316:
215:
44:
119:
530:, a quay constructed on the northern side of the Oosterdok dyke. From the start, this was intended for big ships that would attach directly to the quay. At the quay, modern (steam or hydraulic) cranes would quickly unload the ship into warehouses without transloading. Later, the cargo could be re-loaded onto a train, wagon or into smaller ships. This procedure of first unloading to the warehouse, and then reloading on another means of transport, was advantageous because of the low cost of (steam)powered (un)loading. It enabled a ship to quickly be on its way again.
500:, which opened in 1876, would be the doom of the Oosterdok. The new canal led to the closure of the IJ on its eastern side. With regard to the tides, it gave the whole IJ the characteristics of a wet dock. Therefore the old wet docks no longer had such a decisive advantage over the IJ with regard to unloading at a quay. To the contrary, both wet docks suffered from the disadvantage that ships had to cross the railroad in order to reach them. Railroad traffic soon increased to the point that ships had to wait till the late evening to cross into the Oosterdok.
440:
273:
probably did not happen in the
Oosterdok. Nevertheless, a wet dock would still ease transloading because the water would be calmer, and transloading would hardly be interrupted. This would still strengthen the competitive position of Amsterdam. For Amsterdam this traditional reason was not that relevant. The lack of a deep harbor was caused by silting up, not by a tidal range. In Amsterdam, the construction of a wet dock only to maintain the high tide, would not result in a deep harbor.
223:
567:
432:) in April 1827, many more were constructed. The close by Entrepotdok added to the attraction of Oosterdok, because ships could unload to these warehouses without having to pay import duties. These were only levied if the goods later entered the Dutch market. In 1890 a new transit dock was opened just east of the Oosterdok. This was connected to the IJ and the Merwede Canal, now the northern part of the
126:
519:
329:). The first part was a 4,194 m long dyke through the IJ from its western end near Kraansluis (Kraan Lock) to the Diemerdijk near Zeeburg in the east. The 1850 map (above) shows that this dyke enclosed the area of the Oosterdok, and an area to the east of about equals size, the Stads Rietlanden.
248:. When efforts to remedy the problem by dredging had failed, they turned to science. In 1775 Jan van Houweningen suggested to give the shores of the IJ before the city a more regular profile, so the currents would increase, instead of being slowed by the many works present. This idea was not executed.
240:
By the late 18th century the situation had become rather desperate. At that time, the navigable part of the IJ consisted of a trench of about 400 m wide and 7-12 m deep. The 'harbor' of
Amsterdam was a mud bank south of this trench, with a depth of slightly more than a meter. Therefore only
230:
The
Amsterdam harbor gradually became unsuitable for big ships. Ships also suffered damage from anchoring before Amsterdam. This was caused by the bow and stern cutting into soft clay below the keel at ebb. The center of the ship would cut less deeply into the underground, and therefore supported the
487:
In the same meeting that agreed on the main passenger station, the municipal council also agreed on a central station for cargo and coal. This was to be placed just east of the
Oosterdok in the Stads Rietlanden. This would not be good for the Oosterdok. Therefore, the Amsterdam council also proposed
264:
Blanken's idea was rather original. Instead of trying to remedy the situation by attempting to move the currents closer to the city, he proposed to bring the city closer to the currents. Blanken proposed to lay a dam on the southern side of the IJ, north of the Laag. This would create a single large
276:
From the above it is clear that the primary reason to construct the
Amsterdam wet docks, was that their dykes would put an end to the very irregular shore line of Amsterdam at the IJ, and would keep the sediment out of the harbor. It was generally agreed that the many canals opening on the IJ, the
301:
In the end the city ceased to resist, because the
Goudriaan plan also included the closure of the IJ on the Zuiderzee side. The city government then proposed to the king that the plan for the wet docks should be executed instead. On 10 March 1828 the king agreed, stopped the Goudriaan plan, and
272:
There were two reasons to create the
Amsterdam wet docks. The first was the traditional reason to construct a wet dock, i.e. to offer a safe and deep mooring place by maintaining the high tide level inside the wet dock. This could also enable large ships to unload directly to a quay, but this
479:
and
Oosterdok. In 1869 the municipal council of Amsterdam agreed on this location. It led to the construction of Oosterdokseiland. Most of it was made on the outside of the dyke surrounding Oosterdok, but there was also a significant part constructed inside the dock. In 1874 the
277:
many mooring poles, De Laag, and the many ships at anchor, were responsible for the quick accumulation of sediment before the city. It was hoped that the dykes of the wet docks would allow the sediment to flow back towards the
Zuiderzee. The concentration of the drainage of the
184:. Larger ships anchored at a small distance from De Laag. There were docks immediately connected to the city, but these were open to the tides. Larger ships did not attach to a quay to unload, but transloaded goods on boats that brought these into the city via the many canals.
