A GENERAL VIEW OF THE NETHERLANDS
NUMBER XII. PORTS AND WATERWAYS by V. J. P. DE BLOCQ VAN KUFEELER
CIVIL ENGINEER



KONINKLIJKE BIBLIOTHEEK









PORTS AND WATERWAYS IN THE NETHERLANDS by v. j. p. de blocq van
kuffeler, ENGINEER IN THE BOYAL " WATERSTAAT" CORPS.






PORTS AND WATERWAYS IN THE NETHERLANDS by v. j. p. de blocq van
kuffeler, engineeb in the royal "watebstaat" cobps.
INTKODUCTION.
IN the Netherlands, trade and shipping constitute about J the most important sources of national prosperity. For a small country with an area of only 33000 square km. (12680 square miles), they are indeed considerable. At present the import, in normal times, amounts to about 50 million tons a year, of which only 17^2 Per cent-is transported by land. The export amounts to 40 million tons a year, of which only 13 per cent. is conveyed by land. These figures clearly demonstrate how important a place shipping occupies in the Netherlands both as regards ocean-traffic and inland shipping.
Not only the ocean-traffic, which comprises 45 per cent. and 20 per cent. of import and export respectively, but the inland shipping also, which has to carry 18 of the 20 million tons, annually exported to Germany, are of the greatest importance for the economie development of the country.
Though of course the railways play an important part, and automobilism has largely contributed to the revived importance of the highways, — in a land, intersected by a network of excellent waterways these waterways form the chief means for transporting goods, especially bulkgoods. To illustrate this, it is sufficiënt to mention that the total goods traffic on the Netherlands railways in 1913 amounted to 20 million tons, while on the Upper Rhine alone, in both directions together, the shipping concerning the Netherlands amounted to 28 million tons. Taking into consideration the extensive network of waterways existing in the Netherlands
1



besides the Rhine, these figures show the importance of the water-traffic, and the special conditions prevailing in our country in this respect.
Tbis becomes especially marked when considering the great advantages, owing to the lower charges, which the waterways offer for the conveyance of heavy goods. Wherever the development of agriculture or industrv leads to a more considerable traffic, we inevitably observe that every effort is made to procure good waterways. In the industrial regions of Westphalia and the Rhine provinces, the Dortmund-Ems Canal and the Rhine-Weser Canal were made; Berlin is connected with the agricultural regions in the east of Prussia by a network of canals. Present circumstances in Germany emphasize the necessity of building the Mitland Canal which, in the north of the country, isto join the west with the east. In southern Germany the Neckar and Main are being improved, in order to obtain a connection with the Rhine; Austria is planning an extensive canalsystem; Prance has one already. but on too small a scale, so that the need of improvement is making itself strongly feit; North-America made canals connecting the big lakes and is now constructing the Ship-Barge Canal, whicli is to facilitate the conveyance of grain f rom the Lake districts to the North-Eastèrn part of the United States.
Good waterways being aimed at all over the world, a country like ours, which is provided with them by nature is especially favored. Doubtlessly it is mainly owing to this fact that the Netherlands occupy such an important place in the world's traffic. Her two largest ports, Amsterdam and Rotterdam may indeed in many respects be considered as important een tres of the world's traffic. As far as import is concerned, Rotterdam is the second port of the European continent, and the fourth of all Europe, and if the English coasting trade is left out of consideration, it is even the third port of Europe. In the following table a survey of the clearings made in some of the European ports in 1913 is given:
2



Hamburg 14.185.000 tonsnett.
Bremen 4.508.579 „
Emden 1.486.997
Amsterdam 3.170.936
Rotterdam 12.785.861
Antwerp 12.024.796
Havre 3.746.214 „
Marseilles 10.509.084
London 20.088.071 *) ,
Liverpool 15.574.989 4) ,
Not only of late, but in olden times already, the Netherlands played an important part in the world's traffic, thanks to their highly developed navigation, resulting from the natural conditions of the land. The country is bounded on the north and west by the North Sea, which with numerous «stuaries enters far into the land, whereas the Zuyderzee, connected with the North Sea in various places, penetrates right into the heart of the country. Considering, moreover, that the country chiefly consists of lowland, and is intersected by numerous waters, whilst the three main rivers, the Rhine, the Maas and the Scheldt, flow out into the sea, it is only natural that from the oldest times the Netherlanders practised navigation, and that, especially as a seafaring nation, they soon attained a high development. Many were the voyages of «xploration the Netherlanders undertook in former days, many the colonies they founded and the commercial relations they established in several parts of the globe. Our colonies in East and West India and at the Cape of Good Hope have, ever since the middle-ages, largely influenced the ■economie and social development of our country, and our merchants managed to establish emporiums of great importance for the trade in colonial products. Besides this, the colonial possessions, as well as trade and shipping, brought in an immense profit, so that for those times huge fortunes were acquired. All this of course strongly influenced the position the Netherlands then occupied in the world. If the nature of the land in a large measure contributed to the
1) Coasting trade inclnded.



