Warships

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My father (Ron) and I (Alexander) are doing research in the topic navies and trading companies in the period 1500-present.

My father started his research more as 35 years ago. First he was interested in the Dutch navy and the navies in the II World War, later in the period 19th century-present and about 20 years he started his research in the topic navies 1500-1860, in fact the era of the sailing warships. This research includes the galleys and the trading companies like the Dutch E.I.C. and the W.I.C.

My self, I'am interested in the topic navies 1860-present including the coastguards other Military forces. I'd like Police and merchant as well

Together we do research in archives, literature and on the web trying to collect every kind of information and sharing that with others without commercial thoughts just because we are shiplovers and fond of naval history.

battleship Dunkerque (1937) of France

Ronald van Maanen, 2009

A so-called fast battleship with one sister ship, the Strasbourg. Ordered 1931 to be built at the navy yard at Brest, France, building started 24 December 1932, she was launched 2 October 1934 and commissioned  1 May 1937. Hoemport was Toulon. Speed 29,5 knots, at the trial even 31,06 knots, 112,500 hp (trial 135,585 hp). Main armament 8-33cm gund and 16-13cm guns. Also equipped with 4 hydroplanes, launched via a catapult. Range 13,900 km. Dimensions 215,1 x 31,1 x 8,77m and a displacement of 26,500 tons. Armour sidebelt 225mm, deck 115-125mm, turrets 310-330mm and 30mm anti-torpedo bulkheads. Her crew numbered 1381 men.

3 July 1940 heavily damaged  while at Mers el Kebir by artillery fire of the Hood, Barham and Resolution and 6 July 1940 heavily damaged by an air attack when a torpedo caused a large leak. After temporairily repairs she managed to escape to 20 February 1942 towards Toulon. Here she was 27 November 1942 by explosives again damaged, begin August 1945 undocked, anchored on a unused place and left rotten until sold in 1958 to be broken up.

The drawing is made by Frans Naerebout and originally published in Op de Lange Deining

The British dock yard at Woolwich as described in a financial report published March 1818

Ronald van Maanen, 2009

In a letter dated 2 March 1818 were the results of an investigation already presented 27 February sent. This select committee on finance was ordered to examine the naval estimates and finances for the period 1817-5 January 1820. It gives an interesting description dealing with the dock yard at Woolwich. This sort of descriptions are quite useful if we want to compare the dock yard facilities available for the European, African and North American navies. (1)

p. 55
“The accumulation of Mud in front of Woolwich Dock Yard, has for many years been a constant theme of complaint; and the respective Admiralty and Navy Boards have had reports from various engineers and other scientific persons, as to the best mode of removing this mud, and of preventing its accumulation in future. The causes of this accumulation, as well as the means of preventing it, has been variously accounted for. Three reasons were however obvious to all who viewed it, namely, the injudicious line of river front by which the wharf wall near to its Southern extremity projects about one hundred feet into the line of current. This wall was built upwards of forty years ago; and the mud has gradually accumulated from that period until a few years since, when it was found to have shallowed the water so much, that ships of war above the size of sloops could not be brought to it. A second cause was, the erection of a sand wharf, a little above the dock yard, which also projects into the line of current; and a third cause was the ballast lighters working on the Essex shore abreast of the said sand wharf; so that the current of the ebbing tide being set off from the shore by these two projections, and the ballast lighters forming a deeper and better channel for it, whilst the numerous Ordinary lying in front of the dock yard impeded its course, the settlement of mud was increased.

p. 56
A few years since the ballast lighters, in consequence of a representation from the Navy Board, were removed, and mud machines worked by steam engines were employed to take up the mud, at a very serious expense, amounting to no less than £ 25,000; but although some good was done by these measures, they -were not found so effectual as was expected; the present Admiralty Board therefore directed the Ordinary to be removed from Woolwich, which has not

