the bow. This doctrine is rather at variance with received opinion, in regard to sailing vessels, but an inspection of the model, and an attentive consideration of the subject, will best explain, that a long clean run would be rather detrimental, while the equality of shape and size now suggested, would tend materially to increase the vessel's speed. Edinburgh, 9th August 1821. ROBERT Wight. NOTE By Mr STEVENSON, Engineer, Regarding the Vessel described by Mr WIGHT in the foregoing Paper. A Committee of the Highland Society attended certain experiments made in the Wet Docks at Leith, and upon the Edinburgh Union Canal, with a boat measuring about 25 feet in length of keel. This boat, which may be considered as a large model, was constructed with a square water-tight case, extending from stem to stern, forming a compartment for the passage of the water, and the action of a paddle-wheel, which, on the occasion alluded to, was worked by four men, with two common hand cranks,with which the boat, carrying 26 people, was propelled at the rate of about five miles per hour. In so far as these trials were proceeded with, the impressions upon the gentlemen who attended Mr Wight's interesting experiments, were, that the removal of the paddles from the sides to the middle of the vessel was ingenious, and that the applica-. tion of this principle to canal-navigation might be attended - with beneficial effects, as the wheels could not then impinge immediately upon, or injure the sides of the canal. At the same time, it is evident, that much of the stowage and accommodation of the vessel would be occupied by the introduction of the water-tight compartment, with its connecting apparatus. Doubts were also entertained as to the application of this plan for deep-sea navigation. It may be noticed generally, in providing for the velocity of vessels employed in inland-navigation, that it seems unnecessary to attempt to increase their speed beyond the rate of about four miles an hour. For, unless the canal is very capacious, the velocity of the boat must unavoidably produce that action and re-action in the water which is so highly detrimental to the banks. By Mr Wight's plan, the agitation of the water is more confined to the central parts of the canal, and in giving motion to a boat, with an apparatus on board for propelling her, the cross-purposes of the track-horse and boat's rudder would in a great measure be avoided. The common mode of trackage being the cause of much of the agitation produced, the speed of the vessel might be considerably increased, if the propelling force were carried on board of the boat. DESCRIPTION OF AN APPARATUS FOR BORING OR SINK ING PITS IN QUICKSANDS, &c. (Plate VI.) By Mr JOHN BUSBY, Mineral Surveyor. HAVING had the honour to exhibit in actual operation at Leith Sands, before the Right Honourable Sir John Sinclair, Baronet, Mr Gordon, Secretary to the Highland Society, Messrs Stevenson, Bald, and Jardine, engineers, and other gentlemen of the Highland Society, the instruments employed by me in sinking and boring through quicksands, gravel, &c., and having been solicited by these gentlemen to lay them before the Society and the public, I now beg leave to give a description of the instruments I have improved, and of the additional instruments I have long been in the habit of using; noticing at the same time the methods I adopt in the use and management of them. The common sludger, represented at Pl. VI. Fig. 1., is made of hammered iron; is from two to |