flevobericht

ministerie van verkeer en waterstaat
—
bx
609
flevobericht
8711
rijksdienst VOOr d e i j s s e l m e e r p o l d e r s
rijksdienst voor de ijsselmeerpolders
ministerie van verkeer en waterstaat
ElBLi
K
RIJK
- DE
IJSSELMEERPOLDERS
flevobericht
rapporten inzake de inrichting en ontwikkeling van de ijsselmeerpolders
en andere landaanwinningswerken
shipwrecks of the Zuiderzee
by
r. reinders
nr. 197
Ri
postbus 600
8200 AP lelystad
smedinghuls
zuiderwagenplein 2
tel. (03200) 99111
telex 40115
iura
bX
Contents
Page
INTRODUCTION
5
1. SHIPPING ON THE ZUIDERZEE
7
2. ARCHAEOLOGICAL RESEARCH
11
3. EXCAVATION OF SHIPWRECKS
15
4. VESSELS FROM DIFFERENT PERIODS
19
A
medieval cog
19
'Waterschepen'
21
A 'beurtschip'
23
Mud-barges
25
An armed cargo-vessel
27
*De Zeehond'
28
5. SHIP'S INVENTORY
31
6. CARGO
35
7. KETELHAVEN MUSEUM
37
SUMMARY
39
Introduction
In 1942 the Noordoostpolder, the second polder in the former Zuiderzee,
was drained. The 'Directie van de Wieringermeer', predecessor of the
Ijsselmeerpolders Development Authority, was charged with the development of this polder. As early as 1940, S. Smeding and G.W. Harmsen had
taken the initiative to contact the well-known Dutch archaeologist
A.E. van Giffen in order to set up the archaeological investigation of
the new polder.
As soon as the Noordoostpolder was drained, shipwrecks turned up in the
former sea-bed. The first one was excavated in 1942 by P.J.R. Modderman,
then assistent of Van Giffen. Until 1945, Modderman was in charge of
the investigations; he was succeeded by G.D. van der Heide, who worked
in the Ijsselmeerpolders until 1974. Since 1942, investigations of
shipwrecks, found during land-developing activities, have been carried
out without interruption. Besides, the archaeologists took an interest
in the objects belonging to the ship's inventory. These objects have
been exhibited in Kampen and later in Schokland. After the completion of
a new accommodation in Flevoland in 1971, they have been transferred to
the 'Museum voor Scheepsarcheologie' in Ketelhaven.
The results of the investigations carried out to this date will take
a long time to be published, and therefore it is not possible yet to
give a complete survey of 40 years of nautical archaeology in the
Ijsselmeerpolders. This publication is meant to provide the visitor of
the Ketelhaven Museum with some background information, and to give
an account of recent developments and results of investigation.
1. Shipping on the Zuiderzee
For centuries, the Zuiderzee has been important for inland transportation and fishing. It usually was a calm inland sea, but many times
rough weather has proved to be desastrous to small ships, as witness
the hundreds of wrecks that have sunk here in the course of time.
Large ships were confronted with another problem, i.e. the shallows
along the shipping route.
Until the beginning of the 19th century, ships going from Amsterdam to
the North Sea had to take the Zuiderzee-Waddenzee route. Leaving the
IJ just north of Amsterdam, they headed for Urk in order to avoid the
Enkhuizer Zand; then from Urk to the Breezand, from which there were
two possible routes: one to the Vlie between Terschelling and Vlieland,
the other to the Marsdiep between Texel and Den Helder (fig. 1).
Very few large seagoing ships have sunk in the Zuiderzee. Only the
Figure 1.
Shipping route from
Amsterdam to the
North Sea in the
l?th century
'Buytensorg', a ship of the Dutch East India Company, is known to
have been wrecked at the Javaruggen, where Zuiderzee and Waddenzee
meet.
From the 16th to the 20th century Amsterdam was the centre of shipping
on the Zuiderzee. It is situated south of the IJ, an inlet of the
Zuiderzee that, before it was reclaimed in the 19th century, reached
as far as the dunes along the west-coast of Noord-Holland. Originally,
Amsterdam was a small fishing town that in the 16th and 17th century
developed into a commercial centre of international importance. Its
situation was especially favourable for transportation of goods within
the country. Until well into the 20th century, frequent ship-services
to all important towns in the Netherlands were operated, because
transportation by road was still inadequate.
The situation of Amsterdam was unfavourable for large ships because of
the long distance they had to go to reach the open sea. After the construction of the Noordhollands Kanaal between 1819 and 1824, large
ships gradually disappeared from the Zuiderzee; the new route was
much shorter and in case of adverse winds the ships could be
towed
(by men or horses) from the quaysides. Besides Amsterdam, many other
ports bordered the Zuiderzee such as Hoorn, Enkhuizen and Kampen, that
all knew a period of prosperity and decline. Other communities, such
as Marken, Volendam, Urk and Spakenburg, are known as fishing ports.
In the course of the 20th century the Zuiderzee gradually lost its importance for freight-trade and fishing, as a result of the so-called
'Zuiderzee-project'.
