If you run aground, make sure no one is injured and then check for leaks.
If the impact did not cause a leak, follow these steps to try to get loose.
Don’t put the boat in reverse. Instead, stop the engine and lift the outdrive. Shift the weight to the area farthest away from the point of impact. Try to shove off from the rock, bottom, or reef with a paddle or boathook. Check to make sure your boat is not taking on water.
If you can’t get loose, summon help using your visual distress signals. Call for assistance using your VHF marine radio.
- 1 What should you do if you run a ground and your boat has serious damage?
- 2 Is the boat ran aground correct?
- 3 What action should be taken if your boat has broken down?
- 4 What do you call when a vessel runs aground accidentally?
- 5 What is the difference between hard aground and soft aground?
- 6 What is a soft ungrounding?
- 7 What rule is vessel aground?
- 8 What is the goal of aground?
- 9 What is the requirement for Coast Guard when a vessel is aground?
What should you do first if your boat runs aground at high speed quizlet?
What should you do if you run aground? Stop the engine and check on your passengers, when that’s done you should assess your boat’s hull for any damage. If there is damage, flag down another boat for a tow or radio for assistance. If there is no damage, try to get your boat loose.
What should you do if you run a ground and your boat has serious damage?
Respond to running aground – When you run aground in an inboard/outboard vessel, you should shift the weight away from the grounded area of the hull, lift the outdrive part-way then shift into reverse. A kedge anchor can be your working anchor. If you have a dinghy, you can put the anchor in and row or motor off the stern and set it in deeper water.
If you don’t have a dinghy, you may be able to walk or swim it out. Use two or more PFDs or throwables to float the anchor on while you walk or swim it out. Make sure the anchor line pays out smoothly. Be sure that you wear a PFD and have a line tied to you and the boat in case you get too exhausted to swim back.
If you were moving slowly when you grounded and hull damage looks to be minimal, you may be able to simply back off by shifting the weight farthest from the point of impact and using an oar or boat hook to push off. As you start to move, be sure to check once again to make sure you are not taking on water from a hole caused by the grounding.
- If backing off is not a viable option or if it doesn’t work, you could consider using a kedge anchor to kedge off.
- You do this by pulling or winching in on the anchor line attached to the kedge anchor you set as outlined above.
- Should your hull be severely damaged, stay put and call or signal for help from another vessel or commercial marine towing company.
You are not going to sink if you can step off the boat onto terra firma.
What is the step to take after running aground?
29978 views 1 min, 7 sec read 1 If your boat has run aground, follow the steps below: Step 1) Determine whether passengers and the vessel are in danger. Step 2) Immediately shift the motor to neutral. Step 3) Visually and/or verbally confirm that all passengers are present and accounted for. Step 4) Ensure that everyone is wearing a life jacket or PFD.
Is it possible to dislodge the craft from its obstruction? Is it necessary to lighten the craft by removing equipment and passengers? Is it possible that passengers may be able to carefully push the craft off the obstruction? Is it possible to use the reverse thrust of the engine to free the craft from the obstruction (without revving the engine)?
Step 9) If necessary, signal your need for help using a recognized distress signal. Safe Boating Tip: Your first reaction when running aground might be to rev the engine in reverse in an effort to dislodge your craft–this is the one thing you should not do. You could damage your boat’s rudder or propeller. You might also suck sand or mud into your engine’s cooling system.
Always consult a marine chart for the area in which you’ll be operating. Being aware of the water depth and the draft that your boat requires will ensure you can avoid running aground and damaging your propeller. Keep in mind that running around can be a scary situation, especially if your boat is taking on water.
The most important thing you can do to ensure your safety, and the safety of your passengers if to wear your life jacket at all times and remain calm.
Is the boat ran aground correct?
If a ship runs aground, it touches the ground in a shallow part of a river, lake, or the sea, and gets stuck. The ship ran aground where there should have been a depth of 35 ft.
What is the use of ground tackle in a ship which is aground?
Noun Nautical. equipment, as anchors, chains, or windlasses, for mooring a vessel away from a pier or other fixed moorings.
What happens when boat is grounded?
As hazard – Severe grounding applies extreme loads upon ship structures. In less severe accidents, it might result only in damage to the hull; however, in most serious accidents, it might lead to hull breaches, cargo spills, total loss of the vessel, and, in the worst cases, human casualties.
What action should be taken if your boat has broken down?
Call for help. If you have a phone or radio you should be able to call the nearest harbormaster or 911 in the event that you or one of your passengers is injured. A passing boat may be able to offer a tow, or the Coast Guard may be dispatched to bring you to shore.
What action should be taken when a ship is grounded?
STRANDING / GROUNDING – Maritimeknowhow STRANDING / GROUNDING Stranding can occur for a number of reasons:
Bad navigation Faulty navigation instruments Bad weather Engine breakdown etc.