p.56
only prevented any additional accumulation of mud, but the current has to a considerable extent returned to the Woolwich side, and by removing part of the mud where the projecting point of the wharf is, the wall for upwards of one hundred feet in length has given way. It was proposed, in rebuilding this part of the wall, to cut off about 28 feet of the projection, which no doubt to a certain extent would have been beneficial; but had this been done, the current would have approached nearer to the -front of the dock yard by 28 feet, and consequently would have removed so much more mud; by doing which a further part of the wharf wall would have given way, while the great evil would not have been remedied. I therefore reported on this subject to the Navy Board in February 1817. The question was again referred to me in January last, when I took a more particular view of the work, which a very low ebb enabled me to do, and found that the whole of the wall as far to the North as the Look-out House, was founded about the level of low water of ordinary spring tides, and done in a very improper manner; I therefore had no doubt in my mind that if the current of tide is brought back to the dock yard side of the river, as it was before this wall was built, It will in a few years share the same fate as the extreme projection has done. I therefore advised that the proper line of direction should be taken for the new wall, in place of that which has now given way, and that this line should be continued as the other parts fail, which, when completed, and Hardman’s sand wharf removed, I have no doubt, will restore the depth of water to what it was about forty years ago; and as from the present low price of materials and labour, it will be done on comparatively moderate terms to what it is likely to be a few years hence; I humbly: beg leave to recommend that it be done. The estimated expense of the whole is £. 110,236; and £ 25,000 is required for the present year.”

Source
Parliamentary Papers. Eight report from the select committee on finance. Ordered by The House of Commons, to be printed, 6 March 1818.

Note
1. See on this weblog for instance the notes dealing with the facilities in the United States, Hellevoetsluis in the Netherlands and Antwerp in Belgium.

Dutch screw steamship 1st class Zr.Ms. Metalen Kruis (1862), Netherlands

Drawing made 5 December 1976 and text by Ronald van Maanen

Ex-Soerabaja, renamed 9 October 1862 Metalen Kruis. On stocks at the navy yard at Amsterdam 21 March 1860, launched 29 July 1862 and commissioned 17 September 1863. Building costs fl. 752.488,772. Built of wood. Dimensions 58 (between perpendiculars)/62,84 (over all) x 12,25m x 5,50m. Dispalcement 2030 ton. 700 hp, speed 8,5 knots, coal capacity 340 ton, range 24 hours full speed. Crew numbered 225 men. Armed with 8 long 30pdr and 8 rifled 16cm guns. Condemned 3 September 1878 while at Soerabaja.

Rubicon owned by A. v.d. Hoek Vof of Rotterdam, Netherlands, Waal off Tiel, Netherlands 11 October 2009

Dimensions 105,00 x 9,50 x 3,12m, 2204 ton, 1278+450 hp, built 2007 bu Muhlham/A.A. Vink at Stettin/Sliedrecht

The Chinese naval strength as reported in a local Dutch news paper in 1840, based on a book written by the missionary Gützlaff (1)

Ronald van Maanen, 2009

In the 19th Century the Netherlands still possessed colonies, namely the Dutch East and West Indies and although her merchant shipping wasn’t so important as in the 17th Century, her interests were still important. This was one of the reasons that we can find information dealing with navies like that of Egypt and the Ottoman Empire and the empire China.

Vlissingen (=Flushing) in the province Zeeland (=Zealand), nowadays still a port including a very important shipyard which works world wide, building warships for the Netherlands and other countries. This shipyard is a direct descendant of the naval yard in that place. In the local news paper named Vlissingse Courant was 24 March 1840 a news item published, apparently earlier published at London 18 March. The latter publication was using a book written by Karl Friedrich August Gützlaff (8 July 1803-9 August 1851). This German missionary was sent in 1826 by the Netherlands Missionary Society to the island Java, part of the Dutch East Indies. Here he learned Chinese and he went to China. Dealing with this stay there he published he several books, including one published at London in 1834 dealing with his voyages along the Chinese coast in 1831-1833.

Which of his books is used for above mentioned news item, isn’t clear, but the information given is astonishing dealing with the figures.

There were 2 fleets in China, one river fleet and one sea fleet. The first fleet counted 1063 vessels and 9,500 men, the second one 918 vessels with 98,421 men, so totally 1981 vessels and 107,921 sailors. Several generals were also admirals. Officers and soldiers were both unknown with shipping! Sailors of the merchant shipping were forced to serve in the navy. The war junks were in now way different from the merchant junks, the largest not larger than 300 ton. The whole Chinese coast was guarded with vessels.

Sources
Vlissingsche Courant
en.wikepedia.org

Note
1. See for this topic other notes on this weblog.

