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Dutch East Indiesto the
A Journey
I
magine boarding a sailing ship of
the Dutch East India Company in the
1700s and heading through the English
Channel bound for the Indies. Your ship is the
Diemermeer, a heavily armed cargo vessel that
the Vereenigde Oost-Indische Compagnie (VOC)
built at its shipyards in Amsterdam. At about
40 metres in length, the Diemermeer is laden
with textiles, wine, stone ballast, cannon,
domestic goods and many chests of silver and
gold coins, for trade with the principalities and
kingdoms of the East. The whole cargo would
be worth several million euros in modern
money. The ship has already made several
voyages to the Indies, though the skipper is
a first timer. Your survival, and that of your
fellow crew members and passengers, depends
on the skill of the skipper and navigator,
aided by a few navigational devices and some
paper and calfskin (vellum) sea charts. If the
destination is reached in the prescribed five to
eight months (shipwrecks are not uncommon
and mortality from disease is high), the charts
will be returned to their pewter canisters and
later used on the return voyage. If not and
some mishap were to befall the Diemermeer,
the VOC would investigate the disaster, one
of over 300 losses recorded by the company
over its lifetime (1602–1800). As it happened,
and it is graphically described on one of these
charts, the Diemermeer was very nearly another
such statistic.
Though there are many printed reproductions
of Dutch maps, little remains of the working
charts used on board to guide the ships. Hand-
drawn charts referred to by the skippers of
VOC ships, especially those from sea voyages to
the East Indies and Australia, are extremely rare
and valuable. None is to be found in Australian
museums or libraries—the four navigation
charts, which Kerry Stokes AO has loaned to
the Library, are unique artefacts of this era of
exploration. Drawn on vellum in the 1730s
and still in perfect condition, the charts came to
light in the 1980s, through the publisher Nico
Israel of Amsterdam.
The four vellum navigational charts were
issued with other equipment to ships’ captains
Martin Woods explains the
importance of rare early
documents, on loan to the
Library, relating to the
exploration of the Dutch
East Indies and Australia
below left
Johan de Baen
Six of the Gentlemen
Governors of the Hoorn
Chamber 1682
oil; 123.0 x 140.0 cm
Courtesy Westfries Museum,
Hoorn, the Netherlands
below right
Gregory van Raalte
A replica of the seventeenth-
century sailing ship
Amsterdam in Amsterdam
harbour
Photo: iStockphoto #1573566
24::

bound for the East Indies. Three of the charts
were drawn in 1735 in Amsterdam by Isaac de
Graaf (1667–1743), the official cartographer
of the VOC, and were used for voyages to
the East Indies, and one of these has been
associated with a known voyage, thanks to
remarkably clear remnant pencil tracks of
the voyage drawn by the skipper, losing his
bearings on several occasions as he struggled
to keep the ship on course in a storm. One of
the three is a detailed chart of the Netherlands
ports, and the other two are of the Indian
Ocean (including western and northern
Australia). The fourth chart is of the Dutch
bases in Java and Borneo and was drawn about
the same time in the cartographic workshops
of Batavia (now Jakarta), the centre of Dutch
trade and exploration in the East. Together,
the charts are an excellent set of discovery
documents for Australia and the region.
They depict the VOC experience from home
country to colony, showing how difficult it was
in the period before chronometers to accurately
determine position.
In the seventeenth and eighteenth centuries,
the VOC was the largest trading and shipping
enterprise in the world, operating in countries
from the Netherlands to China and Japan. The
history of the ‘first multinational’ began at
the end of the sixteenth century when Dutch
merchants were excluded from the lucrative
trade in spices. The response by the leaders in
the seven Dutch provinces that were not under
the sway of Spain was to break the Portuguese
monopoly and establish a joint venture of their
own: so in 1602 they
formed the VOC, which
received a monopoly
on all Dutch trade and
shipping.
Although a business,
the company operated as
an arm of government.
