Willemsoord, Den Helder

Not to be confused with Willemsoord, Steenwijkerland.

Willemsoord is a large former Naval base of the Royal Netherlands Navy in Den Helder. It is now a maritime museum, housing the Dutch Navy Museum and the Nationaal Reddingmuseum Dorus Rijkers. In 2009 the replica of the Dutch East India Company ship Prins Willem which was located in a dock (visitable by the public) burned down.

Nieuwediep harbor: Origin of the naval base

The Nieuwediep with the dams that made it a deep harbor, also note the Nieuwe Werk of 1792 on the right.

In the seventeenth and eighteenth century it became increasingly difficult for big ships to regularly sail to the Dutch cities on the Zuiderzee. Many ships therefore anchored in the Roadstead of Texel were a lot of Transloading was done by small ships that anchored safely in the Nieuwediep. The Nieuwediep was a stretch of deep water close to the coast near what would later become Den Helder, and was well protected by a shoal.

The importance of a protected base for the Dutch navy was stressed again by the Fourth Anglo-Dutch War. The Nieuwediep was an ideal location, but not deep enough for warships and East Indies ships because there was a bump in the mouth of the Nieuwediep. A plan to make a useful and safe harbor for warships in the Nieuwediep was made by: Captain W. May equipage master of the Amsterdam Admiralty; C. Brunings, inspector general of the rivers; Surveyor B. Goudriaan, L. de Berge and P. Haage. They specified that such a harbor: should be big enough to lay ships at a sufficient distance from each other, should keep the ships safe from weather and Ice shove, should be deep 20 feet deep at ebb at the entrance, and 24 feet at ebb at the mooring places. The Nieuwediep only lacked the required depth. On 6 and 27 August 1781 a Commission was then mandated and ordered to execute this plan.

On 5 September 1781 orders were given to create a stone dam east of the Nieuwdiep that would guide the ebb flow for 348,500 guilders. It was to be built in three parts (cf the map) The first part, the 'big stone and wood dam' (Groote Rijs en Steenen dam) was 475 meter long. The second part, a slate dam (Dutch: Lijdam) was 655 m long. The third part (Dutch: Keerdam) stretched east to catch the ebb flow and was 2260 m long. The second part was ready on schedule in June 1782. The delivery of the other parts was delayed by the difficulties in shipping the heavy stones required. In October 1782 the third part was finished, the first part following a few weeks later. Nevertheless, the first effects were shown when in August 1782 the bump in the mouth of the Nieuwediep was found to have been lowered by 1-1.5 feet. In October 1782 orders were then given to dredge out a way through the bump by December 1782. This became March 1783, but in April the depth had indeed reached 19 and more feet, and some armed warships had already anchored in the harbor.

In June 1783 33,000 guilders were spent for a dam (lijdam) of 500 m stretching SSW from the southern entrance of the Nieuwediep, creating a funnel together with part 3. To facilitate ships, 8,800 guilders were spent on 7 dolphins (cf map). 58,000 guilders was reserved for further dredging, that (after delays) would be executed in 1784.

Nieuwediep immediately became a harbor that was important for commerce. Traditionally many ships were reluctant to sail to the Zuiderzee in the winter, because ice would often block the harbors. Now they could sail to Nieuwediep, that was ice-free most of the winter. In the winter of 1783-1784 60-70 loaded ships wintered in Nieuwediep, safe from ice. It led to the creation of some more facilities for 30,000 guilders in 1784. A specific advantage was that ships from the south, loaded with perishable goods like fruits, could unload at Nieuwdiep. In the winter of 1784-1785 there were 150 ships at Nieuwediep, among them merchant men with a draft of 18–20 feet laying somewhat at the bottom of the harbor. The transloading business also changed. It became safer because it could now be done in port, but it also became cheaper, because it took less time.

For big warships the depth was still not enough. Therefore, in 1785 the third part of the eastern dam was prolonged by 750 m, and then by another piece of 376 m stretching to the south west. In 1785 the ships of the line wintered in Nieuwediep. Still, Nieuwediep was nothing more than a harbor. It lacked facilities like stores and repair shops, that would make it a real naval base.