Wouter-R owned by Hansweert Scheepvaartonderneming of Gorinchem, Netherlands, Waal off Tiel, Netherlands 11 October 2009

Dimensions 104,94 x 11,40 x 3,12m, 2356 tons, 1669+394 hp, ex-Troy, built 2006 by Leninskaya Kuznitsa&H.&U. at Kiev/Dinteloord

Movements of the Dutch E.I.C. ships in the Dutch East Indies in March 1695

Ron van Maanen, 2009

The National Archive of Indonesia published on her website tables of contents of the so-called Daghregisters (Daily accounts) of the Castle Batavia, HR no.’s 2514-2515. Unfortunately they are in Dutch. In those tables you can find for instance information about the ships arriving at and departing from Batavia (nowadays Djakarta). I extracted the movements of the ships and vessels owned by the E.I.C. The dates mentioned below in the text are the register dates.

See also on this weblog the notes dealing with cargo capacities and individual ships.

With Juriaan Abrahamse was signed a contract to built at Rembang 2 chialoupen on behalf of the company 29 March 1695.

Andromeda, small yacht, departed Batavia towards Bantam for a cargo of pepper 21 March 1695, arrived at Batavia coming Bantam with a cargo of pepper 30 March 1695

Beijeren, ship, arrived at Batavia coming from Ceylon 31 March 1695

Beurs, yacht, arrived at Batavia coming from Bantam with a cargo including pepper and whitewash 2 March 1695

Bombahia, yacht, news arrived that she visited Japara for refreshment 20 March 1695

Cauw, small yacht, arrived at Batavia coming from Cheribon with a cargo of rice and pots 24 March 1695

Coevorden, ship, laid up 18 March 1695

Drakensteijn, fluytship, departed Batavia towards Tegal for woodwork 26 March 1695

Eenhoorn, ship, departed Batavia towards Japara 22 March 1695

Fortuijn, small yacht, departed Batavia towards Amboina for a cargo of wood and timber 4 March 1695

Gidion, small fluytship, departed Batavia towards Cheribon for a cargo of wood 16 March 1695

Haan, small fluytship, destined via Banda towards Amboina 14 March 1695

Hendrik Maurits, ship, departed Batavia towards Japara 22 March 1695

Jambij, yacht, news arrived that she visited Japara due to suffering a leak 20 March 1695

Langewijk, fluyt, departed Batavia towards Cheribon for a cargo of wood 5 March 1695

Oosthuijsen, fluytship, chamber Enkhuizen, arrived at Batavia coming from the Netherlands 5 March 1695

Palleacatta, chialoup, laid up 18 March 1695

Peperthuijn, small yacht, departed Batavia towards Bantam for a cargo of pepper 21 March 1695, arrived at Batavia coming from Bantam with a cargo of pepper 29 March 1695

Salland, ship, destined towards Cheribon for pepper, salt, wax and woodwork 23 March 1695

Spaere, ship, arrived via the eiland Tercoera due to ‘conspiracy in the crew’ at Batavia coming from the Netherlands 5 March 1695

Vogelstruijs, pantjalang, arrived at Batavia coming from the East Coast of Java 12 March 1695

Westbroek, small yacht, departed Batavia towards Cheribon for a cargo of wood 5 March 1695

Wind, yacht, destined towards Cheribon for pepper, salt, wax and woodwork 23 March 1695

Movements of the Dutch E.I.C. ships in the Dutch East Indies in March 1695

Ron van Maanen, 2009

The National Archive of Indonesia published on her website tables of contents of the so-called Daghregisters (Daily accounts) of the Castle Batavia, HR no.’s 2514-2515. Unfortunately they are in Dutch. In those tables you can find for instance information about the ships arriving at and departing from Batavia (nowadays Djakarta). I extracted the movements of the ships and vessels owned by the E.I.C. The dates mentioned below in the text are the register dates.

See also on this weblog the notes dealing with cargo capacities and individual ships.

With Juriaan Abrahamse was signed a contract to built at Rembang 2 chialoupen on behalf of the company 29 March 1695.

Andromeda, small yacht, departed Batavia towards Bantam for a cargo of pepper 21 March 1695, arrived at Batavia coming Bantam with a cargo of pepper 30 March 1695

Beijeren, ship, arrived at Batavia coming from Ceylon 31 March 1695

Beurs, yacht, arrived at Batavia coming from Bantam with a cargo including pepper and whitewash 2 March 1695

Bombahia, yacht, news arrived that she visited Japara for refreshment 20 March 1695

Cauw, small yacht, arrived at Batavia coming from Cheribon with a cargo of rice and pots 24 March 1695

Coevorden, ship, laid up 18 March 1695

Drakensteijn, fluytship, departed Batavia towards Tegal for woodwork 26 March 1695

Eenhoorn, ship, departed Batavia towards Japara 22 March 1695

Fortuijn, small yacht, departed Batavia towards Amboina for a cargo of wood and timber 4 March 1695

