![]() This would create a large wet dock in the north of Amsterdam. On the south shore, a dyke would have to be made in the IJ from Het Blauwhoofd in the northwest of the city, to Zeeburg in the east. Blanken proposed a canal from Tolhuis, on the north shore of the IJ across Amsterdam, towards Nieuwediep. The government then decided to construct a canal from Amsterdam to Nieuwediep, and ordered Jan Blanken to make a design. The reasons supposedly to have been: The cost of digging through the dunes The cost of the stone dams that would have to stretch into the sea and the need to have a canal to the navy base at Willemsoord. Others have this as a fact, and that Inspector General Jan Blanken prevented this plan. At the time this would have been a very major technological challenge. It would have cut through the dunes, about where the North Sea Canal now is. Legend has it that King William I used a pencil to indicate that a canal should be dug from Amsterdam straight to the west. For 18 the author of the overview gives other numbers than Westrman gave in 1936. The figures do not show a clear effect of the first operational year of the canal in 1825. It shows that the first years after the regained independence probably gave rise to high expectations for the recovery of Amsterdam as a major harbor. The Canal through Voorne was a similar project for Rotterdam.Ī few years after the canal had been opened, an overview of the number of ships arriving in Amsterdam from 1817 to 1828 was published. The project to improve the connection of Amsterdam to the sea was one of the many projects the king started. The king centered part of his efforts on improving, extending and updating, roads and waterways in the Netherlands. Plans to (re)connect Amsterdam to the sea Incoming ships in Amsterdam 1816–1829 YearĪfter the Netherlands became independent again in 1813, King William I of the Netherlands attempted to revitalize the Dutch economy, which had been entirely ruined by the French period. Many heavy ships also wintered at Nieuwediep, especially the heavy East Indiaman of the Dutch East India Company. Ships could thus transload in port instead of at sea, thereby reducing cost, and increasing speed. Even though Nieuwediep did not have quays at first, but it did have pile moorings. From the start this was used by merchant ships. Therefore, a harbor for warships was constructed at Nieuwediep from 1781 to 1785. Warships were also bothered by the situation in the Zuiderzee. This incurred a huge problem for the competitiveness of the harbor of Amsterdam. These smaller vessels would then continue to Amsterdam and other cities, where most of the goods would again be transloaded. Sometimes this problem could be solved by using ship camels, but in general the solution was sought in transloading goods on smaller vessels while the sea-going ships anchored on the Rede van Texel. Amsterdam was especially challenged by the shallows near Pampus, which hindered the connection between the IJ and the rest of the Zuiderzee. Ships would sail from the Americas or East-Asia, and then be towed along the canal from Den Helder to Amsterdam.Ĭontext and Plans The Zuiderzee becomes less navigable ĭuring the 17th century the Zuiderzee became ever less navigable for sea-going ships of the cities on its shores. However, from its construction till about 1880 it had a totally different character, because it was a canal meant for ocean-going ships. As such it is one of the many canals in the Netherlands. It starts at Den Helder in the north, and then goes through Alkmaar and Purmerend, and ends opposite the IJ at Amsterdam. Nowadays, it is a canal that connects several cities in North Holland. 5.5 New lock at Nieuwediep and the 8-Ton Plan (1850–1858).5.1 The first works near Den Helder are opened.2.3 Plans to (re)connect Amsterdam to the sea.2.1 The Zuiderzee becomes less navigable.
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