Food shortage during the first World War and a flood in 1916 led to
the decision to separate the Zuiderzee from the North Sea and to reclaim five polders. The first polder, the Wieringermeer, was drained
in 1930, two years before the completion of the Afsluitdijk, the barrier dam between Noord-Holland, the island of Wieringen and the westcoast of Friesland. Three other polders have been reclaimed since:
the Noordoostpolder in 1942, Oostelijk Flevoland in 1957 and Zuidelijk
Flevoland in 1968 (fig. 2).
FRIESLAND
Figure
Polders
2.
in the former
Zuiderzee
2. Archaeological research
Shipwrecks that had sunk in the Zuiderzee were discovered as soon as
land reclamation was undertaken. In the Wieringermeer, drained in
19 30, 16 sites of shipwrecks were recorded. The executers of the project were requested to leave them undisturbed until further notice;
later, after partial excavation, staff members of several maritime
museums were invited to take a look. In spite of this, no data on these
ships have been recorded at all. After the reclamation of the Noordoostpolder, the Groningen University was the first to start archaeological research. This was in 1942 and it is only then that shipwrecks
became a subject of interest to Dutch archaeologists. Since 1942, some
350 ships have been found,of which 140 have been systematically investigated (fig. 3); another 100 have only been located and are waiting to be investigated or protected against rotting.
Figure
3.
Sites where
shipwrecks
have been found.
One of the striking aspects of teh Zuiderzee project is the important
part soil survey and agricultural research have played from 1928 on.
To a certain degree, this is also true for archaeological research, as
several mediaeval settlements have been investigated in the Wieringermeer. But the fact that, for such a long time, no interest was shown
for nautical archaeology, means that this aspect of the project was
lacking. The number of ships in the Noordoostpolder turned out to be
very high. In general, they were considered an obstacle by the development-planners. Excavation, documentation in the field and, later,
conservation of the ship's inventory took so much time that the publication of the investigations was delayed. In the second
World War al-
ready, attention was paid to the conservation of shipwrecks; a mediaeval vessel was excavated and then sunk in a pit below ground-water
level.
After the reclamation of Flevoland, when archaeological research had
come under the control of the Ijsselmeerpolders Development Authority,
the same procedure stayed in use. Before the land is farmed, as many
as possible shipwrecks are excavated, and the rest is left for later
investigation. This procedure has the disadvantage that by then large
parts of the wrecks have rotted away, because excavation takes place
long after the draining of the polder. Only recently a method has been
developed to stop this rotting. Before describing this method, I will
explain wat happens after the ship has sunk, and after the polder is
drained.
Where the seabed consists of soft clay, the ships completely sink into
it, sometimes as deep as 4 m. The wrecks that come to rest on a layer
of sand, are usually beaten to pieces by the destructive force of waves
and ice. After the seabed is drained, wrecks show up when canals and
ditches are being dug, and later when the land is farmed. Modern searching methods have been tried, but they turned out to be unpractical
or too costly.
After the seabed has dried up, two changes in environmental conditions
severely affect the oak that most of the ships are made of: first, the
soil surface sets and second, the groundwater-table is lowered. Before
the draining, the wood stays intact because the seabed is almost anae-
Deterioration after 25-50 years
Situation after reclamation
Protection of a shipwreck in situ
B
robic. But after the draining there is penetration of more oxygen into
the former seabed, allowing fungi to develop that affect the wood,
mainly oak, and often make it rot away within 10-30 years. What is left
of the wood is then usually destroyed by farming activities.
In 1978, an experiment was carried out to prevent the wood from
decaying under the conditions described above . A shipwreck was surrounded by a vertical plastic foil, preventing the water around the ship
from running away. The thick layer of clay on which the ship rested is
also leak-proof, so that the water couldn't run away in that direction
either. In this tub the groundwater-table is higher than the original
surface of the surrounding land. So an anaerobic environment has been
created where wood cannot be affected by aerobic micro-organisms, that
cause the fast decay. On top the wreck was covered with a plastic foil
with raised borders and a sunken centre. It prevents evaporation of the
water inside the tub and at the same time allows rainwater to enter
through an opening in the centre, thus maintaining the proper water
level- As an additional protection, the whole structure was covered
with earth (fig. 4).
This method has been developed by H. de Roo, A. van der Scheer,
A. Wevers, L. Zelhorst, P.B. Zwiers and R. Reinders (Scientific
Department of the Ijsselmeerpolders Development Authority)
3. Excavation of shipwrecks
This method of protecting shipwrecks in situ allows a new treatment of
the 100 ships that are waiting for investigation. At the moment, the
following programme is being carried out:
- Exploration of all ships by digging trial trenches and recording
the principal characteristics;
- Protection of the main objects by raising the groundwater-table in
a plastic tub;
- Covering the remaining ships with a layer of soil, thus keeping
them from drying out and deteriorating, until they can be excavated;
- Excavation of the less important objects and the wrecks whose protection is impossible, because they are resting on a sandy subsoil.
The advantage of this approach is, that a total investigation programme
can be set up without the risk that the wrecks rot away. Also there is
time available for a more thorough documentation and for publication
of the results of the investigations. Yet, the number of shipwrecks
that are excavated each year is quite high, as new ships are still
being found for example in the new towns of Lelystad and Almere where
a 'fast excavation' is sometimes necessary in order not to delay
building activities.
