Chapter VI: Fishing Vessels (3)

Finally, these must still be mentioned among the boats of our country the “’s Gravenmoersche Aak” which made its appearance at ’s Gravenmoer in the XIXth century and which came from the Upper Rhine to be used at the Biesbosch. Boats of this category were provided originally with “Klaphekken”, a special rudder which later has been sometimes done away with, either because it was too long or because it was not sufficiently strong, and which has been replaced by an ordinary rudder. They resemble the “Lahnaak” and are used especially for carrying hay. The coming of iron and steel will cause these boats, like so many others to disappear.

In order to avoid confusion, it is necessary to dwell upon the fact that some Dutch Akes have been provided later with false stems, which gives them the appearance of “Stevenschepen” but which, does not make them so.

THE MEUSE.

The long, narrow, light draught boats which frequent the Upper Meuse and its tributaries have an entirely different appearance from those which have just been considered. In the first place, their rudder differs entirely from that of the preceding types. It is true that the long rudder attached to the stock has been kept, but the piece of bent wood has given place to a curved balance beam in two parts of which the after ends are fastened to the after upper corner of the rudder, one on each side. The two parts of the balance beam are made fast near their middle and by means of a chain to the head of the stock of the rudder. The forward end of the balance beam is connected with the end of the tiller by a rope drawn up taut so as to make the whole very solid. The balance beam is composed of two twin pieces. The rudder stock comes up through the stern, but the latter, instead of rising gently and regularly aft, bends sharply inboard.

THE WHALEMAJOL.

Originally, the bow of the Meuse boats had another form; of late years, these craft have been made fuller, and their bow has been bent back to reduce the length of the boat and increase its capacity. The oldest type of this category is the _Whalemajol_ (or Mijole). Its bow and stern are pointed and its main frame is a trapezoid on which the three upper tiers of planking are clinker laid and the hull below is carvel built.

[Sidenote: III 108]

[Sidenote: III 111]

The _Herna_ is of the same size as the preceding, is wider at bow and stern, and ends with a horizontal timber. Its main frame, formerly trapezoidal, as in the preceding case, is now rectangular like that of the Rhenish “Sloffen”.

The _Spitsbek_ is a small “Herna” (old form) entirely covered over. It is made of all sizes and is called “Spitsbek” (pointed beak) on account of its slender shape.

The “Klaphekken” seems now to be preferred to the old rudder of the “Whalemajols” and it is gradually being adopted. A “Whalemajol with a klaphekken” is called a “Whalepont” or a “Maaspont”.

Boats of this kind are also found in the southern part of the Limbourg Meuse. Further down stream they are, however, the “Hedelsche Aken”, which come between the “Keen” and the “Majols”, which latter are the more numerous. These craft carry a “Klaphekken” and sometimes they also carry now an ordinary rudder.

FOOTNOTES:

[21] A part of the deck where people gathered to talk.

[22] The ship will be 56 feet long and its width at the lee boards
will be such that it can pass the lock of the _Leidschen Dam_,
which gives 11 feet and 1 inch as the maximum breadth.

[23] See the _Gedenkboek van het Koninklijk Instituut van
Ingenieurs_, p. 51, Van der Vegt, p. ___ _De Binnenscheepvaart
in Zuid-Holland_.

[24] The Holland States undertook, in 1885, the improvement of the
navigable highway between the Rhine and the Schie. Whereas, up
to 1648, the rivalry of the cities tolerated navigation above
the dam only, and later allowed at this point a lock only
3.80 m. wide and 2.20 m. depth of water, they caused this lock
to be built at the same place with a breadth of 7 metres which
is spanned by movable bridges.

[25] By act of May 22, 1628, it is ordered that there be paid to
Adam Clippens, Engineer, who built the mud mill, a sum of 100
florins for the bid which he presented.

FISHING BOATS

[Sidenote: III 112]

Man has been given to fishing from the most remote times, even though in primitive ways. Hence fishing boats will also be seen to have existed from the earliest times; furthermore, as man thinks of his own maintenance first before dreaming of trade, fishing boats are older than merchant ships and it is perfectly natural to conclude that the latter issue from the former. So, the “Koggenschip” (cog) is nothing but a transformation of what will be called later an “Egmonder Pink” or better, a “Pink” of large size.

As fish were taken at the beginning only for local needs, the fishing boats were small. Distant expeditions were not undertaken, the preservation of fish being unknown in those days. Some old writers even maintain that the herring fishery only appeared at Zierikzee in the XIIth century (in 1163 according to ~Witsen~, p. 431). Hence it may be said that the beginnings of our ocean fisheries date only from the century mentioned. No great revolution took place until 1384, when Willem Beukelsz of Biervliet invented the salting and barrelling of herrings. This invention caused such a stir that, a hundred years after the death of Willem Beukelszoon, the Emperor Charles V still visited his tomb at Biervliet (1556).

Distant voyages became possible from this moment because the herring could be preserved. The first great herring net was made at Hoorn in 1416, and smooth planking for the boats made its appearance at Zierikzee, the centre of the herring fishery. A relation certainly exists between these two events. The packing of herring gave fishing such a start that a new commerce was the result which, in its turn, brought forth more and more numerous demands requiring a perpected plant.

THE “EGMONDER PINK”.

[Sidenote: II 243]

[Sidenote: III 112]

The old clinker built “Egmonder Pink”, formerly the largest fishing boat (35 feet long, 12 feet wide and 3 feet deep) became too small, just as soon as herring nets, constantly increasing in size and weight, began to come into use.

THE BUIS (_Bush_).

[Sidenote: II 197]

[Sidenote: II 223]

[Sidenote: II 224]

[Sidenote: II 231]

[Sidenote: III 113]

A new boat became necessary. It was built larger and with a smooth hull, thus giving the “Buis” (bush), 52 feet long, 13 feet wide and 8 feet deep. This boat had a much greater tonnage than did the “Pink”. (~Witsen~, p. 167.)

