this situation often break their sheer, and come to windward oftheir anchors again. When the ship lies in this ticklish situation,the after-yards must be braced forward, and the fore-yards thecontrary way: she will lay safe, as the buoy can be kept on thelee-quarter, or suppose the helm is aport, as long as the buoy is onthe larboard-quarter. With the helm thus, and the wind rightaft or nearly so, the starboard main and fore-braces should behauled in. This supposes the main braces to lad forward. Whenthe ship begins to tend to leeward, and the buoy comes on theweather-quarter, the first thing to be done is to brace about thefore-yard ; and when the wind comes near the beam, set the fore-staysail, and keep it standing until it shakes; then brace all theyards sharp forward, especially if it, is likely to blow strong. Iflying in the aforesaid position, and she breaks her sheer, braceabout the main-yard immediately : if she recovers and brings thebuoy on the lee or larboard-quarter, let the main-yard be againbraced about; but if she come to a sheer the other way, by bring-ing the buoy on the other quarter, change the helm and brace thefore-yard to. Hiding leeward tide with more cable than the wind-ward service, and expecting the ship will go to windward of heranchor, begin as soon as the tide eases to shorten in the cable. Thisis often hard work ; but it is necessary to be done, otherwise theanchor may be fouled by the great length of cable the ship has todraw round; but even if that could be done, the cable would bevery materially damaged against the bows or cut-water. It isto be observed, that wlu-n a ship rides windward tide the cableshould cackled from the short service towards the anchor, as faras will prevent the bare part touching the ship. When the shiptends to windward, and must be set a-head, hoist the fore-staysail assoon as it will stand, and when the buoy comes on the leequarter,haul down the fore-staysail, brace to the fore-yard, and put thehelm a-lee ; for till then the helm must be kept a-weather and theyards full. When the ship rides leeward tide, and the wind in-creases, care should betaken to give her more cable in time, other-wise the anchor may start, and probably it will be troublesome toget her brought up again ; and this care is the more necessary whenthe ship rides in the hause of another ship. Previous to giving a* long service it is usual to take a weather-bit, that is, a turn of thecable over the windlass-end, so that in veering away the ship willfce under command. The service ought to be greased, which willprevent its chasing in the hause. If the gale continues to increase,the topmasts should be struck in time ; but the fore-yard shouldseldom, if ever, be lowered down, that in case of parting the fore-sail may be ready to be set. At such times there should be moreon deck than the common anchor-watch that no accident may hap-pen from inattention or falling asleep. In a tide-way a second anchorshould never be let go but when absolutely necessary ; for a shipwill sometimes ride easier and safer, especially if the sea runs high,with a very long scope of cable and one anchor, than with lesslength and two cables ; bow ever, it is adviseable, as a preventive,when ships have not room to drive, and the night is dark, to letfall a second anchor under foot, with a range of cable along thedeck. If this is not thought necessary to be done, the deep-sea-lead should be thrown overboard, and the line frequently handledby the watch, that they may be assured she rides fast. If at anylime the anchor-watch, presuming on their own knowledge,should wind the ship, or suffer her to break her sheer without call-ing the male, he should immediately, or the very first opportunity,oblige the crew to heave the anchor in sight; which will preventthe commission of the like fault again ; for besides the share oftrouble the watch will have, the rest of the crew will blame themfor neglecting their duty. Prudent mates seldom lie a week in aroad-stead without heaving their anchor in sight; oven thoughthey have not the least suspicion of its being foul. There are noother reasons why the anchor should be looked at; sometimes thecable receives considerable damage hv sweeping wrecks or an-chors that have been lost, or from rocks or stones; and it is oftenfound indispensably necessary to trip the anchor, in order to takea clearer birth, which should he done as often as any ship bringsup too near.

Ships of War are vessels properly equipped with artillery,ammunition, and all the necessary martial weapons and instru-ments for attack or defence. They are distinguished from eachother by their several ranks or classes, called rates, as follows :Ships ot the first rate mount from 100 guns to 110 guns and up-

wards ; second rale, from 90 to 98 guns; third rate, from 64 to74 guns; fourth-rate, from 50 to 60 guus ; fifth rate, from 32 to44 guus; and sixth rates, from 20 to 28 guns. See Rate.Vessels carrying less than 20 guns are denominated sloops,cutters, fire-ships, and bombs. It lias lately been proposed to re-duce the number of these rates, which would he a saving to thenation, and also productive of several material advantages. Fig.

1. (Plate CLXVIII.) is the representation of a fust rate, withrigging, &c. the several parts of which are as follows: Parts of thehull.—A, The cathead ; B, The fore-chain-wales, or chains; C,The main-chains; D, The mizen chains; E, The enteringport; F, The hawse-holes; G, The poop-lanterns; FI, Thechess-tree; I, The head; K, The stern. 1, The bowsprit,

2, The yard and sail. 3, Gammoning. 4, The manrop. 5,The bobstay 6, The spritsail-sheets. 7, Pendants. S, Braces and pendants. 9, Halliard*. 10, Lifts. 11, Clue lines. 12,Spritsail-horses. 13, Buntlincs. 14, Standing lifts. 15, Bow-sprit-shroud. 16, Jibboom. 17, Jibstay and sail. 18, Halliards.19, Sheets. 20, Horses. 21, Jib-guy. 22, Spritsail-topsail-yaid.

