It was under these circumstances that a certain Meeuwis Meindertz Bakker, a native of Amsterdam, invented the “sea camels” in 1691, and by them vessels could be raised from 5 to 6 feet (VAN YK, p. 360.) These “camels” were straight up and down on one side, the other being fitted to the shape of the ship. Placed on each side of the vessel they inclosed it and formed a sort of floating dock.
Held between two camels which were securely fastened together, the ship was raised as they were emptied of the water which they contained.
These camels are very well shown in VAN YK’s work, folio 360, as well as in “Figures de navires et embarcations”, 1831, pl. 35, by P. LE COMTE.
Small boats towed the vessel thus raised across the Pampus. As to the depth of water which existed at this place, Le Comte says, p. 38, that, at high tide there were 10½ feet (2.97 ells of the Netherlands) on the Pampus or “Muiderzand” and 9 feet (2.55 ells) at low tide. It was only at extraordinary high tide that a depth of 13 feet (3.68 ells) was to be had.
Later, ships drawing 19 feet (5 m. 38) could be brought to Amsterdam by means of camels.
But the situation was no better at Rotterdam. Here, indeed, is what is related by the builder VAN YK, in his work of 1697, p. 14: “En waarlyk de wytheid der schepen is wel het voornaamste en beste middel om het ondiepgaan derselve te bevorderen, een saak die wy hier te Lande wegens de droogte of ondieptheid onzer zeegaten, ten hoogste dienen te betrachten; want (volgens ’t getuigenis van ervaarne en de diepte dezer zeegaten zeer wel bepeild hebbende loodsen) soo konnen met een gemeen geleide uit het Goereesche gat niet meer dan 20, uit Texel, omtrent ook soo veel en uit de Maas niet meer als 13 voeten diepgaande schepen worden uitgelootst. Waarom dan ook somtyds wel is komen te gebeuren, dat eenige, van ’s Lands oorlogs-schepen, soo nauw gemaakt en om zeilvoerens wil soo diep geballast zynde, met een dood getyde en Wind, tot Staats groot nadeel, niet konden ’t zee geraken, of daar al in synde, haar onderste geschut, omdat te naby ’t water lag, niet bruikbaar werd bevonden”[11]. And further on, at page 360, the same author says also: “Want soo heeft men al voor veele jaren, om onze groote en diepgaande schepen in zee te brengen, wegens de ondiepheid onzer rivieren en zeegaten, getragt, waar ’t mogelyk, door ledig vatwerk, so pypen, als voedervaten, op te ligten en te doen ryzen. Dog was dit werk, om het byeen schikken der vaten, een ellendige talmerij en veel arbeids onderworpen”.[12]
According to the Reports of Proceedings of the Batavian Association at Rotterdam, 1850, pp. 94 et seq., the Briel pass was practicable only for vessels drawing from 3 metres to 3 m. 50 and larger ships had to go by the “Goereesche Gat” to reach Rotterdam, using successively the “Hollandsche Diep” and the “Dortsche Kil”. There was at these places, even at high tide, only a depth sufficient for a maximum draught of 5 m. 70. (See Dr. BLINK, “Nederland en zijne Bewoners”, Vol. I, p. 447.) Navigation along this route, furthermore, was difficult on account of the narrowness of the channel. It was this condition which made necessary the digging of the canal by way of Voorne (1827-1829). But in spite of this new navigable highway, the maximum draught of water continued to depend, none the less, on the depths to be found, at ordinary high tide in the “Goereesche Gat” and the “Stellegat”. These depths were respectively 5 m. 70 and 5 m. 20 (W. F. LEEMANS: “De Nieuwe Waterweg”, etc. Gedenkboek K. Inst. Ing. p. 13 and p. 130.)
The situation became more critical for the Netherlands navy as ships abroad increased their size, and meanwhile, foreign activity was redoubled! England gave to her navy four-fifths of the revenues of the Crown in 1656-1657, two thirds in 1657-1658, and nearly three-fifths in 1658-1659. (HOLMES, p. 108.)