Nieuwediep becomes a naval base

The Nieuwediep with the Battery and the Nieuwe Werk in 1810.

Batteries

In 1792 small field fortications were made on the north side of the Nieuwediep. By 1793 there was a battery called Princes of Orange. It had 28 24-pounders and was situated on the Kaaphoofd, west of Den Helder. Between Den Helder and the Nieuwediep at the mouth of the Nieuwediep, there was a battery of 11 24-pounders called Erfprinses (later called 'Unie'). In 1793 there were also the guardship Prinses Louisa of 54 guns, the hulk Hyena with 20 18-pounders, and some gunboats.

The Nieuwe Werk

Also in 1792 a repair facility was founded called 'Het Nieuwe Werk'. It was also called the 'Kielplaats' (Dutch for careening place). It had a lock. Ships could get in at high tide, and be pulled on their side at low tide and remain so till careening was finished. This was a very sensitive project. Careening was one thing, it was often done in all kinds of places. The logical follow up would be a repair shop with stores, something that the cities on the Zuiderzee (incl. Amsterdam) vehemently opposed. Of course they feared that one thing would lead to another, first a naval base with facilities, and then commerce itself flowing to Nieuwediep. After the Batavian Revolution the national interest somewhat prevailed over local interests. On 20 July 1795 the national committee for the navy ordered the construction of a house, three wooden storehouses, and a building suitable for a smithy. All were to be erected within the confines of the Nieuwe Werk. Note that particular interests still succeeded in limiting the buildings.

The Anglo-Russian invasion

In 1799 the Anglo-Russian invasion of Holland led to the capture of Nieuwediep and the Nieuwe Werk on 29 August after both had been evacuated. By then the English found 95 guns and many supplies in the Nieuwe Werk. They also captured many ships: the ships of the line: Verwachting (66), Broederschap (55) and Hector (44); the frigates: Helder (32), Jollock (24), Minerva (24), Venus (24), Alarm (24) and the two-decks East Indies ships: Duifje (12), Expeditie (16), Constitutie (12), Schoone Antoinette (12), Unie (12) and four single-deck ships, all of them without crew. Seeing the Orange flags in Nieuwediep probably had a big influence on the Vlieter incident of 30 August. A Dutch fleet of eight ships of the line and four frigates, now separated from its base, mutinied and surrendered without firing a shot.

Fortified base Nieuwediep

Den Helder gets fortified

The Dutch authorities now realized that a fleet could only be safe in Nieuwediep if it was also protected on the land side. Already in 1803 the old village of Den Helder was fortified. The tip of the Nieuwediep (including battery De Unie) was somewhat surrounded by walls, and field fortifications were erected to protect the other coastal batteries on the land side. The Nieuwe Werk also got some guns. This was not enough to protect the base against a serious attack, but funds were limited. The light fortifications did not protect against a siege, but they did protect against a raid. In 1807 king Louis Bonaparte visited the base and also saw the potential of the position. Meanwhile, operations continued in Nieuwediep. Warehouses were restored etc.

Napoleon visits Nieuwediep

In 1811 Napoleon Bonaparte visited Den Helder. He concurred with all previous authorities that Nieuwediep had great strategic potential as a base. The difference between him and previous authorities was that he could spend much more. He ordered Jan Blanken Jansz. to build the biggest naval base and maintenance shipyard of the Netherlands. This would later become Willemsoord. The total cost would be 6,000,000 francs for the fortifications, and the same cost for the base and part of the works in Hellevoetsluis. Fortifying the position was the easy part. In a few years a bunch of strong fortresses and fortifications was established centering on Den Helder.

While work on a new base at what would later become Willemsoord was started in 1811, daily operations continued at the Nieuwe Werk. Napoleon gave an impulse to the Nieuwe Werk when he decreed that all repairs that could be done at Lorient (a harbor that like Nieuwdiep had a strong current and no dock) should also be done in Nieuwediep. That is ships should not be sent to Medemblik for such repairs. In 1812 the ships of the line Zoutman and Prince were repaired in Nieuwediep while the crew was lodged on board the old East Indies ship Constitution.

