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A detachment of extra troops for the Indies was planned to sail on

1438:(in Dutch). Stichting Maritiem-Historische Databank. 4 April 2020. 1179: 1000: 833: 822: 742: 707: 603: 258: 1157:, Dutch East Indies from Hong Kong under commander J. Ferguson. 1054:

was sold to William Houston. On 25 May 1874 she was grounded at

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in October 1890 under Captain Taylor. In July 1894 she passed

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is regularly noted on the Suez Canal and steaming to and from

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On 1 May 1877 some major repairs were finished. She was named

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pipes in her cabin produced an unbearable heat in her cabin.

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1 = Due to enemy action. 2 = Maiden revenue-earning voyage.

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had four masts might have been caused by this confusion.

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was built for Stoomvaart Maatschappij Nederland (SMN) by

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of skipper Greenham also arrived and lent a pilot to

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severe pressure on the construction and delivery of

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This was the 2918: 2904: 2896: 2498: 2484: 2476: 2202: 2190: 1879: 1834: 1822: 1428: 1426: 1424: 1422: 1420: 1418: 1416: 1414: 1412: 1410: 1375:, Stoomboekdrukkerij de Industrie, Utrecht 1118:was on her way from China to England when 1038:On 11 January 1873 she made her trials as 1036:Description at Lloyd's Register Foundation 747:St Catherine's Lighthouse on Isle of Wight 535:, which can be assumed to be identical to 2508:Shipwrecks and maritime incidents in 1871 798:Still somewhat later the screw steamship 511:, so that she could sail on 15 May 1871. 27:SS Willem III in Nieuwe Diep (Den Helder) 1465: 1176:The Liverpool four mast barque Glenorchy 1079:, and therefore he wanted to rename her 1495: 1453: 1406: 830:in Illustrated London News, 27 May 1871 784:Other lifeboats rowed towards a French 1168:was in Terneuzen. On 27 December 1897 17: 3433:Passenger ships of the United Kingdom 1254:. On 4 January 1898 the sailing ship 1204:was sold. The four mast sailing ship 1106:. On 18 February 1885 she arrived in 689:In the evening of Friday 19 May 1871 552:she had a screw of the Hirch system. 249: 184: 137: 37: 7: 3438:Merchant ships of the United Kingdom 1306:, and was observed as late as 1902. 1188:in 1895. She has been confused with 988:To the public it was not clear that 870:were engaged, and so were the steam 853:, and took the burning ship in tow. 1556:"De verbrande stoomboot Willem III" 661:On 15 May the planned departure of 344:320 ft 0 in (97.5 m) 3418:Passenger ships of the Netherlands 2451:Willem III at Scottish Built ships 362:6.7 metres (22.0 ft) (loaded) 352:39 ft 0 in (11.9 m) 14: 3423:Merchant ships of the Netherlands 1369:Verslag van de Commissie (1871), 1282:By 13 January 1898 the steamship 1149:stock and part of the bulwark of 879:board. This would indeed happen. 