[Sidenote: II 195]

[Sidenote: II 196]

[Sidenote: II 198]

At the end of the XVth century, there were already at Enkhuizen 400 to 500 “Haringbuizen”, and there were also 40 of the so called _Grootschippers_ (large fishing boats), which could carry from 20 to 120 lasts. (~Koenen~, p. 78.) In 1590, 350 “bushes” started for the herring fishery, and, at the beginning of the XVIIth century, 1609, 3000 Dutch bushes were fishing in the North Sea, whereas in 1601 their number did not exceed 1500. (_Groen van Prinsterer Handboek_, § 100, ~Koenen~, p. 156.) These 3000 boats, said ~Koenen~, have a total of 50,000 men in their crews, and this fleet requires in its turn 9000 larger boats and 150,000 men on land and at sea to pack and transport the fish. It is estimated that 20 “Haringbuizen” give employment to 8000 persons.

A fleet of 1500 bushes passed three times through the Texel passes at the beginning of the XVIIth century. Hence it is not astonishing that the departure of this fleet should produce a great impression. Even in our day, the well known “Buisjesdag” (day of the bushes) is still spoken of.

When, at the time of the second war with England, the herring fishery was stopped on the North Sea and the fishermen continued their work on the “Zuyderzee”, some of them still succeeded in taking, in a month, 800 last (1600 tonnes) of herrings valued at 15,620 florins. A large number of decrees appear in reference to fishing (1611, 1612, 1620 and 1629).

For example:

“Niemand vermag zijn roer onklaer houden zoodat daer netten aen zoude kunnen hechten.” (No one may so hold his rudder as to foul any nets.)

“Die niet en vischt vermag niet onder de visschers te drijven”. (He who is not fishing may not sail among the fishers.) While it is laid down, at the same time, that every one should place his name on his nets so that they can be recognized.

The size of the crew and the armament were also the object of regulation, which was all the more necessary in those times of war.

[Sidenote: II 196]

A “Noortsvaerder” of 70 to 80 lasts, and a “bush” of more than 24 lasts, ought to carry at least two “gotelingen” (small cannon). These guns are still to be seen in many old engravings. Nor was bravery lacking among the fishermen. M. ~De Jonge~ (Vol. I, p. 182) gives an example of this in relating the meeting of an English craft with fishermen from Vlieland between the Skagerrack and the Doggersbank:

Scarcely had they come near each other when the English began throwing stones, for lack of other weapons. The Dutch answered by throwing fire wood, but this innocent fighting became a bore to the Hollanders. “They grappled the enemy’s boat, jumped on board of it, carry their knives in their mouths and, headed by their valiant steersman, Jonge Kees, drove the English down into the hold, which they nailed up, and returned triumphantly with their little boat to Amsterdam where a gold medal was offered to the brave leader and where the crew received the captured boat and other rewards”.

Our fishing fleet went very much to pieces toward the end of the XVIIIth and the beginning of the XIXth centuries. Matters became still worse toward the middle of the latter. If in 1843 there were still 126 fishing boats in existence, this number fell to 93 in 1852. (~Koenen~, p. 156.) But a revival took place toward the end of the XIXth century and in 1905 there were again 724 vessels in our fleet. The upward start began in 1891, as shown in the table given further on. The great improvement in means of communication increased the demand for fish as a popular article of food, (See the Inaugural Address of Professor E. Vosnack at Delft; _Nieuwe Rotterdamsche Courant_. October 11, 1906, first sheet, A.) while more careful packing in ice now allows fish to be carried to much more distant points.

This is why the cod and haddock fisheries have been taken up here with renewed ardor (~A. Hoogendijk~, _de Grootvisscherij_, 1895, p. 47) and the trade has become more lucrative by combining it with the herring fishery.

The herring fishery requires rather a small boat, as the latter should not pull too hard on the nets. Winter fishing requires, on the other hand, a strong fast boat, as it has to be on duty in all weathers.

Hence it follows that, in order to combine both, a new type of boat, able to satisfy these discordant conditions, has become a necessity and the old types in use are doomed, naturally, to disappear. The faster the boat, the greater the number of trips and the fresher the fish brought back.

Countries which are rich in fish can be visited with fast vessels and it is not to be wondered at that steamboats should be put into use in our country, just as in England, after the “loggers” (luggers), “Kotters” (cutters) and “sloepen” (sloops) which had preceded them. The first steam fishing craft appeared in 1897, and since then the number of these vessels has steadily increased.

The English fishing fleet has now not less than 1600 steamboats for deep sea fishing.