development of shipping in this country, the geographical situation also greatly helped to promote it. Our country is situated in the centre of North Western Europe; it is easily accessible by sea on all sides, and mighty rivers connect it with countries far from the coast.
In modern times there is moreover the gigantic development of the mining- and iron-industry in Westphalia and the Rhineprovince, which regions, for import and export, mainly have to rely on the Rhine, so that the traffic in our ports and along our waterways has increased considerably. Another factor is the growing prosperity of the British industries across the North Sea, which led to the forming of closer commercial relations and an increase of traffic. The Netherlands form as it were a link between the two great industrial powers of Europe, viz. between England and Germany.
In our own country, the economie life increased with that of others, every where in our harbors and waterways we see a steady growth of traffic, though for the present the war has put a stop to it.
As in nearly all branches, modern development presents a strong tendency towards concentration of traffic. Continually, bigger vessels are being constructed in order to reduce the expenses per ton; this, however, caused the dimensions of the ports and of the navigable channels leading to them to be increased. This demandedexceedinglyexpensive improvements, which again cannot be made to pay unless they really serve an extensive traffic. Big expensive ships should have as little delay as possible in the harbors; only those ports will be able to compete in the world's traffic, that are provided with a first-class barbor-plant, fitted out with the most modern appliances for the loading, transshipping and discharging of the various goods, and especially of the locally prominent bulkgoods.
Por all these reasons, the small ports generally do not meet the requirements of modern shipping, in consequence of which they are reduced to a limited function, whilst traffic is becoming more and more concentrated into a few large continually expanding ports. These to an ever increasing 4



Outer Harbor Ymuiden.



extent attract trade, as they offer more chance of finding a cirgo of some sort or other.
It is in keeping with the line of development of traffic, that, where at one time our country possessed many ports of comparative importance, now only known to tourists as the picturesque dead cities, e.g. on the Zuyderzee, the more important traffic in the Netherlands has been conceutrated into two ports, Amsterdam and Rotterdam, to which we will give our attention first.
For the full development of a port it is not only n^cessary that the harbor itself is in a good condition, that it offers ample space for mooring, and has a good harborplant, it must be easily accessible from the sea, and connected with the interior in such a way as to enable a regular traffic at low cost and without hampering delays.
In describing the ports of Amsterdam and Rotterdam, their channels of access to the sea will therefore be dealt with first; then their Communications with the interior will be described.
THE PORT OF AMSTERDAM AND THE NORTH SEA CANAL.
From early times Amsterdam has occupied an important place in commerce, more especially with the colonies. The vessels moored in the harbors opening out on tö the Y, which was in open communication with the Zuyderzee. The Zpyderzee being shallow, and a sandbank, the so-called Pampus, at the month of the Y, caused the continually larger vessels, generally arriving via den Helder through the Texel-strait, the greatest difficulty in gaining the port. They had to be lightened for the purpose.
When, after the French domination, a new period of economie prosperity began, King William I recoghised that a complete alteration of the port was necessary for the development of the capital. He caused a canal to be built from Amsterdam via Alkmaar, to the port of den Helder, situated on the Texel-strait. This canal, the Great North-Holland Canal (Groot Noord-Hollandsch Kanaal,) constructed between 1819 and 1825 costs / 11,000,000 ($ 4,400,000), and 6



was, at the time of its completion, the biggest canal in the world, being navigable for ships measuring: 64 M. length, 14 M wide and 5 M draught (210, 46 and 16,5 feet). The remarkably quick development in the dimensions of Oceangoing vessels soon rendered the new canal inadequate for shipping requirements, so that new measures bad to be taken.
After due consideration the construction of a new canal
The S. S. "Grangesberg'
ith a Cargo 'of Iron ore in the great Lock at Ymuiden.
was resolved upon, the North Sea Canal, that was to lead from Amsterdam straight to the North Sea. The works were started in 1865 and on the first of November 1876 King William III inaugurated the canal, which however did not reach its final dimensions till the end of 1882. Originally, the construction and the management of the canal wereentrusted to a private undertaking, the Amsterdam Canal Company,
7



View in the Harbor of Amsterdam.
the shares of which were almost entirely in English hands. Consequently the superintendence and execution of the work was mainly done by English engineers and contractors. They being unfamiliar with the peculiar difficulties any considerable work on our North Sea coast involves, met with many an adversity, especially when constructing the outer harbor of the canal, on the unprotected coast, where now Ymuiden lies. Financially these failures proved so severe that the Company had to apply to the government for support, with the result that on January lst 1883 the canal was nationalized. The obstacles the Canal Company almost continually encountered, too great for a private company to cope with, undoubtedly were the main cause of the serious delay in the execution of the work: Among the important results of the nationalization öf the canal was the abolition of canal dues on Julv lst 1890.
8
Between 1887 and 1907 the canal underwent many changes. A new, large sea-lock was made at Ymuiden, and in the canal itself important improvements have been effected; by virtue of a law passed on July 24tü 1899 the canal was made deeper, and the two railway-bridges over it were replacéd by swing-bridges allowing a free passage of 180 feet, the two biggest swing-bridges in the world. The bridge for ordinary traffic at Velzen was replacéd by a steamferry. In 1907, when all these improvements had been completed, the port of Amsterdam was once more accessible, through the largest ship-canal in the world.
The canal may be shortly described as follows. (In the "Short Description of the Amsterdam Horth-Sea-Canal", at the exhibition of the City of Amsterdam, a more detailed account may be found).
On the coast near Ymuiden, two moles have been
9



constructed, forining an outer harbor with an area of about 100 hectares (250 acres), to protect the outer canal leading from the deep sea to the locks, and measuring at high tide a depth of 11.5 M. (38 feet).
At present Ymuiden has three locks, the largest of which measures 225 M. in length, 25 M. in width and 10.65 M. in depth (740, 82 and 35 feet). The canal has been exca-
Kailway Bridge near Velsen.
vated through the dunes or sand hills to the Wykerlake, which communicated with the Y, formerly an estuary of the Zuyderzee. In order to connect the canal with Amsterdam, a dam has been made in the Y, east of the city. By doing this the Y was changed into a lake which was drained. Through this drained lake or "polder" the canal was led which by 10



