Kunstmaffia

About Kunstmaffia

Kunstmaffia is een podcast over roof, vervalsing en zwendel in de internationale Kunst- en Antiekwereld. Door Rik Bouman en Robert Tetteroo. Instagram: @Kunstmaffia Luister je graag naar onze podcast serie? Je kunt ons een fooi (elk gewenst bedrag, anoniem, eenmalig of maandelijks) geven via: https://fooienpod.com/kunstmaffia

Publisher

Rik Bouman & Robert Tetteroo

Category

arts · history · true crime

Language

nl

Explicit

No

First episode

29 Oct 2022

Latest episode

1 Nov 2026

Latest episodes

158 episodes in the feed.

1. 

   1 Nov 2026

   Derde Ronde van Los Angeles van 1932 tot 2028: Deel 47: De legendes Ard Schenk en Kees Verkerk!

   Ard Schenk figureert als centrale figuur in ons gesprek, waarbij wij zijn Olympische trajecten uit 1964, 1968 en 1972 nauwgezet reconstrueren. Ik vertel hoe hij als jonge vlaggendrager in Innsbruck bescheiden presteerde op de 1500 meter en hoe zijn loopbaan zich vervolgens ontwikkelde. Wij bespreken de cruciale momenten in Grenoble, waar Verkerk hem de 1500 meter afsnoepte, en de ommekeer richting de vroege jaren zeventig, met wereldtitels en talrijke wereldrecords. Wij geven concrete details over tijden en omstandigheden, waaronder de moeilijke ijscondities in Sapporo en de volgorde van de races die zijn toernooi bepaalden. Ik ga in op de beslissende dagen in Sapporo: het goud op de 5000 meter, de mislukte 500 meter na een val en de herstelrace op de 1500 meter die uitmondde in een olympisch record. Ik verbind deze resultaten met zijn bijzondere tactiek op de 10.000 meter, waarbij hij dicht bij de sneeuwrand bleef rijden en een tijd neerzette die Verkerk net achterliet. Wij schetsen hoe die opeenvolging van prestaties Schenk positioneerde als de dominante schaatser van die Winterspelen, en hoe wij de betekenis van zijn overwinningen in historisch perspectief plaatsen. De rivaliteit tussen Art Schenk en Kees Verkerk vormt het hart van mijn tweede samenvatting. Ik leg uit hoe de twee aanvankelijk als onafscheidelijk duo werden gezien, samen trainden en hotelkamers deelden, en hoe coach Leen Vrommer later ingreep om hen te scheiden. Wij behandelen de verschuiving in dynamiek: Verkerk had aanvankelijk mentaal de overhand; Schenk leerde in de loop van de jaren zijn eigen mentale veerkracht te ontwikkelen. Ik bespreek hoe die mentale ommekeer zijn resultaten beïnvloedde en hoe psychologische strategieën onderdeel werden van zijn succes. Wij belichten tevens Schenks methoden om verwachtingen te temperen en tegenstanders te ontregelen. Ik citeer zijn latere reflecties dat hij vooraf rekening hield met drie gouden medailles, maar naar buiten toe twijfel wekte. Verder behandel ik zijn sportieve verheffing in de vroege jaren zeventig, zijn wereldkampioenschappen allround en zijn baanbrekende wereldrecords, waaronder het onder de twee minuten schaatsen op de 1500 meter. De samenvatting verklaart de rol van coaching, training en mentale voorbereiding in het vormen van een kampioen en hoe deze aspecten het samenspel met Verkerk bepaalden. De maatschappelijke en institutionele context vormt het zwaartepunt van mijn derde samenvatting. Ik bespreek de overgang van amateurisme naar professionalisme die Schenk meemaakte en zijn rol bij de oprichting van de International Speed Skating League in 1972. Wij analyseren de weerstand van traditionele schaatsbonden, de boycott van wedstrijden en de uiteindelijke instorting van het profcircuit in 1974, waardoor Schenks Olympische successen feitelijk het sluitstuk van zijn amateurcarrière vormden. Ik ga in op zijn kritische kijk op commerciële vormen van de sport en zijn bedenkingen bij de ontwikkeling van het moderne Olympisch model. Daarnaast behandel ik de culturele impact: de enorme radio‑luisteraars tijdens de nachtwedstrijden, de rol van verslaggevers en de mediahype rond Sapporo. Ik vertel ook over Schenks persoonlijke houding tot zijn prijzen—zijn beslissing afstand te doen van medailles en zijn nuchtere omgang met publiciteit—en reflecteer op zijn nalatenschap als een van de grootste schaatsers in de Nederlandse sportgeschiedenis. Wij sluiten af met een waardering voor zijn betekenis en de blijvende echo van zijn prestaties in de schaatssport. We emphasize that Art Schenk rose to dominance and won three gold medals at the 1972 Sapporo Olympic Games. I describe his long rivalry with Kees Verkerk, which helped shape Dutch speed skating in the 1960s and 1970s. We recount his early Olympic years, including his role as flag bearer in Innsbruck 1964 and the 1500 m silver in Grenoble 1968. I note his three world allround titles from 1970 to 1972, his many world records, and his feat of skating the 1500 m in under two minutes. We explain how he managed pressure and used race tactics, notably in the 10,000 m in Sapporo. I also outline his move to the professional International Speed Skating League in 1972 and how that decision ended his Olympic career while furthering the sport’s professionalization. Takeaways: We explain that Art Schenk changed Dutch speed skating and became a national legend. I describe the rivalry and friendship between Schenk and Kees Verkerk that drove public interest. We recount in detail how Schenk won three Olympic gold medals in Sapporo, improved world records dramatically, and dominated long distances despite poor ice conditions. I note that Schenk preferred allround titles and criticized commercialization and the International Olympic Committee's strict rules. We explain that he joined the professional ISSL, which led to boycotts, loss of Olympic eligibility, and the end of that era. I recall how Schenk managed pressure by hiding confidence and using psychological tactics against his competitors. Companies mentioned in this episode: NOS Solo Mars Ford International Speed Skating League (ISSL) Koninklijke Nederlandse Schaatsenrijdersbond (KNSB) Internationaal Olympisch Comité (IOC)

