a general name for all large vessels, particularly those equipped with three masts and a bowsprit; the masts being composed of a lowermast, topmast, and top-gallant mast: each of these being provided with yards, sails, &c. Ships, in general, are either employed for war or merchandise.

**Ships of War** are vessels properly equipped with artillery, ammunition, and all the necessary martial weapons and instruments for attack or defence. They are distinguished from each other by their several ranks or classes, called rates, as follows: Ships of the first rate mount from 100 guns to 110 guns and upwards; second rate, from 90 to 98 guns; third rate, from 64 to 74 guns; fourth rate, from 50 to 60 guns; fifth rate, from 32 to 44 guns; and sixth rates, from 20 to 28 guns. See the article Rate. Vessels carrying less than 20 guns are denominated sloops, cutters, fireships, and bombs. It has lately been proposed to reduce the number of these rates, which would be a saving to the nation, and also productive of several material advantages.

In Plate CCCCL. is the representation of a first rate, with rigging, &c. the several parts of which are as follow:

Parts of the hull.—A, The cathead; B, The fore-chain-wales, or chains; C, The main-chains; D, The mizen-chains; E, The entering port; F, The hawse-holes; G, The poop-lanterns; H, The chefs-tree; I, The head; K, The stern.

1, The bowsprit. 2, Yard and sail. 3, Gammoning. 4, Manrop. 5, Bobstay. 6, Spritail-sheets. 7, Pendants. 8, Braces and pendants. 9, Halliards. 10, Lifts. 11, Clue-lines. 12, Spritail-horses. 13, Buntlines. 14, Standing lifts. 15, Bowspit-throats. 16, Jib-boom. 17, Jibstay and sail. 18, Halliards. 19, Sheets. 20, Horses. 21, Jib-guy. 22, Spritail-toprail yard. 23, Horses. 24, Sheets. 25, Lifts. 26, Braces and pendants. 27, Cap of bowspit. 28, Jack staff. 29, Truck. 30, Jack flag.—31, Foremast. 32, Runner and tackle. 33, Shrouds. 34, Laniards. 35, Stay and laniard. 36, Preventer-stay and laniard. 37, Woolding of the mast. 38, Foreyard and sail. 39, Horses. 40, Top. 41, Crowfoot. 42, Jeers. 43, Yard-tackles. 44, Lifts. 45, Braces and pendants. 46, Sheets. 47, Foretops. 48, Bowlines and bridles. 49, Fore bunt-lines. 50, Fore leech-lines. 51, Preventer-brace. 52, Futtock-throats—53, Foretop-mast. 54, Shrouds and laniards. 55, Foretop-fall yard and sail. 56, Stay and sail. 57, Runner. 58, Back-stands. 59, Halliards. 60, Lifts. 61, Braces and pendants. 62, Horses. 63, Clew-lines. 64, Bowlines and bridles. 65, Reef-tackles. 66, Sheets. 67, Buntlines. SHIP

Ship. Bust-lines. 68, Crofs trees. 69, Cap. 70, Foretop-gallant-mast. 71, Shrouds. 72, Yard and fail. 73, Backitays. 74, Stay. 75, Lifts. 76, Clew-lines. 77, Braces and pendants. 78, Bowlines and bridles. 79, Flag-staff. 80, Truck. 81, Flag-stay-taff. 82, Flag of the lord high admiral.—83, Mainmast. 84, Shrouds. 85, Laniards. 86, Runner and tackle. 87, Futtock-throads. 88, Top-lantern. 89, Crank of ditto. 90, Stay. 91, Preventer stay. 92, Stay-tackles. 93, Woodling of the mast. 94, Jeers. 95, Yard-tackles. 96, Lifts. 97, Braces and pendants. 98, Horses. 99, Sheets. 100, Tacks. 101, Bowlines and bridles. 102, Crow-foot. 103, Cap. 104, Top. 105, Bunt-lines. 106, Leech-lines. 107, Yard and fail. —108, Main-topmast. 109, Shrouds and laniards. 110, Yard and fail. 111, Futtock throads. 112, Backitays. 113, Stay. 114, Stayfail and halliards. 115, Tyre. 116, Halliards. 117, Lifts. 118, Clew-lines. 119, Braces and pendants. 120, Horses. 121, Sheets. 122, Bowlines and bridles. 123, Bunt-lines. 124, Reef-tackles. 125, Crofs-trees. 126, Cap. —127, Main-top-gallant-mast. 128, Shrouds and laniards. 129, Yard and fail. 130, Backtays. 131, Stay. 132, Stayfail and halliards. 133, Lifts. 134, Braces and pendants. 135, Bowlines and bridles. 136, Clew-lines. 137, Flag-staff. 138, Truck. 139, Flag-stay-taff. 140, Flag standard.—141, Mizen-mast. 142, Shrouds and laniards. 143, Cap. 144, Yard and fail. 145, Block for signal halliards. 146, Sheet. 147, Pendant lines. 148, Peck brails. 149, Stayfail. 150, Stay. 151, Derrick and span. 152, Top. 153, Crofs-jack-yard. 154, Crofs-jack lifts. 155, Crofs-jack braces. 156, Crofs-jack flings.—157, Mizen-topmast. 158, Shrouds and laniards. 159, Yard and fail. 160, Backtays. 161, Stay. 162, Halliards. 163, Lifts. 164, Braces and pendants. 165, Bowlines and bridles. 166, Sheets. 167, Clew-lines. 168, Stayfail. 169, Crofs-trees. 170, Cap. 171, Flag-staff. 172, Flag-stay-taff. 173, Truck. 174, Flag-union. 175, Ensign-taff. 176, Truck. 177, Ensign. 178, Stern ladder. 179, Bower cable.