Siege of Den Helder

In 1813 the fortifications of Den Helder were so powerful that the French were able to maintain themselves in Den Helder when the Dutch threw of the French yoke. It led to the Siege of Den Helder in November 1813. At the time the Dutch fleet in Den Helder, the so-called squadron of Texel consisted of; the ships of the line: Prince (80), Zoutman (80), De Ruyter (80), Evertsen (80) and Doggersbank; the frigates Meuse (44) and Ijssel (44) (both with French crews); the corvette Venus and the Brig Irene, as well as the French brig Iréne. In port and not ready were the ships of the line: Amsterdam (80), Brabant (76), Jean de Witt (68) and Rotterdam (68), and the frigates Aurora / Dageraad (32) and Maria Reijgersbergen (32). When the Bourbons were restored, the squadron of Texel came into Dutch hands again.

Continued operation of Nieuwediep till 1822

When the independence of the Netherlands was re-established the base of Nieuwediep continued as one of the national naval bases. This meant that the harbor and the 'Nieuwe Werk' continued in operation while the works on Willemsoord were in execution. During its heyday the Nieuwe Werk would employ up to 700 men. It would continue in operation till about 1822. Part of it is now Fortress Oostoever.

Rijkswerf Willemsoord

Willemsoord in full operation (1920-1940), the Nieuwediep is on the top right

The other part of Napoleon's orders encompassed the establishment of a much more serious naval base. Like Vlisssingen and Hellevoetsluis the new base would have a wet dock and a dry dock. It would be situated right on the exit of the Nieuwediep, and design was ready in 1811. After the Netherlands regained their independence construction continued, and the new base got the name Willemsoord. The base was generally known as 'Rijkswerf Willemsoord'. What set her apart from the other shipyards designated as 'Rijkswerf' was that she was primarily a maintenance and equipment shipyard. Ships that were built at the 'Rijkswerf Amsterdam' would receive their masts, rigging, provisions etc. etc. in Willemsoord. Only a few very minor ships would be built in Willemsoord.

In 1822 the first buildings were ready: Dry Dock I, Wet Dock, Sea Sluice, Pump House (with steam engine) and Werfkanaal (Yard Canal).

A second wave of construction took place between 1857 and 1866. It comprised the construction of Dry Dock II and a new Pump Building.

In the first half of the 20th century the Workbench building, the Kettle factory, the shipmakers workplace, the rigging and sailmakers workshop, magazins and other workshops were built.

Historic Docks and Buildings

The wet dock

The national yard, Dutch 'Rijkswerf' was constructed around a wet dock. The wet dock was dug out by hand from 1812 to 1823. The soil was used to elevate the surrounding grounds. In 1857 the north side of the wet dock was extended by another 30 meters. Nowadays the wet dock is 325 meters long and 135 m wide. Originally it was 8 m deep. The Sea Sluice connected the wet dock to the open sea. In 1972 it was replaced by a bigger sluice. Several notable buildings surround the wet dock. It connects to the two dry docks.

Dry Dock I

Floating door in Dry Dock I

Dry Dock I was designed by Jan Blanken. It's made of stone and was built from 1812 till 1822. It's near Steam Engine Building I, that was built to empty the dry dock. The dry dock was closed by a floating door that has since been replaced. On 13 July 1822 the ship of the line Willem I (formerly Couronne) of 74 guns was successfully placed in the dry dock. After the water was pumped out, the Willem I stood on the bottom of the dock with all its weight. Authorities were very pleased that they had now proven that the foundation could withstand the weight concentrated in the keel, and did not rift and become leaky because of pressures like had happened in France and in England in such situations. These early reports would later prove to be way too optimistic.

In reality Dry dock I faced many problems. Already in 1821 it was noted that lower terraces and foundations were getting pushed up. In 1826 a commission under J. Blanken started an investigation and advised to repair the dry dock for 59,297 guilders. In 1827 a contractor demanded 129,000 guilders to do the work, and so the repair was postponed. In 1829 a new estimate of 355,000 guilders was made. By 1830 the estimate had increased to 399,000. By 1834 the Dutch financial situation had become so desperate that nothing was done till 1853. In spite of leakages Dry Dock I continued in use till 1849.