2. 

   4 Oct 2026

   Damen Innovation Talks : 1. AUTONOMOUS SAILING

   We explore the next steps toward autonomous sailing and emphasize that the principal aim is to convert present technological capabilities into safe, efficient, and commercially viable operations. I speak with Fokke van der Veen and Jochen Nonhebel about what is possible today and what ships might look like by 2035. We identify drivers such as rising transport demand, a shortage of skilled seafarers, the need for greater safety, and the pursuit of lower operating costs. We outline the staged path from autopilot and decision support to supervised decision making and full autonomy, and we stress that vessels must operate within a smart, connected ecosystem to realise true benefits. We address regulatory hurdles, the need for secure data sharing and goal‑based rules, and we highlight demonstrators like the autonomous Interceptor as working proofs of concept. We urge suppliers to test systems in the field and to align on digital interfaces so that we can advance safely and at scale. We explore the next steps toward autonomous sailing and emphasize that the principal aim is to convert present technological capabilities into safe, efficient, and commercially viable operations. I speak with Fokke van der Veen and Jochen Nonhebel about what is possible today and what ships might look like by 2035. We identify drivers such as rising transport demand, a shortage of skilled seafarers, the need for greater safety, and the pursuit of lower operating costs. We outline the staged path from autopilot and decision support to supervised decision making and full autonomy, and we stress that vessels must operate within a smart, connected ecosystem to realise true benefits. We address regulatory hurdles, the need for secure data sharing and goal‑based rules, and we highlight demonstrators like the autonomous Interceptor as working proofs of concept. We urge suppliers to test systems in the field and to align on digital interfaces so that we can advance safely and at scale. I moderated a focused dialogue on the strategic rationale and long term drivers for autonomous sailing. I set the scene by introducing Fokke van der Veen and Jochen Nonhebel and by framing the central question of why autonomy matters. We identify three core drivers: the rising demand for transport capacity, the declining availability and skill level of maritime professionals, and the imperative to improve safety and operational efficiency. I describe the staged pathway to autonomy that Jochen outlined: from long established autopilot systems to decision support, to supervised decision making, and ultimately to full autonomy where vessels can complete missions without human intervention. We stress that autonomy is a means, not an end, and that the mission concept—ferries transporting people, survey vessels mapping seabeds—must remain central. I conclude by emphasizing the need for balance between human expertise and technological augmentation, and the importance of industry alignment on a shared vision for vessels in 2035. I recount our examination of practical challenges, regulatory barriers, and the ecosystem needed for scaled autonomous operations. I listened as Fokke articulated that autonomy must solve real problems and deliver a viable business case. We discussed the dependence of smart vessels on ambient data and third party inputs, such as traffic management, pilots, and port authorities. I note the serious security risks we addressed, including spoofing and jamming, and the consequent need for robust redundancy and secure communication. We detailed regulatory gaps: most rules assume people aboard, so questions about responsibility and remote operator qualification remain unresolved. I emphasize that the Netherlands permits experimental trials, but full commercial implementation will require a shift toward goal-based regulation. We advocate for multi‑stakeholder collaboration among industry, government, and knowledge institutes to avoid lagging regulation and to accelerate safe, scalable adoption. I summarize our survey of current technologies and concrete demonstrations that illustrate progress toward autonomous sailing. I describe Damen’s autonomous Interceptor and the C Falcon platforms that were presented at the festival. We relate operational tests such as NATO interoperability