Selected quad for the lemma: end_n

Word A	Word B	Word C	Word D	Occurrence	Frequency Band	MI	MI Band	Prominent
end_n	draw_v	let_v	line_n	2,686	5	9.4422	5	true

Text snippets containing the quad

ID	Title	Author	Corrected Date of Publication (TCP Date of Publication)	STC	Words	Pages
A44350	An account of several new inventions and improvements now necessary for England, in a discourse by way of letter to the Earl of Marlborough, relating to building of our English shipping, planting of oaken timber in the forrests, apportioning of publick taxes, the conservacy of all our royal rivers, in particular that of the Thames, the surveys of the Thames, &c. : Herewith is also published at large The proceedings relating to mill'd-lead-sheathing, and the excellency and cheapness of mill'd-Lead in preference to cast sheet-lead for all other purposes whatsoever. : Also A treatise of naval philosophy, / written by Sir Will. Petty. ; The whole is submitted to the consideration of our English patriots in Parliament assembled.	T. H. (Thomas Hale); Petty, William, Sir, 1623-1687. A treatise of naval philosophy.	1691 (1691)	Wing H265; ESTC R28685	111,893	310

must provide for the coming of water to the Rudder which is to be performed by two other Angulations viz. from fifteen parts aft let the sides of the Ship converge into an Angle from the Horizontal saction downwards where the Ship draweth least water at her Launching which will be the height of the Tuck let the bottom superficies be bent in a Circular line And thus we have in gross set down the five Incurvations of the bottom and sides of our Logg and how the butt-butt-ends thereof have been as it were abolished forward on for the easie passage of the Vessel through the water and aft for the quick and effectual pulse of the water upon the Rudder In the next place we come to the like shaping of the remaining part of the Logg which we intend shall swim above the water which is performed as followeth Let it be supposed that the Ship upon a Wind is to stoop upon a certain Angle let the supernatant sides of a Ship so much tumble as they call it as that the said sides may remain perpendicular when the Ship stoops which being done quite round the upper surface the remainder will be the shape and section of the upper Deck Memorandum That all the forementioned Incurvations are to be trimmed and repaired by reconciled lines In the next place we come to ●ollowing or excavating of our Logg which suppose beginning at the middle we do leaving equal thickness every where until the Logg become so light that it swims at the line representing the launching line and consequently we have now acquired the model of a Ship as it appeareth in her launching except the Cabbins and what is usually superstructed ●pon the upper Deck In the next place we are to consider how far ballast and weight of rigging c. will sink the said Ship And secondly how much deep the weight that must be added to fit out a Man of War will depress her for till then we cannot rationally determine the place of the Gun-deck wherefore the next enquiry must be what extent of Sail our Vessel must carry and consequently the length of the Masts and Yards and then of their thickness and weight and from thence the size of the rigging and from thence the Wind-loft and from thence the Cables and Anohors and from thence all the Capsterns and Windless Boats Bitts Catheads and Davits In the next place we are to consider the quality quantity and weight of our ballast so as the Ship may stoop but according to our intention and according to the strength of our Masts and Shrowds Having thus found out our second Water-line which I call the sailing-line as the first was called the launching-line Now we come to the third which is the line of War And this is to be discovered by computing the weight first of the Ordnance which suppose to be in a Man of War one 6 th part of what is between the Sailing-line and the line of Burthen or fourth Line Secondly the weight of Men with three months Victuals in order thereunto we must determine the number of Men for sailing from the Spread of Canvas and the number of Men for fighting from the Amplitude of the Deck and weight of the Ordnance Having found out the said Line and considered the distance of Trunnions of the Guns from the Gun-deck and the distance of the Muzzels of the Guns levelled from the surface of the water we come at length to determine the place of the Gun-deck and consequently of the other Deck Memorandum That the superstructions upon the upper Deck are not only for the Accommodation of Men but also fortifications of the Ship forasmuch as the Guns in the Fore-castle and steerage clear the Deck as those of the Round house do the Quarter deck Having found the dimensions of the Masts we next come to the place of them viz. by what points of the Gun-deck they must pass and here we must consider the reasons of their raking ast as also of the steeving of the Boulsprit and withal the reasons of placing the Top-mast before or behind the Main-mast and of dividing each Mast into three parts and the proportion of the round Tops main Stays the place and fitting of the Shrowd so as to make way for the gibbing of the Yards and setting of the Shrowds loose or tort as the Condition of Sailing of the Vessel requires CHAP. III. 1. THe reason of Ships going against the Wind and in what proportion she maketh way between her being right afore the wind and lying within five points of the wind 2. The whole Doctrine of Steering and Rudders 3. The whole doctrine of Mooring and Anchors 4. Of the Lee-boards their use dimension and place 5. What Sails Masts Yards and Rigging is fittest for every size and sorts of Vessels according to the Seas and service whereunto it is to be applyed 6. Of the Shape Cutting Sowing and Setting in of Sails into the Headropes and Boltropes of the several substance and thickness of Sails and of the Effect and Welling them Easing of Shrowds Looseness of Masts and upper Masts 7. Of the Effects of true Trim shutting up the Ports general Quietness firing of Stern-pieces and the best course upon a Chase. 8. How Top-sails Stooping Weather or Leeward Helm as also how the Keel Gripe and Mizen Sail may be fitted to promote or hinder the Sailing upon occasion 9. What makes a Ship Roll and laboursome in the Sea what makes her wear and stay well and what makes her ride hard or easie at an Anchor what makes her pitch and scend too much what makes her fall easie or hard into the Sea what makes her Leeward or keep a good Wind. 10. Of the just proportion of Sails with more or less that which will make the Ship go worse of Equations between the spread of Sails and the Velocity of the Wind Of the utmost Velocity of a Ship with Wind and Tide Of the proportion of the counter-resistance of winds or tides why some Ships sail better with much and some with less proportionably 11. How to compute the Impediment which Foulness and Weeds do make in a Ships way and in what proportion Smoothness Sope and Tallow doth quicken it 12. How a Ship is to be fitted with Decks to beat it up to windward in foul weather why the Fore-sail must be less than the Main-sail CHAP. IV. WE have hitherto supposed the Ship to be exactly shaped inside and outside of one simple Logg of Wood which being impossible to do otherwise in Speculation it is necessary to come at length to the practical part of Ship-Carpentry which is the Art of imitating the moddel afore-mentioned and of composing a Ship not out of one but several thousand pieces of Wood and Iron Wherefore this Chapter shall comprehend as followeth 1. The History of the Practice of the best Shipwrights in England Holland and Portugal in their building Ships as aforesaid 2. Supposing that a Ship commonly