Re-float a grounded vessel

Beaching and Grounding

4.1 The extent of grounding of the vessel is assessed including possible

damage to the integrity of the hull.

See Section 4.7

4.2 The timing of tides are checked and an appropriate plan for the re-float the
vessel is devised in accordance with company procedures and maritime
principles.

See Section 4.7

4.3 External assistance to re-float the vessel is sought where necessary.

See Section 4.7

4.4 Action is taken to control any identified damage to the hull using
appropriate means.

See Section 4.7

4.5 Preparations for re-floating are made in accordance with company

procedures, good nautical practice and vessel manufacturer's instructions.

See Section 4.7

4.6 On-board personnel are advised of re-floating plan and their

responsibilities.

See Section 4.7

4.7 Vessel is re-floated in accordance with company procedures and plan of

action.

Grounding:
Grounding of a vessel can be intentional or occur accidentally. There are three different types
of grounding; e.g. beaching, stranding, or grounding.

Beaching- A vessel may be beached for many reasons, maybe to save it foundering in deep
water or to flood her, at a recoverable location, in the event of an uncontrolled fire, or simply
to carry out repairs, inspections, or cleaning of a foul bottom.

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If a vessel has suffered damage but is not in immediate danger of foundering but such
that a voyage to the nearest repair facility is an unacceptable risk, beaching maybe the best
option. Care should be taken to ensure that the beach selected should cause no further
damage, will have facilities to repair and the vessel can be re-floated easily.

If time permits consider the following points:

 study a large scale chart of the available sites. Ideally the beach should be sandy or
shingle and gently shelving. If only a steeply shelving beach is available, it can still
be used but the vessel must be beached broadside to. With a gently shelving beach
there is a choice but it would usually be prudent to put the damage to shoreward.

 check details of tide and beach approximately 1-2 hours after, high water (to ensure
sufficient water to re-float) if unable to beach at this time, ballast the vessel to its
maximum draft.

 do not use anchor/s when making the approach. If the manoeuvre is misjudged the
cables may be fully paid out with the vessel still not aground or take the ground
sooner than expected and sit on the anchor/s. Also, the anchor cables will lead
aft from the hawse pipes which will not make a good lead when it comes time to haul
off.

 approach the beach as slow as possible taking soundings from the bow. When the
soundings approach the vessel’s draught, stop engines. Let the vessel take the
ground gently. Ideally the keel should take the ground for its entire length. When the
vessel has grounded, add extra weights (or ballast) to prevent the stern from bumping
in the sea.

 when firmly aground, form two working parties, one should layout the anchor/s and
the other, to commence the repairs. Anchor/s should be laid out from the stern as it is
the stern that should come off first when re-floating. The most important function of
the stern anchor is to prevent the stern from being forced further up the beach as the
ballast is being removed during the re-floating. If two anchors are being used they
should be laid out in a single line in tandem (backed up) rather than laid out
separately.

 if in a deep keel vessel, consider shoring up, to keep the vessel upright.

Re-floating- Once repairs have been completed:

 attempt to re-float as soon as vessel nears flotation draft. Haul on the anchors until the
weight is taken, but be careful not to dislodge them.
 remove all added weights and pump out ballast.
 when afloat, haul in the anchor until the vessel is in deep water.

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Stranding or Grounding- Stranding is the accidental grounding of a vessel on a beach,
reef or shoreline while grounding is the accidental contact with the seabed other than the
shoreline.

 sound the alarm, head count and check for injuries.

 stop engines and auxiliaries if grounding is severe.
 sound bilges and tanks to see whether the ship is holed.
 sound all around the vessel to find the deepest water lies.

(Drawing courtesy of Trust Publications)

 plot your position and determine the type of grounding from the chart.
 determine the tide, tidal streams and weather forecast.
 check for hull damage (if damage has occurred it may be best to stay grounded, while
repairs are carried out).

If the hull is intact and the stern floating, a first attempt at re-floating is to go astern on the
engines. However, this should not be too prolonged because the wash may tend to build up
sand or mud against the vessel’s side making matters worse.

If this fails it is probably because the force of the impact has forced out the water between the
vessel’s hull and the seabed creating a vacuum seal. The most effective method to break the
vacuum seal is to lighting the vessel aft so that the stern lifts allowing water to find its way
under the forward part of the vessel’s hull. This can be done by pumping out aft ballast tanks,
or jettisoning weights.