669:Whatever the cause of the delay, 493:Stoomvaart Maatschappij Nederland 439:Stoomvaart Maatschappij Nederland 365:3.8 metres (12.5 ft) (empty) 67:Stoomvaart Maatschappij Nederland 2042:"Voor het detachment militairen" 1485:. 23 November 1910. p. 783. 1353:, Joh. Numan en Zoon, Zaltbommel 1075:. She was to become part of the 1026:. She was brought in drydock at 819:The wreck is towed to Portsmouth 251: 186: 139: 39: 21: 1217:Port Broughton, South Australia 3428:Maritime incidents in May 1871 3413:Ships built on the River Clyde 710:, about 20 English miles from 618:left Greenock for Nieuwediep. 1: 2161:Verslag van de Commissie 1871 2149:Verslag van de Commissie 1871 1868:Verslag van de Commissie 1871 1578:Verslag van de Commissie 1871 1336:Geuns, van, Cornelia (1871), 1215:in arriving in Falmouth from 1145:on the Thames in London. The 916:Order of the Netherlands Lion 462:Steamships for the Suez Canal 1810:Provinciale Noordbrabantsche 1757:Provinciale Noordbrabantsche 1739:Provinciale Noordbrabantsche 1631:Provinciale Noordbrabantsche 1479:"Een der schakels met indië" 437:, and the first ship of the 1721:Provinciale Overijsselschee 1685:Provinciale Overijsselschee 1316:Campo, a, J.N.F.M. (2002), 3464: 1934:"Amsterdam, Zondag 9 Juli" 1498:, p. 2e afdeling, 38. 1456:, p. 2e afdeling, 39. 1350:Stoomvaart op Lange Lijnen 1067:Steaming for the Glen Line 1005:Map of Millwall Dock, 1899 3388: 2871: 2064:Nieuwe Veendammer courant 1613:Nieuwe Veendammer courant 1560:Makassaarsch handels-blad 1258:captain Baron arrived in 842:a few days after the fire 649:on 15 May, and embark on 469:was the lead ship of the 433:was the lead ship of the 299: 295:Sold for scrap, July 1903 244: 179: 132: 32: 20: 3443:Passenger ships of Italy 2812:Whaling disaster of 1871 1535:"Een flinke onderneming" 1274:. She was sunk in 1915. 1239:was later proved false. 331:4,860 tons (loaded) 3448:Merchant ships of Italy 2361:Rotterdamsch nieuwsblad 2357:"Victoria, B.C. 9 Juli" 2343:Dagblad van Zuidholland 1391:London Gazette (1875), 1386:, Pietro Pellas, Genova 1364:, Van Heteren Amsterdam 1361:Memoriaal van de Marine 1322:, Verloren, Hilversum, 888:Reception in Portsmouth 685:Burned near Southampton 531:has general data about 334:2.260 tons (empty) 300:General characteristics 167:Wm. Houston, J.A. Steel 2178:Het nieuws van den dag 2174:"Binnenlandsch Nieuws" 1956:Het Nieuws van den Dag 1539:Het nieuws van den dag 1436:"WILLEM III - ID 8087" 1358:Tideman, B.J. (1880), 1347:Tideman, B.J. (1870), 1342:, J. Heuvelink, Arnhem 1252:Lizard Point, Cornwall 1193: 1010:Willem III is repaired 1006: 984:The wreck is auctioned 843: 831: 748: 2397:ARCHIVIO VECCHIE VELE 1974:Provinciale Drentsche 1952:"Binnenlandch Nieuws" 1250:captain Baron passed 1242:On 20 September 1897 1227:was ready to sail in 1183: 1083:. On 24 January 1876 1004: 951:got 12,000 guilders, 837: 826: 746: 582:with silver linings. 3083:Friedrich der Grosse 3043:City of Philadelphia 2345:. 14 September 1882. 2307:Algemeen Handelsblad 2291:. 14 September 1882. 2285:"Nederlandsch-Indië" 2259:Algemeen Handelsblad 2223:Algemeen Handelsblad 2136:Algemeen Handelsblad 2082:Algemeen Handelsblad 2046:Algemeen Handelsblad 2028:Algemeen Handelsblad 1938:Algemeen Handelsblad 1920:Algemeen Handelsblad 1855:Algemeen Handelsblad 1771:"Nederlandsch-Indië" 1483:De Hollandsche revue 1380:Ente Morale (1902), 947:got 7,200 guilders. 