The excavation of shipwrecks is carried out by a team of six persons
who in the course of time have acquired a lot of experience. When the
excavation is started, the exact site of a wreck is usually known.
Sometimes the top of the sides is even visible in the surface. If not,
we pierce the ground with long iron bars to establish the perimeter of
the ship. In the Noordoostpolder, the actual digging was still done
manually, but in the last ten years we use a crane to remove the topsoil and to excavate the hold. As soon as the crane touches wood, we
continue with a scoop. When excavating a small cargo-vessel, the following parts show up successively;
* L. van Dijk - technical assistant; J. van der Land - technical assistant; R. Oosting - naval architect; R. Reinders - archaeologist;
K. Vlierman - assistant curator; H. van Veen - technical supervisor;
IL.
- Fore- and aft-deck with gangways;
- Storage space fore, hold and living quarters;
- Ribs;
- Planks and strakes of bottom and sides.
The ship's inventory, that is usually found in the storage space fore
and in the living quarters, is salvaged in a very careful way, and the
spot where every single object if found is recorded.
The ship is measured and sketched in every stage of the excavation,
because every time we need to remove a part of the construction before
we can continue. Until ten years ago, this measuring was done manually
and therefore took a long time. Now the ship as a whole is measured
photograrametrically. Stereoscopic photographs are taken from a helicopter and worked out into drawings, if necessary with a list-correction. The time gained is used to record all kinds of details and to
measure the cross-sections, which is still done manually. Spring and
autumn are the best seasons for excavations. Summer is too dry, which
may cause the wood to shrink, whereas winter conditions can be so bad
that a lot of information gets lost.
Investigation of shipwrecks in the Ijsselmeerpolders is so important
because this may be the only place in the world where ships belonging
to a certain area can be studied over so long a period. Written sources
reveal very little on the construction and the use of small and middlesized vessels. Drawings and models usually date from the 17th century
or later, and mostly concern large ships. For small ships, the period
after the 17th century is also 'prehistory' and all our knowledge of
medieval ships has come to us through archaeological research. The oldest vessels found in the Ijsselmeerpolders date from around 1300, when
the Zuiderzee didn't even exist as a sea. In Roman times, there was a
fresh water lake here, called Flevomeer, that in the Middle Ages became
much larger. It was then called Almere. Later, the Almere extended even
more, especially after floods of the North Sea. Only in the late Middle
Ages the name Zuiderzee occurs for the first time, but it takes until
the middle of the 17th century before the whole Zuiderzee has salinised
and has become a sea.
Most ships dating from the 14th and 15th century are relatively small.
Some of them have a free board of only 0.25 m. Only the biggest vessels
may have served for coastal trade. Ships from later times include cargoboats, 'beurtschepen' (ships sailing according to schedule, transporting persons and goods), and fishing vessels, as well as small boats
like mud- and peat-barges, that actually belong to the area surrounding
the Zuiderzee. One of the few large vessels is a 17th century cargoboat
of 26 m long and 7 m wide. A small armed cargo-boat was also found, but
no war ships or ships of the Dutch East India Company.
i/
Figure 4a.
Excavation
18
of a 14th century
cargo
vessel.
4. Vessels from different periods
A 'disadvantage' of the great variety and number of vessels is that not
all of them can be extensively studied, because of lack of time. But
every ship is described as well as possible, and attention is paid to
the following aspects:
- Construction;
- Accommodation plan;
- Ship's inventory;
- Function;
- Type.
Publication of all information, acquired in 40 years of archaeological
research, will take a long time. Therefore we issue separate reports
on excavations of individual ships
ships.
or combinations of comparable
I can only give here a general outline of the results, using
several examples.
A medieval cog
Our knowledge of
medieval vessels has been substantially enriched by
the salvage of a 14th century
cog, found in Bremen (Germany). This
ship completely outweights the late medieval vessels found in the
Ijsselmeerpolders, but the construction of these small ships has quite
a number of characteristics in common with the Bremen cog: the bottoms
are flush-laid, the sides are clinker built and they have straight stem
and stern posts. Iron nails have been used for the fastening of the
side-strakes, hammered in from the outside and bent twice so that the
point reenters the timber. They also have the same caulking method:
all seams at the joints of both the flush-laid and the overlapping
planks are filled with moss, overlapped by a lath and held in place by
a row of iron clamps, called 'sintels' in the Netherlands.
Until recently, all medieval ships
found in the Zuiderzee-area were
of modest dimensions. However in 1981 a large vessel was found in
Zuidelijk Flevoland, not far from the former Zuiderzee-coast near
Nijkerk. Shape, construction,
dimensions and indications that beams
had pierced the sheathing make it more than likely that the ship must
have been a cog.
S
The s h i p was badly damaged because i t had been r e s t i n g on a f a i r l y
high r e a c h i n g l a y e r of p l e i s t o c e n e s a n d , c o v e r e d by a t h i n l a y e r of
c l a y . The bottom was r e a s o n a b l y i n t a c t but the s i d e s were t i l t e d
outwards ( f i g . 5 ) . The top p a r t s of stem and s t e r n were m i s s i n g , so
t h a t we d o n ' t know the p r e c i s e l e n g t h of the cog. We do know the
l e n g t h of the bottom - 12.5 ra - which i s 3 m l e s s than the Bremen cog.
