The Great Circle

Journal of the Australian Association for Maritime History

Volume 38 No. 1
2016
 The Great Circle
Journal of the Australian Association for Maritime History
Volume 38 No. 1
2016

Contents
Notes On Contributors. iv

Editorial vii

Articles
Wendy Van Duivenvoorde, Dutch Seaman Dirk Hartog (1583–1621)
and his Ship Eendracht 1

Nick Burningham, The Australische Compagnie

and the other Eendracht of 1616 32

Robert J. King, From Beach To Western Australia: 45

Csilla E. Ariese-Vandemeulebroucke, Australia’ s Earliest

European Graves 72

Adriaan De Jong, An Investigation into the Sloop

Built by the Zeewijk Castaways 1727-1728 96

R. (Bob) Sheppard, Towards Solving Australia’s Greatest

Remaining Maritime Mystery? 122

Select Readings 141

iii
The Great Circle Vol. 38, No. 1.
Endnotes
1 G.A. Wood. The Discovery of Australia. MacMillan and Company, London,
1922. Chapter XIV, pp. 220-253.
2 Major, R. H. 1859 Early Voyage to Terra Australis, Now Called Australia.
London: Hakluyt Society.
3 Heeres, J.E., 1899. The Part Borne by the Dutch in the Discovery of Australia
1606-1765. Luzac, London.
4 R.M. Crawford. Wood, George Arnold (1865-1928). Australian Dictionary of
Biography, Vol. 12. MUP, 1990.
5 The list does not contain technical works e.g. on VOC-related conservation,
anthropology, osteology, terrestrial archaeology etc, nor does it contain non-
iction, or well-known works by overseas scholars who did not reside here such
as Mike Dash and Gunter Schilder to name but two.
6 Dutch maritime studies are also an area very close to my own immigrant heart
having been contributor to Nonja Peters’ seminal tome The Dutch down Under,
1606-2006, as head of the archaeological investigation into the attack on lying
boats carrying many Dutch nationals at Broome, the Dutch submarines KVIII
and KXI, leeing Java in 1942 and in leading the Western Australian Museum’s
Zuytdorp studies both in water and in examining the possibility of their
interaction with our Indigenous inhabitants.
7 M. Tull, 2001, Obituary. Australian Economic History Review, Vol. 14, No 3
8 The inders were John Cowen; Jim, Alan and Graeme Henderson; and Alan
Robinson.
x 1
DUTCH SEAMAN DIRK HARTOG (1583–1621) AND HIS SHIP
EENDRACHT
Introduction
This year marks the quadricentenary of the irst conirmed European
arrival in Western Australia. On 25 October 1616, Dutch skipper
Dirk Hartog and his crew landed at the northern tip of the island now
named Dirk Hartog, in Shark Bay. Many have written about Hartog’s
‘accidental’ landfall and the inscribed pewter plate that he erected to mark
his landing.1 This seemingly mundane event on the Western Australian
coast earned Hartog a, then unforeseen, prominence in the legacy of
seafaring history and in the early European history of Australia. It
established him as a notable igure in the Age of Exploration. Today, the
historical events and the physical remains of Hartog’s landing in Western
Australia are irmly embedded within the context of European activity
in the Indian Ocean region and, more speciically, Dutch exploration
of the Australian coastline in the 17th century.2 This article sets out
to provide a critical assessment of the life and seafaring activities of
the irst known European to set foot on Western Australian soil; and
the history of Eendracht, the earliest known Dutch ship to explore the
Western Australian coast.
Dirk Hartog: his personal life
Baptism, marriage and death certiicates in Amsterdam’s city archive
provide contradictory information about the chronology of Dirk Hartog’s
life. The only baptism record with his name states that Dirk Hartog was
baptised in the Calvinist Oude Kerk (Old Church) of Amsterdam on
30 October 1580.3 Another record shows that Hartog was married to
Meijnsje Abels in the Old Church of Amsterdam on 5 February 1611.
The Great Circle Wendy Van Duivenvoorde Vol. 38, No. 1
Their marriage certiicate reads:
Dierik Hertoghzs varensgselle oud 28 Jarens wonende bij de
Nieuharlemmersluys geassisteert met Griet Jansdr zijn moeder
ter eenre Ende Meijnsgen Abelsdr oud 18 Jaren woonende op de
Lijnsbaensgraft geassisteert met Abel Albertsz haer Vader ter andere
zijde [See Figure 1].4
[Translated:] Dirk Hartog, skipper, 28 years of age, living at the
Nieuw Haarlemmersluis [a lock between the modern-day streets
Haarlemmerstraat and Nieuwendijk, Amsterdam], accompanied by
his mother Griet Jansdr on one side, and Meijnsgen Abelsdr, 18 years
of age, residing at the Lijnbaansgracht [Amsterdam], accompanied by
Abel Albertsz, her father, on the other side.
Figure 1 Dirk Hartog and Meijnsje Abels’s marriage certiicate, 5 February 1611.
Stadsarchief Amsterdam, Ondertrouwregisters 1565–1811, DTB 412, p. 476
(OTR00009000254).
If the marriage certiicate is correct and Hartog was, indeed, 28 years
of age in 1611, then he must have been born in 1583. In that case, the
baby baptised in 1580 was probably an older brother and namesake
who died in infancy—a frequent occurrence at the time. It is, however,
possible that he was the Dirk Hartog baptised in 1580, in which case he
would have been 30 years old when he wed.
2 3
The Great Circle Dutch Seaman Dirk Hartog (1583–1621) and his Ship Eendracht Vol. 38, No. 1.
Figure 2. City map of Amsterdam. The Smaksteeg, where Dirk Hartog and his siblings
grew up, is indicated with a yellow dot. The area of the Brouwersgracht where he lived
with Meijnsje is marked with a small rectangle. Amstelodami Celeberrimi Hollandiae
Emporii Delineatio Nova. Map: Joan Blaeu, 1649. Biblioteca Nacional de España.
Born into a family with strong ties to the shipping industry, Hartog
was the second son of skipper Hartog [Harich] Krijnen and Griet Jans.
The couple had at least four children who lived to adulthood; Hartog
had an older brother Willem (born c. 1575), an older sister Trijntje (born
c. 1578), and a younger sister Neeltje (baptised on 16 August 1584).
The family lived in the Smaksteeg in Amsterdam, an alleyway situated
between the modern-day streets [korte] Nieuwendijk and Kattengat.
Their home was about 100 m from the lock then known as the Nieuw
Haarlemmersluis (See Figure 2) and the Haringpakkerstoren (a tower
where herring were processed and packed) (See Figure 3). After the
death of his father, Hartog’s mother, Griet, managed to raise the children
on her own, teaching them basic skills such as arithmetic, reading and
writing.5
Hartog and his siblings grew up in close proximity to the Amsterdam
waterfront, oicially named IJ, where they would have observed port-
The Great Circle Wendy Van Duivenvoorde Vol. 38, No. 1 The Great Circle Dutch Seaman Dirk Hartog (1583–1621) and his Ship Eendracht Vol. 38, No. 1.

Figure 4. Maritime industry in full action near Hartog’s parental home showing the
smoking and packaging of herring. The Smaksteeg was in the suburb behind the facades
Figure 3. View of Amsterdam from the IJ waterfront dated between 1612 and 1652, in of houses in the illustration, now on the Prins Hendrikskade. Haringpakkerstoren,
the time Hartog was married to Meijnsje and an independent shipowner living at the Amsterdam. Illustrator: Anonymous, published by Claes Jansz. Visscher (II), 1608.
Brouwersgracht. The Nieuw Haarlemmersluis and Haringpakkerstoren are depicted Rijksmuseum collection, object no. RP-P-OB-77.521.
on the right side of the illustration. Illustrator: Anonymous (plaat III), published by
Claes Jansz. Visscher (II). Rijksmuseum collection, object no. RP-P-OB-2593C. sister; and 12 guilders each to his sisters, Trijntje and Neeltje. Meijnsje
‘willed’ all her linen and woollen clothes and gold and silver jewellery
related activities and seafaring culture on a daily basis (See Figures 3
to her two sisters, and 12 guilders each to her three brothers.8
and 4). As a young lad, Hartog followed in the footsteps of his father and
In their will, it speciically states that Hartog and Meijnsje lived on
became a seaman himself. His brother, Willem, took up the profession
the Brouwersgracht canal ‘near the second lock’, which would have
of a ship’s carpenter while both his sisters married sailors.6 After
been the large Brouwerssluis lock built in 1614 (See Figure 2).9 No
Hartog married Meijnsje, the couple moved to live in Amsterdam’s
longer existing today, it was situated in the Brouwersgracht before
Brouwersgracht.7
its junction with the Prinsengracht canal and was built to separate the
Hartog and Meijnsje did not have any children. No baptism or funeral
water levels of the suburb Jordaan and the Prinsengracht from other
records for any ofspring exist at the Amsterdam city archives. Being
canals. In new developments to expand the city, a temporary lock in
without children, they appointed each other as reciprocal legal heirs
the Brouwersgracht was constructed near the Nieuw Haarlemmersluis
in their will. The couple had ‘contemplated the certainty of death and
lock, i.e. at the oldest existing part of the Brouwersgracht. This lock
the uncertainty of the hour’ when Frederick van Banchem notarised
was there only from 1614 to 1620, which makes the Brouwerssluis in
their will on 28 December 1618—two months after his return from
that period the ‘second lock’ in the canal.10 Hartog and Meijnsje’s house
the Indies. They also bequeathed their personal possessions to their
would, thus, have been a short walking distance from his parental home
immediate family. Hartog bestowed all his linen and woollen clothes
(about 500 m away).
on his brother, Willem; he left 25 guilders to the child of his older
Hartog remained married to Meijnsje until his death ten years