+----------------------------------------------------------------+
|Composition of the Dutch fishing Fleet, exclusive of the Bommen,|
| from 1867 to 1905. |
+-----+-------+------+-----+-----+-------+-----+-----------------+
| | | | | |LOGGER | | |
| | | | | |CUTTERS| | |
|YEARS|HOWKERS|SLOOPS|STEAM|MOTOR| AND |TOTAL| REMARKS |
| | | |BOATS|BOATS|LOGGER-| | |
| | | | | |BOMMEN | | |
+-----+-------+------+-----+-----+-------+-----+-----------------+
| | /----v----\ | | | | | |
|1867 | 85 | - | - | 4 | 89 |The first French |
|1868 | 80 | - | - | 11 | 91 |lugger was put |
|1869 | 79 | - | - | 28 | 107 |into service in |
|1870 | 69 | - | - | 51 | 120 |1867. |
| | \----Λ----/ | | | | | |
|1871 | 45 | 13 | - | - | 64 | 122 | |
|1872 | 30 | 14 | - | - | 64 | 108 | |
|1873 | 23 | 11 | - | - | 68 | 102 | |
|1874 | 20 | 11 | - | - | 83 | 114 | |
|1875 | 14 | 11 | - | - | 90 | 115 | |
|1876 | 6 | 11 | - | - | 92 | 109 | |
|1877 | 8 | 11 | - | - | 94 | 113 | |
|1878 | 7 | 11 | - | - | 109 | 127 | |
|1879 | 4 | 10 | - | - | 114 | 128 | |
|1880 | 3 | 9 | - | - | 121 | 133 | |
|1881 | 2 | 9 | - | - | 127 | 138 | |
|1882 | 2 | 8 | - | - | 135 | 145 | |
|1883 | 2 | 8 | - | - | 144 | 154 | |
|1884 | 2 | 8 | - | - | 159 | 169 | |
|1885 | 2 | 8 | - | - | 174 | 184 | |
|1886 | 1 | 8 | - | - | 181 | 190 | |
|1887 | - | 7 | - | - | 189 | 196 | |
|1888 | - | 8 | - | - | 186 | 194 | |
|1889 | - | 8 | - | - | 186 | 194 | |
|1890 | - | 7 | - | - | 189 | 196 | |
|1891 | - | 7 | - | - | 199 | 206 | |
|1892 | - | 9 | - | - | 212 | 221 | |
|1893 | - | 11 | - | - | 213 | 224 | |
|1894 | - | 13 | - | - | 214 | 227 | |
|1895 | - | 17 | - | - | 216 | 233 | |
|1896 | - | 24 | - | - | 245 | 269 | |
|1897 | - | 30 | 1 | - | 252 | 283 |The first |
|1898 | - | 36 | 1 | - | 258 | 295 |steamboat was put|
|1899 | - | 40 | 2 | - | 269 | 311 |into service in |
|1900 | - | 46 | 3 | - | 275 | 324 |1897. |
|1901 | - | 47 | 7 | 1 | 300 | 355 | |
|1902 | - | 52 | 25 | 1 | 327 | 405 | |
|1903 | - | 58 | 44 | 1 | 410 | 513 | |
|1904 | - | 58 | 44 | 1 | 432 | 535 | |
|1905 | - | 48 | 38 | 1 | 425 | 512 | |

+--------------------------------------------------------------+
|Summary of the different types of boats in use for the herring|
| fishery from 1896 to 1905 |
+-----+-------+------+-----+-------+------+-----+--------------+
|YEARS|LUGGERS|STEAM-|MOTOR|LOGGER-|BOMMEN|TOTAL| REMARKS |
| |CUTTERS|BOATS |BOATS|BOMMEN | | | |
| |SLOOPS | | | | | | |
+-----+-------+------+-----+-------+------+-----+--------------+
|1896 | 269 | - | - | - | 324 | 593 |See report on |
|1897 | 282 | 1 | - | - | 325 | 608 |maritime |
|1898 | 294 | 1 | - | - | 320 | 615 |fisheries |
|1899 | 309 | 2 | - | - | 303 | 614 |1905 (p.149) |
|1900 | 320 | 3 | - | 1 | 289 | 613 | |
|1901 | 346 | 7 | 1 | 1 | 279 | 634 | |
|1902 | 377 | 25 | 1 | 2 | 271 | 676 | |
|1903 | 463 | 44 | 1 | 5 | 268 | 781 | |
|1904 | 484 | 44 | 1 | 6 | 239 | 774 | |
|1905 | 467 | 38 | 1 | 6 | 212 | 724 | |

Let the “Bush” be taken up again for a few moments before beginning on the description of the modern types of fishing boats.

The “Bush”, which appeared in the XVth century, remained the boat for the herring fishery until the middle of the XIXth century, when it disappeared entirely. If, in 1832, there were still 120 “Buizen” (78 at Vlaardingen, 18 at Maassluis, 1 at Delfshaven, 3 at Zwastewaal, 5 at Enkhuizen, 5 at De Rijp and 10 at Amsterdam, see ~Le Comte~, p. 46), they were, on the other hand, no longer mentioned in 1867, the year when the French lugger was brought into service. The bush was used exclusively in fishing for herring. When this latter failed, the vessels were stripped and laid up. Although their forms were full, they had a keel and sought safety in the different ports. These boats could not be grounded. Toward the last they were about 22 metres long, 6 metres wide and 3 metres deep. The dimensions of these boats had also increased gradually. (~Van Yk~ gives, p. 310, 7 Rhine feet as their depth.)

The “Bushes” carried originally three masts, of which two could be lowered and each of which carried a large sail. Later, at the end of the XVIIth century, the rig was changed and made like that of the “Howkers”. This change is shown on the old engravings. The “Bushes” carried a “statie”.

THE “KWEE” AND THE “HOEKERBUIS”.

The dimensions of the “bushes” must have increased most at the end of the XVIIIth or beginning of the XIXth century; the “statie” was then suppressed and the fish tank appeared. The boats supplied with this tank were called _Kwee_ according to ~Hoogendijk~ (p. 59). The “bush” proper which was used exclusively for the herring fishery, had no fish tank.

The “bush” which had a howker rig was also called a _Hoekerbuis_. What ~Hoogendijk~ tells about the origin of the _howker_, in his interesting book on the “Grootvisscherij”, does not seem to be wholly exact. According to him (p. 59) the “howker” is said to be descended from the “Hoekerbuis” by the suppression of the “statie”. But, according to ~Witsen~ and ~Van Yk~, the howkers have existed from the earliest times and, hence, long before the appearance of the “Hoekerbuis”.

The “howker” is met with as a contemporary of the “bush” from which it differs quite a good deal in shape; the placing of the “howker” rig on the “bush” proves that the former vessel was already in existence in the time of the latter.

THE “HOEKER” (HOWKER).

[Sidenote: II 228]

[Sidenote: II 229]

[Sidenote: II 234]

[Sidenote: III 114]

The “Hoeker” (howker) is a boat strongly rounded at the stern, showing a great deal of sheer and carrying a tank for fish. The name comes very probably from “hoek” an iron (hook) used in fishing for cod and haddock, but as the “bush” is spoken of before any mention is made of the “howker”, it must be concluded that the latter came later into use, that is to say, that cod fishing on a large scale was a much later occupation. The date of adoption of the fish tanks is not known. It is probable that this arrangement is very old, but it is possible that it was only applied much later to deep sea fishing.