means of dredging was given the required depth. At present the canal has a bottom-width of 50 M. (165 feet) in the straight parts and of 60 M. (198 feet) in the curves; the gradiënt of the slopes is 3:1, and the depth is 9.80 M. (31 feet) under the canal level. It is spanned by two bridgès, viz. by the two above-named swing-bridges, with a free passage of 55 M. (180 feet). An electric plant at Ymuiden provides the necessary euergy for moving the doors of the locks and their sliding valves at Ymuiden, and for lighting the canal.
• The maximum dimensions for which it is navigable have been settled as follows: length 220 M., width 24 M., depth 9.20 M. (726, 79, 30,5 feet) whereas a maximum speed of 10.5 K. M. (6.5 miles) an hour is allowed.
The total cost of construction amounted to about f 70.000.000 (128.000.000), the cost of maintainance till January 1»* 1914 to f 13.000.000 ($5.200.000).
In 1913 4985 vessels passed through the locks of Ymuiden, with a net tonnage of 26.000.000 M3. contents (9.100.000 reg. tons); during the preceding 10 yearstbere had been an increase of 60 per cent.
The Government realizing of what vital importance it was that even after the improvements of 1907 the canal should be kept navigable for vessels, that are continually being built larger, a 'Royal Commission was appointed in 1909, to examine into the measures required for this purpose. In their report of 1912, this commission advisedthe building of a new large lock at Ymuiden, stating moreover that both the canal and the outer canal will in course of time have to be deepened, to meet the requirements of navigation.
A bill is proposed ordering the construction at Ymuiden of the greatest lock in the world; it is to be 400 M. long, 45 M. wide, and 15 M. deep (1320,148 and 49,5 feet).
As Amsterdam has already been a harbor of importance for many centuries, it has an extensive system of minor harbors and canals which once served as mooring-places for the ocean-going ships. The building of a railway on the outer side of these harbors in a large measure hampered the navigation and as good as cut them off from traffic. This led to a
11



further development of the harbor-complex destined for ocean-traffic, which has been constructed since in the wide part of the Y, on the other side of the railway, while the older harbors are now being mainly used for inland shipping which in Amsterdam is considerable.
The oldest part of the modern harbor is formed by the "Commercial quay" (Handelskade) which extends over a length of 2200 M. (2400 yards), on the south side of which the inner harbor is situated, chiefly used for Rhine boats. This quay is provided with 31 travelling cranes having a lifting capacity of from 1-A to 6 tons, and at its head with a fixed 30 ton crane. Nearly the whole length of the "Commer-
Steamferry-boat at Velsen.
cial quay" is covered with storehouses and sheds, provided with every modern requirement for the depositing of goods, e. g. refrigerating stores for fresh fruit.
When the "Commercial quay" proved insufficiënt for ocean-going vessels, the construction of the Y-island (Yeiland) north of the quay was commenced. On this island over a length of 3700 M. (4000 yards) new quays were erected, in front of which a depth of 9.30 M. (31 feet) is available. This Y-island also is equipped with modern sheds and storehouses and possesses 70 electrically operated travellingcranes from to 6 tons lifting power, whilst the Royal 12



Petroleum Harbor at Amsterdam.



Grain Silo at Amsterdam.



Steamship Company, which has its berths on the Y-island, has a 3C ton crane of her own
To the east, past the railway crossing, the extension of the "Commercial quay" forms the Ore quay (Ertskade), which has a length of 310 meters (340 yards). It is fitted with machinery for loading and unloading coal and ore; a coal tip belonging to one of the railway companies is also erected here. The bunkering of vessels however, has of late often been done by means of a floating coal elevator belonging to the Steenkolenhandelsvereeniging (Coal Trading Association).
Two docks are. to the south of the ore quay, viz. the Railway Doek and the Entrepot or Bonded Stores Doek, both furnished with an entirely modern harborplant; here even the biggest steamers coming to Amsterdam can find a berth.
The ground North of the Y is destined for industrial purposes, and has to a large extent already been taken into use.
To the west of the head of the Commercial quay the De Ruyterkade is situated, skirting the town, and fitted out with numerous landing-places for the regular inland services
In the western part of the harbor first a stone pier used by the Holland-America line muststill be mentioned, then a large grain silo, and finalfy the Extensive Timber Docks and the Petroleum Doek. At present the port of Amsterdam possesses more than 10 Kilometres (6,2 miles) of wharfs connected with the railways and provided with cranes, while the storage capacity in the port, alongside of deep water, amounts to more than 100,000 M2. (110.000 square yards) in sheds and more than 110.000 M2. (120.000 square yards) in warehouses. This does not include the space occupied by private warehouses in the city.
A description of the important industrial concerns that have established themselves along the Amsterdam harbors, and that employ the necessary floating docks andappliances for repairing ships, cannot here be inserted.
While the channels leading to the harbor are kept in repair by the State, the harbor itself is entirely managed by



The floating Docks, the Ykade and the Handelskade at Amsterdam.



Holland Steamship Co's Fleet and Wharves, Amsterdam.



Coaling-tlp at Amsterdam.



the City Corporation, which has already spent more than 30 million guilders ($ 12.000.000) on it.
Mean while a great extension of the harbors west of the city has been projected, amongst others a doek of 4500 M. (5000 yards) in length, furnished with numerous piers and jetties, which will increase its berthing capacity. The cost of this doek has provisionally been estimated at f 26.000.000 ($ 10.400.000). Besides, a new petroleum doek and extensions of the timber docks have also been projected.
Evidently, the Corporation of Amsterdam are firmly resolved to make their port comply with the highestdemands of shipping, and in good time to pro vide the sites and instal-
Bonded Stores at Amsterdam.
lations required, to keep up with the progress of navigation.
Although the prominence of Amsterdam as a port of transit has been increasing of late, the large number of sheds and storehouses still reveal its essential character as a storageport, especially for products from the colonies For some of these, tobacco f. i., it has become one of the greatest emporiums of the world. Herein doubtlessly lies the economie significance of Amsterdam for the trade of the Netherlands in general. Besides this, Amsterdam is the seat of numerous important Netherlands steamship lines, that carry on a regular service with the East and West Indies, South-America, the ports of England and the continent of Europe. The
19