Fig. 2. Plate CCCCLJ. is a vertical longitudinal section of a first rate ship of war, with references to the principal parts; which are as follow:

A, Is the head, containing—1, The stem; 2, The knee of the head or cutwater; 3, The lower and upper cheek; 4, The trail-board; 5, The figure; 6, The gratings; 7, The brackets; 8, The falle stem; 9, The breafth hooks; 10, The haufe holes; 11, The bulkhead forward; 12, The cat-head; 13, The cat-hook; 14, Necessary seats; 15, The manger within board; 16, The bowprit.

B, Upon the forecastle—17, The gratings; 18, The partners of the mast; 19, The gunwale; 20, The beltry; 21, The funnel for smoke; 22, The gangway going off the forecastle; 23, The forecastle guns.

C, In the forecastle—24, The door of the bulkhead forward; 25, Officers cabins; 26, Staircase; 27, Foretop-fail sheet bits; 28, The beams; 29, The carlings.

D, The middle gundeck forward—30, The fore-jeer bits; 31, The oven and furnace of copper; 32, The captain's cook room; 33, The ladder or way to the forecastle.

E, The lower gun-deck forward—34, The knees fore and aft; 35, The spirketings, or the first streak next to each deck, the next under the beams being called clamps; 36, The beams of the middle gun-deck fore and aft; 37, The earlings of the middle gun-deck fore and aft; 38, The fore-bits; 39, The after or main bits; 40, The hatchway to the gunner's and boatman's store-rooms; 41, The jeer capitan.

F, The orlop—42, 43, 44, The gunner's, boatswain's, and carpenter's store-rooms; 45, The beams of the lower gun-deck; 46, 47, The pillars and the riders, fore and aft; 48, The bulkhead of the store-rooms.

G, The hold—49, 50, 51, The foot-hook rider, the floor rider, and the standard, fore and aft; 52, The pillars; 53, The step of the forecastle; 54, The kelfon, or false keel, and dead rising; 55, The dead-wood.

H, At midships in the hold—56, The floor-timbers; 57, The keel; 58, The well; 59, The chain-pump; 60, The step of the mainmast; 61, 62, Beams and carlings of the orlop, fore and aft.

I, The orlop amidships—63, The cable tire; 64, The main hatchway.

K, The lower gun-deck amidships—65, The ladder leading up to the middle gun-deck; 66, The lower tier of ports.

L, The middle gun-deck amidship—67, The middle tier of ports; 68, The entering port; 69, The main jeer bits; 70, Twisted pillars or stanchions; 71, The capitan; 72, Gratings; 73, The ladder leading to the upper deck.

M, The upper gun-deck amidships—74, The maintop-fail-sheet bits; 75, The upper partners of the mainmast; 76, The gallows on which spare topmasts &c. are laid; 77, The foresheet blocks; 78, The rennets; 79, The gunwale; 80, The upper gratings; 81, The drift brackets; 82, The pits dale; 83, The capitan pall.

N, Abaft the mainmast—84, The gangway off the quarterdeck; 85, The bulkhead of the coach; 86, The staircase down to the middle gun-deck; 87, The beams of the upper deck; 88, The gratings about the mainmast; 89, The coach or council-chamber; 90, The staircase up to the quarterdeck.