255:
offered a double gold medal in a contest to solve the problem. The contestant had to prove the causes of the silting up of the
Amsterdam harbor, and propose a way to remedy this problem. Jan Blanken, the engineer who later designed the Noordhollandsch Kanaal won the contest.
289:
The government of Amsterdam resisted the changed wet dock plans. The government then started the realization of the Goudriaan Canal. This was dug from 1826 to 1828 to circumvent the Pampus shallows, but not completed. The 1850 map shows the outline of this canal through
268:
After national independence was restored, the plan was again proposed to the city in 1818. The city preferred to first undertake a costly major dredging attempt for five years. By 1828 it was clear that nothing had been gained by dredging.
549:, the home for Navy officers. The construction of the IJtunnel also seriously damaged the appearance of the Oosterdok. At the time, there was not much noise about this loss. At about the same time, the large
177:
The harbor of Amsterdam was basically a place were ships could conveniently anchor on the IJ, immediately before the city. Here smaller ships could attach to a series of interconnected mooring poles called
542:
was constructed. Its approach stretches through about two-thirds of the width of the dock, cutting it in two. This led to the demolishing of part of the Maritime Establishment and Navy Dock, notably the
614:
is part of this museum. With the Ministry of Defense abandoning most of the terrain of the Maritime Establishment, the grounds of the Rijkswerf are not partly open to visitors. In 1997 the
241:
small vessels could use the harbor. Ships had to unload at considerable distance. During a neap tide with a harsh south or south west wind, the harbor would occasionally go completely dry.
315:
353:(Oosterdok Lock) would give access to the Oosterdok from the IJ. Foundation work for the lock started before the first stone was laid by on 11 June 1830 by Prince Willem, the later
252:
381:. The Rijkswerf would remain the most important shipyard for construction of Dutch warships, until it was closed down in 1915. The site then continued as Marine Etablissement.
338:, which came to lay inside the Oosterdok. The dyke enclosed the islands Kattenburgh, Wittenburgh, and Oostenburgh, which lay north of the previous dyke, which was still called
426:, a vast enclosed complex of warehouses. The oldest of these warehouses dated from 1708, but when the complex was designated as a national warehouse for transit goods (
344:(new sea dyke). The western end of this dyke was until recently called Oosterdam. It was removed in the late 2010s in order to improve the visual quality of the area.
515:
had a draft of 6.7 m. Therefore, the new ocean liners which would take over the trade to the East Indies from the sailing ships, would not unload in Oosterdok.
302:
mandated Amsterdam to execute a revised version of Blanken's 1808 plan for the wet docks. The national government would facilitate a loan to cover the cost.
118:
400:
followed later. Van Vlissingen en Dudok van Heel would become the biggest private enterprise of Amsterdam. Its machine factory was continued by
635:
503:
Another effect of the North Sea Canal was that ships of a higher draft would reach Amsterdam. The canal would have a depth of 6.5 m below
408:
160:. It was created in 1831–1832 by constructing the Oosterdoksdam and the Oosterdoksluis, forming a reliable deep port closed off from the tidal
244:
The inhabitants of Amsterdam knew that in the past, vessels sailing to nearby European ports had anchored in the center of the city, at the
357:. It was a double lock, the small lock was finished early. The big lock for ocean-going ships was opened with solemn festivities in 1832.
627:
214:
323:
Construction of the Oosterdok started in May 1828. It was led by C.W.M. Klijn, director of the city maritime construction department (
187:
The approaches to the harbor of Amsterdam suffered from silting up. The most serious problem were the shallows near the island of
631:
393:
69:
587:
354:
481:
626:
On Oostenburg are the main buildings of the former ropeworks of the East India Company and the Admiralty. These are called
43:
969:
455:
of Amsterdam in 1842. This was an essential facility for the maintenance of more modern ships, especially those that had
591:
196:
411:, which was active on Conradstreet from 1894 till the mid 1920s, and then continued on the other side of the IJ. The
1002:
583:
472:
452:
433:
504:
385:
389:
366:
265:
wet dock in front of the city. The plan was about to be put in motion when the French Empire fell in 1813.
527:
237:(cat's spine, or cat pose). The unsuitability of the harbor meant that ships had to anchor further away.
200:
607:
439:
378:
370:
603:
550:
507:
in 1876 and 8.2 m in the early 1880s. The Oosterdok Lock had a depth of 6.3 m below AOD.