In case of stranding, take at least following actions:
Stop engines immediately (it happens that a ship runs aground with very little speed on a very soft bottom with very little slope) and that nobody on the bridge or in the engine room has felt it) Sound general alarm Watertight doors to be closed VHF watch maintained on channel 16 Broadcast to other vessels Sound signals, Light / Shapes to be exhibited especially important in case of fog) Deck lighting switched on Check position on chart Take note of any valuable information (time, course steered, speed, log, eventual manoeuvres, etc.) Sound bilges, tanks Immediately take overboard soundings around vessel to check on what type of sandbank the ship is lying. If the ship is on top of a flat sandbank the danger of breaking in two is minimal. If the ship lies on a mountainous sandbank the risk of breaking is real and the stress on the ship enormous. In that case urgent action must be taken:
try to free the ship by giving full astern (or full ahead) with successively the rudder to hard starboard and hard port (a lot depends on the type and size of ship) call the assistance of tug boats consider jettison of cargo (to throw cargo overboard). Be careful of risk of pollution
Evaluate risks of pollution Inform Company and any third parties if relevant (P & I Club, Hull underwriters, Port authorities, etc) Update if necessary vessel’s position in radio room, satellite terminal and other automatic distress transmitter (GMDSS) Consider danger of the situation and if possible take pictures Consider further actions with consideration for:
salvage risks of sinking (emergency message, EPIRB’s, abandon ship) secure position (change of tide, weather, stream, stress risks, stability) assistance, port of refuge, oil spills Keep the Company always informed Enter every action taken in the log book
Overboard soundings When a ship has ran aground, it is of good practice to take the overboard soundings in a well defined pattern and to send these soundings together with other relevant information to the Company and other rescuing parties. This will allow them to assess the situation properly with regard to the ship’s stability, stress on the hull and allow them to take the right measures to refloat the vessel or take any other rescuing action if the master hasn’t done so yet.For vessels of less than 200 m in length, the hull will be divided in 10 equal parts. Figure 1 For vessels of more than 200 m in length, the hull will be divided in 15 sections giving 30 soundings (Figure 2) Figure 2 Example of grounding information Message to Owners at xxxVessel “Name of ship” grounded June 25, 12.15 local time, 16.15 GMT24 08,5 N 48 45,2 W Stop Tank 2 flooded five foot four water Hold 2 seven foot six water stopAlongside 28 sand 27 sand 29 rock 26 rock 25 rock 28 sand 35 sand 29 sand 31 sand 30 sand 33 sand 32 sand 29 sand 28 sand 27 rock 29 rock 27 sand 28 sand 30 sand 31 sandDraft afloat fore 27.08 aft 29 08 grounded fore 23 06 aft 30 09 heel 3 port heading 220 moderate swell average length fresh northerly breeze forecast no changes stopimpossible refloat own means stop contacted salvage Cy “ZZZ” expected here tonight.Master : STRANDING / GROUNDING – Maritimeknowhow
What is the word for run aground?
be felled fail heavily fail miserably suffer a misfortune utterly fail
break down decline fall abort backslide blunder deteriorate fizzle flop flounder fold founder miscarry miss slip back wrong horse be defeated be demoted be found lacking be in vain be ruined come to naught come to nothing fall flat fall short fall through go astray go down go downhill go down swinging go up in smoke go wrong hit bottom hit the skids lose control lose out lose status meet with disaster miss the boat play into turn out badly
abort fall through backslide blunder decline deteriorate fall fizzle flop flounder fold founder misfire miss slip back wrong horse be defeated be demoted be found lacking be in vain be ruined break down come to naught come to nothing fall flat fall short go astray go down go downhill go down swinging go up in smoke go wrong hit bottom hit the skids lose control lose out lose status meet with disaster miss fire miss the boat miss the mark play into turn out badly
batter cripple decimate demolish devastate disable impair injure mangle mar ravage raze sabotage shatter sink smash spoil torpedo trash undermine vandalize wrack bash break capsize crash dash dilapidate efface founder scuttle shipwreck strand subvert total crack up do in mess up pile up put out of commission smash up take apart take out tear up wrack up
On this page you’ll find 208 synonyms, antonyms, and words related to run aground, such as: aground, ashore, grounded, helpless, wrecked, and beached.
ascend go up rise accomplish achieve build correct develop do well succeed capture complete deliver earn finish gain merit obtain procure prosper reach win
accomplish achieve ascend build correct develop do well go up improve rise succeed
aid assist build construct cure enable fix grow heal help improve mend strengthen obey create repair
Roget’s 21st Century Thesaurus, Third Edition Copyright © 2013 by the Philip Lief Group. SYNONYM OF THE DAY OCTOBER 26, 1985
What does it mean to leave aground?
Since about 1500, the adjective aground has been a nautical term that generally means ‘ stranded on land.’
What do you call when a vessel runs aground accidentally?
What is Stranding ? How It Differs From Beaching a Ship? – Stranding means when a vessel has run aground, it is accidental. In consequence, the double bottom area of the vessel will probably suffer considerable damage, especially if the ground is rocky.
This is physically the same action as beaching, but with the significant difference that beaching the vessel is an intentional action and under comparatively controlled conditions, whereas stranding is accidental. Circumstances will vary with different ships,but selecting a convenient position to set down will in all probability never arise.
In consequence, the double bottom area of the vessel will probably suffer considerable damage, especially if the ground is rocky. The method of procedure to follow on stranding can only be an outline, when one considers how circumstances may vary. Here are some guideline to follow: Prepare records in time series on the matter at the time and after the accident. Fig : Vessel in distress If another ship is responsible for the accident (e.g. illegal navigation), confirm the name of the ship, ship owner, operator, Master, port of registry, last port, and next port, and tender a claim notice Evaluation of situation In a stranding accident ship master must use ships own resources to relieve a perilous situation and the best use of any outside assistance which may be obtained.
When a casualty causes any loss of the operational capability of a ship, however slight, the master must evaluate the situation that could arise if no corrective action were to be taken. He must assess how long the present situation can be permitted to continue, taking into account the possible changes in the weather or circumstances such as a drift toward the shore.
The master must take into account the risk of pollution when deciding upon appropriate action. Plan of action The master should take whatever action is possible to remedy the situation, initially making the best use of the ship”s own resources until outside assistance can be obtained.
- The nature, circumstances and urgency of the situation.
- The various ship systems (main propulsion, steering, electrical, cargo, etc.) that remain operative and how they can be applied to relieve the situation.
- The ability of the ship”s personnel to minimise or nullify the effects of the casualty and to restore the ship”s capability.
- The use of alternative means to overcome the operational deficiency.
- The natural effects of wind, sea, current, etc. and ways to take advantage of them.
- The use of outside assistance and the measures to be taken on board the ship to accommodate such assistance.
- The risk of pollution.
- If the ship is in imminent peril and if all else fails, the extreme measures to be taken to avoid loss of life, to minimise damage to property and to mitigate the effect of pollution.
Cargo ship ran aground Investigation of stranding conditions
- Sounding of each tank and hold bilge (carry out periodically).
- Survey location and extent of damage (as far as possible).
- Check for oil leakages.
- Investigation of necessity and possibility for reinforcing water tightness, and if necessary materials are on hand.
- Investigation of degree and extent of stranding, and list of the hull.
- Confirmation of current draft.
- Survey of nature of the seabed by sounding.
- Calculation of tide at the time of stranding (Time & height of Tide, and direction & speed of Current).
- Determination of current GM.
Investigation of possibility of self-refloating and urgency of danger
- Degree and urgency of danger due to change of tidal level.
- Possibility of re-floating by de-ballasting and discharging FW/DW.