THE “HARINGJAGER” AND THE “BUISCONVOYER”.

[Sidenote: II 222]

[Sidenote: II 232]

The “howker” was used not only as a fishing boat but also as a _Haringjager_ (herring hunter), a boat which is sent to get the first catch of the fleet.

The “howker” was also used as a _Buisconvoyer_ (convoy for bushes); it was then armed with several guns and intended to defend the “bushes” against the enemy. Various circumstances contributed to the complete disappearance of the “bushes” and the “howkers”; these are the more and more severe demands laid on this traffic, the combination of herring fishing with that for cod and haddock on one and the same boat, the use of cotton nets which are much lighter than the old ones so that casting the nets is less important on the boat itself. All these causes brought about the creation of boats with fine lines, so that there existed, in 1886, but one howker for 8 sloops and 181 luggers. The sloop and the lugger, which followed it came to us from France.

THE “SLOEP” (SLOOP).

[Sidenote: III 119]

The “sloop”, having at first one mast with a large boom sail and square stern (~Hoogendijk~, p. 61), was put into use at Middelharnis, Zwarte Waal and Pernis and hence is known generally as a _Pernissersloep_.

The heavy and unhandy rigging of the single mast was soon replaced by the “lugger” rig, while the square stern disappeared from among the more recent sloops, thus doing away with the principal difference between the two types of vessels.

The sloop has a fish tank and is used for carrying live fish, but it can also be employed for the herring fishery if it has a fore-mast which can be unshipped.

The new types of sloops were not favorably received by the public, says ~Hoogendijk~ (p. 55), especially in regard to the deep sea herring fishery. Their enormous tonnage gave rise to the fear that they would be too heavy for this kind of work. This loading capacity reached 40 lasts while the ordinary load for a herring boat was but 25 to 30 lasts, to say nothing of the many boats which carried scarcely more than 16 to 20 lasts.

This fear, however, was found to be groundless. The more slender shape of the boat gave less hold for the wind than did the old types and so made it superior for purposes of navigation. No one would think now of preferring the old “bushes” and “howkers” to the modern “lugger” and “sloop”.

THE LOGGER (LUGGER).

[Sidenote: II 269]

[Sidenote: II 270]

[Sidenote: III 118]

The “lugger” is also a boat of slender form and of French origin.

The construction of the boat, which has no fish tank, is made sufficiently clear by the drawings. The rigging includes two masts. The main-mast, at one-third of the length from the bow, can be lowered. The nets are cast from the bow and are taken in over the side.

THE “BOM”.

[Sidenote: II 270]

[Sidenote: II 271]

[Sidenote: III 115]

The vessels mentioned above are not, however, the only ones used for the herring fisheries. Another very remarkable type still in use is the “Bom”, a descendant of the “Egmonder Pink”. The “Bom”, built so that it can be allowed to ground, has, like the “Pink”, a very strong bottom and clinker built sides. Its length is double its beam. It carries two masts (a large and a small); the rig is fore and aft and long, narrow lee boards (about ⅓ as long as the vessel). The high tide lands the “Bommen” on the beach whence, after they had been raised by jacks and wooden rollers had been placed under them, horses drew them up on a wooden floor laid on the strand.

The creation of the “Bommenhaven” (harbor for “Bommen”) at Scheveningen makes grounding these craft unnecessary and, consequently, will cause them to disappear, because it is more advantageous to use “luggers”. There will be, therefore, no further reason for the existence of the “Bommen” and the port built for their use will cause their extinction.

This port has also led, already, to the construction of a few “Bommen” with keels, called _Loggerbommen_ or _Lelybommen_ which are intermediate between the “lugger” and the “Bom”. The first of these “Bommen” was launched in 1900, but it has not been imitated often as it is scarcely better than a “lugger”. It is clinker built and has the bow of the “Bom” with the stern of the “lugger”. The old and interesting “Bom” is no longer built; it will belong soon to history, like the “bush” and the “howker”, and with it will disappear the last vestige of the “cog”. Since 1896, the number of these vessels has been already reduced from 324 to 212.

+--------------------------------------------------------------------+
| Strength of the “Bomschuiten” Fleet, 1899 to 1905. |
+-------------------+------+------+------+------+------+------+------+
| | 1899 | 1900 | 1901 | 1902 | 1903 | 1904 | 1905 |
| | -- | -- | -- | -- | -- | -- | -- |
| Scheveningen | 217 | 205 | 194 | 189 | 183 | 158 | 140 |
| Katwijk | 67 | 68 | 69 | 71 | 74 | 70 | 66 |
| Noordwijk | 15 | 15 | 15 | 10 | 10 | 10 | 5 |
| Egmond | 3 | -- | -- | -- | -- | -- | -- |
| Haarlem (Ymuiden) | 1 | 1 | 1 | 1 | 1 | 1 | -- |
| Maassluis | -- | -- | -- | -- | -- | -- | -- |
| Report on ocean | | | | | | | |
| fishing, 1905 | 303 | 289 | 279 | 271 | 268 | 239 | 211 |
| (p. 149). | | | | | | | |

THE “GARNALENSCHUIT”.

[Sidenote: III 116]

[Sidenote: III 117]

The _Garnalenschuit_ (a boat used for shrimp fishing) resembles somewhat the original “Bom” and its resemblance to the old “Egmonder Pink” is most striking.

THE “SCHOLSCHUIT” OR “BAZAANSCHUIT” THE ZWARTEWAALSCHE GAFFELAAR.

[Sidenote: II 219]

[Sidenote: II 220]

There was met with formerly, alongside of the “bushes” and “howkers”, a fishing boat belonging to the “smack” group: the _Scholschuiten_ (boats used for the sole fishery) also called _Bazaanschuit_. At Zwartewaal, these vessels carried gaff sails (gaffeltuig) whence their name of _Zwarlewaalsche Gaffelaar_.

