After the Revolution, at the end of James II.’s reign, the three ranks of Admiral, Vice-Admiral, and Rear-Admiral, were established, and the practice of having red, blue, and white ensigns, which had been introduced during the time of Charles I., continued. These ensigns were shown on an ensign staff, each having a cross of St. George on a white field in the upper canton. The Jack flown on the staff on the bowsprit was blue with a white saltire and a red cross with white fimbriation over all. Signals were made, not by a combination of flags, but by changing the position of flags. [Illustration: FIG. 65. THE “TERRIBLE,” A TWO-DECKER CAPTURED FROM THE FRENCH IN 1747.] When Queen Anne died in 1714, there were in our Navy seven first-rates, thirteen second-rates, forty-two third-rates, sixty-nine fourth-rates, forty-two fifth-rates, and twenty-four sixth-rates. As to the meaning signified by these classes, the first-rates were vessels of one hundred guns, or upwards, carrying them on three decks. Second-rates carried from ninety to one hundred guns on three decks: third-rates had from sixty-four to eighty-four guns on two complete decks: fourth-rates had from fifty to sixty guns on two decks: fifth-rates had from thirty to forty-four guns, whilst sixth-rates carried only twenty to thirty guns. There were also in the service smaller vessels classed as sloops, and others classed as gun-brigs and bombs. The progress which had been going on in rigging, during the early years of the eighteenth century, continued in respect of size of tonnage and also in the weight of armament now carried. Regard, too, was paid to the proper seasoning of timber. The action of the Navy Board in 1719 established a scale of dimensions and tonnage for the construction of ships of the six separate rates, and this influence was felt for nearly a century after, although the establishment was not always strictly adhered to. Improvements went on with regard to internal structure and ventilation, and in order to counteract the injurious effects of bilge water. The result was that both the health of the ship herself and of her crew were improved when once the foul gases accumulating below had been overcome. Collaterally with the progress of the science of naval architecture in England was the development in France. Ever since the time of Jean Baptiste Colbert, during the reign of Louis XIV., France had stood superior to any European Power in ship-designing. Nor were English naval architects and shipwrights slow to avail themselves of whatever opportunity presented itself for studying the lines and structure of the foreigner. Whenever one of the crack ships of the enemy became an English prize it followed that within the next few years an improved English man-of-war, based on the design of the foreigner, would be launched. As an example of the beautiful vessels which France was capable of building, about the middle of the eighteenth century, the illustration in Fig.