- Possibility of re-floating by high water.
- Reduction of GM and safety for vessel after de-ballasting.
- Possibility of increase in damage by use of engine judging from the stranding conditions and nature of the seabed.
Conclusion of salvage contract
- Access control in compliance with SSP. Check authorization to board.
- Confirmation of type and contents of the salvage contract
- (Whether it meets the Masters request or Companys instructions).
- Confirmation of expiration point of salvage contract (Date and Location).
Recording of refloating operation
- Continual recording of weather and sea conditions during salvage operation.
- Nature of the seabed, and tidal current (direction and speed) at waters around the spot of stranding.
- Arrival time of salvers, name of salvage boats, time of signature on salvage contract.
- Details of discussions between the vessel and the salvers.
- Description of operation at each step, type and quantity of materials used.
- If cargo is discharged at sea, record of arrangement of G.A. surveyors and details of temporarily unloaded cargo (container numbers, or other details).
- Work done by the vessel and details of use of engines.
- Time and place when operation was completed.
- Recording of crankshaft deflection after re-floating
Visitors to the vessel (Interviews with crew members)
- Usual access control to vessel as per SSP and after Masters permission
- Interview to be given only after Companys permission
Note that seaworthiness of the vessel at the time of sailing from last port is an absolute condition for collecting salvage expenses and contesting cargo interest claims. Related Information Guideline for salvage operation after a collision accident Guideline for salvage of another ship after collision accident Emergency check items to find a missing crew Handling the salvage of another ship,salvage report and towing arrangement Requirement of towing arrangement in oil tankers, readyness, & training onboard Salvage remunerations – benifits of L.O.F.
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- Ship Encountering Parametric Roll In A Seaway The term parametric roll for a container ship is used to describe the phenomenon of large unstable roll motion suddenly occurring in the head or stern seas. Due to its violent nature, the large accelerations associated with the onset of the parametric roll cause concern for container ships’ safety. Possible consequences include loss of containers, machinery failure, structural damage, and even capsize.
- Action by vessels navigating in congested water Ships navigation is referred to the voyage practices, focusing on the process of monitoring and controlling the movement of the ship from point “A” to point “B”. Choosing the most optimum route while transiting through traffic-congested water is even more challenging. Specifically, due to the presence of many vessels in the vicinity, a repeated risk of collision exists.
- Action by vessels navigating in an area of restricted visibility Ship navigation under restricted visibility circumstances is one of the most challenging tasks while accomplishing a safe voyage. The visibility is mentioned as restricted in cases that have been observed fog, heavy rain, or dust storm, all hazardous conditions to navigate. Ship navigation in such conditions doubles the likelihood of a collision or grounding. It calls for the use of specialized equipment and requires some actions to be taken by the time the ship’s officer gets information of relevant weather conditions.
- How to confirm stabilty condition? In the northern hemisphere during hurricane season, extreme weather is a common phenomenon. A big storm can run havoc even on the largest containership by tearing off its deck lashings. Most modern ships are designed to survive in harsh conditions and stay on schedule. Nevertheless, facing storms at sea is routinely an unavoidable part of life at sea. Each year substantial weather damages incur huge financial liabilities on ship operators.
- How to maintain watertight integrity? To maintain Water tightness, Seaworthiness, Fire integrity and Security of the vessel, it is important ships personnel ensure all openings to hull below water line and above waterline ( weathertight & watertight doors etc.) are adequately secured.
- Guide to watch officer for ships navigation ? Bridge watchkeeping is the most critical activity conducted at sea. Upon the watchkeeper’s diligence rests the safety and security of the ship, her entire crew, the cargo, and the environment. It is a demanding activity, requires support, encouragement, motivation, self-discipline and a high standard of professionalism. Ships master must ensure that all watchkeepers understand the use of safety related equipment, prior to them keeping a watch.
- Heavy weather countermeasures for prudent navigator Encountering extreme weather conditions at sea along major trade routes is a common phenomenon. Depending upon geographical location and seasonality of revolving tropical storms, a ship, therefore, need to prepare well to survive in harsh conditions. Both heavy weather and tropical storms demand of crew’s preparation and immediate response.
- How to navigate vessel safely in heavy seas ? Encountering extreme weather conditions at sea along major trade routes is a common phenomenon. Depending upon geographical location and seasonality of revolving tropical storms, a ship, therefore, need to prepare well to survive in harsh conditions. Both heavy weather and tropical storms demand of crew’s preparation and immediate response.
- Meeting rough sea conditions by containerships In heavy weather conditions where it is unsafe for ship crew to venture out on the deck for purposes of checking deck cargo securing, Master shall consider his ship handling options and heave to if required. The aim should be ensuring the safety of the vessel and its cargo.
- Checklist for calculating stability and hull strength for cargo ship In heavy weather conditions where it is unsafe for ship crew to venture out on the deck for purposes of checking deck cargo securing, Master shall consider his ship handling options and heave to if required. The aim should be ensuring the safety of the vessel and its cargo.
- Container Ship navigation – passage planning guideline Before proceeding to sea, the Master shall carefully check the Passage Plan, made after receiving the voyage instruction from the Charterer or the Company. Passage plan shall be made from berth to berth acting on the principle of Safety-first, while also taking operating efficiency into consideration. The passage plan shall be prepared normally by the Second Officer, signed for approval by master and for understanding by all officers, before departure.Based on this Guide, the Master shall collect necessary information and review the Plan including Emergency Contingency Plans.
- Navigation in cold districts and countermeasures Ocean water freezes just like freshwater, but at lower temperatures. Freshwater freezes at 32 degrees Fahrenheit, but seawater freezes at about 28.4 degrees Fahrenheit, because of the salt in it. Due to the presence of many hostile conditions, any merchant ship, while entering a freezing sea area, significant challenges are being encountered concerning safety and reliability of navigation.
- Safe anchoring – planning and operational guidance for cargo ships For the safety of the ship, strict anchor watches must be kept when the ship is at anchor. The principal reason for keeping anchor watches by one or more sailors is to maintain the safety and security of the vessel. Anchor watches to be maintained following the Masters’s orders. This should include regular inspection of lead and weight on-chain.