Gidion, small fluytship, departed Batavia towards Cheribon for a cargo of wood 16 March 1695

Haan, small fluytship, destined via Banda towards Amboina 14 March 1695

Hendrik Maurits, ship, departed Batavia towards Japara 22 March 1695

Jambij, yacht, news arrived that she visited Japara due to suffering a leak 20 March 1695

Langewijk, fluyt, departed Batavia towards Cheribon for a cargo of wood 5 March 1695

Oosthuijsen, fluytship, chamber Enkhuizen, arrived at Batavia coming from the Netherlands 5 March 1695

Palleacatta, chialoup, laid up 18 March 1695

Peperthuijn, small yacht, departed Batavia towards Bantam for a cargo of pepper 21 March 1695, arrived at Batavia coming from Bantam with a cargo of pepper 29 March 1695

Salland, ship, destined towards Cheribon for pepper, salt, wax and woodwork 23 March 1695

Spaere, ship, arrived via the eiland Tercoera due to ‘conspiracy in the crew’ at Batavia coming from the Netherlands 5 March 1695

Vogelstruijs, pantjalang, arrived at Batavia coming from the East Coast of Java 12 March 1695

Westbroek, small yacht, departed Batavia towards Cheribon for a cargo of wood 5 March 1695

Wind, yacht, destined towards Cheribon for pepper, salt, wax and woodwork 23 March 1695

pusher tug Veerhaven X of Orka, Waal off Tiel, Netherlands 12 October 2009

Naval operations of the Dutch East Company in Djambi according to the Generale Missive dated 10 February 1733

Ronald van Maanen, 2009

Feel free to contact us: warshipsresearch@live.nl

With the kunting Schenkage arrived a letter dated 15 October 1732.

Dealing with the junk from Siam was new information received; she was apparently seized in 1726.

Source
J. van Goor. Generale Missiven van Gouverneurs-Generaal en Raden aan Heren XVII der Verenigde Oostindische Compagnie. Deel IX: 1727-1737. The Hague, 1988, p. 429-430.

pusher tug Veerhaven X of Orka, Waal off Tiel, Netherlands 12 October 2009

The ship of the line Aristides, a gift of the Russian emperor to the king of Greece around 1835?

Ronald van Maanen, 2009

In the 19th Century the Netherlands still possessed colonies, namely the Dutch East and West Indies and although her merchant shipping wasn’t so important as in the 17th Century, her interests were still important. This was one of the reasons that we can find information dealing with navies like that of Egypt and the Ottoman Empire and the empire China.

Vlissingen (=Flushing) in the province Zeeland (=Zealand), nowadays still a port including a very important shipyard which works world wide, building warships for the Netherlands and other countries. This shipyard is a direct descendant of the naval yard in that place. In the local news paper named Vlissingse Courant was 24 July 1838 the following small news item published.

According to a German newspaper ordered the Russian emperor the building of a beautiful large ship of the line called Aristides which was to be a gift to the young king of Greece.

If any one knows more about this ship, let us know.

Saratoga of United States

Drawing made by Ronald van Maanen 16-2-1977

Intelligence news dealing with the Spanish navy reported by J. Duff, British consul at Cadiz to sir E. Nepean 22 December 1803

Ronald van Maanen, 2009

Thanks to the by T.C. Hansard published The Parliamentary Debates from the year 1803 on, with the discussed papers, it’s possible to get an impression on what’s going in the Spanish navy at that moment an ally of the French empire and an enemy of the British empire.

“Dear Sir; The armament of the ships here go on very slowly, and I have reason to believe it to be the case at the other departments, from many circumstances. I rather expect that several months may elapse before the ships fitting out will be so manned and united here, as it said to be the intention to the number of 20 sail of line.

By an express which arrived here to the French commissary of commercial relations, M. LeRoy, the 18th from Paris, and latterly from Ferrol, it is said he is supposed he have received directions relative to L’Aigle (1), corvette Torche (2) and Argus (3) brig of 18 guns, (arrived since my last from St. Domingo and the Havanna) relative to their further proceedings.(4) It is surmised by some, that they are to remain in readiness in the event of the squadron at Ferrol being able to evade the vigilance of Sir. E. Pellew, and appearing off to join them, and to proceed to the Mediterranean.”