899:
222:
204:
199:
attempted to revitalize the Dutch economy by improving land- and waterways. One of these was the
881:
863:
833:
810:
792:
281:
between the docks would also make it easier to keep the final trench to Amsterdam deep enough.
566:
412:
611:
575:
468:
456:
373:, occupied about half of Kattenburgh Island. It is still a Dutch Army/Navy Base. During the
512:
497:
451:. Here the Reederij der Drijvende Droogdokken (company for floating dry docks) opened the
153:
956:
932:
161:
31:
923:
Verhandelingen over de aanslibbing der haven van Amsterdam, en de afdamming van Pampus
384:
Oostenburgh Island used to be home to the operations of the Amsterdam Division of the
996:
615:
508:
374:
192:
392:
had collapsed in April 1822. The terrain of its shipyard was soon after acquired by
582:
office was demolished in 2005. A tower that was preserved at first would house the
416:
484:
was opened, which started at the temporary Oosterdok station on Oosterdokseiland.
983:
945:
921:
377:, it became less important as a navy base, and more important as the location of
811:"Stukken, betreffende de oprigting van een algemeen Rijks-Entrepot te Amsterdam"
448:
423:
208:
422:
At the Oosterdok's southern side was Rapenburg Lock. This gave access to the
84:
71:
522:
Amsterdam Public Library, Conservatoire, and part of museum on the Oosterdok
476:
401:
295:
157:
57:
939:, Grafische Kunst-Inrichting Firma W. Appel Jr., Alkmaar, pp. 89–101
539:
397:
963:, Grafische Kunst-Inrichting Firma W. Appel Jr., Alkmaar, pp. 9–37
488:
a connection between the Nieuwe Vaart and the new harbor to the east.
291:
278:
245:
188:
526:
The next phase in the development of the port of Amsterdam was the
407:
Van Vlissingen's shipbuilding activities would be restarted by the
565:
517:
438:
314:
221:
213:
775:
773:
518:
471:
came into existence when it was decided to construct the future
553:
on Oosterdokseiland made room for a regional main post office.
443:
Closed off IJ, competing railway harbor and Handelskade c. 1884
579:
971:
Cultuurhistorische Effectrapportage Oosterdok (fase I en II)
947:
Proeve eener geschiedenis van het Koningrijk der Nederlanden
447:
The north eastern part of the wet dock is known by the name
332:
The dyke was located somewhat before the old mooring points
590:
opened on Oosterdokseiland. In 2008 it was joined by the
335:
Admiraliteits Boom, Keerweeers Boom, O.I. Compagnie Boom
977:, Gemeente Amsterdam, bureau Monnumenten en Archeologie
664:
662:
594:
The remaining tower of the PTT was demolished in 2010.
253:
Koninklijke Hollandsche Maatschappij der Wetenschappen
48:
Oosterdok towards the west, seen from the roof of NEMO
618:
was built on top of the foundations of the IJtunnel.
459:. Soon two other wooden dry docks joined the first.
100:
63:
53:
21:
628:Lijnbaan van de Verenigde Oost-Indische Compagnie
957:"De Aanleg van het Groot Noordhollandsch Kanaal"
985:Geschiedkundige beschrijving der stad Amsterdam
933:"Amsterdam en het Groot Noordhollandsch Kanaal"
779:
764:
610:since 1973. The replica of the East India Man
950:, vol. II, Lastdrager en Zoon, Amsterdam
828:
826:
824:
419:were home to many other Amsterdam shipyards.
365:The Marine Etablissement, with the prominent
8:
544:
427:
348:
339:
333:
324:
285:The government attempts to close off the IJ
232:
218:1850 map with Goudriaan Canal and Oosterdok
179:
961:Het Groot Noordhollandsch Kanaal 1824-1924
937:Het Groot Noordhollandsch Kanaal 1824-1924
680:
18:
926:, Wed. Gerard Hulst van Keulen, Amsterdam
850:
634:. On Conradstraat the gate of the former
598:Center: National Maritime Museum and NEMO
319:1835 city map with 'Nieuw Oostelijk Dok'
668:
646:
900:"Tunnel dringt stad binnen (with map)"
864:"Rapport van den Haven- en Dokmeester"
653:
636:Nederlandsche Scheepsbouw Maatschappij
409:Nederlandsche Scheepsbouw Maatschappij
988:, vol. IV, Gebroeders Diederichs
752:
740:
728:
716:
704:
692:
7:
231:ship at ebb, causing the so-called
606:(National Sea Arsenal) houses the
203:, which was dug from Amsterdam to
138:Location of Oosterdok in Amsterdam
14:
982:Van der Vijver, Cornelis (1848),
125:
394:Van Vlissingen en Dudok van Heel
124:
117:
42:
944:Lastdrager, Abraham J. (1835),
586:from 2003 to 2010. In 2007 the
475:on an island in the IJ between
388:. Here its gigantic warehouse
173:Silting up of Amsterdam harbor
1:
361:Significance of the Oosterdok
152:('Eastern Dock') is a former
920:Biben, Isaac Gerard (1828),
834:"Gemeenteraad van Amsterdam"
592:Conservatorium van Amsterdam
197:William I of the Netherlands
191:in the Zuiderzee. After the
797:Opregte Haarlemsche Courant
578:a large part of the former
1019:
882:"Iets over de Handelskade"
584:Stedelijk Museum Amsterdam
492:The North Sea Canal (1876)
473:Amsterdam Centraal station
226:Oosterdok Wet Dock in 1841
211:) between 1820 and 1824.