- Anchor watch check item – deck officers guideline,
- How to deal with a damaged anchor?, When a part of the anchor chain breaks, it may be due to wear and corrosion or to over-stressing of its weakest part. Typically a ship owner arranges for anchors and chain damage inspection in a dry-dock, full range length, and can take a note on weakest links. A common defect is loose studs that reduce chain strength significantly. In all cases, the class surveyor should be consulted, and defective/ wasted chain be renewed as per surveyors’ strict guidelines. It is a ship owner’s routine expenditure for anchoring arrangement.
- How to recover a lost anchor ?, After the anchor and chain are lost, the Master should make an initial report to the management company. After that, from time-to-time, the Master should report further developments. The Master should report the circumstances that led to the loss of the anchor and chain so that the Company can determine whether the general average is affected.
- What is stranding ? Investigation of possibility of self-refloating and urgency of danger, Stranding means when a vessel has run aground, it is accidental. In consequence, the double bottom area of the vessel will probably suffer considerable damage, especially if the ground is rocky. This is physically the same action as beaching, but with the significant difference that beaching the vessel is an intentional action and under comparatively controlled conditions, whereas stranding is accidental.
- What are the emergency procedures for loss of anchor and chain?, After the anchor and chain are lost, the Master should make an initial report to the management company. After that, from time-to-time, the Master should report further developments. The Master should report the circumstances that led to the loss of the anchor and chain so that the Company can determine whether the general average is affected.
- Securing your vessel for sea passage – when to check and what to check Many maritime accidents are caused by the mistakes of ship personnel for inadequate sailing preparation. To avoid recurrences of the fatality deck and engine department must be well prepared before a vessels departure for a voyage at sea. These arrangements may include many complexities, and this is the reason why a bunch of things should be recognized and prepared delicately to ensure a smooth voyage passage and safe navigation.
Shipping industry recognizes environmental protection as one of its highest priorities and that every effort should be made to conserve and protect the environment from marine, atmospheric and other forms of pollution. Our articles are based on various shipboard activities,prevention of pollution,safe operation & maintenance procedure.
What is the difference between hard aground and soft aground?
There is little or no damage to the boat, no leaks, you’re just stuck. This is a classic example of a soft grounding. In contrast, a hard grounding, is one where the boat is either out of the water completely, or stuck on a hump, rocks or an object such as a tree or piling.
What is a soft ungrounding?
Soft Ungroundings – SOFT UNGROUNDINGS A vessel is considered to be soft aground when only one towboat must be used to refloat the grounded vessel. A vessel is not soft aground if multiple vessels and/or extra equipment (i.e. lift bags and pumps) are needed to refloat your vessel. We also offer this service to non-members, call us direct for a quote (410) 745-3000
What rule is vessel aground?
§ 83.30 Vessels anchored, aground and moored barges (Rule 30). – ( a ) A vessel at anchor shall exhibit where it can best be seen: (i) In the fore part, an all-round white light or one ball; (ii) At or near the stern and at a lower level than the light prescribed in paragraph (i) of this Rule, an all-round white light.
- B ) A vessel of less than 50 meters in length may exhibit an all-round white light where it can best be seen instead of the lights prescribed in paragraph (a) of this Rule.
- C ) A vessel at anchor may, and a vessel of 100 meters or more in length shall, also use the available working or equivalent lights to illuminate her decks.
( d ) A vessel aground shall exhibit the lights prescribed in paragraph (a) or (b) of this Rule and in addition, if practicable, where they can best be seen: (i) Two all-round red lights in a vertical line; and (ii) Three balls in a vertical line. ( e ) A vessel of less than 7 meters in length, when at anchor, not in or near a narrow channel, fairway, anchorage, or where other vessels normally navigate, shall not be required to exhibit the lights or shape prescribed in paragraphs (a) and (b) of this Rule.
F ) A vessel of less than 12 meters in length when aground shall not be required to exhibit the lights or shapes prescribed in paragraphs (d)(i) and (ii) of this Rule. ( g ) A vessel of less than 20 meters in length, when at anchor in a special anchorage area designated by the Coast Guard, shall not be required to exhibit the anchor lights and shapes required by this Rule.
( h ) The following barges shall display at night and if practicable in periods of restricted visibility the lights described in paragraph (i) of this Rule: ( i ) Every barge projecting into a buoyed or restricted channel. (ii) Every barge so moored that it reduces the available navigable width of any channel to less than 80 meters.
- Iii) Barges moored in groups more than two barges wide or to a maximum width of over 25 meters.
- Iv) Every barge not moored parallel to the bank or dock.
- I ) Barges described in paragraph (h) of this Rule shall carry two unobstructed all-round white lights of an intensity to be visible for at least 1 nautical mile and meeting the technical requirements as prescribed in Annex I ( 33 CFR part 84 ).
( j ) A barge or group of barges at anchor or made fast to one or more mooring buoys or other similar device, in lieu of the provisions of this Rule, may carry unobstructed all-round white lights of an intensity to be visible for at least 1 nautical mile that meet the requirements of Annex I ( 33 CFR part 84 ) and shall be arranged as follows: (i) Any barge that projects from a group formation, shall be lighted on its outboard corners.
(ii) On a single barge moored in water where other vessels normally navigate on both sides of the barge, lights shall be placed to mark the corner extremities of the barge. (iii) On barges moored in group formation, moored in water where other vessels normally navigate on both sides of the group, lights shall be placed to mark the corner extremities of the group.
( k ) The following are exempt from the requirements of this Rule: (i) A barge or group of barges moored in a slip or slough used primarily for mooring purposes. (ii) A barge or group of barges moored behind a pierhead. (iii) A barge less than 20 meters in length when moored in a special anchorage area designated in accordance with § 109.10 of this chapter,
What is a sentence for aground?
Page 2 – Sentence count:66+4 Posted: 2017-04-24 Updated: 2020-07-24 Similar words:,,,,,,,, Meaning: adj. on a shore or reef. adv. with the bottom lodged on the ground.31. A tanker has run aground, spilling 60,000 gallons of oil into the sea.32. Normally, the pilot would have been on board before the ship ran aground 100 yards off the Tower of Hercules navigation light.33.
