TOL. VI.] PHILOSOPHICAL TRANSACTIONS* (553 



Greenland vessels for whale-fishing, advice-yachts, boyars, galliots, fire-ships, 

 pinks, busses, &c. — 13. Treats of other sorts of vessels, as coasters, yachts, 

 shallops, lighters, boats, skiffs, double-bottomed vessels, ships rising without 

 being unladen, and such as move under water, or against the stream, and 

 especially of a vessel used at Amsterdam, whereby in one day may be fetched 

 up 50 or 6o boats of mud, performed by the means of a large wheel and large 

 spoons. In the same chapter, instructions are given concerning the choice of 

 ship timber. — 14. Considers the structure of galleys and galleasses, &c. — 

 15. Discourses of the proportions observed by the English and French in the 

 building of their respective ships. — lO. A narrative of the Indian way of framing 

 ships : Where first of all occur the canoes and their structure out of a single 

 tree, hollowed by burning. Next the Chinese yonks of Nankin, a sort of flat- 

 bottomed boats, and other vessels of the same country ; among which those 

 are described that are as large as little islands, and hold many houses 

 and families, floating upon the waters, and going up and down through 

 all the parts of China that have the conveniency of navigable rivers. Then the 

 ships of Malabar, Ternate, Sumatra, Japan, Terra del Fuego, of Borneo and 

 Calecut. After this, the author returns to China, and relates that ships are 

 found there, which upon rollers sail over land ; and gives a large account of 

 the vast number of ships, both warlike and mercantile, maintained in that em- 

 pire. He concludes this chapter with describing the ships of Madagascar, 

 Bengal, Macassar, Siam, Pegu, Maldives, Ormus, Congo, Russia, Lapland, 

 Virginia, &c. — 17. Demonstrates how much weight of water lies against a 

 ship moving at sea. He examines also the centre of gravity of a ship ; which 

 being known, it may be certainly concluded, how a ship is to lie upon the 

 water, and how heavy it is when it is floating, whether loaden or unloaden. 

 Lastly, he imparts Hudde's method of calculating exactly what burden a ship 

 can carry either in salt or sweet water. Also several ways of measuring a ship's 

 burden, used by other nations, and particularly that of the English, French, 

 Dutch and Danish. — 18. Explains and gives reasons for the several sizes and 

 shapes of the parts of a ship. As, why the masts ought just to be of such a 

 bulk and height ? Why some of them must incline backward, some stand up- 

 right ? Why a small rudder can turn a great ship ; and a little anchor stay it .? 

 What makes ships not feel the rudder ? Why vessels too broad are weak and 

 prove inconvenient in high winds? Why long and moderately narrow ships en- 

 dure the sea better than short and broad ones? How the keel ought to be 

 placed ? Why galleons and the parts of them are framed as they are ? Why a 

 ship is to be broader before than abaft ? That frigates built long, narrow and low, 

 sail best ? What hinders well sailing ? Why Turkish vessels are excellent 



