19′ W. It is about two miles long from east to west, and has several fathoms water. To the south, there are but 17 fathoms for two miles. In other directions there are from twenty to thirty fathoms.

The above described shoals, I am confident, are all which are on George's Bank. Their positions and sizes may be relied on, as well as the places of the soundings which I have laid down on the Chart. They were ascertained by a vast number of celestial observations, taken with good and well adjusted instruments on board the two vessels-and very carefully and faithfully calculated. The rates of the chronometers were found by a transit instrument previously to sailing from Boston, and after our return, and all the observations re-calculated for the small variation which appeared.

At anchor at different places, and on different days, we determined the set and strength of the tides, and as nearly as possible their rise and fall. The rise of them is from one to one and a half fathoms. They set round the compass every tide, setting S. E. nearly, at full moon, and running from one to four knots per hour, at a mile's distance from the breakers. The mean rate, however, is materially varied by the winds. They set strongest at W. S. W. and E. N. E. and which is undoubtedly the strength of the flood and ebb. From these causes and variety in the tides, arises a principal danger in approaching the shoals. When under weigh about the shoals, in a few hours time we found ourselves drifted far out of our reckoning, and to ascertain our situations, when both vessels were under weigh, we took continued observations for the longitude by the chronometers, and at the same time double altitudes for the latitudes; which latter were calculated by Brosius's new and certain method. By allowing for the sets of tides, as ascertained at anchor, the observations and reckonings agreed very nearly; so that the latitude and longitude of every sounding placed on the Chart, may be considered as certain.

Should any vessel fall in with the shoals, a knowledge of the course and strength of the tides would be of the greatest importance. And they can be calculated for any day and hour by the preceding facts.

In going from Cape Cod to the shoals, at five leagues from the light, there are 86 fathoms, muddy bottom. The water gradually deepens to 133 fathoms; and then gradually decreases towards the shoals. In lat. 41° 51' N and long. 68° 11′ W. there are 90 fathoins. In lat. 41° 50′ N. and long. 68° 3′ W. there are 49 fathoms sand and gravel, on the western edge of the Bank. The water then shoals fast. To the northward of the shoal, in lat. 41° 59′ N. and long. 67° 52′ W. on the south side of the north channel there are 60 fathoms soft mud. In

lat. 42° 12′ N. and long. 67° 51′ W. there are 102 fathoms. In lat. 42° 10′ N. and long. 67° 18′ W. there is no bottom at 175 fathoms. To the eastward we did not ascertain the extent of the Bank. In two miles southward of the S. E. point of the shoals, there are from 20 to 26 fathoms of water, which soundings continue for at least 20 miles to the southward and westward.

The bottom on the bank, so far as we ascertained it, is of such a narrow character, that it is difficult for a vessel to ascertain her situation by it. We often found a great variety of soundings in a very short distance; such as sands of various colours, and differently mixed, coarse and fine, gravel pebbles of various colours, stones, sponge and shells. Of all these, except sand, I saved a number of specimens, with marks to note the places where they were taken.*

Notwithstanding this variety, some general character of the soundings may be useful. To the westward of the shoals, and at some distance from them, the bottom is coarse sand and gravel of all colours. To the N. W. a mixture of white, black and yellow sand. To the north, black and white sand. To the N. E. chiefly gravel and pebbles.-To the east, fine white and yellow sand; and lat. 41° 57′ N. and long. 68° 40′ W. some white moss. To the S. E. fine white and yellow sand. As the shoals are approached, in whatever direction, the soundings become coarse, and are frequently mixed with shells of different kinds. Near the shoal much of the bottom is pebbles; and to the east of the largest and most dangerous shoal, there are stones of the size of hen's eggs, with moss and sponge on some of them. Near the S. E. point is from 15 to 20 fathoms, a prevailing character of the soundings is green shells, and chiefly of the species usually called sea eggs. If a vessel be far enough south to avoid danger, she will have no shells. The quality of the soundings, as far as we were able to survey the bank, will be best understood from the chart, where they have been carefully rated.

The time and weather prevented making a complete survey of all parts of the bank. And although we ascertained the boundaries of it to the westward and northward, I have not delineated it on the chart, being unwilling to borrow any thing from charts which disagree so essentially, and which we found very incorrect in the material point. Of the shoals themselves, I do not believe a more perfect survey can be made, unless in a calm time, the main shoal could be penetrated.