The Scholschuiten were shorter than the “howkers”; but fairly broad and with a strong frame. They resembled greatly the “Visscherssnikken” of Paessens and Wierum (not to be confused with the “Binnensnikken”) and the “Palingschuiten” of Heeg and Gastneer which used to carry eels to London.

The “Scholschuit”, met with at Pernis, Middelharnis and Zwartewaal, was replaced later by the “sloop”.

[Sidenote: II 202]

The whale fishery, formerly so flourishing, had disappeared completely in the XIXth century. There were 186 boats still following this industry in 1756; but this number had fallen to 66 in 1785, this change being brought about especially by the large premiums granted by England.

As this industry gradually died away in our country, it became more flourishing, on the contrary, in England. In this latter country, only 26 whaling vessels were to be found in 1750; this number increased to 152 in 1785. Premiums of 3000 to 8000 florins, given in that country according to the size of the vessels brought about the result of causing our whaling ships to disappear and only two vessels put out to sea in 1854. (~Koenen~, p. 164).

“Noortsvaerders” as well as the “Fluitschepen” already described, were used for this fishery.

The land of the “bushes” was at Vlaardingen and Enkhuizen; a few are found also at Maassluis and Delfshaven, that is: along the Meuse and in the North-West part of the Zuiderzee.

The country of the “Bom” was Scheveningen, Katwijk and Noordwijk, along the flat beach of the North Sea.

That of the “sloop” is Middelharnis, Zwartewaal and Pernis, while the “lugger” is met everywhere.

The old “howker” was found particularly at Maassluis and the “Loggerbom” or “Lelybom” at Scheveningen.

An erroneous idea of the Netherlands fishing fleet would be formed by supposing that only the 724 fishing vessels given in the above list belonged to it. Alongside of these boats, are still found many smaller boats used exclusively for this industry.

If a glance be cast over the Report on the Netherlands Ocean Fishery for 1905, it will be seen that, in this year (p. 342), the fleet contained in all 5334 vessels with a total tonnage of 234,766 tons and a total of 20,141 men in the crews. These figures for 1891 were, respectively: 4427, 164,357 and 15,482.

+------------------------------------------------------------+
|Situation of the Netherlands Fishing Fleet and of its Crews.|
+------+----------------------+----------------------+-------+
| YEAR | NUMBER OF VESSELS | TOTAL TONNAGE | CREWS |
| -- | -- | -- | -- |
| 1905 | 5334 | 234766 | 20141 |
| 1904 | 5781 | 215873 | 21228 |
| 1903 | 5922 | 218249 | 21467 |
| 1902 | 5938 | 215660 | 21225 |
| 1901 | 5851 | 199248 | 20164 |
| 1900 | 5719 | 195950 | 19498 |
| 1899 | 5661 | 191530 | 19232 |
| 1898 | 5385 | 186554 | 18709 |
| 1897 | 5318 | 184576 | 18387 |
| 1896 | 5211 | 181953 | 17895 |
| 1895 | 5189 | 179782 | 17643 |
| 1894 | 5151 | 176649 | 17286 |
| 1893 | 4902 | 172603 | 16700 |
| 1892 | 4647 | 167549 | 16142 |
| 1891 | 4427 | 164357 | 15482 |

The small fishing boats work on the North Sea, along the shores of Friesland and Groningen, on the maritime rivers of Zeeland and of the province of Holland as well as on the Zuiderzee.

All sorts of names of fishing boats are found among them, so that it is very difficult to determine from this point the places whence they come. Then too, these boats have become so numerous in our country during the last fifty years, that the presence of a given type at any place is no proof at all that it had its origin at that place. Thus, for example, “Schokkers” and “Botters” are now to be found on the Upper Meuse where not one of them was ever built. Just so soon as fishing becomes flourishing, there are brought into use all sorts of boats which were never intended originally for any such purpose. In order to form an exact idea of _fishing boats_ and their evolution, only such vessels as were built especially for this use should be considered.

As was said in the general classification, these boats can be divided into principal orders as follows: _a_) the group of the “Schokkers”; _b_) that of the “Botters”; _c_) bluff bowed boats (“Knots”, “Akes”, etc).

THE “SCHOKKER”.

[Sidenote: III 120]

This boat has a long, fine bow; the stern, on the other hand, is narrow. The hull above the bends falls in sharply. The stem is straight and very much inclined. At the square upper end of the stem is a sheave, one side of which rests on the stem and the other side on a bracket (the “snoes”) which is made firm to the stem. The boat carries a fish tank and has near the bow a cuddy which serves as a lodging. Although the “Schokkers” were originally open at the middle, some are to be found at the present time of larger size and closed. The “Schokker” has at the bow a small deck, called “kootje”.

The “Schokker” carries lee boards and a mast placed at four fifths of the length of the vessel, at the position of the main frame. It is 26.10 m. long, 4.48 m. beam and draws 0.98 m. It is fore and aft rigged (“bazaantuig”) with a short, curved boom and a large fore staysail which is attached to the side abaft the mast, consequently without any travelling bar. This latter is sometimes to be found, however, in these latter times. A jib may be set on the bowsprit. The hull was clinker built formerly, now it is frequently carvel built. It is a very old type of vessel, but the large models only date; however, from the XIXth century. Neither ~Witsen~ nor ~Van Yk~ speaks of them, although they were already in existence in their time, for drawings of them appear on the stretchers of the reformed church at Workum which dates from about 1600.

[Sidenote: II 203]

[Sidenote: III 125]

The “Schokker” comes originally from the Zuyderzee and especially from the shores of Overijssel (Vollenhoven), of Schokland (probably of Urk also) and of Enkhuizen.

According to common report, the island of Schokland is said to have obtained its name from that of the “Schokkers”.