Some patients are walking aground the hospital grounds.34. Nautical To run ( a vessel ) aground,35. There’s no use, you’ve run aground, Sentencedict.com 36. The oil – tanker run aground,37. The ship went aground in the channel.38. When it ran aground, they lost heart.39. We are destined to run aground on some island.40.
Their plans for building a new library run aground,41. Y et there are also signs that the growth in the centre could run aground,42. The hull is flat-bottomed, so the boat can easily wait for high tide when run aground in shallow water.43. Unfortunately it is on these rocky shoals that the commission is likely to run aground,44.
- British nuclear-powered submarine that ran aground off the coast of Scotland has been towed free.45.
- We were winning the boat race until our boat went aground ( on an sand bank ).46.
- Many believe that Mount Ararat, the highest point in the region, is where the ark and her inhabitants came aground,47.
The boat ran aground,48. They were winning the boat race until their boat ran aground on a sandbank.49. The Exxon Valdez had run aground on the Bligh Reef, and was leaking oil.50. However, due to tension in scientific research funds, it is has run aground,51.
The ship ran aground where there should have been a depth of 35ft.52. If a ship goes aground, the commander faces an almost certain inquiry and disciplinary measures from which his career is unlikely to quickly recover.53. Our plans for rebuilding have run aground, as the council to allow the necessary money.54.
Oil is gushing from the tanker which ran aground on the reef.55. Their plans for building a dormitory have run aground as they are short of money.56. It looks like a supertanker of American consumerism has run aground in the city.57. Acts 27:26 But we must run aground on a certain island.58.
- And the state plans to sue the Navy over coral ruined when a guided missile cruiser ran aground near Pearl Harbor in February.59.
- The boat ran aground on a submerged bar in the river.60.
- On the night of March 24, 1989, the Exxon Valdez oil tanker ran aground on Bligh Reef in the pristine waters of Alaska’s Prince William Sound.
More similar words:,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, : Aground in a sentence (esp. good sentence like quote, proverb.)
Does aground have an ending?
Hybrid Path The Hybrid path is a combination of the Science/Tech path and the Magic path., following this path results in a different ending. The Hybrid Path allows you to turn a can be turned into a Mecha Dragon. You will also meet a new NPC and the final boss fight can be avoided. It is the True Ending of Aground which brings peace between the humans and Them.
What equipment is used for ground tackle?
Ground tackle ( anchor, chain and rode ) adapted to the length of the boat. Two mooring lines of more than 5 meters, at least equal to the length of the boat. Two oars, or a paddle and an oar (boats under 8 meters) A boat-hook.
What is the goal of aground?
Description – From the game’s : Aground is a resource-gathering and crafting game with a story, focused on the theme of Progression. You start the game as a lone survivor from a shipwreck with almost nothing, and build your way up to a thriving settlement and eventually make your way to space and travel between planets.
What are the parts of ground tackle?
Ground Tackle – Ground tackle consists of all the equipment used in anchoring. This includes the anchors, anchor cables or chain, connecting devices, and the anchor windlass. This chapter discusses these items and their nomenclature, maintenance, and use.
What is the requirement for Coast Guard when a vessel is aground?
Hard Grounding – Just like it sounds, a “hard” grounding can quickly turn your day upside down. Striking an object such as a piling, reef, or rocks can destroy your boat, and lead to injury or death. If you find yourself hard aground, the best thing you can do is stay with your boat, put on your life jackets, and call for help.
- Do what you can to stop leaks.
- If the boat is in danger of sinking, or lives are at risk-call the Coast Guard on Channel 16.
- Checking for leaks, damage/injuries, and setting the anchor is the first things you should do if you hit bottom.
- Try to place the anchor as far from the boat as you can-use your dinghy or tender if you have one.
Anchoring helps keep the boat from being driven further aground and may also provide a means of pulling you free, if you can “kedge” or pull the boat towards the anchor. Waves, the tide, and wakes from other boats may lift your boat. Once you’ve set the anchor, you have several options based on your situation.
When a vessel is aground high and dry how might we assist to refloat it?
How to address this? – Few people would admit to being an authority on running aground, but I don’t mind doing so. In my defence, I can point to the many miles I have travelled in shallow water with a deep draft, and to my tendency to be both adventurous and optimistic when it comes to exploring off the beaten path. The ‘lean of shame’ is more embarrassing than fatal Photo: Gordon Brown via CC BY-SA 2.0 Although I first ran aground in Scotland many years ago, it was in traversing the Intracoastal Waterway in the USA that I perfected my art. Eight trips on the 1,200 miles of the East Coast Intracoastal dragging 1.85 metres (6 feet) of keel under me meant groundings were almost inevitable.
Chesapeake Bay, with an average depth of less than two fathoms (3.66 metres), provided plenty of opportunities for me to take to the mud and even the Vaal Dam in South Africa has felt my keel. I have run aground several times in the Bahamas; once it was a bizarre situation on the Great Bahama Bank in which I was out of sight of land but had my keel buried in the sand.
If that was the strangest grounding then the most damaging was the time I hit the spoil bank on one side of the Houston Ship Channel in Texas. There are few opportunities to cross the spoil banks which line the edges of the channel and I was feeling quite pleased with myself for having found the gaps and crossed in front of a super-tanker steaming up to Houston.
- I reckoned without his wake, however.
- The tsunami being pushed ahead of the tanker picked the boat up and dropped it into the shallow water behind the wave.
- We hit the bottom with spine-compressing impact; like being dropped from a boat lift onto a concrete dock.
- It was unfortunate that at this time I was sailing a fin-keeled light displacement French design.
Although I appeared to have survived unscathed at the time, I subsequently discovered that the hull had cracked alongside the keel. The first clue was a steady trickle of water into the bilge which could be seen to accelerate when the saloon table pedestal was wiggled. A GROUNDING KINDLY BOAT The first advice I can give, after the light displacement fin-keel is to try not to have this style of a vessel if you are likely to run aground. Have a boat that can take the ground safely. A full keel, heavy displacement cruiser, of the type I owned before and after the ill-fated French racer, will stand up to a terrible punishment. GROUNDING When you run aground it takes a few seconds to comprehend what is going on; the boat grinds to a halt for no discernible reason; the rig might judder alarmingly; the skipper and crew lunge forward as if on a train that has hit the buffers; the dinghy, if towed, crashes into your transom and, if the engine is running, gets its painter tangled around the prop. FIRST STEPS As soon as you realize you are aground – STOP! Put the engine into reverse if it is safe to do so. If sailing, slip the sheets to kill the drive. Do not gamble that if you continue forwards you will ride over the obstruction into deep water again.