A p r o v i s i o n a l r e c o n s t r u c t i o n of the timber n e a r the mast r e v e a l s
that
the s h i p had been about 6 m wide t h e r e , whereas the h e i g h t between the
top of the s i d e and the bottom of the k e e l had been 3.5 m.
There i s no c e r t a i n t y about t h e s h i p ' s a g e , s i n c e h a r d l y any d a t a b l e
o b j e c t s have been found in i t . For the moment we assume t h a t the cog
has been wrecked around 1300, j u d g i n g from the p o t s h e r d s . The medieval
v e s s e l s from the p o l d e r s a r e very s u i t a b l e for f u r t h e r
investigation
i n t o c o n s t r u c t i o n , function and s a i l i n g c h a r a c t e r i s t i c s . They may i n c r e a s e our knowledge of the development of the cog, which i s
s u b j e c t to v a r i e d s p e c u l a t i o n s .
Figure
5.
Excavation
20
af a medieval
cog in Zuidelijk
Flevoland
still
Waterschepen'
One of the most outstanding Zuiderzee-vessels is the 'waterschip', a
heavily built fishing-boat that in written sources occurs for the
first time in 1339. About ten vessels of this type have been excavated
in the Ijsselmeerpolders. They have a characteristic shape: a broad
bottomed front part and a sharp rear. The stem is bent and the stern
is straight. Compared with most of the other Zuiderzee-vessels, they
are large ships; one of the 'waterschepen' found in Flevoland is 20 m
long and 6.5 m wide (fig. 6 ) . This ship sunk around 1570. Another
characteristic is the 'bun', a fish-well amidship's divided into two
compartments confined by three heavy bulkheads. The hull underneath
the fishwell is pierced, allowing the water to enter and thus to keep
the fish in it fresh (fig. 7).
Written sources and illustrations reveal that at the end of the Middle
Ages the function of the 'waterschip' was to transport fish. In the
16th and 17th centrury it was used as a fishing-boat and in the 18th
century as a tug-boat assisting large ships
to pass Pampus, a shallow
east of Amsterdam. In 1824, after the Noordhollands Kanaal was opened,
the 'waterschepen' became disused and gradually disappeared from the
Zuiderzee.
When the 'waterschip' from 1570, that was excavated in Flevoland, is
compared with models of 'waterschepen' dating from the beginning of
the 19th century, it turns out that shape, construction and accommodation plan have hardly changed in those 250 years. In comparison with
another Flevoland 'waterschip', wrecked shortly after 1500, there is
only one striking difference: here the planks of the hull do not lay
flush, but overlap. Bottom and sides are clinker-built; otherwise,
shape, construction and plan are virtually the same. We are dealing
here with a vessel originating from the Middle Ages that has 'survived'
the transition to the 16th century and retained its principal characteristics until the 19th century. Since the transition from the 15th
to the 16th century is of great importance in the history of shipbuilding, further investigation may solve some of the questions that so
far have remained unanswered.
:>i
0
9
9
OJ
5
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22
<o
O
Figure 7.
The 'bun' (fish-well)
covering
it.
of a 'waterschip'
after
removal of the deck
A 'beurtschip'
In 1980, during the construction of a canal in Lelystad, a cargovessel was found that must have sunk around 1620. Lelystad is a new
town in Flevoland. The vessel could not remain where it was found, for
the canal that was being dug was essential to the water management
system of the town, that lies at an average of 4.5 m below sea-level.
The ship has been excavated in September 1980, and in October the main
characteristics have been recorded.
Because the ship had a 45° list to starboard, the starboard-side as
well as the bottom have remained reasonably intact. The portside was
missing. The vessel had an overall length of 18 m. The beam, at mastlevel, was 5.5 m, the ship becoming narrower towards the rear. The
decks fore and aft were connected by gangways. A 'den' upon which
round hatches could be fitted to cover the hold, was fastened to the
gangways. In the front deck there were two hatch-openings. The front
23
hatch opened on to a living space where the crew could make a fire on
a cooking place consisting of a wooden case with tiles. Berths have
probably been placed against the sides of this room. The rear hatch
of the front deck gave access to the part of the hold positioned in
front of the mast. Another hatch opened on to the rear hold in the
narrow part of the vessel. The ship had a cabin above the rear end of
the hold at about deck-level (fig. 8).
1 anchor windass
2 living quarters
Figure
3 les board
4 windlass
8.
Provisional
reconstruction
around 1620.
of the
'beurtschip',
that
sunk
Although the mast was m i s s i n g , some i n d i c a t i o n of the r i g g i n g has been
found. On the r e a r deck, t h e r e was a heavy w i n d l a s s t h a t a l s o can
be observed in drawings and on models of v e s s e l s equipped w i t h a
s p r i t s a i l . The w i n d l a s s was needed to handle the heavy s p r i t . As w i t h
most v e s s e l s excavated i n the I j s s e l m e e r p o l d e r s , the l e e - b o a r d s were
m i s s i n g . There i s no doubt t h a t t h i s s h i p has c a r r i e d l e e - b o a r d s ,
for
on the top wale s t r a k e i t was s t i l l v i s i b l e where they had been
a t t a c h e d . In the second h a l f of the 16th c e n t u r y , l e e - b o a r d s came i n t o
use on f l a t b o t t o m e d v e s s e l s t o reduce leeway.