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The Great Circle Wendy Van Duivenvoorde Vol. 38, No. 1
later. Hartog was buried on 11 October 1621 in the New Church of
Amsterdam11—at the time of death, he must have been between 38 and
41 years of age. It is not known how Hartog died and he simply may
have fallen ill on his last seafaring venture.12 Shortly after his return, he
passed away and was buried in the New Church of Amsterdam on 11
October 1621.13 His ship Gelukkige Leeuw was sold within two weeks
of his burial, on 23 October, to pay for an outstanding advance of 1,800
Florins.14
After Hartog’s passing, Meijnsje remarried on 25 March 1623 to
Jelis Claeszoon of Weesp, a seaman and skipper of an inland trading
vessel. With him, she had at least four children: Abel, Anna, Annetje
and Claes.15 Meijnsje lived to the age of 63 and she was buried on 18
September 1656 in the New Church of Amsterdam.16
Hartog: an extraordinary Dutch seaman
Early years of seafaring
Little is known of Hartog’s training to become an able seaman or
his formative years at sea. Before his marriage to Meijnsje, he spent
some years in Southeast Asia as a ‘stuurman’ (navigator) for the Dutch
East India Company, or VOC (Verenigde Oostindische Compagnie). A
notary document dated 8 September 1609 authenticates that he had just
returned from Bantam in north-west Java on the VOC ship Ter Veere.17 A
few weeks later, on 22 October, he made an oicial statement about the
drowning of an Andries Mertens in Ternate. At the time of the incident
Hartog served on the VOC ship Enkhuizen, which ran aground of the
Halmahera Island in the Moluccas on 1607.18 He travelled on Ter Veere
from Bantam to Wielingen between 16 November 1608 and 7 August
1609.19
By his late twenties, he had become an independent shipowner and
experienced skipper. In 1611 Hartog purchased the ship Dolijn of 120
lasten (240 tonnes) and began sailing for Wessel Schenck, a merchant
of Amsterdam. His irst voyage with Dolijn took him south to Dunkirk
to collect a cargo of 140 lasten (280 tonnes) of salt from Brouage. From
there he continued northwards into the Baltic to Danzig, after which he
sailed to Genoa, Italy. This charter paid him 11½ ducats of 11 Spanish
reals per ducat per last (2 tonnes) of cargo.20 In his contract with
Schenck, Hartog agreed to arm his ship with six iron cannon, four small
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The Great Circle Dutch Seaman Dirk Hartog (1583–1621) and his Ship Eendracht Vol. 38, No. 1.
swivel guns for stone shot, a shotgun, irelocks, spears, gunpowder,
lead, bullets and other suitable armament.21 In 1612, he also freighted
merchandise for Casper van Ceulen and Gijsberto Tholincx.22
Experienced in traversing European waters, Hartog was audacious
enough to take on challenging and risky voyages. His conidence and
ability as an expert seaman are evident from his long and treacherous
voyage to the harbour of Archangel in the White Sea (northern Russia).
Archangel was a destination only for able seamen willing and capable
enough to undertake the lengthy voyage around the northern Cape of
Scandinavia to a harbour that was ice-bound for all but a brief period
of time each year. Hartog certainly had what it took to engage in the
Dutch shipping and trade with Archangel. Here, the Dutch acquired
agrarian and forestry products such as masts and sawn timber, hemp,
potash, tar, moose skins, Russian leather and tallow; as well as fur from
sable, marten and polar fox.23 For Hartog’s trip to Archangel, his ship
Dolijn was itted with eight iron cannon and ive small swivel guns for
stone shot.24 He sailed with a cargo, valued at 2,660 Dutch guilders,
in the service of Adriaen Sybrecht Faes of Amsterdam and Margarieta
Valckenburch, widow of Marcus de Vogelaer.25 In Archangel, Hartog
loaded a cargo of wheat for his homebound voyage to the Netherlands
at the end of August. Upon his return he sold Dolijn to Jelmer Jebbes,
an Amsterdam merchant, on 7 November 1615.26
His next adventure: journey to the Indies in 1616
After selling Dolijn, Hartog entered the service of the VOC and set
sail as the skipper of the ship Eendracht on 23 January 1616.27 He had a
complement of 200 men aboard Eendracht and commenced the voyage
to Southeast Asia as part of a leet of ive ships in all.28 Eendracht sailed
out from Texel alongside VOC ships Bantam (800 tonnes, Enkhuizen
Chamber) and Trouw (500 tonnes, Amsterdam Chamber).29 Aboard
Trouw was the future Governor-General of the East Indies: senior
merchant Pieter de Carpentier. On 31 January, VOC ship Gouden
Leeuw (500 tonnes, Rotterdam Chamber) joined them and the next day
Westfriesland (800 tonnes, Hoorn Chamber) met the leet in the English
Channel. Both Gouden Leeuw and Westfriesland had departed from
Rotterdam’s Maas River on 21 January and 22 January, respectively.30
Four of the ships were new to the VOC’s leet and were sailing their
The Great Circle Wendy Van Duivenvoorde Vol. 38, No. 1 The Great Circle Dutch Seaman Dirk Hartog (1583–1621) and his Ship Eendracht Vol. 38, No. 1.

maiden voyage to Southeast Asia—Bantam had undertaken the journey Hartog’s venture ‘accidental’?
once before. The ships all took the so-called Brouwer Route, which
Hartog’s arrival in the waters of the Great South Land (or Terra
was soon to become the preferred route for all VOC ships sailing to
Australis Incognita) and his subsequent delayed appearance in Southeast
Southeast Asia.31
Asia is often referred to as ‘accidental’. The VOC certainly considered
The start of Hartog’s journey to the Indies was challenging as
it an unfortunate mishap, but whether it was by accident or by design is
Eendracht, Trouw and Bantam had become icebound while at anchor
a matter of contention.
at Texel, prior to their departure. Gilles Mibais and Joannes Steijns,
Navigation ability of the day combined with ignorance of the
Eendracht’s senior and junior merchant, respectively, inform us in a
Australian continent’s existence certainly support the argument for an
letter dated 3 February 1616 that 21 seamen and eight soldiers had
accidental landfall. From the Cape of Good Hope, Eendracht headed
deserted the icebound ship. Even the senior barber had taken of, which
south to between latitudes 35ºS and 45ºS, where it caught the strong
had caused much restlessness among the crew. To make amends, he was
westerly tail winds known as the Roaring Forties. This route, trialled by
replaced by a junior barber from one of the other ships. The merchants
other Dutch ships before Hartog, had been irst encountered by Hendrik
deliberated that their entire crew and complement of marines would
Brouwer ive years earlier. The so-called Brouwer Route was oicially
have deserted if Eendracht had remained icebound for a few days more.
endorsed in 1617, when the VOC made it the preferred itinerary for its
The ships came loose from the ice, however, and managed to sail away
East Indiamen.37
on 23 January.32
The VOC’s 1617 sailing instructions speciically state: ‘And all ships
The leet sailed south together, passing Madeira on 9 February, and
will, after having taken refreshments at the Cape de Bona Esperance or
arrived at Maio Island in the Cape Verde Archipelago on 21 March
Tafelbay, put their course east in the latitude 35, 36, 40 to 44 degrees
where the ships took on fresh water. By this time scurvy had broken
South, so that they will ind the best westerly winds, also because
out. The ships sighted the island of St Thomé (now São Tomé) on 20
these winds blow not always at the latitude of 35 or 36 but often more
May and arrived on 27 May at Cape Lopez in the Gulf of Guinea.33
southerly, they should be looked for there [Article 12]’. The instructions
Here, Gouden Leeuw and Westfriesland separated from the other ships.
continue: ‘Having found the westerly winds, the ships shall keep an
Eendracht continued to the island of Annaboa (modern-day Annobón),
easterly course at least for 1,000 miles before they move upwards or
where the crew took on fresh fruit, i.e. oranges and limes; Spanish wine;
make their course northerly [Article 13]’.38
and other provisions.34
With the Roaring Forties astern, VOC ships thus followed this nautical
Strong currents and lack of wind often delayed ships in the Gulf of
highway for approximately 1,000 miles before turning northward with
Guinea and it took the ships three months to sail from Cape Lopez to the
the Southeast Trade Winds, which carried them directly into the Strait
Cape of Good Hope. The heat, the poor living conditions aboard ship,
of Sunda. This route provided the shortest distance to the East Indies,
and the endless delays waiting for favourable sailing conditions resulted
expediting the sailing time by several months and allowing the ships to
in the death of six crew members. Eendracht and Trouw were the irst
circumvent Portuguese territory in Asia.39
ships of the leet to reach the Cape on 5 August 1616.35 Hartog and his
It is uncertain, however, whether Dutch navigators would have used
crew continued their journey with Eendracht on 27 August and they
the old German mile of 3,152 Amsterdam fathoms (c. 5,358 m) or the
were the last to arrive in the Indonesian Archipelago. De Carpentier and
new Snellius mile (c. 7,158 m).40 Ships sailing 1,000 miles in 35°S or
the crew on Trouw, for example, arrived at Bantam on 24 October 1616,
in 44°S would end up in considerably diferent longitudes, their exact
by which time Hartog and his men were only just about to encounter
distance depending on the mileage system used. Navigators were still
the western shores of the, until then hypothetical, Great South Land.36
unable to determine longitude, which could be problematic for ships