exercises in Portugal, successful mine and submarine hunting trials, and the use of modular autonomy layers and resilient connectivity by partners. I press the imperative voiced by Jochen to take solutions into the field rather than confine them to design rooms. We call on suppliers to be proactive, to engage in field trials, and to align digital interfaces so systems can interoperate. I end with a clear operational challenge: we must prove safety through testing, validate economic benefit for operators, and coordinate standards and interfaces so that autonomous vessels can be integrated responsibly and effectively into maritime operations. I moderated a focused dialogue on the strategic rationale and long term drivers for autonomous sailing. I set the scene by introducing Fokke van der Veen and Jochen Nonhebel and by framing the central question of why autonomy matters. We identify three core drivers: the rising demand for transport capacity, the declining availability and skill level of maritime professionals, and the imperative to improve safety and operational efficiency. I describe the staged pathway to autonomy that Jochen outlined: from long established autopilot systems to decision support, to supervised decision making, and ultimately to full autonomy where vessels can complete missions without human intervention. We stress that autonomy is a means, not an end, and that the mission concept—ferries transporting people, survey vessels mapping seabeds—must remain central. I conclude by emphasizing the need for balance between human expertise and technological augmentation, and the importance of industry alignment on a shared vision for vessels in 2035. I recount our examination of practical challenges, regulatory barriers, and the ecosystem needed for scaled autonomous operations. I listened as Fokke articulated that autonomy must solve real problems and deliver a viable business case. We discussed the dependence of smart vessels on ambient data and third party inputs, such as traffic management, pilots, and port authorities. I note the serious security risks we addressed, including spoofing and jamming, and the consequent need for robust redundancy and secure communication. We detailed regulatory gaps: most rules assume people aboard, so questions about responsibility and remote operator qualification remain unresolved. I emphasize that the Netherlands permits experimental trials, but full commercial implementation will require a shift toward goal-based regulation. We advocate for multi‑stakeholder collaboration among industry, government, and knowledge institutes to avoid lagging regulation and to accelerate safe, scalable adoption. I summarize our survey of current technologies and concrete demonstrations that illustrate progress toward autonomous sailing. I describe Damen’s autonomous Interceptor and the C Falcon platforms that were presented at the festival. We relate operational tests such as NATO interoperability exercises in Portugal, successful mine and submarine hunting trials, and the use of modular autonomy layers and resilient connectivity by partners. I press the imperative voiced by Jochen to take solutions into the field rather than confine them to design rooms. We call on suppliers to be proactive, to engage in field trials, and to align digital interfaces so systems can interoperate. I end with a clear operational challenge: we must prove safety through testing, validate economic benefit for operators, and coordinate standards and interfaces so that autonomous vessels can be integrated responsibly and effectively into maritime operations. Takeaways: I explain that autonomy aims to shift human roles toward supervision to increase operational effectiveness. We note that automation progresses in stages from autopilot to decision support to full autonomy. I state that ecosystem connectivity and secure data sharing are essential for efficient autonomous vessel operation. We warn that current regulations do not yet accommodate unmanned commercial operations and need goal based adaptation. I point out economic drivers such as rising operating costs and reduced skilled crew that motivate adoption of autonomy. We urge suppliers to test systems in the field early and to align digital interfaces for rapid integration. Companies mentioned in this episode: Smash Smart Shipping Damen Diamond Digital Zebus