various Amsterdam steamship-companies own 210 ships of about 560.000 register tons together
The growth of shipping in the port of Amsterdam is indeed considerable; since 1877 it has grown 5 times as large, and from 1900 to 1910 the increase was about 40 per cent.
The total value of the colonial products imported into Amsterdam in 1913 amounted to almost f 200.000 000 ($80 000.000)
THE PORT OF ROTTERDAM AND THE ROTTERDAM WATERWAY.
The history of the entrances to the port of Amsterdam is remarkably similar to that of the Rotterdam port.
Rotterdam is situated on the Nieuwe Maas which at one time emptied itself into the sea through the Scheur and the Brielsche Maas; the mouth however was so shallow that in the beginning of the nineteenth century, this waterway proving inadequate to meet the demands of shipping a remedy was found by digging a canal through the island of Voorne, between 1827 and 1829; at the mouth of this canal a sufficiently deep estuary was reached.
This canal, which is very similar to the North-Holland Canal, had a depth of only 5,5 M. (18 feet), Towards the middle of the last century it proved insufficiënt for oceantraffic. As in Amsterdam, another solution of the difficulty was sought.
P. Caland, a most capable engineer of Waterstaat, in 1858 drew up a plan for theimprovementoftheriverand forming a new outlet through the dunes from the Scheur to the Hook of Holland. Two moles were made, consisting of mattresses of fascines covered with a huge stone revetement between piles, and stretching from the shore into sea to a depth of 6.5 M. (21.5 feet) at low tide. The entire improvement of the river extended from Krimpen over a distance of 44 K.M. (21 miles).
Mr. Caland's opinion was that, if only a channel of 50 M. (165 feet) wide and 3 M. (9.9 feet) deen were mn^A
20



A Dredgermachine in the Waalhaven, at Botterdam.



Self-loading Dredger in the Entrance of the Waterway *). *) Taken from the Work: Waterway from Rotterdam to the Sea, by A. T. de Groot, Waterstaat Engineer.



scouring capacity of the tides would shape the river bed naturally.
In August 1863, the works were commenced, and were energetically carried on under Mr. Caland's management. On November 26'1 1868, the new river-bed was ready a3 far as the sea, and on March 9 h 1872, the first steamer, with a draught of 3 M. (9,9 feet) left the New Waterway.
Mr. Caland's expectations about the new riverbed naturally shaping itself through the infiuence of the tides, were not realized, which fact gave rise to various difficulties. In 1877 a Royal Commission was appointed to advise in this matter; in their report the Commission unanimously maintained the principle of the'open way, and advised against the construction of locks. In order however, to give the new river the required dimensions, they advised effectual dredging works as imperative.
The advice of the Commission was followed, and the works were continued under the engineer W. F. Leemans who was able to attain the mo3t satisfactory results.
The technical difficulties which had to be surmounted, in conuection with the continually increasing demands of shipping, during the correction of tbe Rotterdam Waterway, will not be treated here. Suffice it to state that after the completion of the works, prescribed by the law of March 25th 1908, an uninterrupted channel of a depth of 8.5 M. (28 feet) at low tide and of about 10 M. (33 feet) at high tide has been constructed from Rotterdam to the sea, through which large transatlantic liners drawing from 93 to 94 dM. (30.5 to 31 feet), can pass in either direction.
The cost of construction and improvements of the Rotterdam Waterway up till 1914 amounted to about f 42.500.000 ($ 17.000 000), the cost of maintainance to f 9.000.000 ($3.600.000); at present the cost of maintainance is about f 450.000 ($ 180.000) a year, of which ƒ200 000 ($80.000) goes to pay the dredging works.
In 1913 at the Hook of Holland a total of 22.645 ships, measuring about 78 000.000 M'. (27.500.000 reg. tons) have been cleared in and out. During the last lOyearsan increase of 56 per cent. in the tonnage has been observed.
23



*) Cf. note on p. 22.



The Maas Harbor at Botterdam.



Although the waterway from Rotterdam to the Sea at present complies with the demands of shipping, the increasing size ships will probably make greater demands on the waterway before long. Therefore abillisproposedforfurther improvement which will aim at constructing a channel of at least 10 M. depth under low tide. (11.5 M. = 38 feet under high tide).
Rotterdam is situated on the right hand bank of the river, and in former centuries the sea-craft was moored on that side, as the numerous small harbors in the old town, that are now being used for inland shipping, testify. When in the middle of last century an improvement was necessary, this was mostly achieved by building new or improving old quays along the river (the Boompjes, the Wester and Wülems quay and the Veerhaven).
In the seventies a more energetic extension of the harbor was begun, this time on the left hand bank of the river, called Feyenoord. When once this had got railway communication by means of a bridge across the river, the Rotterdam Commerce Association constructed the "Binnenhaven" there at a cost of f 13.000.000 ($5.200.000) it has a length of 1000 M., a width of 80—40 M. (264—132 feet), and a depth of 7 M. (23 feet) at low tide. Next came the Entrepot-harbor (200 M. long, 60 M. wide and 7 M. deep at low tide), (660, 198 and 23 feet). The entire harbor-system was made over to the Municipality.
The Municipality, in cooperation with the State, had already constructed the "King's harbor" (Koningshaven), wide-150 M. (495 feet), and deep 6 M. (19.5 feet) at low tide, alld the railway harbor: a doek 1100 M. (3600 feet) long, 115 M. (374 feet) wide, and 4.70 M. (15.5 feet) deep at low tide.
Further extension of the port has mainly been on the left hand bank of the river both below the Feyenoord harbor-complex, and above it; on the right hand bank lower down the space was also rendered available for industrial establishment?.
Below the railway harbor, the Wilhelmina quay is situated alongside of deep water. There the transatlantic 26



Hollaud-America Line.



