rotterdam port
The area around the mouth of the Rotte was already inhabited around 900. The parish of Rotta was first mentioned around the year 1000. The area was part of the County of Holland, which in turn was part of the Roman German Empire. The count of Holland had given lands back to craftsmen, who exercised local authority. These nobles had each built their own water defenses to protect against the water. Count Floris V advised them to connect their dikes together so that a sea dike would be created that would protect the entire hinterland. This dyke cut the Rotte van de Maasoff. A sluice was constructed. This part of the sea dyke was called Middendam (where the Hoogstraat is now located) and Rotterdam arose around this dam in the Rotte. In 1340, Count Willem IV granted city rights to the areas west and east of the Rotte. Rotterdam was also allowed to dig a branch of the Schie (Rotterdamse Schie) to create a connection with the Dutch hinterland (Delft, Haarlem), and in 1358 Rotterdam was allowed to build a city wall.
At that time, the Rotterdam economy mainly revolved around herring fishing and the transhipment of goods along the Rotte and Schie. Rotterdam succeeded in reversing the staple law (a trade monopoly) of Dordrecht. Rotterdam developed as a merchant city, where merchants imported goods by ship, stored them and then brought them to the local, regional or foreign market. In 1572, Rotterdam became involved in the Eighty Years’ War and the Watergeuzen conquered Den Briel. The Spanish troops were expelled. The Watergeuzen took Delfshaven and advanced to Rotterdam. The city repelled the attack, but a few days later the Spaniards were at the gate. There was disagreement in the city about the position to be taken and it was decided to admit only a small number of Spaniards, which ended in a bloodbath due to a misunderstanding. The Spaniards recaptured Delfshaven from Rotterdam. Subsequently, the troops were withdrawn to the Southern Netherlands to combat an invasion by Louis of Nassau. The pro-Spanish administrators of the city left with the Spanish troops. From that moment on, Rotterdam opted for the revolt. The events of 1572 and those of a few years later during the siege of Leiden, made it clear that the city needed better protection and the city was expanded with new harbors and fortifications. From that moment on, Rotterdam opted for the revolt. The events of 1572 and also those of a few years later during the siege of Leiden, made it clear that the city needed better protection and the city was expanded with new harbors and defenses. From that moment on, Rotterdam opted for the revolt. The events of 1572 and also those of a few years later during the siege of Leiden, made it clear that the city needed better protection and the city was expanded with new harbors and defenses.
From an economic point of view, the time then arrived was one of great growth and prosperity. Shipping and especially trade with England, France, America and even Spain flourished. The location of the city was favorable, and the political circumstances also played into Rotterdam’s hands. Delft kept the port of Delfshaven briefly out of short-term interest, Schiedam was too economical to expand the port and Amsterdam and Antwerp were blocked. When Amsterdam opted for the revolt against Spain, much trade disappeared to Amsterdam again . Rotterdam also flourished culturally. The city attracted scientists and philosophers from various countries, who published from Rotterdam. The most famous of them was the French Protestant Pierre Bayle (1647-1706), who became professor at the Illustre School in Rotterdam in 1681. He wrote his masterpiece ‘Dictionaire Historique et Critique’ in Rotterdam. The English philosopher John Locke wrote in Rotterdam in 1686 ‘An Essay concerning Human Understanding’. Locke’s ideas later inspired the drafters of the United States Constitution. The printing and publishing guild also experienced a golden age in the 17th century. Due to the favorable location of Rotterdam on numerous trade routes, foreign writers had their works printed and distributed here and Rotterdam and Dutch writers were able to reach an international audience.
The 18th century was an era of stagnation and decline for the entire republic. The country was eclipsed by England in international politics and trade. Some industry arose (sugar, coffee, tobacco, gin). The growth of Rotterdam stagnated, the habitation remained within the city walls (fortresses) where the population density took on extreme forms. Industries that were considered no longer desirable in the city itself were also moved to the polders outside the city. This was possible because Rotterdam had acquired jurisdiction in the crafts around after the revolt. The French period led to a period of far-reaching stagnation, but after the departure of the French, Rotterdam returned to growth fairly quickly. Industrialization got off to a good start in the Ruhr area and Rotterdam was well situated for the emerging trade between this area and the markets in England and America. Rotterdam was also ideal for the export of German coal and the exploration of Africa brought new trade. During this period, the city center was cleaned up (water supply, sewerage, drainage) and the city expanded its port capacity enormously. The nature of trade and port activities changed radically. The emphasis shifted from the shopping city to the transit trade, with goods being transported to their final destination as quickly as possible. The merchant disappeared and the transhipment company was introduced. Workers were recruited mainly from the Dutch countryside and cities, but also from Brabant and Zeeland. In addition to immigration, natural population growth also played an increasingly important role in population growth from the end of the 19th century on account of the sharp decline in infant mortality. To accommodate this growing population, Rotterdam started building outside the city triangle and Cool, the Oude Westen and the Nieuwe Westen were built. Delfshaven was annexed in 1886, Kralingen followed in 1895. Important for the development of Rotterdam as a port city was the construction of theNieuwe Waterweg in 1863. A number of harbors and new residential areas were built on the island of Feijenoord, after the Maas bridges were built in 1878. In this period the railways also came to Rotterdam; first the connection to the Hollandse Spoorweg to Amsterdam via The Hague and later also the Rijnspoor to Gouda and Utrecht, and finally the extension of the railway line to the south via the railway viaduct and the railway bridges over the Nieuwe Maas. Rotterdam aspired to Amsterdamas a port city. The First World War brought with it stagnation, which was only overcome around 1926. Then came the worldwide economic recession of 1929, which did not spare Rotterdam either. The effects of the First World War and the economic crisis in the 1930s painfully revealed how vulnerable the Rotterdam economy was. The activity was very one-sided and, moreover, very dependent on developments in the German hinterland.