Sources
J.J. Colledge. Ships of the Royal Navy. An Historical Index, 2 vols. David&Charles, Newton Abbot, 1969.
T.C. Hansard. The Parliamentary Debates from the year 1803 to the present time. vol III comprising the period from the fifteenth day of January to the twelfth day of March 1805. London, 1812. Parliamentary Debates, February 4, 1805, Second Additional Papers relative to the war with Spain, p. 234. Digitized by Google.com.
J. Vichot. Répertoire des navires de guerre francais. Paris, 1967.

Notes
1. The L’Aigle on stocks at Rochefort 1798, launched 1800 and wrecked off Sainte Marie 22 October 1805?
2. The gabare corvette La Torche on stocks at Honfleur 1794, launched 1805, captured by the British HMS Goliath and Camilia and taken into the Royal British navy as the 18-guns sloop HMS Torch. Broken up 1811, with 557 British tons builders measurement.
3. The brig L’Argus mentioned 1799-1808?
4. See on this weblog “Intelligence news dealing with the Spanish navy from by J. Duff, British consul at Cadiz, dated 6 December 1803”.

El Paso, Waal off Tiel, Netherlands 12 October 2009

Cochin-Chinese ships visiting Singapore and Calculta in 1830

Ronald van Maanen, 2009

In news items published in the Asiatic Journal becomes the following information dealing with Cochin-Chinese merchants ships available. The first item was originally published in the Singapore Chronicle dated 25 March 1830. The second item was originally published in the India Gazette dated 17 May 1830.

p. 57
“The Cochin-Chinese ships have touched here on their way to Bengal, whither they are proceeding, partly with a view of disposing of their cargoes there, which consist entirely of sugar, and partly on a mission to die Governor-general, for whom they bear a letter from his Majesty of Cochin-China. The quantity of sugar on board amounts to nearly 3,000 peculs each ship, which they are forbid to dispose of here, as it is expected that, through the assistance of his Excellency, it will fetch a good price in Bengal. That the Cochin-Chinese will find themselves palpably mistaken in this, after their arrival, there cannot be the least question, unless his Excellency, in order to encourage such a favourable opening for a more friendly and intimate intercourse between Cochin-China and the British nation than has hitherto existed, will be pleased to remit the duties on the importation of sugar, and otherwise promote the sale of such cargoes. We have not been able to ascertain the nature of the presents or the purport of the letter, these being delivered to the confidential care of a Mandarin who acts as head captain, or commodore, and who is of some rank, as he is entitled to have two umbrellas borne before him. We may however premise, that as his Cochin-Chinese Majesty has sent cargoes to be thus disposed of, and thus accompanied with a letter and presents, his wish is really to open invite a friendly intercourse. How far such ought to be encouraged, under such a commencement, we leave for those who are greater politicians than ourselves to discuss. His Cochin-Chinese Majesty exhibits, however, a much more enlightened spirit than his Imperial Majesty of China does, who, we presume, must be very much affected indeed by the " march of intellect," before he would bring himself to send such a mission.

In each ship there are eighty sailors and ten officers of different grades, including two captains - one in charge of the ship, and one of the cargo. They are acquainted with the use of the compass, and have English charts; but how far they are competent to guide themselves by them, may be plainly seen by their applying, since their arrival, for European commanders to navigate them to Bengal, in which they have been so far fortunate as to obtain two for each vessel; we say fortunate, as otherwise we question much if they could ever have found their way to Calcutta. The Cochin-Chinese brig at present in the harbour proceeds no further, but is unloading here. According to our informant, she was but lately built and launched in Cochin-China, under the direction of an European resident there. The Cochin-Chinese, he states, have ten square-rigged vessels altogether, some of which are employed as men-of-war or cruizers.”