Park Harbor at Rotterdam.



steamers of the Holland-America line find a berth. In 1887 the digging of the Rhine harbor (Rijnhaven) was commenced, extending over an area of 30 H. A. (74 acres); this basin formed the first specimen of the new type of harbor. In Rotterdam the transit traffic of bulkgoods plays so prominent a part, that its harbors need a large water-surface; on the other hand unlike the Amsterdam harbors they require but a comparatively limited length of quays.
The main point for Rotterdam is to offer ample space for the ships to moor alongside of mooring-posts and buoys so that on all sides the lighters and other riverboats can quickly transship the cargoes. That the traffic with the interior is chiefly carried on by water, is manifest in the harborsystem of Rotterdam.
Besides in the above-named Rhine harbor, (with a lowtide depth of 7.5 to 9 M), (24.5 to 29.5 feet) and in the river itself, mooring-places are to be formed in the Maasharbor, (having an area of 60 H. A., 150 acres) which was opened on December 20,h 1901, and in the not yet completed Waalharbor, which has got the same depth as the Rhine-harbor and is intended to cover an area of 310 H. A. (775 acres). According as the need arose, quaywalls have been erected alongside of the docks, and the sites back of them have been used for storage-houses and sheds, and provided with railways and cranes.
On the left hand bank, between the entrances to the Rhine in the Waalharbor, two minor harbors have been constructed, the lst and 2nd Katendrecht harbor; further the Petroleum-establishment is situated past the entrance to the Waalharbor.
On the right hand bank, below the old town, there are still a number of minor harbors, surrounded by quay-walls and leased chiefly by the regular-service boats.
The wharves of Rotterdam are 41 K.M. (25.5 miles) in length, and the harbors cover a surface of more than 250 H. A. (625 acres).
The transit-traffic of Rotterdam being considerable, care has been taken that the harbor-plant complies absolutely with the demands of the present day, and that loading
29



Rhine Harbor at Rotterdam.



Grain-elevators in the Maas Harbor at Rotterdam.



Coal loading on Stream near Botterdam.



and unloading can be done by means of the rnost modern appliances.
Along the various quays there are more than a hundred wharf-cranes with lifting-capacities of from 1500 to 30.000 Kilos, (1.5 to 30 tons), and an ever increasing number of floating cranes with lifting-capacities of from 16 to 125 tons being used. For the unloading of grain floating grainelevators are used, which can store 200 tons of grain in an hour. For the loading of coal and the bunkering of ships floating installations have been made, the biggest of which
Loading Facilities in the Harbor of Rotterdam
can transfer up to 670 tons an hour. Moreover Rotterdam possesses various wharves and docks, for shipbuilding and repairing.
The enormous increase of traffic causes the municipality, even through the Waalharbor has not yet been finished, to consider new plans for a further harbor:extension, on the left bank of the river, below the Waalharbor. Here a few
33



harbors have been planned amongst which two of about the size of the Waalhaven (310 H.A., 775 acres). For the realization of the plans, 1500 H.A. (3750 acres) of land will have to be expropriated.
Though a number of Netherlands shipping companies maintaining regular services to New-York, the East-Indies and various European ports, are established at Rotterdam, that port is obviously the seat of the transit traffic, of which the trade in ore, grain, coal and timber plays the most prominent part.
ïn 1913, 2238 ships of ore with gross contents of almost 16.000 000 M3. (5.650.000 reg. tons) and 1889 ships of grain with gross contents of almost 19.000.000 M8. (6.700.000 reg. tons) were cleared in.
In Rotterdam as well as in Amsterdam a considerable increase in the shipping-trade is apparent; it ha ving multiplied nine times in 40 years and tbe importinto Rotterdam between 1904 and 1913 increased with 68 per cent.
MEANS OF COMMUNICATION FOB, AMSTERDAM AND ROTTERDAM "WITH THE INTERIOR.
As has already been stated, such excellent means of communication by water between the ports and the interior as in the Netherlands where 3 large rivers, the Rhine, the Maas, and the Scheldt flow into the Sea, will rarely be found elsewhere. The principal of these rivers is the Rbine. Soon after reaching the Netherlands territory, where it is called Upper Rhine, it divides into two arms, of which the Waal, the more important one of the two, flowing west, changes its name to Merwede below Gorinchem. Through the Noord it communicates with the Nieuwe Maas, on which Rotterdam is situated. The northern arm of the Upper Rhine, the Pannerden Canal as it is called, branches off into two streams, one of which, flowing towards the west, under the names of Nether Rhine and Lek, unites with the Noord, and forms the Nieuwe Maas. The other branch flows northward, under the name of Yssel, into the Zuyderzee. The discharge of water from the three Rhine arms, the Waal, the Lek and the
34



Hollandsen Diep with Railway Bridge near Moerdijk.