If the ship is not in immediate danger and the tide is rising it may be prudent to wait for a rise
in the tide before attempting to re-float again. If grounded on a reef at night in an uncertain
location, it may be prudent to stay grounded and add ballast to prevent further damage
to the hull due to movement of the vessel on the reef.

If the vessel has grounded for her entire length the situation is more serious. Two anchors will
have to be carried out from the stern and laid out in tandem.

Anchors laid in tandem

(Drawing courtesy of Trust Publications)

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Another method is to lay two anchors out from the stern - one from each quarter. By hauling
on each anchor in turn it may be possible to yaw (wag the vessel’s tail) thus helping to break
the vessel free. Engines may be used ahead with the rudder hard over first one way and then
the other to assist the operation.

If the vessel has grounded on a rocky coast then the danger of hull damage is much greater.
However, the vessel is likely to have only a small portion of her hull in contact with
the seabed. A vacuum seal is not a possibility in this case and re-floating may be very difficult
or impossible. If contact is made with the seabed at one point only, pumping ballast, shifting
(or jettisoning) weights in an attempt to alter trim or to list the vessel may help.
If attempts to re-float the vessel by the above means fail. Then assistance will have to be
obtained. Another vessel or a tug may be required to tow the vessel off. If a tug is used, make
it fast alongside if possible as the scouring effect of the tug’s propeller wash will assist to free
the vessel. Display the appropriate signal for a ‘vessel aground’.
Once clear of the obstruction it will be necessary to again check the vessel for any damage or
ingress of water. Also check propulsion, steerage systems and engine cooling systems. Note
events in the vessel’s official logbook or record book and report the incident to the
authorities.

Foundering:
Foundering has the adverse effect on the vessel’s stability due to the ingress of water resulting
in the vessel sinking. It could be the end result of a collision or any other incident causing hull
damage. After collision or another incident resulting in the ingress of water action must be
taken to reduce/stop the ingress or the vessel may founder.

To prevent foundering several steps can be taken. If the vessel is bilged the holed
compartment should be isolated by closing watertight doors or openings and the section
pumped out. If the pump cannot contain the flooding other means may be needed to reduce
the intake of water. Listing the vessel, especially if the damage is near the waterline, will
reduce the flow of water into the vessel. This can be achieved by moving weights or
ballasting.

Thought must be given to the use of any possible material to plug up a hole, this could
include timber, pillows, bedding, cushions, mattresses etc. Many vessels also carry cement
(that sets even under water) to temporarily seal or fill a hole. A wooded frame is first
constructed over the hole then filled with cement, reinforced if necessary with iron bars.

“Collision Mats” could also be incorporated. This is usually a strong piece of canvas with
spars secured on two opposite sides. The mat is usually rolled up and the lines led under the
hull until it is near the hole and then unrolled effectively sealing the holed area and reducing
the flow of water into the compartment.

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 Collision mat.
(Drawing courtesy of Trust Publications)
If spars are not used the water pressure may prevent the ‘tarps’ (collision mats) from fully
covering the holed section.

There are commercially manufactured ‘collision mats’ for small craft. These are of the
umbrella principle. The unit is pushed through the hole then opened up.

Umbrella plug Preparing a cement box.

(Drawings courtesy of Trust Publications)

Collision Mats are designed to reduce the ingress of water to a level where the pump
discharge is of a greater capacity than the flow of water into the vessel. Once control has been
gained, more permanent repairs can be undertaken. Such as constructing a cement box or
cutting and welding a steel plate over the hole.

If a vessel has sustained damage to it’s bow section or a compartment, which leaves a
bulkhead exposed to the sea, support must be given to these particular areas. The water
pressure on the bulkhead will increase dramatically once the vessel gets underway - without
support more damage may occur resulting in loss of the vessel.

Shoring using timber as shown below will support the bulkheads.

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 Shoring a bulkhead.
(Drawing courtesy of Trust Publications)

Remember that in an emergency you may use anything that is handy (except life
saving equipment) to slow the ingress of water into the hull.

Partially or completely disabled:

If due to an incident, whether collision or grounding, the vessel is left in a state
such that assistance is required, consider the following:

 determine the dangers to crew or passengers.

 display the appropriate lights, shapes and generate sound signals.
 maintain an adequate lookout until the situation is corrected.
 notify the safety authorities of your situation and position.
 deploy a sea anchor to stabilize and control.

Consider alternative means of propulsion/steerage etc. to get under way, or if a
tow is necessary prepare the vessel accordingly (check salvage rules and if
possible obtain a tow from a vessel of the same company or nationality).