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The Great Circle Wendy Van Duivenvoorde Vol. 38, No. 1 The Great Circle Dutch Seaman Dirk Hartog (1583–1621) and his Ship Eendracht Vol. 38, No. 1.

following this route due to the earth’s diminishing curvature. In addition VAN AMSTERDAM DE 27 DITO
to the varying strength of the winds and inability to calculate longitude, TE SEIL GEGHN NA BANTVM
miscalculations often caused ships to miss the designated point to turn DE ONDERKOPMAN IAN STINS
north. Hartog could have simply passed the right longitude or he may DE OPPERSTIVIERMAN PIETR
have sailed too far south before running with the Roaring Forties, DOOKE VAN BILL
leading to Eendracht’s arrival on the shores of the Great South Land.
Hartog and his crew were the irst Dutch seamen to experience the On the 25th of October 1616, the ship Eendracht of Amsterdam
challenging sailing conditions along the South Land’s western coast; arrived here with senior merchant Gilles Mibais of Liege, skipper
where treacherous reefs, strong currents and shallow waters were at Dirck Hatichs of Amsterdam, the 27 [October], the ditto made sail for
times coupled with a rough and inaccessible shore. Together with Bantam, the junior merchant J[o]an[nes] S[te]i[j]ns, the irst steersman
Hartog’s Eendracht, all subsequent VOC ships that ended up in these Piet[e]r Dooke van Bill.
waters played a major role in Dutch reconnaissance of the Australian
coast—a development that led to the further European discovery and
exploration of this vast continent.
Dirk Hartog and his crew sailed into the waters of the unknown
continent’s western coast and arrived at Shark Bay on 25 October 1616.
Hartog briely explored Shark Bay with his senior merchant, Gilles
Mibais, but they both seemed indiferent to their inding of the South
Land. They anchored their ship at the northernmost point of the island,
which is now called Dirk Hartog Island.
Hartog Inscription Plate: maritime communication from afar
It was here, at the top of a barren, north-facing clif that they left
an inscription that is testimony to their presence on the island. Taking
a pewter dinner plate, they lattened its rim, inscribed it with details
related to their arrival and departure, and then nailed it to a wooden Figure 5. Hartog Inscription Plate, 1616. Photographer: Patrick Baker, Western
post atop the clif. The inscription is legible over the entire width of the Australian Museum, MUS 0567. Rijksmuseum collection, object no. NG-NM-825.
plate; however, the last three lines have all but eroded away (See Figure
5). It is possible that the names of Joannes Steijns and Pieter Dooke The plate that Hartog’s crew left behind provides tangible archaeological
were added to the inscription as they are inscribed much more lightly evidence of European arrival on the western coast of Australia. VOC
(Rijksmuseum collection, object no. NG-NM-825). It reads:41 ships were typically manned by a skipper and senior merchant—Hartog,
1616 as skipper, was responsible for all nautical aspects of the journey
DEN 25 OCTOBERIS (navigation, sailing, rigging and manning the crew); while Gilles was
HIER AENGECOMEN HET SCHI[P] accountable for the proitability of the voyage. The senior merchant,
DEENDRACHT VAN AMSTERDAM however, ultimately outranked the skipper in decision-making.42 Yet, in
DE OPPERKO[O]PMAN GILLIS MIBAIS this case it is the skipper who is credited with the discovery as the VOC
VAN LVICK SCHIPPER DIRCK HATICHS named the island after Hartog (See Figures 6 and 7).