In the l i v i n g q u a r t e r s in the s h i p ' s f r o n t p a r t , o b j e c t s b e l o n g i n g t o
the i n v e n t o r y have been found, such as the f i r e p l a c e , cooking p o t s ,
a f l i n t and s t e e l and a b e l l a r m i n e j u g . In comparison with o t h e r s h i p s
the o b j e c t s found were few; so one would t h i n k the crew d i d n ' t l i v e on
24
board. Near where the b e r t h s on s t a r b o a r d had been s i t u a t e d , we found
s e v e r a l c o i n s , ' 2 - s t u i v e r s ' p i e c e s d a t i n g from 1614-1619, t h a t gave us
a c l u e about the d a t e of wreckage, around 1620. The o b j e c t s found in
the hold seemed more i n t e r e s t i n g : the s h i p t r a n s p o r t e d g e n e r a l cargo
such as wrapped s c y t h e s , a case with s e v e r a l hundreds of c h i c k e n - e g g s ,
t h r e e new bronze cooking p o t s , a b a r r e l h o l d i n g about 100 pewter o b j e c t s
and t h r e e l e a t h e r b a g s . Judging by the n a t u r e of these a r t e f a c t s ,
the
s h i p probably was a s o - c a l l e d ' b e u r t s c h i p ' t h a t o p e r a t e d a r e g u l a r
s e r v i c e between two towns b o r d e r i n g the Z u i d e r z e e . There i s , however,
no c e r t a i n t y about the type of v e s s e l . I t i s c l e a r , though, t h a t we
a r e d e a l i n g with a t y p i c a l l y Dutch c a r g o - b o a t from the end of the 16th
century.
Figure
9.
Transportation
of the beurtschip
on the 3rd of June
1981
As the ship itself and the objects in it give an idea of Zuiderzee
shipping in the late 16th century, a plan was made to salvage the
wreck in spring 1981. The wreck was surrounded by an iron frame in
order to support the bottom and starboard side sufficiently to be able
to lift it from the excavation pit. On the 3rd of June 1981 a heavy
crane raised the iron frame and the vessel, weighing 50 tons together,
25
from the pit. After that, a low loader transported it to a shed
(fig. 9). The dimensions of the frame had been meticulously calculated
for the structure had to pass under several bridges in Lelystad and the
entrance to the shed offered only a few centimeters of extra space.
The ship has been surrounded by plastic foil and insulation material,
so that within the foil a high relative humidity can be created that
will be gradually lowered in the next years, causing the ship to slowly
dry up.
Plans are being developped to exhibit the vessel in the future centre
of Lelystad, not far from the site where it was found, as part of the
collection of the 'Museum voor Scheepsarcheologie' at Ketelhaven.
Mud-barges
A totally different chapter of maritime history was opened by the investigation of a simple flat-bottomed working-vessel, found in 1972
during the construction of Lelystad. At first sight, this vessel didn't
look very fascinating at all, with its flat bottom, clinker-built sides
and straight stem and stern (fig. 10). Already during the excavation,
Figure
10.
Mud-barge,
reconstruction.
the ship was thought not to belong to the Zuiderzee, having served for
the transportation of mud. Five years later, an identical vessel has
been investigated. It carried the inscription 16 x 64 on one of the
X
crossbeams, meaning the year of construction 1664 and the Amsterdam
Coat of Arms x.
x
28
Archival i n v e s t i g a t i o n revealed t h a t the c i t y ' s
J a n Lucasz. Root was o r d e r e d to b u i l d
a p p e a r s t h a t i n the second
ship-builder
100 mud-barges i n 1664. I t
h a l f of the
17th c e n t u r y Amsterdam was
i n c r e a s i n g l y confronted with t h e problem of the s i l t i n g of i t s
Five mudmills were o p e r a t e d to dredge
c a r r i e d off with
also
harbour.
the harbour and the mud was
100 mud-barges. U n t i l t h e middle of the 19th c e n t u r y ,
t h e s i l t i n g of the h a r b o u r has been e f f e c t i v e l y
fought t h i s way. Thus,
a s i m p l e - l o o k i n g v e s s e l had led to i n v e s t i g a t i o n i n t o a s u b j e c t
had r e c e i v e d very l i t t l e a t t e n t i o n so f a r .
In g e n e r a l ,
few p u b l i c a t i o n s about Dutch h a r b o u r s in t h e
that
t h e r e have been
17th c e n t u r y .
An armed cargo-vessel
One o f the most s u r p r i s i n g finds in the last y e a r s is a small armed
c a r g o - v e s s e l , w h o s e i n v e s t i g a t i o n isn't finished y e t . M a n y ships found
in the I j s s e l m e e r p o l d e r s carried a r m s , b u t a real w a r - s h i p h a s n e v e r
been found a l t h o u g h s e v e r a l s e a - b a t t l e s have taken place in the
Z u i d e r z e e , like the o n e in 1573 b e t w e e n Dutch a n d Spanish s h i p s . I n
the armed c a r g o - v e s s e l , three c a s t - i r o n g u n s , muskets a n d swords w e r e
f o u n d , and also a complete caboose fit f o r a large n u m b e r of p e o p l e .