During the discussions about the 1855 budget the Secretary for the Navy proposed to follow the advice of a new commission. This advice was to make a stop-gap repair for 6,000 guilders, and then to realize two dry-docks in Nieuwediep for about 1,000,000 guilders. In the budget for 1857 there was 25,000 guilders for making a dam and pumping the water out of the dry dock. During 1857 old masonry of the floor was broken out, and the foundations of the dry dock were investigated. In 1859-1860 a new (and therefore smaller) dry dock was built inside dry dock I. Dry Dock I currently measures 85 by 25 meters on ground level and is about 4 meters deep. The width of the dock decreases incrementally till reaching the bottom of the dock.

Dry Dock II

Dry Dock II, photograph in the direction of the floating door

The idea to create a new (and therefore) second dry dock in Willemsoord came about by the bad condition of Dry Dock I, and the fact that the dry docks in Hellevoetsluis and Vlissingen were too small for the new big ships. In April 1856 the minister for the navy Abraham Johannes de Smit van den Broecke proposed a budget law to raise the naval budget by 200,000 guilders in order to start the realization of dry dock II. This bill was defeated, because the house of representatives thought that a floating dock would be cheaper, nevertheless the minister stayed on by request of the king. De Smit van de Broecke's successor Johannes Servaas Lotsy had more political acumen and did succeed in acquiring the necessary funding. Dry Dock II, also known as the new dry dock, was built from 1857-1866. Just like Dry Dock I it was closed by a floating door, that has since been replaced.

Construction of Dry Dock II was troublesome. In August 1860 it unexpectedly filled with water, causing much damage to the masonry. Delivery was then delayed till July 1862. In September, only a few months later, disaster struck. The bottom of the dry dock was pushed up, and many rifts opened, flooding the dock. It took four years to strengthen the construction and to repair the damage. In 1866 Dry Dock II was finally ready. On 27 May 1867 HNLMS Adolf van Nassau (1861) entered Dry Dock II in Willemsoord with all her guns on board, proving that it could handle the heaviest Dutch ships.

In 1966 the floor of Dry Dock to was replaced by one made of reinforced concrete. The pumps of Dry Dock II were driven by steam engines, and were housed in 'Gebouw 56' (Building 56). Dry Dock II is 120 meters long by 25 meters wide. The depth of the dock is 8 meters.

Steam Engine Building

Stoommachinegebouw

The steam engine building (stoommachinegebouw) was built from 1813-1823. It was designed by Jan Blanken in neo-classical style. The building was to house a steam engine. Its steam would drive 9 cylindrical pumps to quickly empty dry dock I. A subterraneous sewer connected the building to the dry dock. In 1862 the building became superfluous because of the construction of a new steam engine building for dry dock II. The building was converted to store ironware, and wheat for the naval bakery on the upper levels. In 1889 the lower levels were also converted to wheat stores. It earned it the name 'graanpakhuis', meaning 'wheat storagehouse'. Before and during world war II the building was strengthened with reinforced concrete. In 1942 the roof was also replaced by one of reinforced concrete. In 2004 the building was restored and designated to house the Tourist Office.

References

• Staten van Holland en Westvriesland (1785), Resolutien van de Heeren Staten van Hollandt en Westvriesland, Volume 180, p. Resolutien van de Heeren Staten van Hollandt ende Westvrieslandt, Volume 180
• Herman, H. (1923), Geschiedenis onzer Zeemacht tijdens de Fransche Overheersching, p. Geschiedenis onzer Zeemacht
• Handelingen (1855), Handelingen van de Staten-Generaal 1854-1855, p. Handelingen van de Staten-Generaal 1854-1855
• Handelingen (1857), Handelingen van de Staten-Generaal 1856-1857, p. Handelingen van de Staten-Generaal 1856-1857

External links

• Nationaal Reddingmuseum Dorus Rijkers (in Dutch)
• Marinemuseum (in Dutch)
• Stichting Museumhaven Willemsoord (in Dutch)