851:St Catherine's Point 600:John Elder & Co. 2393:"FRATELLI BEVERINO" 2327:. 21 December 1897. 2272:London Gazette 1875 2243:. 19 December 1871. 2180:. 23 December 1871. 1297:On 22 January 1898 1160:On 1 December 1879 1143:Greenwich Peninsula 1120:SS Prins Hendrik II 926:Salvaging the cargo 2425:. 13 January 1898. 2321:"Engelsche Havens" 2261:. 13 January 1872. 2255:"Scheepstijdingen" 2010:Arnhemsche courant 1992:Arnhemsche courant 1970:"Laatste Berigten" 1897:Arnhemsche courant 1667:Arnhemsche courant 1394:The London Gazette 1194: 1007: 844: 832: 749: 3395: 3394: 3108:Georges Philippar 2893: 2892: 2419:"Scheepberichten" 2381:. 5 January 1898. 1699:"Leger en Marine" 1609:"Latere Berigten" 1272:Fratelli Beverino 955:30,000 guilders. 657:Delayed departure 482:Cape of Good Hope 425: 424: 3455: 3279:Alexander Macomb 3100:City of Honolulu 3019:and cargo liners 2974:Grosser Kurfürst 2920: 2913: 2906: 2897: 2886: 2879: 2863: 2856: 2850: 2844: 2838: 2832: 2826: 2820: 2814: 2810: 2804: 2798: 2792: 2785: 2779: 2773: 2767: 2761: 2755: 2748: 2742: 2736: 2730: 2723: 2717: 2711: 2705: 2699: 2693: 2687: 2681: 2674: 2668: 2662: 2656: 2649: 2630: 2624: 2618: 2612: 2606: 2600: 2594: 2588: 2582: 2576: 2570: 2563: 2557: 2551: 2545: 2538: 2532: 2526: 2510: 2500: 2493: 2486: 2477: 2439: 2436:Ente Morale 1902 2433: 2427: 2426: 2415: 2409: 2408: 2406: 2404: 2389: 2383: 2382: 2371: 2365: 2364: 2353: 2347: 2346: 2335: 2329: 2328: 2317: 2311: 2310: 2309:. 20 March 1891. 2299: 2293: 2292: 2281: 2275: 2269: 2263: 2262: 2251: 2245: 2244: 2233: 2227: 2226: 2215: 2206: 2200: 2194: 2188: 2182: 2181: 2170: 2164: 2158: 2152: 2146: 2140: 2139: 2128: 2122: 2121: 2120:. 4 August 1871. 2110: 2104: 2103: 2092: 2086: 2085: 2074: 2068: 2067: 2056: 2050: 2049: 2038: 2032: 2031: 2020: 2014: 2013: 2002: 1996: 1995: 1984: 1978: 1977: 1966: 1960: 1959: 1948: 1942: 1941: 1930: 1924: 1923: 1912: 1901: 1900: 1889: 1883: 1877: 1871: 1865: 1859: 1858: 1847: 1838: 1832: 1826: 1820: 1814: 1813: 1802: 1779: 1778: 1767: 1761: 1760: 1749: 1743: 1742: 1731: 1725: 1724: 1713: 1707: 1706: 1695: 1689: 1688: 1677: 1671: 1670: 1659: 1653: 1652: 1641: 1635: 1634: 1623: 1617: 1616: 1605: 1599: 1598: 1587: 1581: 1575: 1564: 1563: 1562:. 11 April 1873. 1552: 1543: 1542: 1531: 1522: 1521: 1510: 1499: 1493: 1487: 1486: 1475: 1469: 1463: 1457: 1451: 1440: 1439: 1432: 1397: 1387: 1376: 1365: 1354: 1343: 1332: 1233:Vancouver Island 1046:First new owners 704:Isle of Portland 533:Prins van Oranje 471:Willem III class 435:Willem III class 261: 256: 255: 254: 196: 191: 190: 189: 149: 144: 143: 142: 84:900,000 guilders 47: 44: 43: 42: 25: 18: 3463: 3462: 3458: 3457: 3456: 3454: 3453: 3452: 3398: 3397: 3396: 3391: 3384: 3365: 3327:Empire Florizel 3319:Stephen Hopkins 3138: 3018: 3017:Passenger ships 3012: 2950:Galera Victoria 2929: 2924: 2894: 2889: 2882: 2875: 2867: 2866: 2854: 2853: 2842: 2841: 2830: 2829: 2818: 2817: 2808: 2807: 2796: 2795: 2783: 2782: 2771: 2770: 2759: 2758: 2746: 2745: 2734: 2733: 2721: 2720: 2709: 2708: 2697: 2696: 2685: 2684: 2672: 2671: 2660: 2659: 2647: 2646: 2639:Other incidents 2634: 2633: 2622: 2621: 2610: 2609: 2603:Hattie C. Besse 2598: 2597: 2586: 2585: 2574: 2573: 2561: 2560: 2549: 2548: 2536: 2535: 2524: 2523: 2511: 2506: 2504: 2447: 2442: 2434: 2430: 2417: 2416: 2412: 2402: 2400: 2391: 2390: 2386: 2373: 2372: 2368: 2363:. 