Most artefacts and the w h o l e inside o f the v e s s e l a r e scorched a s if
the ship h a s b e e n o n f i r e ; the rear ship h a s been knocked o u t , m a y b e
as a result o f a g u n p o w d e r e x p l o s i o n .
A t d i f f e r e n t spots inside the s h i p , coins w e r e found w h i c h m a y give
a clue t o t h e date o f w r e c k a g e . I t ' s a n odd collection f r o m d i f f e r e n t
Dutch p r o v i c e s , a n d from F l a n d e r s , F r a n c e , S p a i n and T u n i s . T h e o l d e s t
coin dates from 1589, the n e w e s t from 1670. A c t s o f w a r in the p e r i o d
just a f t e r 1670 took place i n 1672, the D e s a s t r o u s Y e a r w h e n the
N e t h e r l a n d s w e r e a t w a r w i t h E n g l a n d , F r a n c e , M'unster a n d C o l o g n e .
Louis X I V conquered the province o f Utrecht a n d Bernard v a n G a l e n the
e a s t e r n p r o v i n c e s , s o that the land south and east of the Z u i d e r z e e
fell into the h a n d s o f the enemy. W e a r e very w e l l informed o n the
s e a - b a t t l e s a g a i n s t t h e combined E n g l i s h - F r e n c h f l e e t , that took p l a c e
in the same year 1672, b u t w h a t h a p p e n e d o n the Z u i d e r z e e h a s n o t y e t
b e e n able to stir the interest o f a n y h i s t o r i a n , w h i c h is n o t too
surprising.
27
We haven't been able yet to trace the facts on the wreckage of our
Flevoland vessel. Archival sources reveal that the 'Staten van Holland'
have equiped a number of 'tjalken' to guard the Zuiderzee. They were
armed with small guns from the magazines of the Admiralty of Amsterdam,
of the same calibre as the ones found in 'our' cargo-vessel (fig. 11).
1m
Figure
11.
Cast-iron
gun from the magazine of the Admiralty
of Amsterdam,
aboard an armed cargo, that was wrecked around 1673.
found
De Zeehond'
Only a short time ago, even medieval archaeology was looked upon as
something not to be taken seriously. Now, archaeologists whom I tell
that we are excavating a ship that sunk shortly before 1900, have the
same pitying kind of reaction. Yet, investigations of ships of this
tender age yield many data so far unknown and also prove how fast our
knowledge of wooden ship-building has disappeared in the last fifty
years. It may even have amusing aspects as witnesses the story of
'De Zeehond' .
28
In 1970 a ' t j a l k '
from Groningen was e x c a v a t e d , a r a t h e r b i g wooden
c a r g o - v e s s e l , 23 m long and 4 . 5 m wide, loaded with b r i c k s . Among t h e
hundreds of a r t e f a c t s found in the i n v e n t o r y , t h e r e are two small
wooden b o a r d s ; on one of them i s w r i t t e n :
on the o t h e r :
-W. VENEMA- 1878 -A. KOERTS.,
18 DE ZEEHOND 78. Except in the case of the Amsterdam
mud-barge, we never have been a b l e to t r a c e the y e a r of
construction,
the b u i l d e r or the owner of a s h i p . Knowing the y e a r of c o n s t r u c t i o n
(1878) and the name of t h e v e s s e l , we should be a b l e to g e t more i n formation about i t . But looking i n the a r c h i v e s for the names W. Venema
and A. Koerts d i d n ' t g e t us any
further.
Then somebody went on e x c u r s i o n in the p o l d e r with u s , and, t o l d about
t h i s s h i p he s a i d l o c o n i c a l l y : 'De Zeehond? - t h a t ' s the s h i p of my
w i f e ' s g r a n d f a t h e r ' . The family knew t h a t i t had been wrecked on the
Zuiderzee in 1886, and o f t e n wondered whether i t had been found y e t .
1979 a l l descendants of W. Venema have v i s i t e d the wreck, t h a t i s
l y i n g on the s i t e where i t was found ( f i g .
Figure
In
still
12). And t h a t ' s how we found
12.
Mrs. T. Venema examines
was owned by her father
objects
Willem
found in 'De Zeehond',
the ship
Venema and sunk in 1886.
that
29
out t h a t Willem Venema and Annegien Koerts were m a r r i e d in 1878 and t h a t
f a t h e r Koerts b u i l t the ' t j a l k '
daughter.
30
De Zeehond 1 as a w e d d i n g - g i f t
for h i s
5. Ship's inventory
Another cargo-boat, wrecked in 1889, is interesting because of its inventory. In many ships the inventory has been recovered, giving us an
idea of the ship's housekeeping in the period between 1300 and 1900.
In the oldest ships, only a small number (30-50) of artefacts is left,
among which usually some tools and cooking utensils. From the 17th century on, the number of objects in a ship's inventory increases, especially in the ships were the skipper and his family lived on board,
as was quite usual in small and middle-sized cargo-boats. The vessel
that sunk in 1889 counted about 800 objects. This enormous amount
makes it difficult to get a general idea. A classification according
to material - pottery, iron, copper, wood - as is often used in publications doesn't give a proper idea of the way artefacts have been used.