- This NEVER happens.
- The only direction in which you can confidently predict there is deep water is that from which you have come.
- There may, in fact, be deep water ahead of you, or on one side or the other, but at this point in the development of the grounding you have no idea where the deeper water lies, or you wouldn’t have gone aground in the first place.
A long boat hook or lead line will help you seek alternative sources of deep water later, but at this point, you know only that there is some in the direction from which you have arrived aground. The grounding experience itself will also provide an indication of the type of bottom you have come up upon.
- Slow deceleration means your into slime or mud, quicker deceleration could mean gravel, abrupt is sand and a crashing juddering halt is a rock or the remains of a wreck.
- My first action, if I am motoring, is to go into reverse gear and try to back off.
- This is frequently successful.
- Check there are no lines over the side before engaging the engine and if you are towing your dinghy the chances of success are diminished because you have to factor in the possibility of getting the painter around the prop.
If you want to tow your dinghy or keep the tenders line out of its own outboard prop, use a floating polypropylene line or a buoyed line Without the danger of the prop getting fouled by the dinghy painter you can give it some welly in reverse and save the day. It sometimes helps to steer the boat from side to side to release the keel if it is embedded in mud. If that doesn’t work, select forward and try turning hard to port then hard to starboard.
This might loosen the mud’s suction on the keel or dig a hole in the shingle, thereby allowing you to break free by selecting hard astern again. Be careful if your rudder is not fully supported because it is now that it is most vulnerable to damage. If, however, you are tacking up a channel and pushing it too close to the edge, a common cause for sailboat grounding, try using any remaining momentum the boat has to tack and get the bow through the wind.
Generally speaking, the genoa can be relied upon to haul the bow away from the wind and the main to bring it up. Then sheet the sails in hard to increase heel and reduce draught, or spin the bow further off the breeze to go back down your track into deeper water.
- Whatever it takes, tacking, leaving the jib backed or gybing, try it all and if you can increase the heel in the process, thereby reducing the draught still further, you will stand a better chance of getting the boat off.
- Going aground when going downwind allows some heeling latitude as the boat was probably sailing upright.
It is also worth trying to heel the vessel both ways if you are wedged parallel to the contour. Heeling the mast away from the shore reduces draught but it can cause the vessel to drift in and onto a higher gradient and heeling it towards the shore means the keel may slide down into deeper water.
In all cases it’s essential to have a strategy in place to move the boat away from the shallow water – for example, kedging as set out below, or going astern under sail or engine. Bilge keel boats and some wing keel boats cannot be freed by heeling sideways because their draft increases when this is done.
Such boats must be forced down at the bow to reduce draft and the best way to achieve this is by having the entire crew stand on the foredeck. USING READILY AVAILABLE RESOURCES I have had some success with induced heeling but it isn’t as easy as it might seem in theory. A heavy displacement boat is unimpressed by the crew simply standing on one side deck, unless you are taking the local rugby team for a sail.
If you have a boatload of people it is worth a try as you may be able to quickly deploy them to some effect. First off, make sure everyone gets into a lifejacket and, where possible, switch the jacket triggers to manual release. If you are going to use them to free the boat they will be running about and hanging over the ends of the boat, in and out of the tender, all the time running a very good chance of falling in.
The surrounding waters may be shallow enough for them to easily quickly gain a footing but they could just as easily be swept away by a current and the lifejacket will keep them safe long enough to be retrieved. The first approach is to get them to run from side to side which has often freed a boat locked in the grip of mud or sand.
- Alternatively having them congregate in the bow or the stern, depending on which end needs unweighting, might be enough to set you free.
- Having the crew stand on the bow is particularly effective on long-keeled yachts as the keel is often significantly deeper at the stern than at the bow.
- Another approach is to have them hang onto the shrouds and lean over to induce heel.
Most all of this will have limited effect as you truly need some leverage to get any real heel and you can have more effect if you use the boom as a lever to do this. That means applying the topping lift and getting something heavy out on the end of the boom – a bucket of water, the anchor, a partially-filled dinghy or, the best option is a fit, agile, heavy and, preferably, willing crew member.
I’ve never had one of these to hand so have usually undertaken the task myself. Shimming out and hanging myself off the end of the boom got me away in New Zealand’s Bay of Islands. Another recommended technique is to rig a bridle for lifting the tender off the end of the boom, fill it with water and then try to lift it with the topping lift or with a halyard taken to the boom end.
This should allow you to significantly heel the boat. With the boat heeled and the draft reduced, motor or tow the boat towards deeper water. Another key way to get the boat off the bottom is to reduce draught. Lightning the boat could help. If you have full water tanks of water immediately turn on the taps and drain the tank.
This lightened my vessel enough to allow me to continue merrily on my way into Sparkes Marina at the bottom of a low spring tide. Other candidates for offloading are heavy objects such as the liferaft, jerry cans, outboards and spare crew, into the dinghy. This can be used to great effect if you deploy two methods simultaneously, both reducing draught and inducing heel by attaching the dinghy to the end of the boom, as described above, and using all that weight.
Make sure your bridle is up to it because you don’t want to lose the tender’s contents. It is worthwhile having a dinghy hoist bridal already made up that can be quickly deployed and used in several different ways aboard. Many of these approaches make very little difference to the draft or heel of a vessel but if you react quickly enough the slightest difference may be all you need to get free.
- A happier situation would be that you have run aground on a rising tide in which case, as long as you can stop the boat being driven further on as the tide rises, it is just a question of waiting and giving the boat a try every 20 minutes or so.
- If you get off remember to double check the raw water intake filter after you reach deep water.
The harder you push the throttle, the more mud, silt and sand you will have stirred up. This sensitive strainer could well be clogged. KEDGING Described in the 1904 Royal Navy’s seamanship manual as ‘ a means for manoeuvring large engineless ships in and out of tight harbours and tidal river entrances ‘ kedging is one of the most powerful weapons in the sailor’s armoury when aground.