IJssel respecti vely, is 2/3, 2/9 and >/9 of the total discharge of the Upper Rhine. All these branches are navigable. As the map of the Netherlands shows, the Maas traverses a considerable part of our country; above Venlo however it is practically unfit for navigation. Owing to too great a fall and scarcity of water, it becomes too shallow in times of drought, while the current is too strong during the wet season.
In order to meet these difficulties, the Government made a lateral canal, called the Zuid-Willemsvaart, leading from the Maas near Bois-le-Duc to Maastricht and crossing part of the Belgian territory. It communicates with the Liege-Maastricht Canal, and from there with the entire network of Belgian and French Canals. Via Andel the navigable lower part of the Maas is connectcd with the other rivers, and by the Bergsche Maas and the Amer with the large waterways of the pro vinces of Zeeland and South-Holland, from where the Scheldt and Antwerp can be reached.
In our country the Scheldt is more like an estuary than a river. All direct communication with other Zeeland and South-Holland waterways has been stopped, since the Easter Scheldt and the Sloe were dammed off. For this reason the canals through South-Beveland and Walcheren were made, leading from Hansweert to Wemeldinge and from Flushing to Veere. Thus the shipping communication from Antwerp to Rotterdam has been reestablished.
From the foregoing it will be seen that Rotterdam enjoys direct Communications with the entire system of our rivers and large waterways, which technically as well as financially are absolutely free, i. e. they are free from weirs and locks, and no dues are levied.
Amsterdam is not so favorably situated; its port is more especially adapted to the canal traffic. Through the Merwede Canal, it is connected with the network of big rivers, with the Lek near Vreeswyk, and with the Merwede near Gorinchem, while a series of canals connect it with Rotterdam.
A most significant inland goods traffic is carried on from Amsterdam via the Zuyderzee to various minor ports, to the mouthsof Yssel and Zwarte water, and to theprovinces in the North. 36



For inland navigation the most important of all waterways is the one leading from Rotterdam to the Rhine, through Noord, Merwede and Waal. It forms the link between Rotterdam and the great industrial region of NorthWestern Germany. Therefore it is absolutely necessary, and a matter of national importance to keep this waterway in the best possible condition.
Rotterdam happens to be destined by nature as the port of nearly the entire industrial region of Westphaliaand the Rhine provinces. To be sure, canals are being made in Germany in order to connect these regions with the German ports, but canal-shipping with its many locks offers such difficulties even in a comparatively level country, that at all times the ships will prefer the free navigation on a river, as long as that complies with the demands of modern times, a fact which is surely recognised also by the parties concerned in Germany. As long as our rivers, and the waterway of the Rhine in particular, are kept in a good condition, Rotterdam trade, and in consequence our country, will surely alwaysbe supported from that side.
The largest of inland boats at present are those used for Rhine shipping; they are lighters, which are towed, and comparatively simple in construction. The biggest Rhineboat has a length of 123 M., a width of 14,08 M. and a draught of 2,85 M. (405, 46, and 9.4 feet). They measure 3581 tons. Ten of these boats will hold the entire cargo of the biggest transatlantic steamer. A big Rhine "aak" (barge) has an average length of 100 M , a width of 12 M., a draught of 2,75 M., (330, 39 and 9 feet) and a tonnage of 2000 to 2200. The greatest Rhine traffic is carried on between Rotterdam and the main centres of the industrial regions along the Rhine. The distance from Rotterdam to DuisburgRuhrort is 214 K. M. (132 miles), to Cologne 307 K. M (190 miles).
Having been properly improved, the rivers offer a constant and wide fairway; the normal width of the Waal is 260 M. (858 feet), the low-tide depth is more than 3 M. (9.9 feet). In Lek and Yssel that depth is more than 2.5 M. (8.2 feet) and 1.80 M. (5.9 feet) respectively, whilst the
37



River .Lek with Railway Bridge near Kuilenburg.



average depth of the fairway measures 1 M.(3.3 feet) more.
The Rhine is spanned by a number of fixed bridges, which, however, leave a free passage of 9 M. (30 feet) or more above the highest navigable water-level.
Of late a Rhine and sea-trade has developed for small sea-craft of a maximum of from 1400 to 1500 tons, which carry on a regular service between Cologne and the German and English ports. This is owing to the excellent condition in which the fairway below Cologne is maintained.
Belgium also profits by this Rhine shipping, as far as the traffic from Antwerp to Germany is concerned; of the entire shipping traffic on the Upper Rhine about 15 per cent. falls to the Antwerp Rhine trade.
A few figures will give an idea of the immense significance of the Rhine traffic. In 1913 the total import at Rotterdam, the second port on the continent of Europe, amounted to 22.000.000 tons of 1000 Kilo, while the total traffic on the upper Rhine in both directions amounted to 37.500.000 tons; Amsterdam obtained 1.5, Rotterdam 23, the Netherlands altogether 35, Belgium 9 and the oversea traffic 0.5 million tons of this traffic. Traffic on the Rhine appears to be equal to that in the biggest ports of the world.
The following particulars concerning the above-named canals, that form the main Communications, may be of interest. The largest ships for which the Merwede-canal is navigable, have a length of 100 M. (330 feet), a breadth of 10.5 M. (34.5 feet), a draught of 2,60 M. (8.5 feet). Thoughin special cases these dimensions can be deviated from, the very largest type of Rhine-barge cannot pass through the canal. For Amsterdam this is not yet a serious obstacle. As has already been mentioned, the transit-traffic there is less comprehensive than that of Rotterdam, consequently there is less demand for these largest-sized Rhine-boats, which moreover do not offer such a considerable economising in the expensès per ton, when compared to the other large-sized boats for which the Merwede canal is navigable.
The maximum dimensions of the ships allowed in the canals of Zuid-Beveland and Walcheren have been fixed respectively as follows: length 100 M. and 130 M., (330 and
39



Locks at the Entrance of the Merwede-canal near Amsterdam.