12 July 1897. 2355: 2354: 2350: 2337: 2336: 2332: 2319: 2318: 2314: 2301: 2300: 2296: 2283: 2282: 2278: 2274:, p. 6642. 2270: 2266: 2253: 2252: 2248: 2235: 2234: 2230: 2217: 2216: 2209: 2203:Geuns, van 1871 2201: 2197: 2191:Geuns, van 1871 2189: 2185: 2172: 2171: 2167: 2159: 2155: 2147: 2143: 2130: 2129: 2125: 2112: 2111: 2107: 2102:. 24 July 1871. 2094: 2093: 2089: 2084:. 17 June 1871. 2076: 2075: 2071: 2066:. 10 June 1871. 2058: 2057: 2053: 2048:. 30 June 1871. 2040: 2039: 2035: 2022: 2021: 2017: 2004: 2003: 1999: 1986: 1985: 1981: 1968: 1967: 1963: 1950: 1949: 1945: 1940:. 10 July 1871. 1932: 1931: 1927: 1914: 1913: 1904: 1891: 1890: 1886: 1880:Geuns, van 1871 1878: 1874: 1866: 1862: 1849: 1848: 1841: 1835:Geuns, van 1871 1833: 1829: 1823:Geuns, van 1871 1821: 1817: 1804: 1803: 1782: 1769: 1768: 1764: 1751: 1750: 1746: 1733: 1732: 1728: 1715: 1714: 1710: 1697: 1696: 1692: 1679: 1678: 1674: 1661: 1660: 1656: 1643: 1642: 1638: 1625: 1624: 1620: 1607: 1606: 1602: 1597:. 9 March 1871. 1589: 1588: 1584: 1576: 1567: 1554: 1553: 1546: 1533: 1532: 1525: 1512: 1511: 1502: 1494: 1490: 1477: 1476: 1472: 1464: 1460: 1452: 1443: 1434: 1433: 1408: 1404: 1390: 1379: 1368: 1357: 1346: 1335: 1330: 1315: 1312: 1280: 1278:Italian service 1178: 1069: 1048: 1012: 999: 997:Further service 986: 961: 941:Admiralty court 928: 899: 890: 885: 821: 741: 687: 659: 624: 593: 588: 571: 558: 545: 522: 517: 515:Characteristics 495: 464: 459: 379:(1,200 kW) 372:Installed power 309:Passenger liner 257: 252: 250: 192: 187: 185: 145: 140: 138: 45: 40: 38: 28: 12: 11: 5: 3461: 3459: 3451: 3450: 3445: 3440: 3435: 3430: 3425: 3420: 3415: 3410: 3400: 3399: 3393: 3392: 3389: 3386: 3385: 3383: 3382: 3373: 3371: 3367: 3366: 3364: 3363: 3355: 3347: 3339: 3331: 3323: 3315: 3311:George Calvert 3307: 3299: 3291: 3283: 3275: 3267: 3259: 3251: 3243: 3235: 3227: 3219: 3215:Carrier Pigeon 3211: 3203: 3195: 3187: 3179: 3171: 3163: 3155: 3146: 3144: 3140: 3139: 3137: 3136: 3128: 3120: 3112: 3104: 3096: 3087: 3079: 3071: 3063: 3055: 3047: 3039: 3031: 3022: 3020: 3014: 3013: 3011: 3010: 3002: 2994: 2986: 2978: 2970: 2962: 2954: 2946: 2937: 2935: 2931: 2930: 2925: 2923: 2922: 2915: 2908: 2900: 2891: 2890: 2888: 2887: 2880: 2872: 2869: 2868: 2865: 2864: 2851: 2839: 2827: 2815: 2805: 2793: 2780: 2768: 2756: 2743: 2731: 2718: 2706: 2694: 2682: 2669: 2657: 2643: 2642: 2640: 2636: 2635: 2632: 2631: 2619: 2607: 2595: 2583: 2571: 2558: 2546: 2533: 2520: 2519: 2517: 2513: 2512: 2505: 2503: 2502: 2495: 2488: 2480: 2474: 2473: 2468: 2463: 2458: 2453: 2446: 2445:External links 2443: 2441: 2440: 2438:, p. 507. 2428: 2410: 2384: 2375:"Waarschuwing" 2366: 2348: 2330: 2312: 2294: 2276: 2264: 2246: 2228: 2225:. 1 June 1872. 2207: 2195: 2183: 2165: 2153: 2141: 2138:. 1 June 1871. 2123: 2114:"Zeetijdingen" 2105: 2096:"Zeetijdingen" 2087: 2069: 2060:"Zeetijdingen" 2051: 2033: 2030:. 28 May 1871. 2015: 2012:. 23 May 1871. 1997: 1994:. 24 May 1871. 1979: 1976:. 24 May 1871. 1961: 1958:. 25 May 1871. 1943: 1925: 1922:. 25 May 1871. 1902: 1899:. 25 May 1871. 1884: 1872: 1860: 1857:. 26 May 1871. 1839: 1827: 1815: 1812:. 25 May 1871. 1780: 1777:. 22 May 1871. 1762: 1759:. 