*It may be worthy of remark, that at one cast of the lead, on examining the arming, I found one third black sand, one third white, and one third green shells, in as distinct dimensions as they could have been drawn.

This, however, does not seem to be an object, as no vessel would be safe in attempting to pass over it.

The reports that rocks have been seen on the shoals, are undoubtedly incorrect. Had there been any there, we could not have failed of discovering them. At the west part of the bank, in strong tide rips, we saw large quantities of kelp and sea weed, which, at a distance, had the appearance of rocks. But on sounding, we found good water, and a regular and clear bot

tom.

It will be seen, by the bottom, that the holding ground is not good. But the vessels employed in the survey, by having a long scope of cable, rode out a considerable gale of wind, for twenty-two hours, on the east side of the main shoal, and to windward of it. At this time the sea broke very high in ten fathoms water.

Boston, Nov. 1, 1821.

C. FELCH.

35

ON

MANOEUVREING

A SHIP UNDER SAIL.

To tack a Ship.

TO tack a ship, let the sails be trimmed sharp, and every man be sent to his station; hands in the tops to bear the back stays abaft and abreast, to shift over the staysail tacks, &c. and let all the ropes be clear and stretched along upon deck; then put the helm down, and call out, helm's alee, fore sheet, foretop bowline, jib and staysail sheets let go! The wind out of the mainsail, raise tacks and sheets! and haul well taught the weather after-braces for a good haul. The wind about a point, or two points upon the bow, so as to back the weather leech of the main top-sail, mainsail haul! sharp round with the after-yards, and watch her way; if she has no way, right the helm; if sternway, shift it. The after sails full, let go and haul! round briskly with the head-yards, and trim all sharp.

REMARKS.

Should it blow fresh, be careful to set the back-stays up when in stays.

The practice of bracing to the head yards, while the ship has fresh way, is disapproved of, as tending to destroy it, thus losing the effect of the rudder, which is of more consequence : and the reason for hauling the mainsail with the wind upon the bow is, that the wind then taking aback the weather-leech of the mainsail and main topsail, causes the after-yards to fly round of themselves, bringing the clew of the mainsail flat aft to its proper place, that the people have only to run in briskly with the slack of the sheets and braces.

If the water be tolerably smooth, and the whole evolution be performed with spirit, the ship will seldom get stern-way, and will therefore require only the righting of the helm.

Should the ship after coming about fall off considerably, let fly the jib and fore staysail sheets, and keep in the head-yards till she comes to; then brace up, and trim sharp.

If it be expected, from there being much sea upon the weather bow, that the ship will not come about, it will be proper to haul down the jib and fore topmast staysail before the helm is put alee; and at all times when these sails are set, the officer forward should be particularly careful that the forecastle-men do not haul over their sheets too early, which they frequently are guilty of from an over anxiousness to be forward with their duty, and thus often prevent the ship from staying. While the helm is putting alee, let it be done gradually, and if the ship has quick head-way she will seldom require the helm to be put hard over to bring her about.

It sometimes happens that a ship will refuse staying even after the mainsail is hauled, and from that time fall off. In this case, haul up the mainsail, mizen, and mizen stay-sail; square the after yards, and keep the helm as it was, for she will have stern-way. This position of the sails and helm will cause her to fall off briskly upon her heel. As the after sails fill and she gathers head-way, shift the helm, and proceed as if veering.

To Veer a Ship.

To veer a ship, send the people to their stations; then haul up the mainsail, mizen, and mizen staysail; put the helm aweather; let go the after bow-lines, and square away the after yards. As she falls off, keep squaring the after yards, just suffering the after sails to be barely full. When the wind is nearly aft, raise the fore-tack and sheet; let go the head bowlines, and square away the head yards. As the wind comes upon the other quarter, brace up the after yards; haul aft the mizen, and mizen staysail sheets; get on board the maintack, and haul aft the main-sheet. As she comes to, brace up the head yards, and get on board the fore-tack; and when she is to the wind, right the helm, haul flat aft the fore-sheet, trim sharp, and haul out the bow-lines.

REMARKS.

The method of shivering the after sails is thought improper, as by tending to diminish the head-way, much of the effect of

the rudder is lost.

To Box-haul a Ship.

To box-haul a ship, haul up the mainsail, mizen, and mizen staysail: raise the fore-tack and sheet, and man well the weather head braces and lee bow-lines; now put the helm aweather;