In the name of the
Dutch Estates-General
(the Dutch parliament),
the VOC could wage
war on other nations,
enter into treaties with
foreign monarchs, build
forts and trading posts,
appoint administrators
and enlist soldiers.
Thus, the interests of
the VOC were not only
those of merchants and
craftsmen and their families, but also of the
Dutch nation, which in the mid-1700s was
the wealthiest and most urbanised region of
Europe. Through Amsterdam, the Dutch
dominated world trade, securing a vast colonial
empire and operating the largest fleet of
merchantmen of all Western nations.
Knowledge is power, and the informational
hub of VOC revolved around a single
individual, the chief cartographer, who
controlled the company’s strategic mapping.
From 1705 until his death in 1743, the
position was held by Isaac de Graaf. The
charts were drawn at the height of his
left
Unknown cartographer
Chart of the Java Sea c.1700
(detail)
Loan courtesy Mr Kerry Stokes AO
below
Homann Erben
Der Hollaendisch-
Ostindianischen Compagnie
weltberuhmte Haupt-
Handels und Niederlags-Stadt
Batavia��… 1762
coloured map; 45.8 x 54.1 cm
Maps Collection
nla.map-rm270
the national library magazine :: september 2009 :: 25

powers, with navigational refinements based
on 30 years of voyage accounts and charts.
By the time de Graaf assumed the mantle
of chief cartographer, VOC navigators had
mapped most of the eastern hemisphere,
including parts of New Holland (Australia).
De Graaf and his team of mapmakers in
Amsterdam supplied the outward bound
ships with navigational charts, supplemented
with the knowledge supplied by returning
skippers. They would draw reference charts
of all countries, islands, coasts and other
areas, providing important knowledge of the
ports, towns, islands and hazards essential
for a safe journey. The cartographers were
sworn to secrecy and forbidden to disclose
any information regarding their activities
to third parties. The charts, containing the
entire geographical knowledge base of the
VOC, were returned to East India House
in Amsterdam for safe-keeping. There most
remained until the disbanding of the
VOC in 1800.
In the 1730s, there were over 160 VOC
ships in regular use, with nearly 400 voyages
to Asia completed each year. The volume and
value of freight was immense. Indian textiles,
tea and tin in China, copper from Japan, gold
from Persia and much more made its way
through Asia and between Asia and Europe.
The focus to Australia’s near north was on
the myriad Indonesian islands, where the
most valuable of all cargoes, spices, seemed
ever abundant—cloves from the Ambonese
islands, mace and nutmeg from Banda and
pepper from the gardens of Jambi, Palembang,
Bantam and Malabar. It was virtually
impossible to move an Indonesian clove
without the VOC’s permission.
Voyages to the East Indies generally started
from Amsterdam’s Port Texel and progressed
through the English Channel to Madeira.
One of the three de Graaf charts on loan to
the Library was the official Dutch East Indies
Company navigation chart of the North
Sea and the Netherlands, providing detailed
coastal charting of the Netherlands and
England. Exiting the Channel, ships made
for Tenerife, off the Moroccan coast, then
past the Cape Verde Islands, south-easterly
across the equator, eventually arriving at the
Cape of Good Hope. Here the small-scale
Indian Ocean charts would be taken from
their pewter canister. These maps of the open
sea indicate the key navigational points to be
referenced until the Sunda Strait (between
Java and Sumatra) was reached, with careful
warnings to avoid the west Australian coast.
One of the two Indian Ocean charts is
clean, as if unused. The other was drawn and
signed by de Graaf in 1735 and was used in
1745 and 1746 on the Diemermeer, skippered
by Christiaan Boord, when it sailed for the
Malabar Coast and Ceylon (now Sri Lanka),
before reloading and continuing to Batavia.
This chart bears De Graaf’s inked instructions,
which are clear in their intent: proceed to the
south of the Cape of Good Hope until the
trade winds are encountered, sail east to the
islands of St Paul and Amsterdam (roughly
equidistant from Africa, India and Australia),
sail north-east towards the Sunda Strait or, in
this case, north to Ceylon first. However, as
many had found previously, adhering to these
instructions was easier said than done. The
ship’s progress during the two journeys is told
through the pencil tracks faithfully recorded
by Boord and includes the most hazardous
part of the journey, from the Cape across the
Indian Ocean.