20 May 1871. 1744: 1741:. 16 May 1871. 1726: 1723:. 17 May 1871. 1708: 1705:. 11 May 1871. 1690: 1687:. 12 May 1871. 1672: 1669:. 17 May 1871. 1654: 1651:. 11 May 1871. 1645:"Zeetijdingen" 1636: 1618: 1600: 1582: 1565: 1544: 1541:. 16 May 1871. 1523: 1520:. 16 May 1871. 1500: 1488: 1470: 1468:, p. 204. 1458: 1441: 1405: 1403: 1400: 1399: 1398: 1388: 1377: 1366: 1355: 1344: 1333: 1328: 1311: 1308: 1279: 1276: 1196:The steamship 1177: 1174: 1068: 1065: 1056:South Foreland 1047: 1044: 1011: 1008: 998: 995: 985: 982: 960: 957: 927: 924: 898: 895: 889: 886: 884: 881: 820: 817: 803:pilot cutter, 740: 737: 686: 683: 658: 655: 626:On 8 May 1871 623: 620: 592: 589: 587: 584: 570: 567: 557: 554: 544: 541: 521: 518: 516: 513: 494: 491: 463: 460: 458: 455: 423: 422: 419: 415: 414: 413: 412: 409: 404: 400: 399: 393: 389: 388: 385: 381: 380: 373: 369: 368: 367: 366: 363: 358: 354: 353: 350: 346: 345: 342: 338: 337: 336: 335: 332: 327: 323: 322: 316: 312: 311: 306: 302: 301: 297: 296: 293: 289: 288: 285: 281: 280: 279:G.H. Lavarello 277: 273: 272: 267: 263: 262: 247: 246: 242: 241: 235: 231: 230: 227: 223: 222: 217: 213: 212: 202: 198: 197: 194:United Kingdom 182: 181: 177: 176: 173: 169: 168: 165: 161: 160: 155: 151: 150: 147:United Kingdom 135: 134: 130: 129: 122: 118: 117: 114: 113:Out of service 110: 109: 106: 102: 101: 98: 94: 93: 90: 86: 85: 82: 78: 77: 74: 70: 69: 64: 60: 59: 53: 49: 48: 35: 34: 30: 29: 26: 13: 10: 9: 6: 4: 3: 2: 3460: 3449: 3446: 3444: 3441: 3439: 3436: 3434: 3431: 3429: 3426: 3424: 3421: 3419: 3416: 3414: 3411: 3409: 3406: 3405: 3403: 3387: 3380: 3379: 3375: 3374: 3372: 3370:Racing yachts 3368: 3361: 3360: 3356: 3353: 3352: 3348: 3345: 3344: 3340: 3337: 3336: 3332: 3329: 3328: 3324: 3321: 3320: 3316: 3313: 3312: 3308: 3305: 3304: 3303:Empire Dryden 3300: 3297: 3296: 3292: 3289: 3288: 3287:Empire Clough 3284: 3281: 3280: 3276: 3273: 3272: 3268: 3265: 3264: 3260: 3257: 3256: 3252: 3249: 3248: 3244: 3241: 3240: 3236: 3233: 3232: 3228: 3225: 3224: 3220: 3217: 3216: 3212: 3209: 3208: 3204: 3201: 3200: 3196: 3193: 3192: 3191:Royal Captain 3188: 3185: 3184: 3180: 3177: 3176: 3172: 3169: 3168: 3164: 3161: 3160: 3156: 3153: 3152: 3148: 3147: 3145: 3141: 3134: 3133: 3129: 3126: 3125: 3121: 3118: 3117: 3113: 3110: 3109: 3105: 3102: 3101: 3097: 3094: 3093: 3088: 3085: 3084: 3080: 3077: 3076: 3072: 3069: 3068: 3064: 3061: 3060: 3056: 3053: 3052: 3048: 3045: 3044: 3040: 3037: 3036: 3032: 3029: 3028: 3024: 3023: 3021: 3015: 3008: 3007: 3003: 3000: 2999: 2995: 2992: 2991: 2987: 2984: 2983: 2979: 2976: 2975: 2971: 2968: 2967: 2963: 2960: 2959: 2955: 2952: 2951: 2947: 2944: 2943: 2939: 2938: 2936: 2932: 2928: 2921: 2916: 2914: 2909: 2907: 2902: 2901: 2898: 2885: 2881: 2878: 2874: 2873: 2870: 2862: 2861: 2852: 2849: 2848: 2847:Lotta Bernard 2840: 2837: 2836: 2828: 2825: 2824: 2816: 2813: 2806: 2803: 2802: 2794: 2791: 2790: 2781: 2778: 2777: 2769: 2766: 2765: 2757: 2754: 2753: 2744: 2741: 2740: 2739:Golden Fleece 2732: 2729: 2728: 2719: 2716: 2715: 2707: 2704: 2703: 2695: 2692: 2691: 2683: 2680: 2679: 2670: 2667: 2666: 2658: 2655: 2654: 2645: 2644: 2641: 2637: 2629: 2628: 2620: 2617: 2616: 2608: 2605: 2604: 2596: 2593: 2592: 2584: 2581: 2580: 2572: 2569: 2568: 2559: 2556: 2555: 2547: 2544: 2543: 2534: 2531: 2530: 2522: 2521: 2518: 