O, The quarterdeck—91, The beams; 92, The carlings; 93, The partners of the mizenmast; 94, The gangway up to the poop; 95, The bulkhead of the cuddly.

P, The poop—96, The trumpeter's cabin; 97, The taffarel.

Q, The captain's cabin.

R, The cuddly, usually divided for the master and secretary's officers.

S, The state-room, out of which is made the bed-chamber and other conveniences for the commander in chief; 98, The entrance into the gallery; 99, The bulkhead of the great cabin; 100, The stern lights and after galleries.

T, The ward-room, allotted for the lieutenants and marine officers; 101, The lower gallery; 102, The steerage and bulkhead of the wardroom; 103, The whipstaff, commanding the tiller; 104, The after staircase leading down to the lower gun-deck.

V, Several officers cabins abatt the mainmast, where the folder generally keep guard.

W, The gun-room—105, The tiller commanding the rudder; 106, The rudder; 107, The stern-polt; 108, The tiller transom; 109, The several transoms, viz. 1, 2, 3, 4, 5; 110, The gun-room ports, or stern-chafe; Ship. III, The bread-room scuttle, out of the gun-room; II2, The main capstan; II3, The pall of the captain; II4, The partner; II5, The bulkhead of the bread-room.

X, The bread-room.

Y, The steward's room, where all provisions are weighed and served out.

Z, The cockpit, where are subdivisions for the purser, the surgeon, and his mates.

AA, The platform or orlop, where provision is made for the wounded in the time of service; II6, The hold abaft the main-mast; II7, The step of the mizen-mast; II8, The kelson, or false keel; II9, The dead wood, or riling.

Ships of war are fitted out either at the expense of the state or by individuals. Those fitted out at the public expense are called King's ships, and are divided into ships of the line, frigates, sloops, &c. For an account of each of these, see the respective articles. Ships of war fitted out by individuals are called privateers. See the article Privateer.

Armed-Ship. See Armed-Ship.

Bomb-Ship. See Bomb-Vessel.

Double-Ship. See Ship-Building.

Fire-Ship. See Fire-Ship.

Hospital-Ship, a vessel fitted up to attend on a fleet of men of war, and receive their sick or wounded; for which purpose her decks should be high, and her ports sufficiently large. Her cables ought also to run upon the upper deck, to the end that the beds or cradles may be more commodiously placed between decks, and admit a free passage of the air to disperse that which is offensive or corrupted.

Merchant-Ship, a vessel employed in commerce to carry commodities of various sorts from one port to another.

The largest merchant ships are those employed by the different companies of merchants who trade to the East Indies. They are in general larger than our 40 gun ships; and are commonly mounted with 20 guns on their upper-deck, which are nine pounds; and fix on their quarter-deck, which are six pounders.

Register-Ship. See Register-Ship.

Store-Ship, a vessel employed to carry artillery or naval stores for the use of a fleet, forts, or garrisons.

Transport-Ship, is generally used to conduct troops from one place to another.

Besides the different kinds of ships abovementioned, which are denominated from the purpose for which they are employed, vessels have also, in general, been named according to the different manner of rigging them. It would be an endless, and at the same time an unnecessary task, to enumerate all the different kinds of vessels with respect to their rigging; and therefore a few only are here taken notice of. Fig. 3, Plate CCCCLI. is a ship which would be converted into a bark by stripping the mizen mast of its yards and the sails belonging to them. If each mast, its corresponding topmast and topgallant-mast, instead of being composed of separate pieces of wood, were all of one continued piece, then this vessel with very little alteration would be a polacre.

Fig. 4 represents a snow; fig. 5, a bilander; fig. 6, a brig; fig. 7, a ketch; fig. 8, a schooner; fig. 9, a sloop; fig. 10, a sloop; fig. 11, a galliot; fig. 12, a dory; fig. 13, a galley under sail; fig. 14, ditto rowing.

Vol. XVII. Part I.

Ships are also sometimes named according to the different modes of their construction. Thus we say, a cat-built ship, &c.

To Ship, is either used actively, as to embark any person or put anything aboard ship; or passively, to receive any thing into a ship; as, "we shipped a heavy sea at three o'clock in the morning."

To Ship, also implies to fix any thing in its place; as, to ship the oars, that is, to put them in their rowlocks; to ship the swivel guns, is to fix them in their sockets; to ship the handspikes, &c.