429 feet), breadth 15.75 M. and 19.75 M., (52 and 65 feet), draught 6.20 M. and 7.10 M. (20 and 23 5 feet).
The Zuid-Willemsvaart, for the traffic to the Maasdistrict, has naturally been planned for a smaller type of craft, the maximum dimensions being 50 M. length, 5 M. breadth, 1.90 M. draught (165, 16.5 and 6.3 feet). There too the shipping is considerable: in 1913 16.447 ships, measuring a total of 4.519.444 M3., (tons) passed through the canal in both directions. In 1913, 40.188 ships measunng 3.203.430 M3. (tons), went through the Mallegat Lock, from Amsterdam to Rotterdam, while every year about 60.000 vessels pass through the Orange locks, which form the connection between Amsterdam and the Zuyderzee on the eastside.
MINOR PORTS AND OTHER WATERWAYS.
Though, as has been stated before, the sea-trade has to a large extent been concentrated to the two largest Netherlands ports, there are a number of minor ports of some, if mainly local, interest.
In the North-east of the country we find in the first place the port of Delfzyl, situated on the Eems, opposite the German port of Emden, where the Dortmund-Ems canal joins the sea. Formerly the town of Groningen was aseaport, where a fairly significant trade in grain was carried on. The Eemscanal connects Groningen with the the outer harbor of Delfzyl and with the Eems. It is fitted out with a lock through which no larger ships than of 60 M., length, 10.5 M. breadth, and 5.30 M. draught (198, 34,5 and 17.5 feet) can pass. To-day these dimensions are of course insufficiënt even for smaller sea-craft.
Delfzijl being easily reached by large ships, owing to the great depth of the Eems, its outer harbor has been considerably improved during the first years of this century; now it has a low-tide depth of 7 M. (23 feet) and a high-tide depth of nearly 10 M., (38 feet), enabling ships of a considerable size to unload there. A significant import trade in timber from Norway and America and in coal is carried
41



on, while products from the neighboring Groningen fen districts, such as straw, straw-board, and farina, form the staple export.
The above mentioned Eems-canal, which offers air excellent fairway for inland shipping, connects Delfzyl with Groningen, a most important centre of canals, with a busy trade. Though the canals are of various dimensions, they are as a rule navigable for the national type of barge the "tjalk," which has a length of 20 to 24 M. (66 to 80 feet) a breadth óf 4,5 to 5 M., (14.3 to 16.5 feet) a draught of 1.50 to 1.70 M., (5 to 5.5 feet) and which measures 60 to 150 tons.
The following table gives a survey of the traffic on some of the principal Groningen canals in 1913.
CANALS. Number of I Contents in • • ships. M3. (tons).
Eems Canal , 7909 960.992
Winschoterdiep 2730 184.220
Keitdiep 7679 662.478
, ! J_
The Winschoterdiep which is mentioned in this table forms the connection with the Fen District, of which more will be said later. Part of the shipping to Amsterdam goes through the Reitdiep.
On examining the map of the North-east of our country in various places a very close network of canals will be observed. There the so-called Fen-Colonies lie. Once that land was covered by marshy soil, formed by theremainsof avegetation which has been decaying there for centuries. This soil is dug away and cut to producepeat, which is used as fuel. For transferring the peat and also for draining the land, numerous canals are needed, which form a typical feature óf this part of the country, and a fruitful source of economie development. After cutting away the peat, the soil forms excellent arable land, consequently various indttstries connected with agriculture, principally strawboard and farina factories, have sprung up, causing a brisk shipping tradé. 42



Canal in the Fen-districts.



Canals steadily multiplying, the need of more ships was feit, giving a renewed impetus to shipbuilding.
Besides inland boats and towing-barges for the German canals, smaller sailing vessels are being built for the coastin.g--trade, especially fore and aft schooners. The fen-canals originally constructed to transport peat and to drain the land, have effectually contributed to the prosperity of entire districts.
After this description of the fen-canals, it should be rnentioned that more to the south Zwolle is an important centre for Inland shipping. However, the canal-system between Zwolle and Deventer to the east of the IJssel, is of rather limited dimensions. The canal west of the IJssel, from Dieren via Apeldoorn to Zwolle, was originally constructed as a lateral canal, to avoid the then unimproved IJssel. At present it is no longer needed for that purpose, so that now it is of a purely local value.
A few words must still be devoted to the port of Harlingen, which has about the same signifïcance as that of Delfzyl. Because of the shallows in the fairways of the various straite leading to the sea, this port is not accessible for ships of such a deep draught as that of Delfzyl. When the tide is high however, fairly big sea-craft can enter; these chiefly carry timber from Norway. Besides timber, the import of coal is worthy of mention. The export mainly consists of meat, dairy-produce, and some products, more especially paper, from the fen-district. The regular services with England are of most importance here. A lock connects the harbor with the network of waterways in Friesland; in 1913 16.500 ships measuring 1.290.610 M*. passed through this lock, part of this traffic being from Friesland and Groningen.
Glancing further down the coast line, den Helder will be observed, which is a naval base and of no special importance for trade. The canal connecting den Helder with Amsterdam, the Great North Holland Canal, which formerly served for the ocean traffic to Amsterdam, is now merely of local value; its dimensions are larger than is needed for the inland shipping of to-day; ships of a length of 64 M., a 44



breadth of 14 M., and a draught of 5 M., (211, 46 and 16.5 feet) pass through it. Though truly a waterland, this part of the country possesses very few canals besides this one, that are navigable for vessels of any considerable size.
The country to the south of the North Sea Canal is better equipped in this respect. It has an extensive net of good Waterways, to which moreover many improvements are still being made.
The harbor of Zaandam must also be noticed, as being of great significance for the import of timber from Norway and America. It is situated on the Zaan, at a short distance from, and in open communication with the North Sea Canal; in consequence this harbor profits by the good condition in which the entrance channels to Amsterdam are kept.
As ports for fishing boats need not be discussed in this survey, no detailed account will begiven of those of Ymuiden (the fishing harbor), Scheveningen, Maassluis and Vlaardingen, the latter two situated on the Rotterdam Waterway; that of Ymuiden is one of the most important of European fishing ports; in 1913 the fish sold here realized f 7.000.000 ($ 2.800.000).
One of the commercial towns most affected by the concentration of ocean-traffic is Dordrecht, on the Merwede. Unlike Delfzyl and Harlingen, Dordrecht, lying entirely within the sphere of influence of Rotterdam, fulfills no function, however limited, for any inland places. Yet all hope is not abandoned, and the town is even planning the construction of a new harbor for vessels with a draught of 7 M. (23 feet). Dordrecht has to rely mainly on its own commerce; for various industries the raw material has to be brought, often in shiploads.
When the harbor of Flushing, mainly of significance, because of the twice-daily service with Queensboro, is still mentioned, the principal Netherlands sea-ports have been described; and the only remark, still to be made, is that the entrance to the harbor of Ghent through the Ghent—Terneuzen canal lies on Netherlands territory. The maxirnum dimensions of the ships allowed on this canal are: length 140 M., breadth 17 M., draught 8 M. (462, 56 and 26,4 feet);
45