2514: 2509: 2501: 2496: 2494: 2489: 2487: 2482: 2481: 2478: 2472: 2469: 2467: 2464: 2462: 2459: 2457: 2454: 2452: 2449: 2448: 2444: 2437: 2432: 2429: 2424: 2420: 2414: 2411: 2398: 2394: 2388: 2385: 2380: 2376: 2370: 2367: 2362: 2358: 2352: 2349: 2344: 2340: 2334: 2331: 2326: 2322: 2316: 2313: 2308: 2304: 2298: 2295: 2290: 2289:De locomotief 2286: 2280: 2277: 2273: 2268: 2265: 2260: 2256: 2250: 2247: 2242: 2241:Het Vaderland 2238: 2232: 2229: 2224: 2220: 2214: 2212: 2208: 2204: 2199: 2196: 2192: 2187: 2184: 2179: 2175: 2169: 2166: 2162: 2157: 2154: 2150: 2145: 2142: 2137: 2133: 2127: 2124: 2119: 2118:Het Vaderland 2115: 2109: 2106: 2101: 2100:Het Vaderland 2097: 2091: 2088: 2083: 2079: 2073: 2070: 2065: 2061: 2055: 2052: 2047: 2043: 2037: 2034: 2029: 2025: 2019: 2016: 2011: 2007: 2001: 1998: 1993: 1989: 1983: 1980: 1975: 1971: 1965: 1962: 1957: 1953: 1947: 1944: 1939: 1935: 1929: 1926: 1921: 1917: 1911: 1909: 1907: 1903: 1898: 1894: 1888: 1885: 1882:, p. 15. 1881: 1876: 1873: 1870:, p. 47. 1869: 1864: 1861: 1856: 1852: 1846: 1844: 1840: 1837:, p. 13. 1836: 1831: 1828: 1825:, p. 12. 1824: 1819: 1816: 1811: 1807: 1801: 1799: 1797: 1795: 1793: 1791: 1789: 1787: 1785: 1781: 1776: 1772: 1766: 1763: 1758: 1754: 1748: 1745: 1740: 1736: 1730: 1727: 1722: 1718: 1712: 1709: 1704: 1703:Het Vaderland 1700: 1694: 1691: 1686: 1682: 1676: 1673: 1668: 1664: 1658: 1655: 1650: 1646: 1640: 1637: 1633:. 9 May 1871. 1632: 1628: 1622: 1619: 1615:. 6 May 1871. 1614: 1610: 1604: 1601: 1596: 1592: 1586: 1583: 1579: 1574: 1572: 1570: 1566: 1561: 1557: 1551: 1549: 1545: 1540: 1536: 1530: 1528: 1524: 1519: 1515: 1509: 1507: 1505: 1501: 1497: 1492: 1489: 1484: 1480: 1474: 1471: 1467: 1466:Campo, a 2002 1462: 1459: 1455: 1450: 1448: 1446: 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761:Trinity House 758: 754: 745: 738: 736: 732: 728: 724: 721: 715: 713: 709: 705: 701: 695: 692: 684: 682: 678: 676: 672: 667: 664: 656: 654: 652: 648: 644: 639: 635: 631: 629: 622:In Nieuwediep 621: 619: 617: 613: 609: 605: 601: 597: 596:SS Willem III 590: 585: 583: 581: 576: 568: 566: 562: 556:Accommodation 555: 553: 551: 542: 540: 538: 534: 530: 526: 525:SS Willem III 519: 514: 512: 510: 505: 499: 492: 490: 487: 483: 478: 476: 472: 468: 467:SS Willem III 461: 456: 454: 452: 448: 444: 440: 436: 432: 431: 420: 417: 416: 410: 407: 406: 405: 402: 401: 398: 394: 391: 390: 386: 383: 382: 378: 374: 371: 370: 364: 361: 360: 359: 356: 355: 351: 348: 347: 343: 340: 339: 333: 330: 329: 328: 325: 324: 321: 317: 314: 313: 310: 307: 304: 303: 298: 294: 291: 290: 286: 283: 282: 278: 275: 274: 271: 268: 265: 264: 260: 248: 243: 239: 236: 233: 232: 228: 225: 224: 221: 218: 215: 214: 210: 206: 203: 200: 199: 195: 183: 178: 174: 171: 170: 166: 163: 162: 159: 156: 153: 152: 148: 136: 131: 127: 123: 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Retrieved 2399:(in Italian) 2396: 2387: 2378: 2369: 2360: 2351: 2342: 2339:"Buitenland" 2333: 2324: 2315: 2306: 2297: 2288: 2279: 2267: 2258: 2249: 2240: 2237:"Binnenland" 2231: 2222: 2219:"Binnenland" 2205:, p. 9. 2198: 2186: 2177: 2168: 2156: 2151:, p. 4. 