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The Great Circle Wendy Van Duivenvoorde Vol. 38, No. 1
Figure 6. Coastal proile of the northern end of Dirk Hartog Island as observed
during Willem de Vlaming’s expedition. On the left, the location is marked where
the expedition members found the Hartog Inscription Plate (Een d’tinnen schootel
gevonden—found a pewter plate). Cartographer: Victor Victorsz, 1696. Maritime
Museum Rotterdam, object no. K268-5.
Figure 7. Detail of the South Land as discovered by Willem de Vlaming showing
the location of where his expedition found the Hartog Inscription Plate (N12, Hier
een tinne schootel gevonden—found a pewter plate here). Orientation: North is left.
Cartographer: Victor Victorsz, 1697. Nationaal Archief, 4, Vel 509.
12
The Great Circle Dutch Seaman Dirk Hartog (1583–1621) and his Ship Eendracht Vol. 38, No. 1.
While travelling across the world’s oceans, Dutch and other European
seafarers often left formal inscriptions to mark their presence on distant
While travelling across the world’s oceans, Dutch and other European
seafarers often left formal inscriptions to mark their presence on distant
shores, either in the form of landmarks to assert their nation’s claim
to the land or as postal stones to convey messages and intelligence to
other ships.43 The text on the pewter plate left on Dirk Hartog Island
by Eendracht’s crew did not make any claim to the discovered land. It
simply conirmed their arrival and departure on new land and served
as proof that they had visited Shark Bay. The text is similar to Dutch
inscriptions found elsewhere on postal stones, tablets and trees. Such
postal stones were basically messages on the rocks for crews of other
ships. They are visual reminders of the earliest Dutch voyages in the
Indian Ocean. In the absence of a suitable stone, Dutch seafarers would
nail wooden tablets on trees; inscribe directly into trees; or, as in this
simply conirmed their arrival and departure on new land and served
as proof that they had visited Shark Bay. The text is similar to Dutch
inscriptions found elsewhere on postal stones, tablets and trees. Such
postal stones were basically messages on the rocks for crews of other
ships. They are visual reminders of the earliest Dutch voyages in the
Indian Ocean. In the absence of a suitable stone, Dutch seafarers would
nail wooden tablets on trees; inscribe directly into trees; or, as in this
case, use a pewter dinner plate to leave a message. Such communications
provided a short account of the ship’s voyage in case its crew were
unable to return to civilisation and report on the journey themselves.44
Like Hartog, other Dutch seafarers are known to have left so-called
postal inscriptions along the Australian coast in the 17th century. For
example, the seamen on Jan Carstenszoon’s expedition of 1623 erected
a wooden tablet somewhere in the south-eastern corner of the Gulf of
Carpentaria.45 In January 1623, Carstenszoon set sail with the ships Pera
and Arnem from Ambon Island in the Moluccas to explore the South
Land.46 The ship’s journal provides the earliest European description of
any part of Australia. Carstenszoon reached a river on 24 April that he
named Staaten River, after the States-General of the United Provinces
of the Netherlands. In the ship’s journal, he states:
…since by resolution it has been determined to begin the return-voyage at this
point, we have, in default of stone caused a wooden tablet to be nailed to a tree,
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The Great Circle Wendy Van Duivenvoorde Vol. 38, No. 1
the said tablet having the following words carved into it: “Anno 1623 den 24n
April sijn hier aen gecomen twee jachten wegen de Hooge Mogende Heeren
Staten Gen.” [A.D. 1623, on the 24th of April, there arrived here two yachts
dispatched by their High Mightinesses the States-General].47
Some have suggested that the tablet was erected in the vicinity of
what is now known as the Gilbert River and not the present-day Staaten
River, which runs slightly to the north.48 The wooden inscription
by Carstenszoon’s crew no longer exists. Not only was it placed on
inhabited land, but the natural environment, especially the moist
climate and white ants, would have been detrimental to the preservation
of wooden artefacts. The message left behind by Hartog’s crew only
survived because it was inscribed on a material better able to withstand
the natural environment. Also, it was erected on an uninhabited island.
Thus, when Dutch seaman Willem de Vlaming and his crew found
the inscription plate on Dirk Hartog Island in 1697, it reinforced the
importance of Hartog’s discovery and irmly endorsed his legacy.
Delayed arrival in Bantam ‘accidentally on purpose’?
From Shark Bay, Eendracht continued its journey north under
instructions to navigate to Bantam—as known from the inscription
plate and archival documents detailing the journey. Hartog is reported to
have sailed Eendracht into the Flores Sea through ‘the narrows between
Bima and the land of Endea near Guno Api (Goenoeng Api) in the south
of Java (Sapi Straits)’.49 On sighting Eendracht in Indonesian waters,
VOC employee Laurens Reael states in a letter dated 7 November 1616
that the ship attempted but failed to navigate to Ambon; that it was
sailing ‘downwards’ and then drifted out of sight.50 Obviously Hartog
steered a diferent course, changing Eendracht’s destination. The other
ships that sailed in the same leet had all arrived at their intended
destination: Bantam.
Hartog and his crew inally arrived at Makassar on the Island of
Celebes (Sulawesi) on 14 December 1616. Unaware of the current
hostile status of Makassar, and the VOC’s decision to vacate this
trading post 18 months earlier, they witnessed 16 of Eendracht’s crew
being massacred by the local ruler.51 Two English ships assisted them
and provided provisions and protection, although a subsequent Dutch
inquest into the matter concluded that the English were actually to blame
for the casualties.52 The English escorted Eendracht from Makassar and
14
The Great Circle Dutch Seaman Dirk Hartog (1583–1621) and his Ship Eendracht Vol. 38, No. 1.
it eventually arrived at Ambon in the Moluccas six days later.53
The VOC Council of the Indies was underwhelmed, maybe even
disgruntled, with Hartog’s arrival in Celebes and, in particular, his
delay in getting there. Eendracht’s late arrival had serious inancial
implications for the availability and distribution of funding.54 On 22
August 1617, Governor-General Jan Pieterszoon Coen sent a letter
to the Netherlands from his seat in Bantam, in which he speciically
states: ‘…it is said that the skipper of Eendracht deliberately planned
it, and it did not happen accidentally’. 55 He elaborates that Eendracht
sailed some 800 to 1,000 miles from the Cape of Good Hope at 26º
60’ 28” where its crew encountered ‘many islands, but did not observe
the presence of people’.56 He simply refers to Hartog as ‘the skipper’
of Eendracht, which demonstrated Hartog’s mundane status within the
company.57
The fact that Hartog made the decision to sail to Ambon, not Bantam,
is curious in itself. Furthermore, the ‘gossip’ current in Bantam at
the time would suggest that Hartog’s encounter with the South Land
may have been anything but accidental. Here is a possible scenario to
consider.
In 1614 the Australische Compagnie, or Southern Company, was
established by Isaäc le Maire ostensibly to ind and trade with Terra
Australis. The true intent of the company, however, was to challenge
the 21-year trade monopoly granted to the VOC for the area east from
the Cape of Good Hope and west from the Strait of Magellan. Le Maire
and other Dutch merchants resented their commercial exclusion from
this expanse, which they deemed too large to be controlled by a single
company.
The only journey undertaken by the Australische Compagnie
commenced on 14 June 1615 when two ships set sail from Texel; one,
a ship also of the name Eendracht (360 tonnes); and the other, a yacht
called Hoorn (110 tonnes). The respective crews of the ships were
secretly instructed to ind the western route to Southeast Asia.58 The
journey was disastrous for the yacht Hoorn. On 19 December 1615,
when its crew was careening the vessel in Port Desire [modern-day
Puerto Deseado, Argentina], it caught ire. Eendracht, meanwhile,
successfully navigated Cape Horn and arrived in Indonesian waters
in 1616. Its crew anchored the ship in Ternate, the Moluccas, on 17
15
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September 1616—Hartog’s Eendracht would arrive in the western
waters of the South Land about ive weeks later.
The VOC, on 2 November 1616, coniscated Le Maire’s Eendracht,
having learned of the Australische Compagnie’s intent to trade in the
East Indies. The ship’s crew was given the choice of working for the
VOC or being sent back to the Netherlands, and the vessel was renamed
Zuider Eendracht.59 Back in the Netherlands, a lengthy legal dispute
ensued between the VOC and the Australische Compagnie, which
prevented the new company from lourishing and led to a great inancial
loss for Isaäc le Maire.60
The commander of the 1615 voyage made by the Australische
Compagnie was Jacob le Maire, son of Isaäc. Like Hartog, Jacob was
born in Amsterdam around 1585.61 The two boys would have known
each other growing up. Jacob himself became an experienced skipper
and had a true yearning for adventure and exploration. His father, Isaäc,
was one of a group of inluential and elite Amsterdam merchants (mostly
immigrated from Antwerp) who made their fortunes and invested
large sums of money in the Dutch trade with England, France, Spain,
Portugal, Russia (Archangel), the Mediterranean and Caribbean.62 This
group of wealthy merchants included those who chartered and inanced
Hartog as an independent shipowner and skipper. It is quite possible that
Hartog had undisclosed dealings with the Australische Compagnie with
the potential to cater to his own yearning for adventure and exploration.
This may have led to a deliberate attempt to explore the waters beyond
the end of the ‘nautical highway’, perhaps in search of the South Land,
and with the intention to meet up with the Australische Compagnie leet
in the Moluccas. The VOC’s Governor-General Jan Pieterszoon Coen
and the company’s oicials in Southeast Asia could obviously never
substantiate or conirm any of the gossip about Hartog’s intentions.
Ultimately, they could only conclude that his encounter with the Terra
Australis and his late arrival were ‘entirely accidental’.
Apart from his late arrival and the change of Eendracht’s inal
destination from Bantam to Ambon, it would have been hard to ind
fault with Hartog as he was an exemplary skipper. In the year that he
was active in the intra-Asiatic trade, he hauled large, diverse cargoes
around the region—his ship often dangerously overloaded—and his
administration was known to be in tip-top order.
16
The Great Circle Dutch Seaman Dirk Hartog (1583–1621) and his Ship Eendracht Vol. 38, No. 1.
Historic evidence of Hartog’s VOC service
The ship logs that would have detailed Eendracht’s voyage to
Southeast Asia and its intra-Asiatic movements are not in the archives
of the Dutch East India Company in the Netherlands National Archives,
nor are the ship’s crew manifests.63 They undoubtedly existed. Governor-
General Coen even commended the 1616 manifests of both Eendracht
and Westfriesland in his correspondence to the VOC Council. He
considered them in ‘perfect’ order.64
Eendracht’s journal, crew manifests and other notes certainly made
it back to the Netherlands. Skippers sailing for the VOC were required
to keep extensive journals and notes, which they handed over to the
authorities upon arrival. From these classiied records, employees of
the company’s special unit extracted useful data for charts and pilots.
Hartog’s ship journal and notes were used, for example, to create the
irst chart of the west coast of Australia—VOC cartographer Hessel
Gerritszoon worked on it over a 10-year time period from 1618 to 1628,
adding information as it was gathered from subsequent reconnaissance
voyages along the Australian coast.65 He detailed Hartog’s landing site
and coastal explorations on this chart, and he labelled that region of
the north-west coast ’t Land van d’Eendracht (The Land of Eendracht)
(See Figure 8).
Hartog’s three-day exploration of the west coast led to further
exploration of the west and south coasts of the South Land for the creation
of accurate nautical charts and instructions.66 The VOC dispatched
several expeditions to the region in the years after 1616. Navigational
Figure 8. The land of Eendracht, discovered anno 1616 (‘t Land van d’Eendracht,
ontdekt Ao 1616), detail of the chart of the Malay Archipelago and the Dutch
discoveries in Australia. Cartographer: Hessel Gerritsz, 1618–1628. National Library
of Australia, MAP RM 750 (http://nla.gov.au/nla.map-rm750).
17
The Great Circle Wendy Van Duivenvoorde Vol. 38, No. 1
knowledge of this perilous coast was of paramount interest to the VOC,
since so many of its ships would pass this vast continent when sailing
between the Cape of Good Hope and Southeast Asia. The company
ordered the commanders of these exploration leets to attempt contact
with the indigenous inhabitants of the South Land and to explore and
evaluate the resources of the region.
Historic information about the 1616 journey of Eendracht to Southeast
Asia mainly comes from four letters written variously by Dirk Hartog,
senior merchant Gilles Mibais, and/or the junior merchant, Joannes
Steijns (See Figure 9), and part of a ship’s log by Steijns detailing events
from 10 to 30 December 1616. These letters and the log were transcribed
Figure 9. Dirk Hartog’s signature on the last page of a letter written while en route
to the Dutch East Indies on 11 June 1616. NA, Verenigde Oostindische Compagnie,
reference code 1.04.02, item no. 1059, folio 329.
and published by Hermanus Hartogh Heys van Zouteveen in 1888 for
the Algemeen Nederlandsch Familieblad 67—they are all part of the
collection of the aforementioned Dutch East India Company archives.68
Also, Governor-General Coen’s correspondence and papers discuss and
detail Hartog’s arrival and subsequent movements in Southeast Asia.69
Hartog: the intra-Asiatic trade and his return home
18
The Great Circle Dutch Seaman Dirk Hartog (1583–1621) and his Ship Eendracht Vol. 38, No. 1.
Hartog’s active involvement in the intra-Asiatic trade has already
been mentioned. He stayed on as Eendracht’s skipper and sailed to
VOC trading posts in Jambi on the east coast of Sumatra; Patani in
modern-day Thailand; and Japara on the north-east coast of Java.70 On
these trips, Eendracht carried such diverse cargoes as money, cloth,
cloves, spelter (a mixture of lead and tin) and passengers. Documents
mention speciically that Eendracht transported two women from
Jambi to Ambon in April 1617; and a Portuguese prisoner in late 1617,
who managed to escape.71 The records also show that Eendracht was
dangerously overloaded on one voyage with a cargo of cloves from the
Moluccas and barely made it to Ambon.72 On another trading trip, in
September 1617, the ship arrived in Jambi with a cargo of cloves from
Ambon weighing 900 bhaar73 (about 222 tonnes).74
Eendracht inally arrived in Bantam in November 1617, and it was
from there that Hartog and his crew commenced their journey home
on 17 December. They arrived in Zeeland on 16 October 1618.75 In
another rare piece of documentary evidence of his life, upon returning to
Amsterdam Hartog signed an aidavit on 31 December 1618 to conirm
the paralysis of Claes Ellerts, quartermaster of VOC ship Dolijn, after
an accidental fall in ‘Kasteel Amboina’ in Ambon, the Moluccas.76 In
September 1619, he entered the service of Jacques Nicquet and Elias
Trip, for whom he set sail to the Adriatic Sea with his newly acquired
ship Gelukkige Leeuw. There he aided in the defence of the city of
Venice against Hapsburg, Spanish and Uscocs attacks.77 It was to be his
last adventure—he died in 1621.
Eendracht: the earliest Dutch vessel to encounter Terra
Australis’ western shores
When Hartog became the skipper of VOC ship Eendracht, the
700-tonne vessel was brand new. Constructed in the VOC’s Amsterdam
shipyard, it carried 32 cannon.78 Eendracht was the best sailing ship
in the leet departing from the Netherlands in January 1616. After its
historic voyage to the Indies with Hartog as skipper, Eendracht set sail
for the Indies once again, departing on 13 May 1619 and arriving in
Jakarta ten months later, on 22 March 1620. The ship stayed in Southeast
Asia and was wrecked on the west coast of Ambon on 13 May 1622.79
Eendracht belonged to the largest size class of all ships in the VOC’s
19
The Great Circle Wendy Van Duivenvoorde Vol. 38, No. 1 The Great Circle Dutch Seaman Dirk Hartog (1583–1621) and his Ship Eendracht Vol. 38, No. 1.