Therefore we'll try to classify them according to their function.
There are several reasons, why we've chosen this particular ship. First,
it's a cargo-vessel of modest dimensions, of which the accommodation
plan and the storage place of the artefacts are known; second, the
artefacts are recognizable because of their recentness, and third the
inventory looks rather complete for this type of vessel. An important
question is: what belongs to the ship and what to the inventory? The
formulation in an notarial act dealing with the selling of ships was
taken as an example; it mentioned a ship with 'staand en lopend want'
(standing and running rigging), followed by an enumeration of the
inventory. The inventories of Ijsselmeerpolders ships are divided into
the following categories:
- Equipment
- Navigation devices
- Armament
- Tools
- Administration
- Furniture
- Kitchen utensils
- Victuals
- Personal belongings.
31
The equipment includes the objects that belong directly to the ship to
make it ready to sail, such as ground-tackle and sails. Navigation
devices were not found on most of the ships that sailed the Zuiderzee,
merely a simple compass and pair of binoculars. Instruments like
octants and chart dividers were only found in some of the larger
vessels. Armament was frequently encountered in ships that sunk before
the 19th century. One of the finest weapons in the collection is a
'goedendag', a stick with an iron point found in a medieval cargo-boat.
Tools for repairing, caulking and sailmaking are needed - and found on every ship (fig. 13). Ship's papers have usually disappeared, but
another part of the administration, the ship's cash is sometimes still
there, althrough it may contain only the skipper's capital: coins
wrapped in an old piece of cloth.
The last categories of artefacts are responsible for the convenience
aboard. The living quarters occupy only a very modest space, so that
there is hardly any room for chairs etcetera. In most cases, however,
there is a fire place. In ships dating from the 17th century this is
a wooden case filled with sand and covered with tiles, on top of which
a peat-fire could be made. Figure 14 shows a 19th century cookingrange. All sorts of cooking utensils, found especially in recent ships,
and crockery, glassware and cutlery, go with it. Victuals, such as potatoes and salted meat, have been found but of course in most cases
they were gone and only the storagepots were left. On most cargoboats, the skipper and his family and a mate lived on board the ship.
Thus most of the objects we find belong to their personal equipment:
clothes, shoes, toiletries, spectacles, pipes and walking-sticks.
The division into categories gives a good opportunity to compare the
inventories of different ships dating from the same period or to study
the inventories of the same type of ships over a longer period. It will
take quite some time to work out the data because we are dealing with
thousands of artefacts from several hundreds of ships.
32
Figure 13.
Caulking implements found in a
19th century cargo vessel
33
Figure 14.
Cooking-range
cargo-vessel
34
in the living
quarter
of a 19th
century
6. Cargo
Besides the ships themselves and their inventories, also the cargo is
subject to investigation. Often, the hold turns out to be empty when
excavated, which doesn't necessarily mean that the ship was unloaded
when it sunk. We assume that part of the empty ships had been carrying
peat from the peat areas in the northeast of the Netherlands to Amsterdam and that the load has floated away after the wreckage. Other types
of cargo found, are bricks, shells, sandstone slabs, fish and town
refuse.
The afore-mentioned ship from 1889 carried a load of shells, mostly of
the species spisula subtruncata, that in those days were collected on
the North Sea beach near Zandvoort, west of Amsterdam. The shells were
transported to lime-kilns, many of them situated in Zwartsluis on the
northeast side of the Zuiderzee. Shells from the North Sea and peat
from the provinces of Overijssel, Friesland and Drente could be easily
conveyed to this place. It is known that at the end of the 19th century
the Zwartsluis lime-kilns mainly burned shells from Zandvoort, so that
it is not unlikely that our ship was wrecked during a trip between
these two places. This may not be a discovery of great importance, but
it
indicates a possible sailing route of the Zuiderzee and it tells us
something about a product that has now become disused.
The cargo of a ship that sunk around 1620 and was excavated in the
centre of Lelystad in 1980 may be more interesting. Besides, this is
not an ordinary cargo-vessel but a 'beurtschip', a vessel that has
a scheduled service between two places service transporting persons,
cargo and animals. The hold was empty but for some general articles:
wrapped up scythes, probably belonging to a group of mowers, three
brand-new cooking pots and a wooden case filled with several hundreds
of chicken-eggs packed in straw; the inside of the eggs has disappeared,
only the shells remain.
The most remarkable object is a wooden barrel with a removable lid.
It was filled to the brim with pewter objects, like wine-jugs, dishes,
salt-cellars, cups, candle-holders and plates. There's something wrong
with all of these objects: some are broken, etcetera. That's why we
35
think it's a collection of old pewter objects on its way to the
pewterer to be re-melted. Some of the objects are dated 1613 and 1614,
but the bulk dates from the 16th century, some objects even from the
15th century.
Figure
15.
Cooking utensils
36
on display
in the Ketelhaven Museum.
7. Ketelhaven museum
The results of our research are exhibited in the Ketelhaven Museum.