■ 23, Ilorses. 24, Sheets. 25, Litis. 26, Braces and pendants.27, Cap of bowsprit. 28, Jack-staff. 29, Truck. 30, Jack-flag.—31, Fore-mast. 32, Runner and tackle. 33, Shrouds. 34,Laniards. 35, Stay and laniard. 36, Preventer-stay and laniard.37, Woolding of the mast. 38, Fore-yard and sail. 39, Horses ,40, Top. 41, Crowfoot. 42, Jeers. 43, Yard-tackles. 44,Lifts. 45, Braces and pendants. 46, Sheets. 47, Foretacks.48, Bowlines and bridles. 49, Fore-hunt-lines. 50, Fore -leech-lines. 51, Preventer-brace. 52, Futlock-shrouds.—53, Fore -top-mast. 54, Shrouds and laniards. 55, Fore -top-sail yard and sail56, Stay and sail. 57, Runner. 58, Back-stays. 59, Halliard.60, Lifts. 61, Braces and pendants. 62, Horses. 63, Clew-lines. 64, Bowlines and bridles. 65, Reef-tackles. 66; Sheets.67, Bunt-lines. 68, Cross-trees. 69, Cap. 70, Foretop-gallant-mast. 71, Shrouds. 72 , Yard and sail. 73, Backstays, 74,Stay. 75, Lift*. 76, Clew-lines. 77, Braces and pendants. 78,Bowlines and bridles. 79, Flag-staff. 80, Truck. 81, Flag -stay-slaff. 82, Flag of the lord high admiral.—83, Mainmast. 84.'Shrouds. 85, Laniards. 86, Runner and tackle. 87, Futtock-slirouds. 88, Top-lantern. 89, Crank of ditto. 90, Stay. 91,Preventer-stay. 92, Stay-tackles. 93, Woolding of the mast. 94,,Jeers. 95, Yard-tackles. 96, Lifts. 97, Braces and pendants. 98,Ilorses, 99, Sheets. 100, Tacks. 101, Bowlines and bridles.102, Crow-foot 103, Cap. 104, Top. 105, Bunt-lines. 106,Leech-lines. 107, Yard and sail.—108, Main-top-mast. 109,Shrouds and laniards. 110, Yard and sail. 111, Fultock-shrouds.112, Backstays. 113, Stay. 114, Staysail and halliards. 115,Tye. 116, Halliards. 117, Lifts. 118, Clew-lines. 119, Braces and pendants. 120, Horses. 121, Sheets. 122, Bowlines amibridles. 123, Buntlines. 124, Keef-tackles. 125, Cross-trees.126, Cap.—127, Main-top gallant-mast. 128, Shrouds andlaniards. 129, Yard and sail. 130, Backstays. 131, Stay. 132,'Stay-sail and halliards. 133, Lifts. 134, Braces and pendants.135, Bowlines and bridles. 136, Clew lines. 137, Flagstaff.138, Truck. 139, Flagstaff -stay. 140, Flag-standard.—141,Mizen-mast, 142, Shrouds and laniards. 143, Cap. 144, Yardand sail. 145, Block for signal halliards. 146, Sheets. 147,Pendant-lines. 148, Peck-brails. 149, Staysail. 150, Stay. 151,Derrick, and span. 152, Top. 153, Cross jack-yard. 154, Cross--jack-lifts. 155, Cross-jack-braces. 156, Cross-jack-slings.—157,Mizen-top-mast. 158, Shrouds and laniards. 159, Yard and sail.160, Backstays. 161. Stay. 162, Halliards. 163, Lifts. 164,Braces and pendants. 165, Bowlines and bridles. 166, Sheets.167, Clew-lines. 168, Slay-sail. 169, Cross-trees. 170, Cap.171, Flagstaff. 172, Flagstaff -stav. 173, Truck. 174, Flag,union. 175, Ensign-staff. 176, Truck. 177, Ensign. 178,Stern-ladder. 179, Bower-cable. (Eig. 20, Plate C LXIX.) is avertical longitudinal section of a first rate ship of war, with refer-ences to the principal parts; which are as follow ; A, Is the head,containing,—1, The stem ; 2, The knee of the head or cut-water;3, The lower and upper cheek; 4, The trail-hoard; 5, Thefigure; 6, The gratings; 7, The brackets; 8, The false stem,9, The breast-hooks; 10, The hause-holes; 11, The bulkheadforward; 12, The cat-head; 13, The cat-hook; 14, Necessaryseats; 15, The manger within board; 16, The bowsprit. B,Upon the forecastle—17, The gratings; IS, The partners of the

mast;