Its straight, inclined stem separates this boat from the type of the other fishing vessels of the Zuyderzee, with the exception of the “Haringschuit”.

THE “HARINGSCHUIT”.

The _Haringschuit_ (boat used in the herring fishery) may be considered a large “Punter” or a small “Schokker” with less freeboard.

Hence there is no doubt that the old “Schokker”, the “Haringschuit” and the “Punter” belong to the same family. The “Schokker” is distinguished from the others by its higher and more bluff bow, given to it by reason of the more distant trips on the Zuyderzee and the North Sea for which it was intended.

THE “PUNTER” AND THE “GONDEL”.

[Sidenote: III 141]

The _Punter_ is met with in the North of Overijssel as an inland boat. When of large size, it is used as a fishing boat.

[Sidenote: II 183]

[Sidenote: II 185]

[Sidenote: III 137]

The “Haringschuit” is also met with along the shores of Gelderland, but on the coasts of North Holland is frequently found a small boat, the “Vischschuit van Aalsmeer” (fishing boat from Aalsmeer) which resembles the “Punter” and sails alongside of the _Snik_ or the _Gondel_ (the old cog) of more massive form, just as solid “Schokkers” are found elsewhere alongside of the “Punter”.

The “Gondel”, which carries a fish tank, is used however as an inland craft, on the lakes; it ventures very rarely out to sea. All the same, the stem which has a slight rake rises quite high.

[Sidenote: III 130]

The same characteristics appear in the “Wierschuitje” of Wieringen where the “Haringschuit” is also met with.

THE “HOOGAARS”.

[Sidenote: II 273]

[Sidenote: III 132]

[Sidenote: III 133]

[Sidenote: III 134]

The same type is seen in the old “Kinderdijksche Hoogaars” of South Holland, in the “Steegschuit” of the Biesbosch and in the “Steegschuit” and “Hoogaars” of Zeeland, while the “Hengst” and “Veerhengst”, met with in the same neighbourhoods, are also “Hoogaars” which have undergone slight changes. There is also the “Tholensche Schouw” which is just like the “Beyerlandsche Schuitje” used among the islands of South Holland. Both these latter vessels have a high, broad bow; they have no stem, the planking ending on the apron. Hence they are “Akes”.

[Sidenote: III 131]

The _Hoogaars_ has, therefore, a straight stem with a slight rake, which is much smaller than that of the “Schokker”. The sides which were formerly clinker built are now carvel built. The bow is rather finer than that of the “Schokker”, the stern is rather fuller. The bow is covered while the waist is open and there is a raised deckhouse astern. The “Hoogaarsen” carry a narrow rudder and a lee board on either side; they are fore and aft rigged and show a fore staysail and jib. This vessel is flat-bottomed, like the “schokkers” and other boats already mentioned, but it has no fish tank. The new “Hoogaarsen” of large size have a fuller stern, after the manner of the “Boeiers”, and this gave rise in the second half of the XIXth century to the “Hoogaars-Boeier” type. The tendency to make the stern fuller is found now in all fishing vessels and this is causing the characteristic differences between the various types to disappear.

[Sidenote: III 136]

The ordinary “Hoogaars” is 15 metres long and 4.50 m. beam.

The “Hoogaars” of Arnemuide is somewhat smaller, entirely open, has a small raised deckhouse in the stern and is rigged with spritsails.

THE “STEEKSCHUIT”.

The _Steekschuit_, constructed like a “Hoogaars”, is rather heavier in build and the bow falls in less. The sternpost is rounded at the upper end.

THE “HENGST”.

The “Hengst” differs very little from the “Hoogaars”. It is used a great deal on the “Hollandsche Diep” (Willemstad.)

[Sidenote: III 139]

All the types before described carry long narrow lee boards, with the exception of the “Tolensche Schouw” and the “Kinderijksche Hoogaars” of which the lee boards are wider. Fishing for oysters and mussels now employ a great many “Boeieraakjes”.

THE “BOTTER”.

[Sidenote: III 121]

[Sidenote: III 127]

[Sidenote: II 200]

[Sidenote: II 123]

Instead of types with a straight stem, there are types now to be found, to the West of the Zuiderzee and the island of Urk, which have a curved stem. They bear a large number of names by reason of slight differences among themselves, but they all belong to the same family, that of the _Botters_, of which the old “Tochtschuiten” and “Kubbooten” were the forerunners. Aside from the stem, every thing that has been said in regard to the “Schokkers” is applicable here. They are met with at Urk and along the North Holland shore of the Zuiderzee, South of Medemblik, as well as in the provinces of Utrecht and of Gelderland as far as Harderwijk. Their names vary.

[Sidenote: III 126]

[Sidenote: III 122]

The oldest form is the “Kubboot”, which is met with under the names of “Vollendammer Kwakken”, “Bonse”, “Plüte”, and at Maassluis under that of “Platje van Maassluis”.

THE “BLAZER”.

Since the end of the XIXth century, the “Botters” have been built bigger and more bluff, the result being the _Blazer_ type, of which the curved stem falls in less and of which the stern is fuller than that of the “Botter”. This kind of boat is used for fishing in the North Sea and is found all along our shores.

[Sidenote: III 124]

“Blazers” are now built with a “Boeier” stern, giving a mixed type: the _Blazerboeier_. This boat, by reason of its great stability, will soon take the place of the “Schokkers” and the “Botters”.

THE “LEMMERAAK”.

[Sidenote: III 128]

“Akes” are more and more used for fishing in the Zuyderzee. These vessels come from Friesland where they are called _Lemmeraak_ or “Lemmerjacht”.

[Sidenote: III 129]

They are passably short but robust and bluff, thoroughly suited for running in shallow water.

THE “BOLLE” AND THE “KNOTS”.

