not attached to the swivel, haul it out by the dip-rope leading from the weather sheet pipe. Hang both parts of the lee chain by good lines from the forecastle. Unshackle both ends from the swivel and shackle them together. Heave the lee chain taut, take off the hawser and slip the clear-hawse pendant. Heave in on the riding chain until the swivel is abaft the controller. Secure the chain by stoppers, unshackle the ends from the swivel and shackle them together.

If the swivel will not go through the hawse, it is desirable to wait for the ship to swing before taking it off the second chain. Thus each chain is a lee chain when it is disconnected.

If it is impracticable to wait for this, handle the riding cable as already described for the lee one, but with extra precautions. The clear-hawse pendant may still be used, but the preventer hawser must be a good one and must be hove taut. The ship in fact rides by this hawser and not by the clear-hawse pendant, while the chain is slacked for unshackling. Steam should be ready, and an officer should be on the bridge ready to work the engines. By giving a turn ahead from time to time the tension on the hawser can be relieved and there should be no danger in the operation.

All working of chain where unshackling is necessary should be done at slack water or as near it as possible.

TENDING SHIP.

When the swivel is not used, it is very important to "tend ship"; that is, to watch the swinging at each turn of the tide, note the direction in which the stern swings, always recording this in the log, and, taking advantage of any conditions which may be helpful, try to make the ship swing to that side which will keep the hawse clear, or clear it if it has already fouled.

It is well to give some attention to "tending ship" even when the swivel is in use. The purpose of the swivel is to prevent the hawse from fouling, but unfortunately it does not always work. It is especially likely to fail if the moor is slack, and in this case the chains may foul so far below water that it will not be known that they are foul until the ship starts to get underway. It is not unusual to find cables very badly fouled when every confidence is felt that they are perfectly clear. It is very important to watch the swivel while the ship is swinging and to note whether it works

or not. If it does not, it may be practicable to heave it around by a purchase hooked to that part of the chain which should be lifted. To assist in keeping track of the working of the chains, it is a good plan to paint a few shackles of each chain just outside the swivel, using red for the port and white for the starboard cable.

If there is any room for doubt as to the cables being clear, it is a good plan to underrun the riding cable for some distance ahead of the swivel with the bight of a boat chain.

§ I.

CHAPTER X.

CARRYING OUT ANCHORS.

Important changes have been introduced into all problems connected with the handling of anchors, by changes within recent years in the character of the anchors themselves and in the methods of stowing and handling them.

All ships of recent design carry stockless anchors, and the bowers and sheets of this type are, in a great majority of cases, housed in the hawse-pipes, although on many ships one sheet anchor is still carried on an anchor-shelf. Plate 79. Where this last arrangement exists, an anchor-davit is necessarily provided; and even where all of the anchors house in the pipes, a davit is frequently fitted, for general convenience in the handling of ground-tackle.

Anchors which stow in the hawse-pipes are not fitted with balancing-links and must be handled by straps. These may be placed at the balancing point, thus serving the same purpose as the usual link, or they may be passed around the crown, where they allow the anchor to hang more or less "ring-heavy." The last arrangement has some advantages, as will be explained hereafter. Anchors which are fitted with links are usually handled by means of these.

Most men-of-war carry "stream" and "stern" anchors, of from one-fourth to one-third the weight of the bowers. These are not too heavy to be carried out by a single boat, and the problem of handling them presents no great difficulty, provided the method to be used has been thought out beforehand and all the fittings prepared.

It is quite a different proposition to deal with a bower anchor, weighing from fifteen to twenty thousand pounds, and stowed without any thought of the possible necessity for carrying it out by boats.

It is held by some seamen that the necessity for carrying out a bower is so unlikely to arise under modern conditions that it is not worth while to prepare for it. In support of this view, it is pointed out that the engines of modern ships are so powerful in comparison with any pull which could be put upon a line for haul

ing off a stranded vessel, that they are, and must be, the main reliance; and that if they do not suffice there is little hope of accomplishing anything without help from sources outside the ship.

It is true that the main reliance of a ship which goes aground will be upon her engines and upon outside assistance, provided the engines can be used and that outside assistance is available. But the engines can only be used while the stern is tailing off into deep water; and in many, perhaps in most, cases, there is a tendency to swing around broadside on to the beach, when the engines immediately become worse than useless and the problem to be dealt with by outside assistance, if at hand, is of enormously increased difficulty.

As is pointed out in the chapter on "Stranding," the first thing to be done when a vessel goes aground and refuses to back off at once is to hold her from being set farther up by a rising tide, and to hold her stern off from the beach so that her engines may continue available for use. Under reasonably good conditions, an anchor of medium weight may suffice for this, but there are many conditions where nothing short of the bower or sheet will answer. It is not here a question of hauling off-the winches would hardly furnish power enough for this-but only of holding against wind and tide; although it is by no means unusual for a ship to yield to the steady strain of a taut line and to come off altogether unexpectedly.

If proper preparations have been made beforehand and tested by frequent drills, it should be possible to carry out the stream or stern anchor within ten minutes, and to follow this by a bower within from thirty to forty-five minutes more.

§ II.

First Method. The simplest way to carry out an anchor is to hang it from the stern of a launch as in Plates 88 and 89, but this utilizes only a part of the floating power of the boat and is not practicable with a very heavy anchor. The weight which can be carried in this way may be much increased by adding weight at the bow, thus counterbalancing the weight at the stern and bringing the boat more nearly onto an even keel. In this way the boat may be made to carry at the stern approximately one-half of its total floating capacity, whereas it would not carry anything like this at one end without a compensating weight at the other.

A convenient way of hanging the anchor and letting it go is illustrated in Plate 88, where one end of the wire strap is shackled