The SMN was founded in May 1870 for the express purpose of establishing a steam shipping line to Java via the Suez Canal, which opened in 1869.

[4] From the fact that only shipbuilders on the Clyde were invited to this tender, one can assume that it took place during the stay of Boissevain and Viehoff in Glasgow.

This might have caused a delay that put severe pressure on the construction and delivery of Willem III, so that she could sail on 15 May 1871.

[1] Tideman has general data about Prins van Oranje, which can be assumed to be identical to Willem III: 97.53 m from bow to stern.

[6] SS Willem III was built for Stoomvaart Maatschappij Nederland (SMN) by John Elder & Co. of Govan on the River Clyde.

[19] On Thursday 18 May at half past seven in the evening Willem III left Nieuwediep for Batavia.

One of the passengers of first class B (four person cabins) had complained about a steam pipe running near the bed of his child.

[23] Willem III then reached a position between the longitudes of Isle of Portland and Wight, about 20 English miles from Ventnor.

After a short time frame sailors started to bring lifebuoys on deck, and the seriousness of the situation became clear.

[21] During this process some navy officers on board were said to have been essential in preventing accidents from happening to the frightened passengers.

She turned out to be the English pilot cutter Mary from Portsmouth, a vessel of only 24 ton, about 1% of the size of Willem III.

The passengers of these boats were transferred to the small cutter, which had to remain at a respectable distance, because there was ammunition on board Willem III.

[32] The naval director of Portsmouth, Sir James Hope took charge of attempts to save some of the ship.

Attempts were made to quench the fire by making holes in the hull, but even this extreme measure did not help much.

Afterwards the hull above the waterline was bent in the strangest ways, and the inside of the ship was a chaos of entangled iron.

After the soldiers arrived on shore they were reviewed on the terrain opposite the office of the Dutch Consul Mr. van den Bergh.

On 23 May the paddle-steamer Valk commander Clifford Kock van Breugel left Nieuwdiep to collect them.

The soldiers arrived back in Harderwijk in an awful collection of garments, including English uniforms.

[35] They would again sail to the Indies on 1 July on board the barque Noach III captain L. Hoefman.

On 19 June 1871 Van Heyningen was appointed as knight in the Order of the Netherlands Lion On Saturday 1 July the detachment arrived in Rotterdam by train.

Many witnesses sought the probable cause in the haste with which the ship was carelessly loaded in Nieuwediep.

On 3 February 1872 the wreck was then towed from Portsmouth to London by the tugboats Fiery Cross and Mac Gregor.

About 230 frames had to be bent back in shape etc.Description at Lloyd's Register Foundation On 11 January 1873 she made her trials as Quang Se.

On 17 December 1876 Quang Se approached New York harbor and hit Oyster Island, after which she had to visit a dry dock for inspection, which was finished on 12 January 1877.

On 18 February 1885 she arrived in Hong Kong with 400 tons of cartridges and 100 chests of Remington rifles destined for Shanghai.

[50] In 1886 Glenorchy was on her way from China to England when SS Prins Hendrik II of the SMN was wrecked near Aden.

[51] On 7 March 1893 she arrived in Semarang, Dutch East Indies from Hong Kong under commander J. Ferguson.

We see Glenorchy in arriving in Falmouth from Port Broughton, South Australia in October 1890 under Captain Taylor.

In July 1897 a lifebuoy marked Glenorchy Liverpool, and some wreckage washed ashore on Vancouver Island, Canada.

On 4 January 1898 the sailing ship Glenorchy captain Baron arrived in Maassluis, a harbor before Rotterdam.