[Sidenote: III 129]

[Sidenote: III 135]

The preceding type of boat is found at Urk under the name of _Bolle van Urk_, or else of “Bolletje van Urk”. It is derived from the “smack” group. It is curious to note that boats of the same kind have long frequented the port of Antwerp under the name of _Knots van Antwerpen_. (“Knots of Antwerp”).

THE “JOL”

At Stavoren, there still exists the _Stavorensche Jol_ (Stavoren Yawl), a small, short, bluff boat with a keel; it is exceedingly steady on the water. It is also met with now at Enkhuizen and at Medenblik. It is a clinker built boat (sometimes carvel built at the present time) which is often compared to a “sabot” on account of its rounded forms. It carries a fish tank and, as it has a keel, the lee boards are lacking. It is spritsail rigged, and its tonnage is from 4 to 6 tons.

At the Helder, at Enkhuizen and at Medenblik a great deal of use is made of flats, of which the length may be as much as 10 metres. The stern has a sternframe; the quite long bow, on the contrary, rises high with a slight rake. The vessel is clinker built and carries two bilge keels and a bit of a false keel at the after end of the main keel. It gauges generally from 2 to 5 tons.

As a rule, the tonnage of the “Botters” and “Schokkers” varies from 20 to 30 tons. The smaller types met with at Huizen run from 16 to 20 tons, and at Harderwijck and Elburg, from 13 to 18 tons.

The variations between the fundamental groups may be attributed to the different ideas of builders, just as there are differences in the costumes of various countries.

But the difference between the types of a same group is, on the contrary, the result of the use made of the boat and hence of the fishing apparatus employed on board.

In order to make this more easily understood, it will be well to give a short description of the fishing apparatus used on the Zuiderzee, this description being taken from the report published by the _Zuiderzeevereeniging_ (1905, pp. 35 _et seq_), as well from the annual reports on deep sea fishing.

The fishing outfit can be divided into movable apparatus and fixed apparatus, the latter being the less important for our study.

Belonging to the former, there are:

_a_) The _Wonderkuil_ (_anglicé_: miraculous pocket) which, like the _Kwakkuil_ and the _Dwarskuil_, is composed of a net, in the shape of a pocket which has its mouth kept open by a square frame (made of four pieces of wood called “juffers-oorstokken”). The net is moved ahead while holding the frame vertical, all the apparatus touching the bottom. The fish enters at the mouth and is captured in a convergent bag. The movement through the water distends the net. The “Wonderkuil” is hung between two “Botters”, which go ahead at the greatest possible speed so as to entrap the quick swimming fish, such as the herring. The large “Botters”, being good sailers, are very well suited to this work.

The “Wonderkuil” scarcely touches the bottom on account of the great speed, but every fish which comes in front of the opening is taken, necessarily. The narrowing of the meshes, caused by the great speed, prevents any from escaping.

_b_) The _Kwakkuil_, used at Vollendam, is a small “Wonderkuil” drawn by one boat which is generally a “Vollendammer Kwak”. The pocket is then attached to two beams fastened together crosswise at the stern of the boat. As the speed is less than that attained with the “Wonderkuil”, the net drags along the bottom which enables eels, plaice and sole to be taken.

_c_) The _Dwarskuil_ (transverse pocket), smaller than the “Kwakkuil” but of the same shape, is fastened to the side of the boat by lines which lead to the bow and stern. In order to work it, the boat must move crossways and, naturally, its change of position is slow. The boat should not be flat bottomed, and while fishing is going on the lee boards should be raised.

The “Wonderkuil” is used in deep water and on hard sandy bottoms; in shoaler water and on soft bottoms the “Kwakkuil” is brought into play, and in the shallow waters of Utrecht and Gelderland it is the “Dwarskuilen” which is employed.

The many complaints about the destruction of fish by the “Wonderkuil” were not born of yesterday; for already, in 1559, an ordinance fixed the size of the meshes of the “Aetkens of Steerten” (of the tails of the nets).

There should certainly be mentioned as part of the movable outfit, the drag nets used for catching herring, anchovy, sole and smelt. They are used in all the large fishing ports of the Zuiderzee. These nets are dragged between any two boats whatever.

Along the Frisian coast, fishing is carried on mainly with fixed apparatus; this is particularly the case to the North of Makkum. This way of fishing requires only small boats (24 to 30 traps per boat). Eel and herring traps are used for this purpose. It is probable also that the old _Kubboot_ owes its name to a fishing instrument called “Kub”, a wicker basket shaped like a funnel, nearly closed at the lower end where, however, a small opening is left. Following this opening is a small silk net in which an opening allows the eels to pass which are piled up in the basket.

Fishing in the Zuiderzee is of a special sort because a large number of Zuiderzee fishermen frequent the North Sea while others devote themselves to fishing in the rivers; those who spend the entire year on the Zuiderzee itself, are the fewest in number. The first use large “Blazers”, “Schokkers” and “Botters”; the second take the “Gondels”, “Lemmeraken”, “Punters”, etc., and the last use “Kwakken”, “Kubbooten” and “Haringschuiten”.

Besides those just mentioned, there are a whole series of chance fishermen using all sorts of boats. Hence it is very difficult to give the exact number of boats in use for fishing and the figures in the above tables are only round totals in so far, at least, as they relate to the Zuiderzee.

THE “WATERSCHIP”.

[Sidenote: II 238]

The vessel called “Waterschip”, used for towing the _Zeekameelen_ (a sort of floating dock) through the Pampus, has long been known. The “Waterschip” was, at the beginning, a simple Marken “Botter”. As has been seen already, the “Zeekameelen” date from 1691. They were built later with a stronger stem and sternpost and with a deckhouse abaft the mast. These vessels become thus still more separated from the old “Botters”.

The towing of the ships of the East India Company, which belonged at first to two private societies (the Big and the Little Societies), was granted by contract, subsequently to 1741, to the more important society which gave to its “Waterscheepjes”, as a distinguishing mark, a plate of tin fastened to the stem. This measure did not suffice, however, to keep off the competitors. It was ordered, in 1783, that the Admiralty arms should be painted on the sails of the accepted vessels, just as letters are painted on the sails of fishing boats at the present time.