3. 

   27 Sept 2026

   Derde Ronde van Los Angeles van 1932 tot 2028: Wij analyseren het Olympisch voetbal: van 1900 tot LA 2028

   Wij bespreken de geschiedenis en de actuele status van het olympische voetbal en ik benadruk dat Nederland mogelijk niet kwalificeert voor Los Angeles 2028 vanwege zwakke prestaties en een gebrek aan prioriteit van de bond. Ik leg uit dat voetbal in 1900 debuteerde op de Spelen met clubteams en dat pas vanaf 1908 nationale elftallen deelnamen. We behandelen de overgang van amateurregels naar professionele deelname, de invoering van het U23-toernooi in 1992 met drie oudere spelers toegestaan, en dat het vrouwenvoetbal pas vanaf 1996 officieel meedoet. Ik wijs erop dat Uruguay in de jaren twintig sterk was en dat Brazilië de meeste olympische voetbalmedailles heeft. Ik vertel dat Nederland weinig medailles heeft, dat de mannen in 2008 de kwartfinale bereikten en dat de Oranjevrouwen in Tokio 2020 debuteerden en eveneens de kwartfinale bereikten. Ik besluit dat deelname waardevolle ervaring biedt voor jonge spelers en dat wij zouden willen dat de KNVB hier meer prioriteit aan geeft. Takeaways: I outline how Olympic football evolved from club participation to national teams, with the IOC initially overseeing the international competition. We explain the shifting eligibility rules: early tournaments required amateurs, professionals were permitted from 1984 under conditions, and since 1992 the men's event is under-23 with three permitted overage players. I note that the women's Olympic football tournament began in 1996, that the United States asserted early dominance, and that participation had expanded by the Tokyo 2020 games. We highlight historical achievements: Uruguay secured early Olympic football gold medals in the 1920s, while Brazil ultimately amassed the greatest total of Olympic football medals across both genders. I express concern that the KNVB does not prioritize Olympic qualification, which restricts important development and international experience for emerging Dutch players. Companies mentioned in this episode: International Olympic Committee (IOC) Fédération Internationale de Football Association (FIFA) Koninklijke Nederlandse Voetbalbond (KNVB)

Who has been a guest on Kunstmaffia

Names identified in recent episode analyses. Showing up to five guests.

• Cora Laan
• Marco Bakker
• Olaf Voorburg
• Hjalmar Teunissen
• Jan Anderson

Reach and audience

Public platform figures. Ratings count people who left a rating, not total listeners.

Apple Podcasts (US)

5.0 / 5

1 ratings

Spotify

4.3 / 5

153 ratings

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Guest appearances

Does not typically book guests

Based on episode analysis; this does not confirm that the show is currently accepting guests.

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