Edging means an anchor is carried out by tender and set in deeper water. It is then pulled from the boat by a winch or windlass. Unfortunately, the requisite long lines and anchor takes some time to get set up, it is laborious, needs a tender and is messy. This is often the last resort and the time it takes to set up does not help but it usually will do the job.
Kedging works best with a long line. Unlike anchoring, it is scope rather than the weight of the ground tackle that provides the holding power. Hence the vessels main anchor and its all-chain rode will be too heavy to manhandle and difficult to handle in a tender.
Instead, use a lighter secondary anchor with a short length of chain. If you don’t have a dinghy you can try swimming an anchor out, but it is rarely successful. I’ve tried supporting the anchor on floatation cushions and swimming it out but this is futile because the weight of the chain you are dragging behind simply stops your progress when you have gone a depressingly short distance.
Without being able to deploy sufficient rode the whole exercise is doomed to failure. Before kedging, determine which part of the boat would be easiest to free and where the deeper water lies. Then lower the anchor and all of the chain gently into the sole of the tender and only pay out the line when making your way to the anchoring position.
- Otherwise, the chain’s catenary weight, hanging between the dinghy and the boat, will serve to continually pull you back towards the yacht.
- Those rowing out a kedging rode in a hard dinghy often have an easier time of it.
- The long lines and propellers are a bad mix so it is best to motor away in reverse paying out the line over the bow as you go.
There are four broad approaches to kedging:
1. Mast Head Kedge: The objective of this approach is to row the boat out abeam of the vessel and attach the end of your kedge rode to a halyard. A spinnaker halyard’s swivel fitting works well for this – if you don’t have a spinnaker halyard you cannot use the method because the other halyards are likely to jump out of its sheave. Then winch in the halyard using the mast as a lever to heel the boat. This is an extremely powerful way to induce heeling motion in order to dramatically reduce draught. To use this technique you will need a particularly long line kedge otherwise the steep angle from the masthead will only serve to break the anchor out. Just don’t put too much strain on the line; you don’t want to damage the rigging or jam the block at the masthead.2. Hauling Kedge: Deploy the kedge in the direction in which you would need to move the boat. Then use a cockpit winch or the anchor windlass to try to pull the boat off the mud. The cockpit winch is usually the most successful, as you can pull the boat back towards the deep water from which you came. 3. Twisting the boat around: In soft mud, the twisting action of pulling the bow round can be a good way to break the suction holding the keel. If you have a powerful electric windlass, give the throttle some revs in neutral and very gently try to haul the bow around towards deeper water. Someone needs to be below to keep an eye on the keelbolts if you are in a fin keeled vessel. Twisting the boat around like this will stress the keel root so keep a close eye on the keelbolts and stop winching if there are any signs of failure.4. Dual Kedge: This is a combination of options 1 and 2 above. Using the second kedge to winch yourself out of the mud, whilst using the leverage from the masthead to heel the boat over far enough to get her off.
Kedging is made slow by the anchor arrangments. If the grounding happened in a mooring area you may be lucky enough to be able to find a mooring buoy that can be used instead of setting an anchor. So keep an eye out. ANOTHER BOAT COMES ALONG Sometimes you can get a helping hand from a passing power boat by getting them to purposely wake you as you call upon the engine to produce full power astern. Their wake can give you that little push that does the trick. Failing this, if pride permits, you can simply ask a good Samaritan for a tow.
Make sure it’s your line they take hold of to avoid any potential salvage issues. Likewise, don’t assume that the person offering you a tow is an expert, and they may be running the risk of grounding their vessel. So think carefully about how you would like to use their offer of assistance. Warn them as to where the shallow water is and it may be also worth suggesting that they trim their outboard up to keep it clear of the bottom.
Discuss what you would like to do, and arrange a system of hand signals so that you can ask them to start, increase power, reduce power, stop or change course. A survey then of the situation will help with the lead line and the dinghy. The idea is to find out the nature of the seabed in the immediate area, is it shelving to the shore or a narrow spit? Do you need to come off in exactly the direction you came, taking advantage of the furrow your keel has probably ploughed in the mud or sand, or could you twist off by finding some way to move the bow around? You generally have two options:
• Towed out stern-first the way you came in. Being towed stern-first is generally the kinder option, although like backing the main, it will tend to pull the stern deeper into the mud. Crew weight on the bow can help here. Most boats will need to rig a bridle between the aft cleats in order to spread the load, and it’s a good idea to keep one end of the bridle to hand ready release it from the cleat and let it go should you feel that the vessel is likely to be damaged and you feel the need to drop the tow in a hurry. • Twist the boat off and out by taking a line from the bow. The same applies when towing from the bow: cleat the line with a couple of turns, but be ready to release it if you suspect trouble. This approach will place significant force on a fin keeled vessels keelbolts. Keep an eye on them and drop the line or cut the power if any problems are encountered.
If you plan to help with your own engine, ensure that there is no way you could snag the towing line with your own propeller. The motorboat’s throttle must be used gently and cut completely if you can motor free. Finally, bear in mind that the forces involved can be considerable. SCOURING AWAY THE SAND The people that have the most experience with grounded boats are the operators of the various rescue boats belonging to commercial towing services located up and down the Intracoastal Waterway. A subscription to a service such as TowBoatUS is money well spent if you are contemplating the ICW run for any distance.
I was once hard aground near Wrightsville Beach and after failing to free myself with the usual techniques at my disposal I checked my policy and called in the experts. The bright red rescue boat was quickly on the scene and assessing the situation. The bottom was sandy and my keel was seriously buried.
The skipper of the towboat then delivered a piece of advice that I wish another rescuer some years earlier on the Neuse River could have heard ‘ Take it slow and gentle; no-one gets hurt and nothing gets broken ‘. He positioned his boat amidships of mine and stern towards me. Masthead towing Photo: CC0 MASTHEAD TOWING A very effective heeling method is the masthead tow. In this process, the rescuing boat, hopefully, operated by someone who knows what they doing, takes your halyard and heels the boat.
• One variation of this system is that the rescue boat, or a crew member in your own dinghy, provides only the heeling motion and the stranded boat provides the motive power to move off into deep water. • Another variation, where the stranded boat cannot provide motive power, is that the rescuing boat takes lines from bow and stern of the stranded vessel and very carefully pulls in the appropriate direction whilst heeling the boat with the halyard.