leet and was built according to the 1614 VOC construction charter.80 The
VOC shipyards could construct new ships to their own speciications,
but the overall size was restricted to maximum measurements provided
in the charter. Eendracht was then no larger than 150 Amsterdam feet
(42.5 m) in length, 33 feet (9.3 m) in beam and had a hold of 13 feet
(3.7 m) in depth. The ship had two decks with a depth of 5½ feet (1.6
m) between them, plus a quarterdeck 6 3/4 feet (1.9 m) above its upper
deck.81 There are no representations of the ship Eendracht in existence.
The other Eendracht: a warship sailing for the Australische
Compagnie
As already discussed, two Dutch ships named Eendracht sailed to
the southern hemisphere in 1616. The Australische Compagnie’s Figure 10. Ships at the IJsselmonde, Rotterdam. Painting: Aert Anthonisz, 1617.
Eendracht started its life as a warship built in Hoorn in 1601—it was a Rijksmuseum collection, object no. SK-A-1446.
true veteran of the Dutch naval leet and belonged to the Admiralty of The warship in the painting has 11 guns on the port side (seven on
the Noorderkwartier (West Friesland, i.e. the Dutch towns of Hoorn and lower and four on upper deck), which means it probably had a total of
Enkhuizen). In a letter written by Willem Schouten, who would become 22 cannon. Griioen carried 20 cannon during the Battle of Gibraltar
its skipper, and dated around the New Year of 1615, Schouten asked the in 1607; and when re-named Eendracht it was itted with a total of
Admiralty for the purchase of its warship Griioen.82 The Admiralty 31 in 1615.88 It is, thus, unlikely that the vessel painted in Anthonisz’s
was subsequently granted permission by the Dutch Government to work was Eendracht whether before or after its 1615 voyage. The only
sell the vessel. Renamed Eendracht, the 360-tonne ship measured 106 representations of this ship are illustrated in Schouten and Le Maire’s
Amsterdam feet (30 m) in length, 30½ feet (8.6 m) in breadth.83 For its published ship journals.
journey around the Cape Horn, it was outitted with 19 iron cannon, 12
swivel guns, muskets and ammunition for war. It also had a large sailing The name Dirk Hartog or, more correctly, Dijrck Hartoochz[s]
sloop, a rowed sloop, a boat and a small boat.84 The vessel was, thus, The scant evidence testifying to Hartog’s existence is derived from
signiicantly smaller than Hartog’s Eendracht. historic documents, an inscribed pewter plate, and charts and geographic
A 1617 painting by Aert Anthonisz, from the collection of the names that credit his arrival with Eendracht on the western shores of
Netherlands National Museum, shows ships at the IJsselmonde in
Rotterdam, including a warship wrongly identiied as Eendracht (See
Figure 10). It is described as: Eendracht in the year 1618 [a year after
Anthonisz painted it] upon return from Le Maire and Schouten’s voyage
to the Indies around the Cape Horn.85 The ship, however, never returned
to the Netherlands. After the VOC seized the vessel and renamed it
Zuider Eendracht, it remained in Southeast Asia and served in the
company’s intra-Asiatic trade until it capsized of Bantam in May 1620 Figure 11. Dirk Hartog’s signature from a freight contract for his ship Dolijn, 11
and was subsequently burned.86 The ship certainly identiies as a warship December 1612. Stadsarchief Amsterdam, Archief van de Notarissen ter Standplaats
Amsterdam, access no. 5075, inv. no. 8 (Jan Franssen Bruijningh), no. 130 (Minuutacten
as it carries lags associated with the Dutch States and States-General.87 en afschriften: Band 68: 4 December 1612–4 May 1613):6 (A20106000011).