2144: 2135: 2132:"Binnenland" 2126: 2117: 2108: 2099: 2090: 2081: 2078:"Buitenland" 2072: 2063: 2054: 2045: 2036: 2027: 2024:"Binnenland" 2018: 2009: 2006:"Binnenland" 2000: 1991: 1988:"Binnenland" 1982: 1973: 1964: 1955: 1946: 1937: 1928: 1919: 1916:"Binnenland" 1896: 1893:"Binnenland" 1887: 1875: 1863: 1854: 1851:"Binnenland" 1830: 1818: 1809: 1774: 1765: 1756: 1753:"Bijvoegsel" 1747: 1738: 1735:"Bijvoegsel" 1729: 1720: 1717:"Binnenland" 1711: 1702: 1693: 1684: 1681:"Binnenland" 1675: 1666: 1663:"Binnenland" 1657: 1648: 1639: 1630: 1627:"Binnenland" 1621: 1612: 1603: 1594: 1591:"Binnenland" 1585: 1580:, p. 3. 1559: 1538: 1517: 1514:"Binnenland" 1496:Tideman 1880 1491: 1482: 1473: 1461: 1454:Tideman 1880 1393: 1382: 1371: 1360: 1349: 1338: 1318: 1303: 1298: 1296: 1291: 1287: 1283: 1281: 1271: 1267: 1263: 1255: 1247: 1243: 1241: 1236: 1224: 1221:Saint Helena 1212: 1210: 1205: 1201: 1197: 1195: 1190:SS Glenorchy 1189: 1185: 1169: 1165: 1161: 1159: 1150: 1138: 1134: 1132: 1127: 1123: 1115: 1099: 1095: 1093: 1088: 1084: 1080: 1072: 1070: 1059: 1051: 1049: 1039: 1032: 1023: 1019: 1015: 1013: 989: 987: 978: 974: 970: 966: 962: 952: 948: 944: 935: 931: 929: 919: 911: 908: 903: 900: 897:The Soldiers 891: 877: 867: 863: 858: 854: 846: 845: 839: 827: 812: 808: 804: 799: 797: 792: 783: 778: 773: 771: 765: 756: 750: 733: 729: 725: 716: 696: 690: 688: 679: 674: 670: 668: 662: 660: 650: 642: 640: 636: 632: 627: 625: 615: 611: 595: 594: 591:Construction 574: 573:The crew of 572: 563: 559: 549: 546: 536: 532: 528: 524: 523: 508: 503: 500: 496: 479: 466: 465: 450: 446: 442: 429: 427: 426: 387:Single screw 326:Displacement 287:January 1898 269: 237: 208: 204: 157: 126:Ravensbourne 125: 108:8 March 1871 56: 15: 3335:John Morgan 3295:Empire Drum 3143:Cargo ships 3103:(1896/1922) 3086:(1896/1922) 3027:Sea Venture 2934:Naval ships 2776:Mississippi 2627:Kanrin Maru 2615:Chattanooga 2423:Scheepvaart 2379:Scheepvaart 2325:Scheepvaart 2303:"Glenorchy" 1649:De Maasbode 1595:De grondwet 1184:The barque 838:On deck of 608:River Clyde 375:1,600 318:2,600 128:(temporary) 116:19 May 1871 89:Yard number 46:Netherlands 3408:1871 ships 3402:Categories 3343:Union Star 3159:Vansittart 3067:Willem III 2702:Red Jacket 2690:Willem III 2665:Kingfisher 2567:Vindictive 2554:Sam Cearns 2516:Shipwrecks 1329:9065507388 1310:References 1229:Port Pirie 1024:Mac Gregor 1020:Fiery Cros 990:Willem III 936:Willem III 932:Willem III 859:Willem III 840:Willem III 828:Willem III 779:Willem III 772:On seeing 757:Willem III 700:longitudes 691:Willem III 675:Willem III 671:Willem III 663:Willem III 651:Willem III 647:Harderwijk 643:Willem III 628:Willem III 616:Willem III 612:Willem III 580:broadcloth 575:Willem III 569:Complement 537:Willem III 520:Dimensions 509:Willem III 504:Willem III 475:Suez Canal 430:Willem III 418:Complement 384:Propulsion 207:(at first 57:Willem III 3271:Michael E 3223:Schomberg 3183:Amsterdam 3116:Magdalena 2982:Cerisoles 2958:Georgiana 2858:HMS 2823:Ironsides 2787:HMS 2752:Caledonia 2750:HMS 2727:Agincourt 2725:HMS 2678:Worcester 2676:USS 2651:HMS 2565:HMS 2540:HMS 1775:Java-bode 1299:Glenorchy 1292:Glenorchy 1288:Glenorchy 1284:Glenorchy 1268:Glenorchy 1264:Glenorchy 1260:Maassluis 1256:Glenorchy 1248:Glenorchy 1244:Glenorchy 1237:Glenorchy 1225:Glenorchy 1213:Glenorchy 1206:Glenorchy 1202:Glenorchy 1198:Glenorchy 1186:Glenorchy 1170:Glenorchy 1166:Glenorchy 1162:Glenorchy 1151:Glenorchy 1139:Glenorchy 1135:Glenorchy 1128:Glenorchy 