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ber 1990, ed. A. Carmiggelt (Rotterdam: Bureau Oudheidkundig Onderzoek van Gemeentewerken Rotterdam, 1992).
13. Cornelis van Yk, De Nederlandse Scheeps-bouw-konst Open Gestelt (1697; repr., Rotterdam: Langerveld, 1980), 55. Subsequent references to this work are given in the text.
14. See also A. J. Hoving, “Away from the Drawing Board” (pts. 1 and 2), Model Shipwright 69 (1989): 43–51; 71 (1990): 47–50; A. J. Hoving and Robert Parthesius, “Hollandse scheepsbouwmethoden in de zeventiende eeuw,” in Batavia Cahier, vol. 3, Herbouw van een Oostindiëvaarder, ed. Robert Parthe- sius, 5–11 (Lelystad: Stichting Nederland bouwt V.O.C.-retourschip, 1991).
15. See Reinder Reinders and Kees Paul, eds., Carvel Construction Techni- que: Fifth International Symposium on Boat and Ship Archaeology, Amsterdam 1988, Oxbow Monograph 12 (Oxford: Oxbow, 1991).
16. A. Vreugdenhil, A. Swhips of the United Netherlands 1648–1702, part 4 of Lists of Men-of-War, 1650–1700, Society for Nautical Research, Occasional Publications 5 (Cambridge: Cambridge University Press, 1936).
17. The Nederlands Scheepvaartmuseum in Amsterdam has a beautiful, alt- hough somewhat primitive model of this type of ship (inventory no. A.0115[02]).
18. Pieter van Dam, Beschryvinge van de Oostindische Compagnie, 1639–1701, vol. 1, ed. F. W. Stapel (The Hague: Martinus Nijhoff, 1927), 467, 470, 493–504.
19. J. E. Elias, De vlootbouw in Nederland in de eerste helft der 17de eeuw, 1596–1655, Werken uitgegeven door de Commissie voor Zeegeschiedenis 1 (Amsterdam: Noord-Hollandsche uitgeversmaatschappij, 1933), 58.
20. For the sake of completeness—which, alas, does not make this termino- logical jungle any simpler—I should mention that the same word, pinas, was also used for the second-largest launch of a man-of-war, a rowboat that could also be sailed.
21. In his famous diary Samuel Pepys declares, in his entry for May 19, 1666, his deep respect for master shipwright Anthony Deane for being “the first that hath come to any certainty before-hand, of foretelling the draught of water of a ship before she is launched” (cited by Lavery in Deane, Deane’s Doctrine, 25). If this is true—and we may assume as much, as experts state that in the sixteenth century Matthew Baker was already capable of such calculations—then England presents an entirely different picture of technical know-how in shipbuilding than in Holland. It was Pepys, in fact, who invited Deane to write his Doctrine
of Naval Architecture, the first page of which reads: “written in the year 1670 at the instance of Samuel Pepys Esq.” (ibid., 21).
22. G. Timmerman, “Das Eindringen der Naturwissenschaften in das Schiffs- bauhandwerk,” Deutsches Museum Abhandlungen und Berichte 30, no. 3 (1963): 5–54.
23. Jan Dirkzwager, Dr. B. J. Tideman, 1834–1883: Grondlegger van de mo- derne scheepsbouw in Nederland (Leiden: Brill, 1970).
24. A. J. Hoving and Alan A. Lemmers, In tekening gebracht: De achttiende- eeuwse scheepsbouwers en hun ontwerpmethoden (Amsterdam: Bataafsche Leeuw, 2001).
25. Probably Simon Stevin’s De beghinselen des waterwichts (Leiden: Fran- çoys van Raphelinghen, 1586).
26. The last as a unit of measure varied considerably, depending not only on what was being measured (ships, grain, wood, etc.) but also on the loc ality; thus it could represent different weights. Originally a measure of volume, the last was generally equal to 4,000 Amsterdam pounds, or 1,975 kilograms. See
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