20 21
The Great Circle Wendy Van Duivenvoorde Vol. 38, No. 1
Figure 12. Dirk Hartog’s signature from a freight contract for his ship Dolijn with
Wessel Schenck, 3 March 1612. Stadsarchief Amsterdam, Archief van de Notarissen
ter Standplaats Amsterdam, access no. 5075, inv. no. 8 (Jan Franssen Bruijningh), no.
127 (Minuutacten en afschriften: Band 65: 24 November 1611–18 August 1612):78–
78v (KLAB09549000084).
Figure 13. Dirk Hartog’s signature from a freight contract to Archangel for his ship
Dolijn with Marcus Vogelaer and Adriaen Sybrecht Faes, 15 May 1615. Stadsarchief
Amsterdam, Archief van de Notarissen ter Standplaats Amsterdam, access no. 5075,
inv. no. 8 (Jan Franssen Bruijningh), no. 140 (Minuutacten en afschriften: Band 78:
19 March–7 October 1613):78–79 (A29257000086).
Figure 14. Dirk Hartog’s signature from the aidavit conirming the paralysis of Claes
Ellerts, 31 December 1618. Stadsarchief Amsterdam, Archief van de Notarissen ter
Standplaats Amsterdam, access no. 5075, inv. no. 11 (Jacob Meerhout), no. 254
(Minuutacten en afschriften: Band 28: 9 November 1618–26 February 1619):488
(A29274000497).
22
The Great Circle Dutch Seaman Dirk Hartog (1583–1621) and his Ship Eendracht Vol. 38, No. 1.
Australia. Like Eendracht itself, no portraits of Dirk Hartog exist. The
only tangible evidence that remains today is his signature on oicial
documents. Hartog spelled his own name as Dijrck Hartoochz[s], as
seen on his marriage certiicate (See Figure 1), a letter in the National
Archives of the Netherlands (See Figure 9), freight contracts (See
Figures 11–13) and an aidavit (See Figure 14). His contemporaries
were less consistent—notaries, church oicials, civil servants and the
scribe of the pewter dinner plate spelled it in a variety of ways. They
wrote it as Dirck Hertochsen, Dierck Hartoghsz, Dirck Hatichs, Dirck
Hartoghsz, Dierick Hartogz, Dirck Hartogs, and Dirk Hartochsz. His
surname is the patronymic Hartoochz or Hartogsz (son of Hartooch
or Hartogs), pronounced as Hartogszoon (transl. Hartog’s son). Dirk’s
surname refers to the given name of his father and is, therefore, not a
proper family name. The spelling of Dirk Hartog’s name in this article
is, thus, incorrect and follows the most common form found in modern
scholarship and the gazetted geographical name of Dirk Hartog Island
in Western Australia.
Discussion and conclusion
Hartog’s life and career demonstrate that he was an expert seaman
who became an independent shipowner and captain in his late twenties,
and was conident enough to take on challenging seafaring ventures
in European waters as well as to Southeast Asia. His life as a seaman
took him from the remote port of Archangel in Russia to the heart of
the Mediterranean; and saw him sail the route to Southeast Asia, at
least twice, to engage in the intra-Asiatic trade. Even so, Hartog would
have remained an ordinary, unknown seafarer if he had not sailed into
Western Australian waters—herein, lies his true legacy that opened the
door for Dutch exploration and the mapping of the Western Australian
coast. The inscribed pewter plate and the 17th-century Dutch charts
securely place Hartog as a key igure in the history of exploration and a
notable seafarer in the Age of Exploration. This article has demonstrated
some of the additional primary sources known today providing snippets
of knowledge about Hartog’s personal and professional life, mainly
held in the VOC and Amsterdam city archives. He grew up and lived
in Europe’s most thriving city, Amsterdam, amidst all the activity and
developments that led to Dutch primacy in world trade in the late 16th
23
The Great Circle Wendy Van Duivenvoorde Vol. 38, No. 1
and early 17th centuries. Hartog was a witness and participant in all
of it. He knew Amsterdam’s immigrant elite and the most prominent
players in Dutch trading and seafaring activities; and was contracted
by them to haul freight to and from the most important regions for
Dutch trading activities. Like Hartog there were many more ordinary
citizens from this vibrant European town who had equally interesting
and adventurous lives but whose stories remain untold—their records
untouched or unnoticed in the Dutch archives. From the archival
records, Hartog seems to have been a proactive citizen and captain, who
knew well the constraints and workings of society. He kept his books
in perfect order; had his will notarised at a young age; and assisted his
fellow seafarers and their families after their deaths or in dealing with
long-life disability, by having their story drafted up in aidavits.
Hartog’s landfall in Western Australia brought him fame and
recognition as a seafarer. By marking precisely his point of landing
with an inscribed pewter plate, he created the irst identiiable location
in Australia. It became the irst recognised European cultural heritage
site in Australia. The inscribed memorial was left in accordance with a
long-standing, standardised maritime communication system used by
Dutch seafarers. As an expert seafarer, Hartog was undoubtedly aware
that Eendracht was the irst VOC ship to sail along the west coast of
Terra Australis. If, indeed, he set out purposely to sail and explore these
waters, causing his delayed arrival in Southeast Asia, his legacy would
be held even more extraordinary than a chance encounter with the
continent’s western coast. While no evidence has been found to support
either supposition, we cannot dismiss the possibility of his intent.
Wendy Van Duivenvoorde
Acknowledgements
The author would like to thank Susan Green at Chipped Quill
Publishing Services, René Janssen at the Netherlands National Archives,
Karin Maarseveen-Helderman of the Amsterdam Gemeente Archief,
Nonja Peters at Curtin University, Mark Polzer at the University of
Western Australia, and Peter Reynders at Australia on the Map for their
assistance with this research and for suggestions, comments and edits.
24
The Great Circle Dutch Seaman Dirk Hartog (1583–1621) and his Ship Eendracht Vol. 38, No. 1.
Endnotes
1 M. Gibbs and B. Duncan, ‘The Dirk Hartog Island post site: Early European
encounters with Australia and the establishment of a maritime cultural landscape’,
Tjop tjop! Vänbok till Christer Westerdahl med anledning av Hans70-Årsdag
den 13 November 2015, eds S. von Arbin, P. Nymoen, F.-A. Hedlund Stylegar,
M. Sylvester, A. Gutehall and P. Skanse, Båt dokgruppen, 2015:209–228; M.
Gibbs, Dirk Hartog’s Post: A Report on the Site of the 1616 Monument Site at
Cape Inscription, Dirk Hartog Island and An Analysis of Historical Evidence of
the Posts Erected There, Report, Department of Maritime Archaeology, Western
Australian Museum, Fremantle, 1996; A.J. Hoving, ‘Een etensbord als relikwie’,
Modellen vertellen: Bijzondere verhalen uit de Marinemodellenkamer van het
Rijksmuseum, Rijksmuseum, Amsterdam, 2013:22–25; E. Ketelaar, Exploration
of the Archived World: From De Vlamingh’s Plate to Digital Realities,
Archives and Manuscripts 36.2:13-33; G. Schilder, From Secret to Common
Knowledge: The Dutch Discoveries, Australian Academy of the Humanities,
Canberra, 1989 (71-84):73-74; G. Schilder, Australia Unveiled: The Share of
the Dutch Navigators in the Discovery of Australia, Theatrum Orbis Terrarum
Ltd, Amsterdam, 1976; M. Stanbury, ‘The Hartog, De Vlamingh and Hamlin
Plates Re-Visited: Early European Discovery and Exploration of Shark Bay’,
Report on the 2006 Western Australian Museum, Department of Maritime
Archaeology, Cape Inscription National Heritage Listing Archaeological
Survey, ed. J.N. Green, Western Australian Museum, Fremantle, 2006:79–104
(Report—Department of Maritime Archaeology, no. 223; Special Publication
no. 10, Australian National Centre of Excellence for Maritime Archaeology).
2 Gibbs, Dirk Hartog’s Post; Hoving, ‘Een etensbord als relikwie’:22–25; Stanbury,
‘The Hartog, De Vlamingh and Hamlin Plates Re-Visited:79–104.
3 Stadsarchief Amsterdam, Gemeente Amsterdam, Doopregisters voor 1811, https://
stadsarchief.amsterdam.nl/archieven/archiefbank/indexen/doopregisters/zoek/
index.nl.html, DTB 1, p. 166 (000000033085).
4 Stadsarchief Amsterdam, Ondertrouwregisters 1565–1811, DTB 412:476
(OTR00009000254).
5 Stadsarchief Amsterdam, Doopregisters voor 1811, DTB1:235 (000000033119);
C.H. Teutscher, ‘Dirk Hartoochsz, de ontdekker van West-Australië was een
Amsterdammer’, Uw Amsterdam: Jubileumboek ter gelegenheid van het 40-jarig
bestaan van de Nederlandse Genealogische Vereniging (afdeling Amsterdam en
omstreken), eds E.W.A. Elenbaas-Bunschoten, G. Staalenhoef, C.H. Teutscher,
and R.F. Vulsma, Nederlandse Genealogische Vereniging, Amsterdam, 1988
(pp. 214–24):220.
6 C. Halls, ‘West Coast Discoverer Dirck Hartochs,’ Port of Fremantle Quarterly,
Spring 1971 (pp. 21–5):21; Teutscher, ‘Dirck Hartoochsz, de ontdekker van
West-Australië was een Amsterdammer’:220.
7 Stadsarchief Amsterdam, Gemeente Amsterdam, Begraafregisters
voor 1811, https://stadsarchief.amsterdam.nl/archieven/archiefbank/
indexen/begraafregisters_voor_1811/zoek/index.nl.htm, DTB 1053: 347
(A04154000174).
8 Stadsarchief Amsterdam, Archief van de Notarissen ter Standplaats Amsterdam,
access no. 5075, inv. no. 13 (Frederick van Banchem), no. 281 (Minuutacten
25
The Great Circle Wendy Van Duivenvoorde Vol. 38, No. 1.
en afschriften: no. 21: 2 July 1618–31 December 1618):436 (A29276000443);