A View on the Nether-Rhine.



in 1913, 3771 ships passed through the locks at Terneuzen, measuring about 11.000.000 M3. (3.900.000 reg. tons).
Finally, the following table gives a survey of loading ships which entered and left the Netherlands ports in 1913:
ENTERING. LEAVING.
Number Tonnage Number Tonnage
Ports. of nett. of nett.
Vessels x 1000 KG. Vessels. x 1000 KG
Amsterdam . . . 2152 2310,4 1707 1843,6
Delfzyl 241 185,9 822 54,0
Dordrecht ... 73 67,5 167 29,8
Groningen . . 161 18,1 78 10,8
Harlingen . . 342 157,9 386 162,6
Den Helder ... 29 17,1 1 05
Hook of Holland . 602 370,6 367 348,6
Maassluis. ... 160 128,1 73 25,1
Rotterdam . . . 8854 11687,8 6399 6527,1
Schiedam ... 29 22,8 22 2,6
Terneuzen ... 409 250,9 152 68,7
Flnshing .... 813 841,0 829 841/7
Ymuiden .... 66 60,3 3 1,7
Zaandam .... 187 245,6 40 8,6
PROJECTED CONSTRUCTION OR IMPROVEMENT OE WATERWAYS.
While describing the ports of Amsterdam and Rotterdam, the important projects for extension and improvement that are being considered have already been mentioned. Further plans for the improvement of this country's waterways may now be set forth.
On the map it will be noticed that south of the Maas and the Zuid-Willemsvaart a fairly extensive region is deyoid of waterways, notwithstanding the fact that there the important industrial centres of the province of North-Brabant are situated. Conditions there will be vastly improved
47



as soon as the canal from the Amer to the Zuid-Willemsvaart, the Wilhelmina Canal, now in construction, will be finished. This canal is to be navigable for vessels of about 60 M. length, 7 M. breath, and 1.90 M. draught (198, 23 and 6.3 feet).
In the south-east of our country, in the province of Limburg, a number of coal-mines are being worked. Borings having proved the existence of extensive carboniferous strata, before long a considerable development of the mining-industry may be expected. Needless to say, an adequate waterway is a necessity for the transport of coal from the pits. To that end the upper part of the Maas will be made navigable.
A Netherlands-Belgian commission (the Maas forming the frontier-line over quite a long distancé,) has devised a plan for the canalization of the river by means of weirs and locks, in order to render it navigable as far as Maastricht. From this town the canal to Liege would then form the connection with the Belgian and French system of canals. The commission's plan is based on the use of Bbinebarges measuring 2000 tons, with a length of 100 M., a breadth of 12 M. and a draught of 2.8 M. (330, 40 and 9 feet). Present circumstances make it impossible to consult with the Belgian government concerning the canalization of the part of the Maas along the frontier. A law has been enacted however ordering the canalization of that part of the river which is entirely situated on Netherlands territory, likewise the construction of a canal which is to join the Maas above Roermond with the Zuid-Willemsvaart. This will make it possible to convey the coal to the industrial district along the Wilhelmina-Canal.
Further a canal has been projected to join the Maas below Grave and the Waal; this is to form a short cut for the the transporting of coal to the eastern part of the country.
To carry out all these projects a sum of about f 90.000.000 ($ 36.000.000) will probably be required.
As has already been mentioned, the canals east of the IJssel have small dimensions. Yet in that very region, in Twente with its flourishing textile industry, the need of good 48



waterways is assuredly feit. Government recognizing that need, has appointed a Royal Commission to deal with this question. Before long Twente will probably be connected with the IJssel by means of a canal navigable for vessels of 600 to 800 tonnage.
ADMINISTRATION.
Last of all a few observations concerning the administration of the waterways. From the description of the ports of Amsterdam and Botterdam, it has been seen that the ports are as a rule worked by the city corporations. Delfzyl however is an example of Provincial, the fishing port at iJmuiden of State management. The channels leading to the harbors and the principal waterways for inland navigation, are as a rule administrated and maintained by the State, whereasthe minor canals fall under the administration of provinces, municipalities, "waterschap's" or private companies.
As a rule no dues are levied, or, if any, they are so insignificant as to scarcely hamper navigation. On all State waterways shipping is absolutely free. The vital importance of shipping to the country being obvious, it is not surprising that the Government has never hesitated in granting the sums required for the improvement of existing waterways or the construction of new ones, whenever the rapidly increasing development of traffic required it. From 1882 to 1912 the State has spent a total sum of ƒ203.000.000 ($81 2000.000) for this purpose. If the reader keeps in mind how small a country the Netherlands are, mentioning this sum will strengthen his impression which — it is to be hoped — the preceding pages have caused, that in the Netherlands traffic along the canals and rivers occupies a unique place, and that it is a most important factor in the development of this country.
49






The Port of Botterdam in 1910.


















The Port of Amsterdam ia 1912.