During the second World War, the idea was born to save the objects
found during ship excavations. They were first taken to Kampen and
later to a non-used church on Schokland, one of the former Zuiderzeeislands and now part of the Noordoostpolder. In 1971, an old granary,
situated in Ketelhaven in Flevoland, was turned into an exhibition
room for shipwrecks. The exhibition includes ship's inventories and
several wrecks, among which a 17th century cargo-vessel of 26 m in
length and 7 m in width, and a fragment of one of the Amsterdam mudbarges. The 'tjalk' 'De Zeehond' is still lying in the open field near
Lelystad, where it can be visited.
Furthermore, there are fragments of several mediaeval ships in the
collection, but they cannot be exhibited without preserving the wood
first.
So far, a fishing-boat does not form part of the collection
but it may be possible to salvage one of the 'waterschepen', that are
waiting for investigation, for this purpose.
Apart from Zuiderzee-shipwrecks, some vessels found in the river Rhine
area have been added to the collection of the Ketelhaven Museum.
In 19 72 and the following years, boat archaeology in the Netherlands
was given an impulse by the discovery of six vessels near the Roman
castellum 'Nigrum Pullum', along a former course of the Rhine: two
log-boats, a fish-tank and three flat-bottomed vessels. Along the
Rhine, in Utrecht and Arnhem, ships have been found from later times
as well. They too have been added to the collection of the Ketelhaven
Museum. In the future
we will be able, with the help of this ship-col-
lection, to give a general survey of the different aspects of shipping
on the Rhine and the Zuiderzee.
For information on the conservation of waterlogged wood, the reader
is referred to: J. de Jong, e.a. The conservation of shipwrecks at
the Museum for Maritime Archeology at Ketelhaven.
37
38
Summary
De 'Directie van de Wieringermeer', predecessor of the Ijsselmeerpolders
Development Authority, initiated the investigation into shipwrecks
during the reclamation of the Noordoostpolder, the second polder in
the former Zuiderzee. From 1942 until 1982, about 350 shipwrecks have
been found of which 140 have been systematically excavated. Another 100
have only been located and are waiting to be investigated or protected
against rotting.
The oldest find in the Ijsselmeerpolders - a cog - dates from the 13th
century. Ships from later times include fishing-boats, an armed
'tjalk', ordinary working vessels and many cargo-boats from the 19th
century. Some of these vessels are discussed in this publication,
together with methods for excavation and documentation of shipwrecks,
and the protection of shipwrecks in situ.
Besides attention is paid
to the equipment and inventory of the vessels that sailed the
Zuiderzee, and to the cargo they carried.
In 1971, an old granary in Ketelhaven was turned into an exhibition
room for shipwrecks. The vessels, equipment and inventories in the
Ketelhaven Museum give a general survey of different aspects of
shipping on the former Zuiderzee.
ADDRESS
Museum voor Scheepsarcheologie
Ijsselmeerpolders Development
Ketelhaven
Authority
Vossemeerdijk 21
Postbus 600
8251 PM Dronten
8200 AP Lelystad
The Netherlands
The Netherlands
38
PUBLICATIONS AVAILABLE AT THE MUSEUM DESK
Excavation reports with summary in English
1. Het wrak van een I6e eeuws vissersschip in Flevoland.
2- 4. Drie schepen uit de late middeleeuwen
5- 7. Drie middeleeuwse rivierschepen (in preparation)
8-11. Vier werkschuiten uit de 17e eeuw (in preparation)
J. de Jong e.a., The conservation of shipwrecks at the Museum for
Maritime Archaeology at Ketelhaven
R. Reinders,
Shipwrecks of the Zuiderzee.
ACKNOWLEDGEMENTS
Translation: Yolande Sanwel
Photographs: Ijsselmeerpolders Development Authority; J. Potuyt (Fig.
7, 9, 12, 14), L. van Dijk (fig. 5)
Drawings:
Kartografie W.A. (Fig. 1, 2, 3, 4 ) , K. Vlierman (Fig.
11, 13), G.A. de Weerdt (Fig. 8, 10), P.B. Zwiers (Fig.
6)
40
LIST OF FIGURES
Fig.
1. Shipping route from Amsterdam to the North Sea in the 17th
century.
Fig.
2. Polders in the former Zuiderzee.
Fig.
3. Sites where shipwrecks have been found.
Fig.
4. Deterioration and protection of a shipwreck.
Fig.
5. Excavation of a medieval cog in Zuidelijk Flevoland.
Fig.
6. 'Watership' from the 16th century, reconstruction.
Fig.
7. The 'bun' (fish-well) of a 'waterschip' after removal of the
deck covering it.
Fig.
8. Provisional reconstruction of the 'beurtschip', that sunk round
1620.
Fig.
9. Transportation of the 'beurtschip* on the 3rd of June, 1981.
Fig. 10. Mud-barge, reconstruction.
Fig. 11. Cast-iron gun from the magazines of the Admiralty of Amsterdam,
found aboard an armed cargo-vessel, that was wrecked around
1673.
Fig. 12. Mrs. T. Venema examines objects found in 'De Zeehond', the
ship that was owned by her father Willem Venema and sunk in
1886.
Fig. 13. Caulking implements found in a 19th century cargo-vessel.
Fig. 14. Cooking range in the living quarter of a 19th century cargovessel.
In de reeks Flevoberichten z i j n na 1974 verschenen:
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104. JONG, J . DE. Bulrush and reed ponds. Lelystad, 1975.
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