inside the other hawse-pipe. Both chains are now broken at the shackles and the riding chain is connected up to the swivel. At the same time, the lee chain is hauled around by the dip-rope, the bight of the chain being eased out by the bight of the hook-rope, as shown. The chain is thus kept under control and the heavy surge on the clear-hawse pendant which would result from letting the bight go out by the run, is avoided. As soon as the riding chain is shackled up to the swivel, the strain of the chain is taken with the anchor-engine. The sliphooks of the deck-stopper and the preventer are knocked clear, and the chain is eased out until the swivel is just inside the hawse. This reduces the length required on the lee chain to reach the swivel, and so gives a tauter moor. The lee chain having been hauled inside is shackled to the swivel. The slip-hooks of the clear-hause pendant and the preventer are now knocked clear of the lee chain, allowing the bight to run out, after which the swivel is veered outside. If the swivel cannot be put on either cable inside, it must be put on the lee cable first, the shackle being veered outside, the cable secured by the clear hawse-pendant and a hawser, and the swivel lowered over the bow and put on by men working in a boat or on a stage. When the ship has swung, bringing the other cable to leeward, this is handled exactly as has been described for connecting the lee cable in the case where the swivel was put on the riding cable inside and veered outside. TAKING OFF THE SWIVEL OUTSIDE (Plate 86).-Secure the lee chain as for clearing hawse; that is to say, put the clearhawse pendant and preventer hawser on that part of the lee chain leading from the anchor and heave in on the clear-hawse pendant until there is slack enough between it and the swivel for unshackling. If the inboard end of the lee chain is shackled to the swivel, stick out slack enough for unshackling it also. If this end is 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 the controller and 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. 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. Steam should be 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 80. 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. 99 Most men-of-war carry "stream 99 "stern and 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 |