Machine for drawing Bolts out of Ships, an instrument invented by Mr William Hill for this purpose. His account of which is as follows*.

"First, the use of this machine is to draw the kelson and dead wood bolts out, and to draw the knee of the head bolts.—Secondly, The heads of the kelson bolts heretofore were all obliged to be driven thro' the kelson, Arts, &c., floor-timbers, and keel, to get them out; by this means the kelson is often entirely destroyed, and the large hole the head makes materially wounds the floors; and frequently, when the bolt is much corroded; it tears, and the bolt comes out of the side of the keel.—Thirdly, The dead-wood bolts that are driven with two or three drifts, are seldom or never got out, by which means the dead-wood is condemned, when some of it is really serviceable.—Fourthly, In drawing the knee of the head-bolts, sometimes the knee starts off, and cannot be got to again, but runs up, and with this machine may be drawn in; for it has been proved to have more power in starting a bolt than the maul."

In fig. 1, "A, A, represent two strong male screws, working in female screws near the extremities of the cheeks, against plates of iron E, E. C C is the bolt to be drawn; which, being held between the chaps of the machine at DD, is, by turning the screws by the lever B, forced upwards out of the wood or plank of the ship. F, F, are two dogs, with hooks at their lower extremities; which, being driven into the plank, serve to support the machine till the chaps have got fast hold of the bolt. At the upper part of these dogs are rings passing thro' holes in a collar, moveable near the heads of the screws. Fig. 2, is a view of the upper side of the cheeks when joined together; a, a, the holes in which the screws work; b, the chaps by which the bolts are drawn. Fig. 3. The under side of the cheek: a, a, the holes in which the screws work; b, the chaps by which the bolts are drawn, and where the teeth that gripe the bolt are more distinctly shown. Fig. 4. One of the cheeks separated from the other, the letters referring as in fig. 2, and 3.

This machine was tried in his majesty's yard at Deptford, and was found of the greatest utility.—"First, it drew a bolt that was driven down so tight as only to go one inch in fifteen blows with a double-headed maul, and was well clenched below; the bolt drew the ring a considerable way into the wood, and wire drew itself through, and left the ring behind. Secondly, it drew a bolt out of the Venus's dead-wood that could not be got out by the maul. That part of it which went through the keel was bent close up to the lower part of the dead-wood, and the machine drew the bolt straight, and drew it out with ease. It also drew a kelson bolt out of the Stanley Welt Indiaman, in Messrs Wells's yard, Deptford; which being a bolt of two drifts, could not be driven out." Management of Ships at single anchor, is the method of taking care of a ship while riding at single anchor in a tide-way, by preventing her from fouling her anchor, &c. The following rules for this purpose, with which we have been favoured by Mr Henry Taylor* of North Shields, will be found of the utmost consequence.

Riding in a tide-way, with a fresh-of-wind, the ship should have what is called a short or windward service, say 45 or 50 fathoms of cable, and always sheered to windward (a), not always with the helm hard down, but more or less so according to the strength or weakness of the tide. It is a known fact, that many ships sheer their anchors home, drive on board of other ships, and on the sands near which they rode, before it has been discovered that the anchor had been moved from the place where it was let go.

When the wind is crofs, or nearly crofs, off shore, or in the opposite direction, ships will always back. This is done by the mizen-topmast, assisted, if needful, by the mizen-stay-fall; such as have no mizen-topmast commonly use the main-topmast, or if it blows fresh, a top-gallant-fall, or any such fall at the gaff.

In backing, a ship should always wind with a taught cable, that it may be certain the anchor is drawn round. In case there is not a sufficiency of wind for that purpose, the ship should be hove about.

Riding with the wind afore the beam, the yards ought to be braced forward; if abaft the beam, they are to be braced all aback.

If the wind is so far aft that the ship will not back (which should not be attempted if, when the tide eases, the ship forges ahead, and brings the buoy on the lee quarter), she must be set ahead: if the wind is far aft, and blows fresh, the utmost care and attention is necessary, as ships riding in this situation often break their sheer, and come to windward of their anchors again.

It should be observed, that when the ship lies in this ticklish situation, the after-yards must be braced forward, and the fore-yards the contrary way: she will lay safe, as the buoy can be kept on the lee quarter, or suppose the helm is aport, as long as the buoy is on the larboard quarter. With the helm thus, and the wind right aft, or nearly so, the starboard main and fore braces should be hauled in. This supposes the main braces to lead forward.