The invasion of Germany in May 1940 left deep marks on Rotterdam society and urban development. On May 14, the city center and the 17th-century harbor were completely destroyed and parts of Kralingen, Crooswijk and the Noordereiland were also severely affected. About 900 people died and thousands were left homeless. Later in the war the city also suffered from bombing, this time from the Allied side. Five years of oppression and persecution followed. In 1945 the German troops destroyed and looted what was left of the harbor installations. The basic plan for the reconstruction was accepted in 1946. The plans for the reconstruction were not new in themselves, they had been made long before the war as a solution to the increasing traffic problems in the densely built-up city center. Due to a lack of money during the crisis years and the far-reaching consequences of some ideas, many of these plans were not implemented. Nevertheless, even before the war, the necessary buildings were demolished and new through streets built. In 1946, however, the original street plan was abandoned and the center was opened up by wide traffic routes. It was thought in terms of urban functions that were grouped: shops, banks, homes, greenery. The architects of the Nieuwe Bouwen in particular were given a lot of space to complete the reconstruction. In the center, 50% of the housing capacity disappeared. New districts were built in Zuid (Pendrecht, Zuidwijk, Lombardijen), Hoogvliet and Alexander (Lage Land, Ommoord). Even before the war, the city had begun to consider ways of reducing the one-sided dependence on the port and economic developments in Germany. Industrialization was looked at. Only after 1950 did this work, especially in the petrochemical industry. The harbor expanded westward. The Waalhaven area, Pernis, the Botlek, Europoort and the Maasvlakte area were taken into use in succession. Larger and deeper harbors were built and the (petro) chemical industry took off. In the transport sector, container transhipment increasingly gained the upper hand in the port. Pernis, the Botlek, Europoort and the Maasvlakte area taken into use. Larger and deeper harbors were built and the (petro) chemical industry took off. In the transport sector, container transhipment increasingly gained the upper hand in the port. Pernis, the Botlek, Europoort and the Maasvlakte area taken into use. Larger and deeper harbors were built and the (petro) chemical industry boomed. In the transport sector, container transhipment increasingly gained the upper hand in the port.
The basic plan had been completed for some time in the late 1970s and early 1980s. A new city had been built, but the strict segregation of functions and the rigid Nieuwe Bouwen had resulted in a somewhat chilly and quiet city center. The remaining open spaces were increasingly filled with surprising, but mostly small-scale housing projects. Urban renewal began in the old neighborhoods. In the late 80s and 90s, more large-scale projects were launched and the reconstruction was completed with many high-rise buildings, which gave the city a cosmopolitan appearance. The most recent projects are the Erasmus Bridge and the Kop van Zuid. This period was also characterized by a massive migration of Rotterdammers from the older neighborhoods to new Rotterdam neighborhoods, but especially also to the peripheral municipalities such as Capelle a / d IJssel, Spijkenisse, Ridderkerk, Barendrecht and Hellevoetsluis, which experienced rapid growth. The place of these (ex-) Rotterdammers was taken by newcomers. The explosive economic growth between 1965 and 1973 created a great need for labor. This heralded the first wave of immigration of workers from the Mediterranean, especially Morocco and Turkey. Around 1975 a considerable number of migrants from Suriname also came to the Netherlands and also to Rotterdam. The renewed prosperity of the 1990s led to even more immigration from poor countries. Meanwhile, 40% of the Rotterdam population is of immigrant origin. This has resulted in a cosmopolitan cityscape, with great cultural, culinary and religious diversity. The place of these (ex-) Rotterdammers was taken by newcomers. The explosive economic growth between 1965 and 1973 created a great need for labor. This heralded the first wave of immigration of workers from the Mediterranean, especially Morocco and Turkey. Around 1975 a considerable number of migrants from Suriname also came to the Netherlands and also to Rotterdam. The renewed prosperity of the 1990s led to even more immigration from poor countries. Meanwhile, 40% of the Rotterdam population is of immigrant origin. This has resulted in a cosmopolitan cityscape, with great cultural, culinary and religious diversity. The place of these (ex-) Rotterdammers was taken by newcomers. The explosive economic growth between 1965 and 1973 created a great need for labor. This heralded a first wave of immigration of workers from the Mediterranean, particularly Morocco and Turkey. Around 1975 a considerable number of migrants from Suriname also came to the Netherlands and also to Rotterdam. The renewed prosperity of the 1990s led to even more immigration from poor countries. Meanwhile, 40% of the Rotterdam population is of immigrant descent. This has resulted in a cosmopolitan cityscape, with great cultural, culinary and religious diversity. This heralded the first wave of immigration of workers from the Mediterranean, especially Morocco and Turkey. Around 1975 a considerable number of migrants from Suriname also came to the Netherlands and also to Rotterdam. The renewed prosperity of the 1990s led to even more immigration from poor countries. Meanwhile, 40% of the Rotterdam population is of immigrant descent. This has resulted in a cosmopolitan cityscape, with great cultural, culinary and religious diversity. This heralded a first wave of immigration of workers from the Mediterranean, particularly Morocco and Turkey. Around 1975 a considerable number of migrants from Suriname also came to the Netherlands and also to Rotterdam. The renewed prosperity of the 1990s led to even more immigration from poor countries. Meanwhile, 40% of the Rotterdam population is of immigrant origin. This has resulted in a cosmopolitan cityscape, with great cultural, culinary and religious diversity.