16:Historic site in Amsterdam
580:Koninklijke PTT Nederland
482:Amsterdam–Zutphen railway
311:Construction of Oosterdok
294:Island, and then through
112:
108:
41:
26:
968:Rosenberg, Paul (2011),
608:National Maritime Museum
588:Amsterdam Public Library
570:National Maritime Museum
511:, the first ship of the
390:Oost-Indisch Zeemagazijn
386:Dutch East India Company
371:National Maritime Museum
931:De Boer, M.G. (1924),
571:
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528:Oostelijke Handelskade
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444:
429:Algemeen Rijksentrepot
428:
349:
340:
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201:Noordhollandsch Kanaal
180:
85:52.373930°N 4.913197°E
35:
955:Ramaer, J.C. (1924),
632:Admiraliteitslijnbaan
569:
521:
453:first wooden dry dock
442:
434:Amsterdam–Rhine Canal
318:
225:
217:
886:Algemeen Handelsblad
868:Algemeen Handelsblad
838:Algemeen Handelsblad
638:is still standing.
367:'s Lands Zeemagazijn
260:Plans for a wet dock
888:. 21 November 1881.
870:. 17 December 1872.
780:Van der Vijver 1848
765:Van der Vijver 1848
616:NEMO Science Museum
551:classification yard
379:Rijkswerf Amsterdam
90:52.373930; 4.913197
81: /
906:. 23 January 1964.
572:
524:
445:
321:
228:
220:
1003:Port of Amsterdam
815:Groninger courant
604:Lands Zeemagazijn
538:In the 1960s the
413:Kattenburgervaart
326:Stads Waterwerken
298:towards the IJ.
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799:. 16 April 1822.
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576:Oosterdokseiland
562:Oosterdokseiland
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469:Oosterdokseiland
457:copper sheathing
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355:King William III
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840:. 25 June 1869.
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681:Lastdrager 1835
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602:The building's
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513:Netherland Line
498:North Sea Canal
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851:Rosenberg 2011
843:
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817:. 11 May 1827.
802:
784:
782:, p. 157.
769:
767:, p. 155.
757:
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733:
721:
709:
697:
685:
683:, p. 360.
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341:Nieuwe Zeedijk
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793:"Nederlanden"
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766:
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749:
746:
743:, p. 26.
742:
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734:
731:, p. 23.
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719:, p. 19.
718:
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707:, p. 18.
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671:, p. 90.
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375:French period
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876:
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858:
853:, p. 8.
846:
837:
814:
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796:
787:
760:
755:, p. 8.
748:
736:
724:
712:
700:
695:, p. 1.
688:
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669:De Boer 1924
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625:
601:
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546:Het 'Paleis'
537:
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417:Nieuwe Vaart
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251:In 1805 the
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149:
147:
27:
654:Ramaer 1924
557:Attractions
449:Dijksgracht
424:Entrepotdok
88: /
64:Coordinates
28:Native name
914:References
904:Het Parool
753:Biben 1828
741:Biben 1828
729:Biben 1828
717:Biben 1828
705:Biben 1828
693:Biben 1828
622:Oostenburg
209:Den Helder
205:Nieuwediep
73:52°22′26″N
612:Amsterdam
534:The 1960s
477:Westerdok
463:Railroads
402:Werkspoor
296:Waterland
158:Amsterdam
150:Oosterdok
132:Oosterdok
76:4°54′48″E
58:Amsterdam
36:Oosterdok
22:Oosterdok
997:Category
540:IJtunnel
398:ropewalk
234:katterug
154:wet dock
54:Location
306:History
195:, King
181:De Laag
168:Context
396:. The
369:, now
292:Marken
279:Amstel
246:Damrak
189:Pampus
975:(PDF)
642:Notes
101:Built
32:Dutch
630:and
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