When the ship begins to tend to leeward, and the buoy comes on the weather-quarter, the first thing to be done is to brace about the fore-yard; and when the wind comes near the beam, let the fore-stay-fall, and keep it standing until it shakes; then brace all the yards sharp forward, especially if it is likely to blow strong.

If laying in the aforeaid position, and she breaks her sheer, brace about the main-yard immediately; if she manages to recover and brings the buoy on the lee or larboard quarter, let the main-yard be again braced about; but if she come to a sheer the other way, by bringing the buoy on the other quarter, change the helm and brace the fore-yard to.

Riding leeward tide with more cable than the wind-long service, and expecting the ship will go to windward of her anchor, begin as soon as the tide eases to shorten in the cable. This is often hard work; but if it is necessary to be done, otherwise the anchor may be left to go fouled by the great length of cable the ship has to draw windward, round; but even if that could be done, the cable would be damaged against the bows or cut-water. It is to be observed, that when a ship rides windward tide the cable should be slackened from the short service towards the anchor, as far as will prevent the bare part touching the ship.

When the ship tends to windward and must be set ahead, hoist the fore-stay-fall as soon as it will stand, and when the buoy comes on the lee quarter, haul down the fore-stay-fall, brace to the fore-yard, and put the helm a-lee; for till then the helm must be kept a-weather and the yards full.

When the ship rides leeward tide, and the wind increases, care should be taken to give her more cable in time, otherwise the anchor may start, and probably it will be troublesome to get her brought up again; and this care is the more necessary when the ship rides in the haule of another ship. Previous to giving a long service it is usual to take a weather-bit, that is, a turn of the cable over the windlass end, so that in veering away the ship will be under command. The service ought to be greased, which will prevent its chafing in the haule.

If the gale continues to increase, the topmasts should be struck in time; but the fore-yard should seldom, if ever, be lowered down, that in case of parting the stay-fall may be ready to be set. At such times there should be more on deck than the common anchor-watch, that no accident may happen from inattention or falling asleep.

In a tide-way a second anchor should never be let go but when absolutely necessary; for a ship will sometimes ride easier and safer, especially if the sea runs high, with a very long scope of cable and one anchor, than with

---

(a) It has been thought by some theorists, that ships should be sheered to leeward of their anchors; but experience and the common practice of the best informed seamen are against that opinion: for it is found, that when a ship rides leeward tide and sheered to windward, with the wind two or three points upon the bow, and blowing hard in the interval between the squalls, the sheer will draw her towards the wind's eye; so that when the next squall comes, before she be preffed astern of her anchor, it is probable there will be a lull again, and the spring which the cable got by the sheer will greatly ease it during the squall.

Every seaman knows that no ship without a rudder, or the helm left loose, will wear; they always in such situations fly to: this proves that the wind pressing upon the quarter and the helm alee, a ship will be less liable to break her sheer than when the helm is a-weather. Besides, if the helm is a-lee when she breaks her sheer, it will be a-weather when the wind comes on the other quarter, as it ought to be until she either swings to leeward, or bring the buoy on the other quarter. Now if the ship breaks her sheer with the helm a-weather, it throws her head to the wind so suddenly as scarce to give time to brace the yards about, and very probably she will fall over her anchor before the fore-stay-fall can be got up. let's length and two cables; however, it is advisable, as a preventive, when ships have not room to drive, and the night is dark, to let fall a second anchor under foot, with a range of cable along the deck. If this is not thought necessary to be done, the deep-sea lead should be thrown overboard, and the line frequently handled by the watch, that they may be assured the rides fast.

If at any time the anchor-watch, presuming on their own knowledge, should wind the ship, or suffer her to break her sheer without calling the mate, he should immediately, or the very first opportunity, oblige the crew to heave the anchor in sight; which will prevent the commission of the like fault again; for besides the share of trouble the watch will have, the rest of the crew will blame them for neglecting their duty.

Prudent mates seldom lie a week in a roadstead without heaving their anchor in sight; even though they have not the least suspicion of its being foul. There are other reasons why the anchor should be looked at; sometimes the cable receives damage by sweeping wrecks or anchors that have been lost, or from rocks or stones; and it is often necessary to trip the anchor, in order to take a clearer birth, which should be done as often as any ship brings up too near.