p. 138
“The king of Cochin China’s ship, the Phan Man, arrived oft' Calcutta last week, and lies at the moorings off the Old Fort ghaut; her burthen about 500 tons. She appears to be a stout vessel, built at Cochin China for a ship of war; but she has at present only a few guns on board, and those of small calibre, and cast in that country: she is tolerably well rigged. The crew consists of a European navigator and two officers, a Cochin Chinese captain, named Tan Beng Lai, a supercargo, Noyang Von Ching, and eighty-eight Cochin Chinese seamen, who are clad in scarlet jackets. The envoy, charged with a mission from his Cochin Chinese majesty, unfortunately died of fever at the Sand-heads. The body was brought up to Calcutta in the ship, and burnt at Neemtollah ghaut, a part of the ashes being preserved to be taken back to Cochin China. There are two other mandarins attached to the mission; but we hear they have not yet had an audience from the Governor-general. We understand that the European navigator, whom the ship took at Singapore, imprudently struck the envoy at sea, upon which a sentry cut at the assailant with his sword, and wounded him, but not seriously, on one side of the head. The navigator was afterwards seized, tied up, and beaten. Another affray occurred after the ship was in charge of the pilot, but the interference of the latter prevented any mischief, by representing that their grievances could be better settled at Calcutta. We subjoin a list of the cargo the Phan han has brought here. The sugar is said to be worth about five rupees per maund, at which price, we understand, it would be likely to answer as a speculation to England. It is expected that the government will remit the dudes upon this ship's cargo: Gold wire, 10 catties; tutenague, 500 peculs; sugar, 2,650 peculs; cinnamon, 50 catties; dried fruits, 3 peculs; elephants’ teeth, 5 peculs 70 catties; rhinoceros’ horns, 8 catties; China silk, 67 packages; Cochin China silk, 36 do.; coarse white cotton, 99 do.; coarse silk, 95 do.; silk twist, 10 catties; salt fish, 40 peculs; dried shrimps, 34 do.”

Source
The Asiatic Journal and Monthly Register for British and foreign India, China and Australia. Vol III. New Series. September-December 1830. London, 1830. Topic Asiatic intelligence. Digitized by Google.

Confiance, Waal off Tiel, Netherlands 12 October 2009

Russian navy ice breaker Kapitan Belousov

Built at Wartsila 1954/Skanvikens Skeppsdocka, Helsinki, ordered by the Murmans Shipping Co., 4 screws, 10,500 hp, speed 16,5 knots, displacement 5360 ton

Drawing made by Frans Naerebout and originally published in Op de Lange Deining

Movements of the Dutch E.I.C. ships in the Dutch East Indies in February 1695

Ron van Maanen, 2009

The National Archive of Indonesia published on her website tables of contents of the so-called Daghregisters (Daily accounts) of the Castle Batavia, HR no.’s 2514-2515. Unfortunately they are in Dutch. In those tables you can find for instance information about the ships arriving at and departing from Batavia (nowadays Djakarta). I extracted the movements of the ships and vessels owned by the E.I.C. The dates mentioned below in the text are the register dates.

See also on this weblog the notes dealing with cargo capacities and individual ships.

Beurs, yacht, also called small yacht, arrived at Batavia coming from Palembang 11 February 1695, departed Batavia towards Bantam for a cargo of pepper 17 February 1695

Bombahia, yacht, departed Batavia towards Amboina 23 February 1695

Cheram, chialoup, departed Batavia via Japara and Macassar towards Amboina 4 February 1695

Coninck van Bantam, yacht, departed Batavia towards Ternate 4 February 195

Cronenburgh, fluyt, departed Batavia via Macassar towards Timor 19 February 1695

Drakesteijn, ship, arrived at Batavia coming from Bengal 22 February 1695

Eenhoorn, ship, arrived at Batavia coming from the West Coast of Sumatra with a cargo of pepper and ‘wesmeer’ (?) valued fl. 24423:18:05 7 February 1695

Huijs te Duijnen, ship, destined to depart from Batavia towards the Netherlands 1 February 1695, departed 7 February 1695

Jambij, yacht, destined towards Ternate 21 February 1695

Langewijk, ship, destined towards Japan 11 February 1695

Peperthuijn, ship, departed Batavia towards Bantam? for a cargo of pepper 15 February 1695, arrived at Batavia coming from Bantam with a cargo of pepper 24 February 1695

Princelant, ship, destined towards Japan 11 February 1695

Spiegel, ship, destined to depart from Batavia towards the Netherlands 1 February 1695, departed 7 February 1695

Stantvastigheijt, yacht, departed Batavia towards Cape of Good Hope and Mauritius 22 February 1695

Walenburgh, ship, arrived at Batavia coming from Bengal 22 February 1695

Wint, small yacht, departed Batavia towards Sunda Strait with water for the departing ships towards the Netherlands 8 February 1695, arrived at Batavia coming from Bantam with a cargo of pepper 19 February 1695

sternwheeler USS Harvest Moon of the United States of America

Drawing made by Ronald van Maanen 6 July 1976

The British yard at Pembroke between 1817-1818 as described in a financial report published March 1818

Ronald van Maanen, 2009

In a letter dated 2 March 1818 were the results of an investigation already presented 27 February sent. This select committee on finance was ordered to examine the naval estimates and finances for the period 1817-5 January 1820. It gives an interesting description dealing with the dock yard at Pembroke. This sort of descriptions are quite useful if we want to compare the dock yard facilities available for the European, African and North American navies. (1)

p. 57
“The works at Pembroke Yard could not be pushed forward last year with much celerity, owing to the Contractor not having provided adequate machinery /pr extracting the water from the foundation of the dock. A steam engine, was found to be necessary, the erecting of which occupied much time; the operations were therefore principally confined to the levelling of the yard, constructing some building slips, and roofing them. The steam engine with its pumps is now completed ; arid as the dock, the most expensive single work in the yard, is now to be carried forward, an adequate grant of money, is of course required.”