It can be seen from the chart that this
skipper, like others before him, took great care
to record his progress, including observations
on the weather, the dates and daily position
of the ship. What emerges clearly in these
on-board recordings are clues to the difficulties
the Dutch faced in estimating longitude.
above
Isaac de Graaf (1667–1743)
From the Netherlands to the
English Channel (detail)
26::

The chief problem facing Boord on the
leg from the Cape to Amsterdam and St
Paul Islands, in the middle of the southern
Indian Ocean and traditionally the northward
turning point, was not the weather but lack
of knowledge. Although latitude could be
calculated quite accurately, the measurement
of distances east–west was an inexact science
and was one of the reasons why Dutch ships
occasionally ran aground on the reefs and
shoals of Australia’s west coast.
In the eighteenth century, East Indiamen
sailed virtually all year round, such was the
volume of cargo. The Diemermeer was one of
several that departed the Cape in February
1745. Having made good time with the
prevailing winds, it is clear from this chart
that Boord, on his first voyage as skipper to
the Indies, fell well short of these tiny islands.
This was always a challenge for a first-time
skipper, who could not rely on past observation
of prevailing winds and currents. The chart
tracks reveal that the ship then spent several
days circling to the east before finally arriving
at Amsterdam Island on 10 April. The delay
was compounded as the ship turned north and
caught a southerly storm . The chart shows
that the ship, identified as the Diemermeer
from the dates on the chart, encountered the
storm in the mid-Indian Ocean, causing it
to turn and run, resulting in a further, more
significant delay.
The tracks show that, having paused on
Amsterdam Island for a day or so to search
for food and water, Boord made fair progress
northward, but at about 29 degrees south
the Diemermeer apparently encountered
the last of the strong winds that blow
south of the equator from October until
April. For nearly a week, the ship sped
southward. The abating winds finally
allowed Boord a gradual tack to the
north-east, before resuming the northerly
route to Ceylon. He must have been
greatly relieved when the winds died
down; the skipper’s punishment for loss
of ship or cargo, presuming he survived,
would be dismissal and prosecution.
In all, Boord had lost nearly a month.
When he eventually arrived at the
Malabar coast, where there was a Dutch
base at Cape Cormorin (Tamil Nadu),
the longitude he recorded placed Boord
far to the west of his actual position.
There is no record of the ship’s voyage
other than this chart, but it may be
assumed that any delay was costly, both in
terms of the health of the crew and trading
arrangements at port.
A second sequence of daily positions from
Ceylon, starting the following May, is also
present on the chart. We do not know if
Boord was the skipper, but the same hand is
evident on the chart. It took the Diemermeer,
now presumably laden with textiles from
Coromandel and pepper from Ceylon, past
Sumatra and through the Sunda Strait safely
to Bantam, about 80 kilometres west of the
administrative capital of Batavia on Java, and
where its cargo was traded on, before returning
to the Dutch Republic with spices.
According to printed information, we
know that the Diemermeer was wrecked on
its homeward voyage off New Guinea. The
chart was most likely handed in at Batavia,
where there was a cartographic workshop. The
survival of Boord’s tracks remains as mysterious
as the man, for whom there is no record after
the loss of the Diemermeer. It was customary
to transfer the skipper’s track information at
Batavia onto paper charts, while the vellum
chart was cleaned for re-use. The survival of
these tracks, such a rare occurrence, helps us
gain insight into the difficulties of navigation,
and the early charting of our region.
DR MARTIN WOODS is President of the
Australian and New Zealand Map Society, and
Curator of Maps at the National Library
below
Isaac de Graaf (1667–1743)
From the Cape to Sunda Straits
c.1735 (detail)
the national library magazine :: september 2009 :: 27

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