Teutscher, ‘Dirck Hartoochsz, de ontdekker van West-Australië was een
Amsterdammer’:221.
9 Stadsarchief Amsterdam, Archief van de Notarissen ter Standplaats Amsterdam,
access no. 5075, inv. no. 13 (Frederick van Banchem), no. 281 (Minuutacten
en afschriften: no. 21: 2 July 1618–31 December 1618):436 (A29276000443);
Teutscher, ‘Dirck Hartoochsz, de ontdekker van West-Australië was een
Amsterdammer’:221.
10 T. Bakker, Sluizen, keringen en duikers in Amsterdam: historisch overzicht
van sluizen, waterkeringen en duikers in Amsterdam tot de twintigste-eeuwse
annexaties, Theo Bakker’s Domein, Amsterdam, 2014 (http://www.theobakker.
net/, accessed on 25 April 2016, sluizen.pdf):33.
11 Stadsarchief Amsterdam, Begraafregisters voor 1811, DTB 1053:347
(A04154000174).
12 C. Halls, Research in Holland Undertaken for the Western Australian Museum,
Unpublished report, Welshpool, Western Australian Museum, no date, Dirk
Hartochs, 3 pp; Teutscher, ‘Dirck Hartoochsz, de ontdekker van West-Australië
was een Amsterdammer’:221.
13 Stadsarchief Amsterdam, Begraafregisters voor 1811, DTB 1053:347
(A04154000174).
14 Stadsarchief Amsterdam, Archief van de Notarissen ter Standplaats Amsterdam,
5075, inv. no. 13 (Frederick van Banchem), no. 287 (Minuutacten en afschriften:
no. 27: 1 July 1621–31 December 1621):294; Teutscher, ‘Dirck Hartoochsz, de
ontdekker van West-Australië was een Amsterdammer’:221–223.
15 The name Abel occurs three times in the Amsterdam baptism registers and Claes
twice, which may be multiple entries or perhaps indicating additional children
that died in infancy. Stadsarchief Amsterdam, Ondertrouwregisters 1565–1811,
DTB 427:456; Doopregisters voor 1811, DTB 6:72, 161, and 227; Doopregisters
voor 1811, DTB 40:298; Doopregisters voor 1811, DTB 41:70, 194, and 320.
16 Stadsarchief Amsterdam, Begraafregisters voor 1811, DTB 1055:88vo and p. 89.
17 Stadsarchief Amsterdam, Archief van de Notarissen ter Standplaats Amsterdam,
access no. 5075, inv. no. 8 (Jan Franssen Bruijningh), no. 196 (Minuutacten en
afschriften: no. 16. 29 June–29 September 1609):334 (A14966000354); voyage
no. 5082.1
18 J.R. Bruijn, F.S. Gaastra and I. Schöfer, Dutch-Asiatic Shipping in the 17th and
18th Centuries: Outward-bound Voyages from the Netherlands to Asia and the
Cape (1595–1794), Martinus Nijhof, The Hague, 1979 (Rijks geschiedkundige
publicatiën: Uitgegeven in opdracht van de minister van onderwijs en
wetenschappen onder toezicht van de Rijkscommissie voor Vaderlandse
Geschiedenis, grote serie, 166, vol. 2, http://www.historici.nl/Onderzoek/
Projecten/DAS):voyage no. 0086.1.
19 J.R. Bruijn, F.S. Gaastra and I. Schöfer, Dutch-Asiatic Shipping in the 17th
and 18th Centuries: Homeward-bound Voyages from Asia and the Cape to
the Netherlands (1597–1795), Martinus Nijhof, The Hague, 1979 (Rijks
geschiedkundige publicatiën: Uitgegeven in opdracht van de minister van
onderwijs en wetenschappen onder toezicht van de Rijkscommissie voor
Vaderlandse Geschiedenis, 167, vol. 3, http://www.historici.nl/Onderzoek/
26
The Great Circle Dutch Seaman Dirk Hartog (1583–1621) and his Ship Eendracht Vol. 38, No. 1.
Projecten/DAS):voyage no. 5082.1.
20 Stadsarchief Amsterdam, Archief van de Notarissen ter Standplaats Amsterdam,
access no. 5075, inv. no. 8 (Jan Franssen Bruijningh), no. 127 (Minuutacten
en afschriften: vol. 65: 11 November 1611–18 August 1612):78; Stadsarchief
Amsterdam, Archief van de Notarissen ter Standplaats Amsterdam, access
no. 5075, inv. no. 8 (Jan Franssen Bruijningh), no. 130 (Minuutacten en
afschriften: Band 68: 4 December 1612–4 May 1613):5–6 (A20106000010
and A20106000011); Teutscher, ‘Dirck Hartoochsz, de ontdekker van West-
Australië was een Amsterdammer’:221.
21 Stadsarchief Amsterdam, Archief van de Notarissen ter Standplaats Amsterdam,
access no. 5075, inv. no. 8 (Jan Franssen Bruijningh), no. 130 (Minuutacten
en afschriften: Band 68: 4 December 1612–4 May 1613):5–6 (A20106000010
and A20106000011); Teutscher, ‘Dirck Hartoochsz, de ontdekker van West-
Australië was een Amsterdammer’:221.
22 Stadsarchief Amsterdam, Archief van de Notarissen ter Standplaats Amsterdam,
access no. 5075, inv. no. 8 (Jan Franssen Bruijningh), no. 130 (Minuutacten en
afschriften: Band 68: 4 December 1612–4 May 1613):5–6 (A20106000010 and
A20106000011, 10 December 1612).
23 P. de Buck, S. Kerkvliet and M. van Tielhof, Amsterdamse notariële akten over
de Archangelvaart 1594–1724:Historic Introduction; J.I. Israel, Dutch Primacy
in World Trade 1585–1740, Clarendon Press, Oxford, 1989:45–47.
24 De Buck, Kerkvliet and Van Tielhof, Amsterdamse notariële akten over de
Archangelvaart 1594–1724:Dirck Hertochsen; Stadsarchief Amsterdam,
Archief van de Notarissen ter Standplaats Amsterdam, access no. 5075, inv. no.
8 (Jan Franssen Bruijningh), no. 140 (Minuutacten en afschriften: Band 78: 19
March–7 October 1613):78–79 (A29257000086).
25 De Buck, Kerkvliet and Van Tielhof, Amsterdamse notariële akten over de
Archangelvaart 1594–1724:Dirck Hertochsen; Stadsarchief Amsterdam,
Archief van de Notarissen ter Standplaats Amsterdam, access no. 5075, inv. no.
8 (Jan Franssen Bruijningh), no. 140 (Minuutacten en afschriften: Band 78: 19
March–7 October 1613):78–79 (A29257000086).
26 Stadsarchief Amsterdam, Gemeente Amsterdam, Archief van de Schepenen:
Register van schepenkennissen, access no. 5063, http://stadsarchief.amsterdam.
nl/archieven/archiefbank/inventaris/5063.nl.html, inv. no. 19 (1615–1616):14
(KLAB00890000018).
27 Bruijn, Gaastra and Schöfer, Dutch-Asiatic Shipping in the 17th and 18th
Centuries, vol. 2:voyage no. 201.1.
28 H. Hartogh Heys van Zouteveen, ‘Dirk Hartogh’, Algemeen Nederlandsch
Familieblad, 1888 (pp. 113–23):119; Teutscher, ‘Dirck Hartoochsz, de ontdekker
van West-Australië was een Amsterdammer’:217.
29 Bruijn, Gaastra and Schöfer, Dutch-Asiatic Shipping in the 17th and 18th
Centuries, vol. 2:voyage nos 200.1 and 202.1.
30 Bruijn, Gaastra and Schöfer, Dutch-Asiatic Shipping in the 17th and 18th
Centuries, vol. 2:voyage no. 198.1 and 199.1.
31 P.A. Leupe, De reizen der Nederlanders naar het Zuidland of Nieuw-Holland in
de 17e en 18e eeuw, Etablissement voor de Zeevaart, Amsterdam, 1868:14.
32 Hartogh Heys van Zouteveen, ‘Dirk Hartog’:115.
27
The Great Circle Wendy Van Duivenvoorde Vol. 38, No. 1.
33 Hartogh Heys van Zouteveen, ‘Dirk Hartog’:114.
34 Hartogh Heys van Zouteveen, ‘Dirk Hartog’:116–117.
35 Bruijn, Gaastra and Schöfer, Dutch-Asiatic Shipping in the 17th and 18th
Centuries, vol. 2:voyage nos 198.1–202.1.
36 Bruijn, Gaastra and Schöfer, Dutch-Asiatic Shipping in the 17th and 18th
Centuries, vol. 2:voyage nos 200.1–201.1
37 Bruijn, Gaastra and Schöfer, Dutch-Asiatic Shipping in the 17th and 18th
Centuries, vol. 2:voyage nos 143.3 and 144.2; J.P. Sigmond and L.H. Zuiderbaan,
Dutch Discoveries of Australia: Early Voyages and Shipwrecks of the West
Coast, Batavian Lion, Amsterdam, 1995:32.
38 Sigmond and Zuiderbaan, Dutch Discoveries of Australia:33; J.N. Green,
Australia’s Oldest Wreck: The Historical Background and Archaeological
Analysis of the Wreck of the English East India Company’s ship Trial, lost of
the coast of Western Australia in 1622, British Archaeological Reports, Oxford,
1977:4.
39 Sigmond and Zuiderbaan, Dutch Discoveries of Australia:31–35.
40 Schilder, Australia Unveiled:60; see also M. Kooijmans and J. Schooneveld-
Oosterling, VOC Glossarium: Verklaringen van termen, verzameld uit de Rijks
Geschiedkundige Publikatiën, die betrekking hebben op de Verenigde Oost-
Indische Compagnie, Instituut voor Nederlandse Geschiedenis, The Hague,
2000 (http://www.historici.nl/Onderzoek/Projecten/VocGlossarium):mijl.
41 Hoving, ‘Een etensbord als relikwie’.
42 Hoving, ‘Een etensbord als relikwie’:24.
43 W. van Duivenvoorde, M. Polzer and P. Downes, Hoaxes and Folklore:
Inscriptions Associated with the Vergulde Draak (1656) and Zuiddorp (1712)
Shipwrecking Events, Australian Archaeology 77, 2013:52–65; see also R.
Bijlsma, ‘Nederlandsche inscripties uit de zeventiende eeuw op Nossi Mangabe
(Baai van Antongil) bij Madagascar’, Tijdschrift van het Koninklijk Nederlandsch
Aardrijkskundig Genootschap, Brill, Leiden, 1927, serie 2, vol. XLIV:726–731;
R. Bijlsma, ‘Inscriptions relevées par M.E. Drouhard sur les rochers de l’Ile de
Nossi Mangabe, Baie d’Antongil’, Bulletin de l’Académie Malgache, vol. 9,
1926 :91–96; P. Moree, ‘Met vriend die God geleide’: Het Nederlands-Aziatisch
postvervoer ten tijde van de Verenigde Oost-indische Compagnie, Walburg Pers,
Zutphen, 1998:32–44, 162–169; P. Schoonees, Inscriptions on Padrões, Postal
Stones, Tombstones and Beacons, South African Cultural History Museum, Cape
Town, 1991; J.P. Sigmond, ‘Cultural Heritage and a Piece of Pewter’, Dutch
Connections: 400 years of Australian-Dutch maritime links 1606–2006, eds L.
Shaw and W. Wilkins, Australian National Maritime Museum, Sydney, 2006
(pp. 72–85):78; J.P. Sigmond, ‘Two pewter plates’, In het kielzog: Maritiem
historische studies aangeboden aan Jaap R. Bruijn, eds L.M. Akveld, F. Broeze,
and F.S. Gaastra, De Bataafsche Leeuw, Amsterdam 2003:245–256.
44 W. van Duivenvoorde, ‘Dirk Hartog, his 1616 Inscription Plate, and Ship
Communication’, Dutch Connections with the Western Third 1616–2016, eds N.
Peters and N. Coles, 2016 (in press), Welshpool: Western Australian Museum;