Source
Parliamentary Papers. Eight report from the select committee on finance. Ordered by The House of Commons, to be printed, 6 March 1818. Digitized by Google.

Note
1. See on this weblog for instance the notes dealing with the facilities in the United States, Hellevoetsluis in the Netherlands and Antwerp in Belgium.

The naval strength of Greece in 1842

Ronald van Maanen, 2009

In the 19th Century the Netherlands still possessed colonies, namely the Dutch East and West Indies and although her merchant shipping wasn’t so important as in the 17th Century, her interests were still important. This was one of the reasons that we can find information dealing with navies like that of Egypt and the Ottoman Empire and the empire China.

Vlissingen (=Flushing) in the province Zeeland (=Zealand), nowadays still a port including a very important shipyard which works world wide, building warships for the Netherlands and other countries. This shipyard is a direct descendant of the naval yard in that place. In the local news paper named Vlissingse Courant was 24 June 1842 the following small new item published.

The navy of Greece possessed 33 vessels armed with totally 152 guns and 1100 men, including 2 corvettes each of 26 guns, 3 brigs, 7 schooners, 12 gunboats and 2 steam boats.

Chemgas + pusher tug Isis, Waal off Tiel, Netherlands 16 October 2009

Cochine-Chinese ships visiting Singapore in 1825

Ronald van Maanen, 2009.

“Three junks have lately arrived here from Hue, the capital of Cochin China, said to belong to the King. The cargoes consist chiefly of sugar, with some tutenague and sticklac of lonquin, cinnamon, bech de mar, and shark-fins. About eight junks more are expected from Saigun: one of these conveys Mr. Gibson (the Envoy from Ava to Cochin China), who is expected here shortly  it appears quite certain that the Cochin Chinese have shown no desire to enter into a coalition with the Burmans against the Siamese ; and that if this was the object of Mr. Gibson's mission, it has been unsuccessful. A French ship has sailed from Cochin China with a cargo of sugar; she had imported and sold to the govt., 3,000 stands of French muskets, at the rate of seven Spanish dollars each. We learn from these junks, that the King of Cochin China has constructed a ship of 6 or 700 tons burthen, after the model of one of the French ships which had lately visited Cochin China. This vessel (we are told) was intended to have been sent on a trading voyage to the Straits of Malacca, but some difficulty was experienced in procuring a commander and officers for her. [Sing. Chron. April 1.

Several junks have come in from Saigun since the first of the month. Besides the usual cargoes, we perceive that they have imported, for the first time, Cochin Chinese salt, an article understood to have been contraband ; but its truth, it appears that in tins case as in many others, there is nothing contraband for which there exists a good market. The last junk from Saigun conveys Mr. Gibson, the Envoy, from Ava to Cochin China, on his return to Rangoon. This is a large vessel, carrying 12 guns, six to nine pounders, and two hundred men ; besides Mr. Gibson, she has on board three Cochin Chinese of rank, proceeding as Envoys to the court of Ava, with letters from the King of Cochin China.

A number of junks have arrived from Bankok since our last. They have imported 3,000 piculs of white sugar. Although so late in the season, six or seven more are still expected. The tedious passage made by these vessels is remarkable. The schooner Mary Ann, although sailing too late in the season, effected a passage in sixteen days. The junks which arrived at the same time took two months, and we do not believe that any one made a passage during the whole season in less than forty days. This is less owing to their bad sailing, than to their unskilful pilotage. Their great dread is to fall upon the lee-shore of the Malay Peninsula; they consequently creep among the numerous islands on the eastern side of the gulf, coming regularly to an anchor every night.”

Source
The Asiatic Journal and Monthly Register for British and foreign India, China and Australia. Vol XIX. January-June 1835. London, 1825, p. 94. Topic Asiatic intelligence. Digitized by Google.