Under the French domination, when navigation was reduced to a forced suspension, the “Waterschepen” went so to pieces that, in 1824, of the 18 which were still in existence, 6 were broken up. The remainder were sold in 1827, after the opening of the North Holland Canal. (~Le Comte~, p. 38.)

These “Waterschepen” must not be confounded with those used for carrying sea water and of which a few engravings are reproduced in the collection. These boats, with scarcely an exception, belong to the group of “smacks”.

The number of the _Annales de Travaux Publics_ of Belgium for August 1901 contains a detailed study of the Inland Navigation floating stock circulating in Belgium. This study is the work of Mr. ~Dehem~, Principal Engineer of the Ponts et Chaussées. It contains a description of the types of boats in use on the French and Belgian canals. These types of boats, built especially for these canals, are of no historic value. As they are seen frequently, however, on the Zuid-Willemsvaart (the canal from Maastricht to Bois-le-Duc), a brief description of these boats, called “Ballanten” in Holland, will not be out of place.

They can be classified, as a rule, as follows[26]:

~A~) Baquets of Charleroi;
~B~) Walloon boats or “péniches”.

[Sidenote: II 257]

[Sidenote: II 265]

The boat of group ~A~, called “Bak” in Flemish, is a parallelopipedon in shape. Its average length is 19.50 m.; its breadth, 2.60 to 2.65 m.; it draws from 0.35 m. to 0.40 m. when light and 1.80 m. when fully laden. With the latter draught its tonnage oscillates between 67 and 71 tons. This type of boat was introduced particularly for navigation on the Charleroi canal, of which the old small locks have a neat length of 19 metres and a breadth of 2.70 m. The clear height of the permanent bridges on this navigable highway varies from 2.65 m. to 3 metres.

These boats cost from 4500 to 7500 francs.

The boat of group ~B~, called “Waal” in Flemish, is also a box having the shape of a parallelopipedon with a flat bottom and nearly plane sides. According to the differences in shape of the bow and stern, these boats are known by different names, such as: 1ᵒ Tournai boat; 2ᵒ chaland; 3ᵒ bélandre; 4ᵒ pointu.

It should be said, however, that the last two names should be assigned rather to old types and that the first two should be reserved for the large canal boats (_péniches_) generally built at present.

The Tournai boat has the forward and after faces rounded and a quite marked curve in the vertical plane, so that the boat shows a curved stem called the _nose_. The forward face carries a bend called the moustache and has on top a wooden rail to support the tow line which is made fast to the towing bitt back of the nose.

In the _chaland_, called also “Ballant”, the forward and after faces are nearly plane, the nose and moustache are slightly marked and the towing bitt is placed at the extreme forward end of the boat.

As a rule, these boats are not very strongly built and their planking suffers a good deal through the sharp curves at bow and stern. Their shape is so determined that they shall exactly fill the locks and that they shall then have a maximum loading capacity, although it is altogether incomprehensible that, just in order to get a few more tons on board, the whole question of facility of towing should be entirely neglected. What is gained then in one way is doubly lost in another in high charges for towing.

The only explanation which can be given for this manner of building is, that most boatmen have their own tow horses, for which a stable is placed at the centre of the boat, so that they do not notice the additional costs of towing which they have to pay.

The dimensions of Tournai boats and of the chalands are the same; their length varies from 37.50 m. to 39 metres, not counting the rudder, and their breadth goes from 5.00 m. to 5.05 m.; they draw empty, on an average, 0.28 m., and when loaded from 1.80 m. to 2.30 m., with a tonnage of 300 to 370 tons.

By comparing the _bélandres_ and _pointus_ with these boats, it can be seen that the latter can carry less than the former on account of their finer bow, whence their name of _Pointu_ or _Spits_.

The essential difference between the “bélandre”, called in Flemish _Bijlander_, and the “pointu” lies in this, that the bottom of the former connects with the forward face by means of a curved surface, whereas the bottom of the latter remains flat up to the nose. The two types differ little in other respects. They are rarely built now. It is true that new “pointus” are still met with, but they should be considered rather as bastard “péniches”. Here again is seen a fusion of different forms accompanying an increase in the size of the boats.

The “bélandres” are 28 to 34 metres long, 4.60 m. to 5 metres broad and draw 0.30 m. to 0.40 m. light and up to 2 metres loaded.

The “pointu” is 20 to 30 metres long and generally 3.50 m. broad (never reaching 5 metres); it draws light, on an average, 0.35 m., and 1.80 m. when loaded. Its tonnage is from 100 to 200 tons.

The largest _pointus_ measure 32 metres in length and 4.90 m. in breadth; they gauge at most 250 tons on a draught of 2.15 m.

Many of the types just mentioned are now often built of steel.

The “Prij” should also be mentioned in the chapter relating to these boats; it is a “spits” made in two distinct parts, each of which can be loaded separately.

FOOTNOTES:

[26] As the names of the boats which follow are almost strictly
local, no attempt has been made to translate them. _Péniche_,
however, is the general name in France and Belgium for the
standard canal boat of about 300 tons.

Shipbuilding in Europe developed around two centres which came into contact in the neighborhood of 1300. The fusion of the two zones took place only between 1450 and 1500.

The Northern centre, that of the Baltic Sea, which had its origin in Sweden and Norway, only reached its full expansion in the time of the Vikings. The types of boats of the various nations along the shores of the seas of the North of Europe show undeniable analogies both in form and in mode of construction.

Going further into the continent, the same striking analogies still appear, so that the likeness of forms is further strengthened along the East-West line.

Map No 1 herewith shows in green the sphere of the Northern centre; the probable direction of the movement of the rounded Frisian types being given by a full line, the direction of the finer types by a dotted line and that of the types of the Lower Rhine by a broken and dotted line.