Sigmond, ‘Cultural Heritage and a Piece of Pewter’:79; Stanbury, ‘The Hartog,
De Vlamingh and Hamlin Plates Re-Visited’:80.
45 P. Brunton, First Sight: The Dutch Mapping of Australia 1606–1697, State Library
28
The Great Circle Dutch Seaman Dirk Hartog (1583–1621) and his Ship Eendracht Vol. 38, No. 1.
of New South Wales, Sydney, 2006:10; Leupe, De reizen der Nederlanders naar
het Zuidland of Nieuw-Holland in de 17e en 18e eeuw:45; J.P. Coen, Journal Kept
by Jan Carstensz on his Voyage to New Guinea, Including a Copy of the Act of
Conveyance, Submission and Obedience, by which the Inhabitants of the Islands
of Queij and Aro Committed Themselves to their High Mightinesses the States-
General, etc., translated by J.E. Heeres, E. Reynolds, and M. Roobol, 1623,
http://www.kb.nl/bladerboeken/barren-regions (after Ludovicus C.D. van Dijk
(ed.), Twee togten naar de Golf van Carpentaria, J.H. Scheltema, Amsterdam,
1859. Signatuur: 821 A 34):39; Sigmond and Zuiderbaan, Dutch Discoveries of
Australia:47; F.W. Stapel, De Oostindische Compagnie en Australië, P.N. van
Kampen & Zoon N.V., Amsterdam, 1937:37.
46 Coen, Journal Kept by Jan Carstensz on his Voyage to New Guinea; Parthesius,
‘Encounters of the Third Kind’:66.
47 Coen, Journal Kept by Jan Carstensz on his Voyage to New Guinea:39. Yachts:
In the early years of its existence, the VOC used ships of diferent sizes. The
larger vessels, with a cargo capacity of 300 tonnes or more, were simply referred
to as ‘ships,’ whereas smaller ships were known as ‘yachts’. See: R. Parthesius,
Dutch Ships in Tropical Waters: The Development of the Dutch East India
Company (VOC) Shipping Network in Asia 1595–1660, Amsterdam University
Press, Amsterdam, 2010:66.
48 Brunton, First Sight:10; Leupe, De reizen der Nederlanders naar het Zuidland of
Nieuw-Holland in de 17e en 18e eeuw:45.
49 Heeres, The Part Borne by the Dutch in the Discovery of Australia 1606–1765:8,
footnote 5.
50 J.P. Coen, Bescheiden omtrent zijn bedrijf in Indië, ed. H.T. Colenbrander,
Martinus Nijhof, The Hague, 1920 (Koninklijk Instituut voor Taal-, Land- en
Volkenkunde van Nederlandsch-Indië, vol. 2):171.
51 J.P Coen, Bescheiden omtrent zijn bedrijf in Indië, ed. H.T. Colenbrander,
Martinus Nijhof, The Hague, 1919 (Koninklijk Instituut voor Taal-, Land- en
Volkenkunde van Nederlandsch-Indië, vol. 1):261 and 297; Coen, Bescheiden
omtrent zijn bedrijf in Indië (vol. 2):266.
52 Coen, Bescheiden omtrent zijn bedrijf in Indië (vol. 1):256, 261, and 304 [18
December 1617].
53 Coen, Bescheiden omtrent zijn bedrijf in Indië (vol. 1):256 and 258.
54 Coen, Bescheiden omtrent zijn bedrijf in Indië (vol. 1):264–265; Coen, Bescheiden
omtrent zijn bedrijf in Indië (vol. 2):288 and 331.
55 Coen, Bescheiden omtrent zijn bedrijf in Indië (vol. 1):264–265.
56 Coen, Bescheiden omtrent zijn bedrijf in Indië (vol. 1):265.
57 Coen, Bescheiden omtrent zijn bedrijf in Indië (vol. 1):256.
58 W.A. Engelbrecht and P.J. van Herwerden, De ontdekkingsreis van Jacob le
Maire en Willem Cornelisz Schouten in de jaren 1615–1617, Martinus Nijhof,
The Hague, 1945 (Linschoten-Vereeniging, vol. 49, part 2): 44.
59 Engelbrecht and Herwerden, De ontdekkingsreis van Jacob le Maire en Willem
Cornelisz Schouten in de jaren 1615–1617:67–68.
60 K. Zandvliet, De 250 Rijksten van de Gouden Eeuw, Rijksmuseum, Amsterdam
2006:114–115 (no. 55).
61 Engelbrecht and Herwerden, De ontdekkingsreis van Jacob le Maire en Willem
29
The Great Circle Wendy Van Duivenvoorde Vol. 38, No. 1.
Cornelisz Schouten in de jaren 1615–1617:35.
62 Israel, Dutch Primacy in World Trade 1585–1740, Clarendon Press, Oxford,
1989:45–47; Zandvliet, De 250 Rijksten van de Gouden Eeuw, Rijksmuseum,
Amsterdam 2006:114–115 (no. 55).
63 Coen, Bescheiden omtrent zijn bedrijf in Indië (vol. 1):261 and 316.
64 Coen, Bescheiden omtrent zijn bedrijf in Indië (vol. 1):268.
65 Parthesius, ‘Encounters of the Third Kind’:61.
66 Sigmond and Zuiderbaan, Dutch Discoveries of Australia:36–42
67 Hartogh Heys van Zouteveen, ‘Dirk Hartog’:113–123; J.W. IJzerman and Joannes
Steijns, Het schip De Eendracht voor Makasser in December 1616: Journaal van
Jan Steijns, Bijdragen tot de Taal-, Land- en Volkenkunde van Nederlandsch-
Indië 78.1-2, 1922:343–372; NA, Verenigde Oostindische Compagnie, reference
code 1.04.02, item number 1058:folios 140–44; item number 1059:folios 328–
29; and item number 1064:folios 172–76.
68 Hartogh Heys van Zouteveen, ‘Dirk Hartog’:113–123; NA, Verenigde
Oostindische Compagnie, reference code 1.04.02, item number 1058:folios
140–44; item number 1059:folios 328–29; and item number 1064:folios 172–
176.
69 Coen, Bescheiden omtrent zijn bedrijf in Indië (vol. 1); Coen, Bescheiden omtrent
zijn bedrijf in Indië (vol. 2).
70 Coen, Bescheiden omtrent zijn bedrijf in Indië (vol. 2):221, 228, 231, 286, 306,
and 308.
71 Coen, Bescheiden omtrent zijn bedrijf in Indië (vol. 2):221, 306, and 308.
72 Coen, Bescheiden omtrent zijn bedrijf in Indië (vol. 2):283–284, 286.
73 1 bhaar or bahar equalled 500 Amsterdam pounds. It was a local measure of
capacity which approximately equalled 500 Amsterdam pounds of spices;
the weight was dependent on speciic spices and regional diferences (on the
Moluccas, for example, the Portuguese bahar was used, which corresponded to
550 Dutch pounds, and mention is made, for example, of the Moluccan bahar
being 625 Amsterdam pounds and the Ambon bahar being 550 Amsterdam
pounds). One Amsterdam or Troyes pound weighed 0.494kg. See: Kooijmans
and Schooneveld-Oosterling, VOC Glossarium, bahar and pond.
74 Coen, Bescheiden omtrent zijn bedrijf in Indië (vol. 2):274.
75 J.R. Bruijn, F.S. Gaastra and I. Schöfer, Dutch-Asiatic Shipping in the 17th
and 18th Centuries: Homeward-bound Voyages from Asia and the Cape to
the Netherlands (1597–1795), Martinus Nijhof, The Hague, 1979 (Rijks
geschiedkundige publicatiën: Uitgegeven in opdracht van de minister van
onderwijs en wetenschappen onder toezicht van de Rijkscommissie voor
Vaderlandse Geschiedenis, 167, vol. 3, http://www.historici.nl/Onderzoek/
Projecten/DAS):voyage no. 5122.1.
76 Stadsarchief Amsterdam, Archief van de Notarissen ter Standplaats Amsterdam,
access no. 5075, inv. no. 11 (Jacob Meerhout), no. 254 (Minuutacten en
afschriften: Band 28: 9 November 1618–26 February 1619):488 (A29274000496
and A29274000497).
77 P.C. Geyl, Christoforo Suriano, resident van de serenissime republiek van Venetië
in Den Haag, 1616–1623, Martinus Nijhof, The Hague, 1913 [396-page full
publication, not the 189-page PhD dissertation]:242; Stadsarchief Amsterdam,
30
The Great Circle Dutch Seaman Dirk Hartog (1583–1621) and his Ship Eendracht Vol. 38, No. 1.
Archief van de Notarissen ter Standplaats Amsterdam, access no. 5075, inv. no.
8 (Jan Franssen Bruijningh), no. 200 (Minuutacten en afschriften: Band 70: 4
December 1618–8 April 1619):170 (A29269000177 and A29269000178, 26
March 1619). The Uscocs are people from Dalmatia, who led the tyranny of their
rulers or some criminal conviction (their name derives from the word ‘scoco’
which means ‘a fugitive’). J. Gardner Wilkinson, Dalmatia and Montenegro,
John Murray, London, 1848, vol. 2:384.
78 Bruijn, Gaastra and Schöfer, Dutch-Asiatic Shipping in the 17th and 18th
Centuries, vol.3:voyage no. 201.1.
79 Bruijn, Gaastra, and Schöfer, Dutch-Asiatic Shipping in the 17th and 18th
Centuries, vol.3:voyage no. 234.2.
80 NA, Verenigde Oostindische Compagnie, item no. 100 (Kopie- resoluties van
de Heren XVII, 1608–23), folio 271, point 8, 9–20 September 1614. This
shipbuilding charter is transcribed and translated in W. van Duivenvoorde,
Dutch East India Company (VOC) Shipbuilding: The Archaeological Study of
Batavia and Other Seventeenth-Century VOC Ships, Texas A&M University
Press, College Station, 2015:245–246.
81 Van Duivenvoorde, Dutch East India Company (VOC) Shipbuilding:245.
82 Engelbrecht and Herwerden, De ontdekkingsreis van Jacob le Maire en Willem
Cornelisz Schouten in de jaren 1615–1617:37.
83 J. van Zuidland, ‘De Eendracht en de Hoorn 400 jaar geleden’, Scheepshistorie
19, 2015 (102–117):104.
84 Engelbrecht and Herwerden, De ontdekkingsreis van Jacob le Maire en Willem
Cornelisz Schouten in de jaren 1615–1617:44.
85 J. Bikker, Y. Bruijnen and G. Wuestman, Dutch Paintings of the Seventeenth
Century in the Rijksmuseum Amsterdam: Volume 1—Artists Born Between 1570
and 1600, Rijksmuseum, Nieuw Amsterdam, 2007:44; J. Giltaij and J. Kelch,
Praise of Ships and the Sea: The Dutch Marine Painters of the 17th Century,
Museum Boijmans van Beuningen, Rotterdam, 1997:130; P.J.J. van Thiel, C.J.
de Bruyn Kops, J. Cleveringa, W. Kloek and A. Vels Heijn, All the Paintings
of the Rijksmuseum in Amsterdam: A Completely Illustrated Catalogue,
Rijksmuseum, Amsterdam, 1976:85; Rijksmuseum, collection catalogue, object
no. SK-A-1446 (http://hdl.handle.net/10934/RM0001.COLLECT.5793).
86 Engelbrecht and Herwerden, De ontdekkingsreis van Jacob le Maire en Willem
Cornelisz Schouten in de jaren 1615–1617:68.
87 C. Emke, ‘Scheepsvlaggen in de 17e eeuw’, De Modelbouwer: Tijdschrift voor
de Modelbouw 4, 2004:205–209.
88 J. Bender, Dutch Warships in the Age of Sail 1600–1714: Design, Construction,
Careers, and Fates, Seaforth Publishing, S Yorkshire, 2014:46; Engelbrecht
and Herwerden, De ontdekkingsreis van Jacob le Maire en Willem Cornelisz
Schouten in de jaren 1615–1617:44.
31