Page 65 - Dutch Ships in Tropical Waters
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Although many discussions followed within the VOC about the optimal dimensions for the homeward-bounder, a length of around feet became standard. The maximum draught de- pended on the limitations dictated by the inlets of the various Dutch ports and was around feet; ships that exceeded that draught could only return to Zeeland or in an emergency to the Eems in Groningen, which did not have a VOC Chamber. The various successive VOC Charters also prescribed variations for in the depth of the hold (NA .., VOC , --; NA .., VOC , --). Vessels with a deeper hold had an extra deck (the so-called koebrug) which was structurally necessary to reinforce the vessel. The deeper hold and the extra deck increased the loading capacity of the vessel and also the accommodation area for soldiers. The Chamber of Zeeland occasionally had permission to build ships with a larger draught because it was the only one with a deep-water entrance to their port. These vessels could also have an extra length of feet. (Stapel , p. , ). Other experiments to enlarge the cargo capacity included building broader or longer but shallower ships, were not successful due to a reduction in seaworthiness (NA .., VOC , fol. ) . However, since it was not uncom- mon for differences to occur between the prescribed charters and the completed ship, it is diffi- cult to judge what the real dimensions of these ships were. An actual cargo carrying capacity of Indian lasts (approximately pounds) of pepper \[see Hollandia (ID:)\] was a normal figure. Use of the homeward-bounders in Asia With the growing volume of the retouren (the cargo brought from Asia to the Netherlands), more homeward-bounders were needed. The VOC addressed this issue by initiating a regular building program on its own wharfs in the Netherlands. However, problems with logistics and communication or sudden changes in trade patterns in Asia, often because of hostilities, caused intermittent shortages or oversupplies of homeward-bounders in Batavia (Coolhaas , p. ). There was also often a mismatch between the dates of arrival at Batavia and the pre- scribed period for the departure of the return journey of these ships. In these cases, the Gover- nor and his Council in Batavia could choose to use the homeward-bounders for voyages in Asia. Sometimes this was in preparation for the return trip by assigning these ships to take on board a part of the return cargo directly from the production areas. For example, a homeward- bounder could be sent to the south-east coast of Sumatra, where the most important bulk cargo pepper could be loaded (Heeres , p. ). After the conquest of Malacca in this port also served as a destination for these ships to load pepper (Van der Chijs , p. ). Home- ward bounders were sent to Taiwan as well, where sugar, used by the VOC as a profitable ballast-good, was available in large quantities (NA .., VOC , fol. ). Homeward-bounders were also used in Asia as heavily armed traders sent to Persia and India. From on, the VOC tried to organise an annual expedition to the Arabian Sea, the purpose of which was partly military, to conquer or destroy the large Portuguese ships sailing in this area, and partly commercial. Fleets of heavily armed large ships were required, and the retourschepen played an important role here. Once in the area, these vessels were also used to transport trade goods. The first of these annual expeditions was organised from the Nether- lands, and ships would sail directly to the Cape, then along Madagascar to the Arabian Sea. With additional trade in the area, the logistical problem of matching these expeditions with the shipping from Batavia increased and it was decided to sail to this region only from Batavia, with one or two loaded homeward-bounders sometimes returning directly from Persia or Sur- atte (in north western India) to the Netherlands. When a homeward-bounder was no longer considered seaworthy for the return journey or safe enough to carry the rich cargoes, its career was not over. These ships could still be used, often for many years, sailing with cheap bulk cargo on relatively gentle waters. The first desti- nation in this new role could be in the Bay of Bengal, but usually the easy route between Bata- via and Siam was used. Ships could be repaired in Siam, or even modified, for example by removing the heavy superstructures used to accommodate many VOC employees on their way from the Netherlands to Asia (Colenbrander , p. ). Rice and wood were cheap bulk Dutch Ships in Tropical Waters