Method for the safe removal of such ships as have been driven on shore. For this purpose empty casks are usually employed to float off the vessel, especially if she is small, and at the same time near the port to which it is propounded to conduct her. In other cases, the following method adopted by Mr Barnard * will answer.

"On January 1, 1779 (says Mr Barnard), in a most dreadful form, the York East Indiaman, of eight hundred tons, homeward bound, with a pepper cargo, parted her cables in Margate roads, and was driven on shore, within one hundred feet of the head and thirty feet of the side of Margate pier, then drawing twenty-two feet six inches water, the flow of a good spring tide being only fourteen feet at that place.

"On the third of the same month I went down, as a ship-builder, to assist, as much as lay in my power, my worthy friend Sir Richard Hotham, to whom the ship belonged. I found her perfectly upright, and her sheer (or side appearance) the same as when first built, but sunk to the twelve feet water-mark fore and aft in a bed of chalk mixed with a stiff blue clay, exactly the shape of her body below that draft of water; and from the rudder being torn from her as she struck coming on shore, and the violent agitation of the sea after her being there, her stern was so greatly injured as to admit free access thereto, which filled her for four days equal to the flow of the tide. Having fully informed myself of her situation and the flow of spring-tides, and being clearly of opinion she might be again got off, I recommended, as the first necessary step, the immediate discharge of the cargo; and, in the progress of that business, I found the tide always flowed to the same height on the ship; and when the cargo was half discharged, and I knew the remaining part should not make her draw more than eighteen feet water, and while I was observing the water at twenty-two feet six inches by the ship's marks, she instantly lifted to seventeen feet eight inches; the water and air being before excluded by her pressure on the clay, and the atmosphere acting upon her upper part equal to six hundred tons, which is the weight of water displaced at the difference of these two drafts of water.

"The moment the ship lifted, I discovered she had received more damage than was at first apprehended, her leaks being such as filled her from four to eighteen feet water in an hour and a half. As nothing effectual was to be expected from pumping, several scuttles or holes in the ship's side were made, and valves fixed thereto, to draw off the water at the lowest ebb of the tide, to facilitate the discharge of the remaining part of the cargo; and, after many attempts, I succeeded in an external application of sheep-skins sewed on a sail and thrust under the bottom, to stop the body of water from rushing so furiously into the ship. This business effected, moderate pumping enabled us to keep the ship to about five feet water at low water, and by a vigorous effort we could bring the ship to light as (when the cargo should be all discharged) to be easily removed into deeper water. But as the external application might be disturbed by doing, or totally removed by the agitation of the ship, it was absolutely necessary to provide some permanent security for the lives of those who were to navigate her to the river Thames. I then recommended as the cheapest, quickest, and most effectual plan, to lay a deck in the hold, as low as the water could be pumped to, framed to solidity and securely, and caulked so tight, as to swim the ship independent of her own leaky bottom.

"Beams of fir-timber twelve inches square were placed in the hold under every lower-deck beam in the ship, as low as the water would permit; these were in two pieces, for the convenience of getting them down, and also for the better fixing them of an exact length, and well bolted together when in their places. Over these were laid long Dantzig deals of two inches and an half thick, well nailed and caulked. Against the ship's side, all fore and aft, was well nailed a piece of fir twelve inches broad and six inches thick on the lower and three inches on the upper edge, to prevent the deck from rising at the side. Over the deck, at every beam, was laid a cross piece of fir timber six inches deep and twelve inches broad, reaching from the pillar of the hold to the ship's side, on which the shores were to be placed to resist the pressure of the water beneath. On each of these, and against the lower-deck beam, at equal distances from the side and middle of the ship, was placed an upright shore, six inches by twelve, the lower end let two inches into the cross piece. From the foot of this shore to the ship's side, under the end of every lower deck beam, was placed a diagonal shore six inches by twelve, to ease the ship's deck of part of the strain by throwing it on the side. An upright shore of three inches by twelve was placed from the end of every cross piece to the lower deck beams at the side, and one of three inches by twelve on the midship end of every cross piece to the lower deck beam, and nailed to the pillars in the hold. Two firm tight bulkheads or partitions were made as near the extremes of the ship as possible. The ceiling or inside plank of the ship was very securely caulked up to the lower deck, and the whole formed a complete ship with a flat bottom within side, to swim the outside leaky one; and that bottom being depressed six feet below the external water, resisted the ship's weight above it equal to five hundred and eighty-one tons, and safely conveyed her to the dry-dock at Deptford." SHIP-BUILDING.