My first experience with the latter method was on the Neuse River in North Carolina and it turned out to be the most frightening experience of my sailing life to that point. I had called for help after I’d been forced to shut down the engine when the raw water intake strainer had become clogged by all the mud and debris churned up by my attempts to save myself.
A skiff with a powerful motor was despatched from a local marina. We were working against the time constraint of a rapidly falling tide and this seemed to pressure the rescuer into ill-considered action. The rescuing boat had my halyard and we were heeled to the point where the rail was submerged and water was sloshing into the cockpit.
This made it difficult and tediously slow to prepare bow and stern lines. Probably fearing he would miss cocktail time at the marina our rescuer decided to just drag us sideways by the masthead halyard rather than wait for the tow lines. We did, in fact, slide off and come upright in deep water, rig intact – but I think this was due to good luck rather than good management. Aground on a falling tide Photo: [email protected] YOU ARE TRULY STUCK AND OUT OF LUCK Ok, let’s say you have driven on hard and no amount of reversing or kedging will get the boat loose. If you have run aground on a high spring tide with an onshore wind it might be months before you can refloat her yourself! The next course of action is damage limitation.
You must stop the situation from getting worse for the crew and the boat. A call to the authorities at this point would be prudent. Make them aware of the situation, the boat position and details, how many are on board, how safe you and your crew are, and they will seek to establish a working channel.
If you are on a rocky bottom, make sure they are aware that you will need to abandon if a rock pierces the hull. But always remember the coastguard, though they cannot be more helpful, their job is to save lives, not boats. The next course of action is for you to secure your position.
- Drop all sail, lift the cabin sole, check for water ingress and make sure the keel bolts are secure.
- If the tide is falling you can do nothing about it, unless you have more influential friends than I do, but you can mitigate the effect.
- If there is a preferred direction for the boat to lay – keel towards incoming waves, perhaps, now would be the time to take action.
The particular situations that put the boat in peril and need to quickly remediated are a follows:
• Aground with the wind or current driving you further into the shallow water. Get an anchor out towards deeper water, and this is where the dinghy you were towing comes into its own. • You have run aground on a bank on the ebb and the boat is leaning so as to fall over with the mast horizontal or pointing down the slope. Then, when the tide turns, down-flooding becomes a real issue as when the rise comes in through any open vents it will fill the boat. Use the kedging technique from the halyard to heel the boat inshore to prevent this. • The boat has come down on uneven ground and is starting to settle or, far worse, pound upon something that could hole the hull. Use the kedging technique to make her lay more safely. Or, failing that, quickly get some protective padding in place. This could be cushions, sail bags full of non- buoyant boards that may be lashed in place, or even a half-inflated dinghy with its painter lead around the bottom of the hull – fenders are usually ineffective here as their buoyancy tends to make them lift away and out of place. If on the perimeter of a shipping channel, where their wakes are exacerbating the situation, hail passing ships on Ch16, or bridge-to-bridge Ch13, and ask them if they could slow down.
Secure all hatches and cockpit lockers and seal them off. Close all the cocks and tap a bung into the exhaust outlet as with the boat heeled the swan necks may no longer be relied upon. Use duct tape to seal the freshwater, fuel breather pipes and heater outlets as required. IN CONCLUSION So that’s my experience to date. Provided you refloat without any damage, it doesn’t much matter how you get off. The aim of what we have discussed is to help you react quicker and have a wider repertoire of approaches that might prove more effective. On a falling tide that might make the difference between a nuisance and a nightmare. To summarise:
1. Recognize that you are aground as soon as possible and stop forward motion. 2. If motoring, check for lines in the water and go into reverse immediately if it is safe to do so. Be aware that your rudder is vulnerable when backing up in shallow water. 3. If sailing, tack, gybe or whatever and try to use the last of the momentum to get her out.4. Reduce draft by heeling the boat. A very effective method is by pulling on a masthead halyard. Another method is putting weight onto the end of the swung out boom; a crewmember or a flooded dinghy being the main candidates. Motor or tow the boat off into deeper water. 5. If this fails, limit the damage by getting an anchor out to windward. If possible orient the boat to provide the most protection from wind or waves. 6. Seek assistance from the professionals, or hail a passing Good Samaritan. 7. Running your engine in shallow water when aground churns up the bottom. Check your raw water intake strainer; if it is filled with sand and mud check your raw water pump impeller for damage.
AFTER A GROUNDING Hitting sand underwater is like crashing into concrete as I discovered. The harder the strike the more likely the vessel will be damaged. So make certain the vessel is seaworthy afterwards.
Keel Checks: Check properly in the bilges for weeping around the fastenings. Lead keels absorb the shock somewhat but may need to be professionally straightened afterwards. Cast iron keels, push the impact back into the vessel so it important to check for signs of stress crazing around the gelcoat where the keel joins the hull and at and around the keelbolts. The most likely locations for damage are at the front and rear of the keel. If at first inspection there appears to be no damage periodically check back from time to as hairline cracks can take time to make themselves visible. Look at the condition of the keelbolts and check for any weeping or its associated ‘tea-stains’ around the fastenings which indicate water ingress. Structural Checks: Lift the sole boards check for stress cracks and any detachment of items bonded in. Check the bulkheads bindings. They add rigidity to the hull and when the vessel flexes during a severe impact they can fracture and pull free. Rudder Damage: Inspect the rudder for damage and look for signs of gelcoat crazing around the rudder fittings. Rig Checks: The mast, rig and deck moulding will have been subjected to an enormous load if the vessel hit the bricks with full canvas. It is important that the mast and standing rigging is all thoroughly checked.
If anything looks suspect, get the boat out the water and have it looked at by professional boatyard.
What do you call when a vessel runs aground accidentally?
Action in case of Grounding When a vessel runs aground accidentally, it is called Stranding. As a result, the double bottom area of the vessel suffers considerable damage, especially if the ground is rocky. The Master of stranded ship shall first secure the safety of crew, cargo, vessel and the environment and should
Stop engine. Sound emergency alarm. Display aground lights and switch on deck lights. Inform all departments. Broadcast warning message to all vessels in the vicinity and continuous VHF watch maintained. Position on chart investigated and safe port options investigated.