1124:Glenorchy 1116:Glenorchy 1112:Remington 1108:Hong Kong 1100:Glenorchy 1096:Glenorchy 1081:Glenorchy 1077:Glen Line 920:Noach III 912:Noach III 883:Aftermath 872:fireboats 720:lifebuoys 543:Machinery 486:bunkering 447:Glenorchy 395:3-masted 392:Sail plan 238:Glenorchy 220:Glen Line 205:Glenorchy 97:Laid down 3199:Hartwell 3075:Geltwood 2998:Bismarck 2990:Inkerman 2714:Snaefell 2653:Valorous 2591:Hyacinth 2403:24 April 1155:Semarang 1133:In 1890 1104:Shanghai 1089:Quang Se 1085:Quang Se 1073:Quang Se 1060:Quang Se 1052:Quang Se 1050:In 1873 1040:Quang Se 1016:Quang Se 786:schooner 550:Quang Se 443:Quang Se 284:Acquired 226:Acquired 209:Quang Se 172:Acquired 158:Quang Se 105:Launched 76:May 1870 3247:Hastier 3175:Zeewijk 3167:Fortuyn 3151:Batavia 3132:Zenobia 3092:Titanic 3059:Tayleur 3051:New Era 3006:Shinano 2843:17 Nov: 2831:17 Oct: 2819:15 Oct: 2797:c. Sep: 2789:Repulse 2784:29 Aug: 2772:29 Aug: 2710:22 Jun: 2686:19 May: 2661:20 Jun: 2648:10 Jan: 2611:c. Dec: 2599:20 Nov: 2575:17 Sep: 2550:26 Jun: 2542:Megaera 2537:17 Jun: 1518:De Tijd 1211:We see 959:Inquiry 953:Cambria 949:Scorpio 855:Cambria 847:Cambria 809:Scorpio 800:Scorpio 712:Ventnor 606:on the 586:Service 529:Tideman 457:Context 357:Draught 315:Tonnage 245:History 234:Renamed 180:History 133:History 121:Renamed 73:Ordered 33:History 3381:(1876) 3378:Mohawk 3362:(1988) 3359:Reijin 3354:(1982) 3346:(1981) 3338:(1943) 3330:(1943) 3322:(1942) 3314:(1942) 3306:(1942) 3298:(1942) 3290:(1942) 3282:(1942) 3274:(1941) 3266:(1941) 3258:(1923) 3250:(1919) 3242:(1918) 3239:Dumaru 3234:(1890) 3226:(1855) 3218:(1852) 3210:(1830) 3202:(1787) 3194:(1773) 3186:(1749) 3178:(1727) 3170:(1723) 3162:(1719) 3154:(1629) 3135:(1980) 3127:(1959) 3119:(1949) 3111:(1932) 3095:(1912) 3078:(1875) 3070:(1871) 3062:(1854) 3054:(1854) 3046:(1854) 3038:(1851) 3035:Amazon 3030:(1609) 3009:(1944) 3001:(1941) 2993:(1918) 2985:(1918) 2977:(1878) 2969:(1866) 2961:(1863) 2953:(1729) 2945:(1628) 2884:1872 → 2877:← 1870 2835:Baltic 2801:Lagoda 2760:7 Aug: 2735:6 Jul: 2722:1 Jul: 2673:8 Mar: 2587:2 Oct: 2579:Bouvet 2525:1 May: 1326: 1147:anchor 1022:s and 868:Pelter 790:galiot 753:cutter 739:Rescue 397:barque 341:Length 240:, 1877 3351:Ranga 2966:Flach 2764:Weser 1402:Notes 864:Camel 805:Alarm 793:Flora 708:Wight 604:Govan 403:Speed 276:Owner 259:Italy 216:Owner 164:Owner 124:1872 63:Owner 3231:Irex 3089:RMS 2942:Vasa 2860:Clio 2855:Unk: 2809:Sep: 2747:Jul: 2698:May: 2623:Unk: 2562:Jul: 2529:Octa 2405:2020 1324:ISBN 1304:Pina 1034:etc. 945:Mary 904:Valk 866:and 857:and 813:Mary 774:Mary 766:Mary 706:and 451:Pina 449:and 349:Beam 305:Type 292:Fate 270:Pina 266:Name 229:1875 201:Name 175:1873 154:Name 100:1870 81:Cost 52:Name 702:of 602:of 428:SS 377:ihp 320:GRT 92:132 55:SS 3404:: 2421:. 2395:. 2377:. 2359:. 2341:. 2323:. 2305:. 2287:. 2257:. 2239:. 2221:. 2210:^ 2176:. 2134:. 2116:. 2098:. 2080:. 2062:. 2044:. 2026:. 2008:. 1990:. 1972:. 1954:. 1936:. 1918:. 1905:^ 1895:. 1853:. 1842:^ 1808:. 1783:^ 1773:. 1755:. 1737:. 1719:. 1701:. 1683:. 1665:. 1647:. 1629:. 1611:. 1593:. 1568:^ 1558:. 1547:^ 1537:. 1526:^ 1516:. 1503:^ 1481:. 1444:^ 1409:^ 714:. 453:. 445:, 421:90 2919:e 2912:t 2905:v 2499:e 2492:t 2485:v 2407:. 2193:. 2163:. 1192:. 211:)

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