Chemgas + pusher tug Isis, Waal off Tiel, Netherlands 16 October 2009

The Russian destroyer Gromky

Ronald van Maanen, 2009

Belonged to the Gnevnyi-class (a class of 48 units known as Type 7). The displacement was 1855 tons standard and 2380 tons deep load. Her dimensions were 170’7” x 22’6” x 13’5” (or 112,80 x 10,20 x 4,10m. 48000 hp, 37 knots speed. Armed with 4-130mm, 2-3”, 2-45mm, 4-0.5”machineguns and 6-21” torpedo tubes. She was launched at Ordzhonikidze yard 6 December 1937 and discarded in the 1950-1960s? Of her sister ships several were transferred in 1955 to China and rebuild with guided missile launchers (SAM) instead of the orginal torpedotubes midships.

The painted drawing is made by Frans Naerebout and originally published in Op de Lange Deining.

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The technical drawing is made by Gollevainen with our thanks for allowing us to use it on this weblog.

The navy of Mexico in 1827 described by Henry George Ward

Ronald van Maanen, 2009

p. 227
“When the Spanish troops, after being driven from the Capital and the continent, occupied the Castle of St. John of Ulloa, which is situated upon a sand bank nearly opposite the town of Veracruz, the necessity of expelling them from this last stronghold, and the impossibility of effecting it without a naval force, induced the Government to purchase six gunboats and two sloops of war in the United States, which, with one brig, and two launches, on the Pacific side, constituted, in 1823, the whole Navy of the Republic.

During the siege of St. John, which lasted till November, 1825, this force was gradually increased; until, in January 1827, it consisted of one ship of the line (formerly the Spanish Asia, now the Congress) two frigates, (the Libertad and Tepeyac,) the corvette Morelos; brigs of war Guerrero, Victoria, Bravo, and Constante; the schooner Hermon, four gun-boats, four large launches, and two pilot-boats, used in the conveyance of the Government correspondence with California. The expense of the whole with that of the naval departments, stores, pay of officers and men, repairs, &c., is estimated at 1,309,045 dollars, and this it will probably never exceed, as Mexico, both from the thinness of the population upon her coasts, and from the natural difficulties of the access

p. 228
to the Interior, is neither able, nor called upon, to undertake the defence of her territory at a distance from her own shores. Her squadron, (such as it is) is under the orders of Commodore Porter; who, ignorant probably of the very superior force assembled by the Spaniards at the Havana, under Admiral Laborde, threatened to blockade that port, and, by destroying the trade of the island of Cuba, to compel the Spanish Government to come to some understanding with its former Colonies. The fallacy of these expectations was soon demonstrated, and Porter, unable to keep the sea a moment before Laborde's fleet, which consists of six really fine frigates, and two ships of the line, besides some smaller vessels, was forced to take refuge in Key West, from whence he did not for some time extricate himself. The attempt upon the Havana was injudicious, as with so f' feeble a force, it could hardly, under any circumstances, have led to a decisive result. As it is, it has only served to introduce a system of privateering, which will increase the irritation of the Mother country, and probably lead to reprisals upon the Mexican coasts, without producing any one good effect. A little time will, however, convince the Mexicans that a few light vessels, to check smuggling, and keep up the communication between the different points of the coast, is all that they require; and the country will then be saved a very considerable, and a very useless expense.”

Source
H.G. Ward. Mexico. London, 1829.Digitzied by Google.

Eleonora owned by W. Heijns of Werkendam, Netherlands, Waal off Tiel, Netherlands11 October 2009

Dimensions 109,95 x 11,45 x 3,63m, 3214 ton, 1835+596 hp, built 2007 by Santierul Navel/Weka at Orsova/Werkendam

The navy of Chile as described by Samuel Augustus Mitchell in his book published in 1837

Ronald van Maanen, 2009

“The navy, although it distinguished itself under Lord Cochrane, never formed any considerable force, comprising only one ship of sixty guns, two or three of fifty, with some corvettes and gun-brigs. Being old ships purchased from Britain, and having been in hard service, they are now considerable decayed, and the present state of the Chilean resources will probably prevent much being done to repair them”.

Source
Samuel Augustus Mitchell. An Accompaniment tot Mitchell’s map of the world: an Mercator’sprojection etc. Philadelphia 1837, p. 297. Digitized by Google.

Eckhard Burmester of Grevenmacher, Germany, Waal off Tiel, 11 October 2009

Dimensions 85 x 9m, 1386 ton. Originall of Hamburg.