ost ‘days 219 BmYeogor Ty pers a1 “jsnonutos poydde 9q IStGr Ippryas “Sea}s SIP, “SEY oso4y wOdR ssaIys e asoduu O rng BuqMET [HUY ayy uo vossaNs ramo] PUL aieOLApe yeoprEyDAU a3ze9Ng SAE 04 Zoo ayy jo wed SWlfaeq ayp Ob PAIS ano woyo ‘pou uaxp ue sesEqpind Aavayy “9[que ureyo 2y JO syiFael autos Bun Apgssod.: “Rosey DUA £ABa] Aq JOY 0] paysaUUDD PHE ‘drys.ayy Wo SOURIS aiquzoprsuco ye paced Apnjezeo ‘sroqouT Jo oem aug jawoWs SE SIys Ag TPOVLONNOUD npl Supuswuoo [eyep UL LOT ATLA TROP Heys OAK spormbar oq, feu aomersysse go sway asarpt 30 ‘tye sdeqad 10 ‘wopreuig “Woo ADY ‘sposson aBzG] Jo Jamod Buyney ap sdeysad 40 ‘oRuro adset9 “AIP OF YOMLA OTT s19}YBY Wars 10 Ayers SuIporp 20 “Bey 10 Pp” =punosé Jo 99n 994 03 Bure uoyesado paywoyfduros SjeureyXe WE aq 07, funeoyas om seneo fwcu swa[gord asay) {TY “PaBeurep 2q O9[e Ae OUR ae ‘punowge sory s4rp of 19y esneo ABUT rayyeom abz2ape tsmusuT, a[e 95943 Jo ynso2 & se do-unys a[quinoargun aq Kou 21am Bue asian =pe og Abu soya POE sibaLINs ‘AupBoyS ay Sopadwey ‘hq aso! yenro eur ¢y903 20 spaons 221g “sayen doap us opis JaKpo OMB TA “OPIS. ‘aio Buoys [Te Taso Jo “yPFuay aznua Jer] “MIUs|-pyu soy ‘weys Foy “aog! Jal] 7H PUNOGS otf, YLEA 192 UOo UI 99 ARIE PapUENE sey YSIA PSSA ou jutrepunoy Jo Jo8uep I sutaiqod Yous Topappsmoo ur oUM oT ase ILA “IeAaROY UEUIESS. asta STE, ‘Fug voyer tuoubesqus O1 2A w ips “yoeoidde so powpau pli “yoeaq Big S09]98 auanauniA stp Tunnoaxe vosTad ys paproudl sy By]. avEAn POPUNS ¥ Jo oevo Ot) OF LEY ATISeO STOW JOS" aaposor Kew drys stp or “toyed Jo Wajgord aq3 sousy pure ‘payjorts0o oq uayo |I}9s He Bunyjawag, amy ‘sysyxa SouaBroure we J} Waax ‘Paraprsuoe aq uve Sumazaq jo wor Ty) (Ppa FULD *LOUS JaAOMOY “SUN Jo BAIDTUL Ue SKEATE aLOJoISIp' sy 3 arog, “Supoog Jo ayer ayy yplas odoo 0} oyquimn axe sdumnd ay wep jUsKES TE (ONS 0} paseurEp sf YS voy poysesg AIpeosn 732A LY papuoats op SYS AMBTUEPIooe popunol® 8 ays IE pee A As 94 @ ples af os AyeuoNUayy, popunosd sf JassaA UN 5 ONIHOVYEE CNY ONIGNVYULS TIA Ws.1a¥HOSTRANDING AND BEACHING Salvage operators are generally agreed that the use of ground-tackle is the greatest single factor in refloatiag operations. The rigging of it by a ship's crew with the limited gear available calls fer much ingenuity, improvisation, patience, and heavy work. At some time during the operation anchors will have to be carried from the ship to selected sites, We will assume that the crew of a ship is required to lay ground-tackle and that a good variety of gear is available—if in a certain ship some piece of gear is not to hand, then the seaman rust exercise his prerogative of improvisation for which he it ‘., well known, Dispenting for the time being with the preliminaries of grounding, ie. stranding, and the immediate action to be taken thereon, we will deal ‘with the crew's problem in as rauch detail as possible, Initially, boats must be lowered, Ifa heavy bower anchor is fo be slung across two boats, it may be advisable to tow the pair with a motor boat rather than" use the latier as one of an echelon pair, which can pose heavy stcering’. bias, Deck Officers will perform various emergency duties, As a euide, the Chief Officer may supervise internal tank soundings, damage contro! and ground tackle. The Second Officer could calculate the ship's position, estimated draught if afloat and the state of the tides. ‘The Third Officer can cead the actual overside draughts and, weather peemitting, survey the area, In winds above force 4, ground tackle work in lifeboats is likely to be impossible. Once affost, all unnecessary gcar should be removed from the boats and a rough survey of the bottom made to determine in which direction the vessel is best refloated. Then a survey of soundings and sea-bed material should be made at some distance from the ship, to decide upon the sites for the anchors, This distance will depend upon the length of hawsers available unless one is also prepared to carry out cable, En general, the distance should be as great as possible so that the stress is applied to the anchors in a direction parallel with the sea-bed. It is of interest here to note that if a stress be applied to am anchor such that the direction of stress is 5 degrees above the level of the sea-bed (or axis of the shank), then the holding power of the ancher is reduced by one- quarter. If the stress is applied at an angle of 15 degrees above the shank aris, then the holding power is reduced by one-half. ‘ Having decided upon the direction of pull, and the anchor sites, the’ anchors must now be carried out. One anchor used by itself asa ground tackle is not as efficient as one anchor backed up by another anchor litile farther away from the ship and in line with the proposed hawser The two asichors are connected by a length of chain or wire, and the ri is known a8 anchors in tandem, There have boon cases when ships haves: continually dragged their ground-tackle anchor home, only ta find that,.-#-4 this is preveated, or at least minimised, by backing it up. Since bower 160 STRANDING ANP REACHING anchors are heavy objects, the work may be made lighter by backing up one bower anchor with a kedge anchor, if one is catricd, Lat us assuine weights of § and 1} tonnes respectively. If a (non-compulsory) kedge tons anchor is not carried, then two bower anchors will have to be rigged in tandem. We have chosen to disouss the tandem rig, but there are no hard-and-fast rutes about the rigting of graund-tackle—often both bower anchors are carried out and stressed on two separate hawsers— but the tandem method requires more complicated thought, and hetiee Py | our choice. ROPE STROP Stra ——-—_+ ANCHOR escuRe 81 Owing to the fact that our stream (or kedge) anchor has a stock, itis not an easy one to carry between two boats. If it is decided ta use two boats it will be catried in a similar manner to a bower atehor, or else Jby suspending it vertically from a spar lashed across the four padded 4, gunwales. Fig. 81 shows a method of carrying the anchor by a single Boat, With the lifeboat’s whaler stem the anchor is slung over one Quarter, close aft, and this produces a list as well as a large feim by the & stetn. Thismay be partly counteracted by stowing our heavy backing-up sviré near the opposite bow. The rope sttop is cut through when letting the anchor; ifa wire strap is used it will have to incorporate a patent 2” -Fig. 8.2 uses two heavy spars, probably greased on their upper sur- “faces, resting on the athwartships bearer spar and the quarter gunwales, ‘which must be padded with wood. Due to the tendency for these spars 61STRANDING AND BREACHING to slide slong the gunwales, their after ends are tied together by using another spar lashed across, and below them. The anchor ig secured doting uansit with a shank lashing and also a shackle lashing as shown. ‘To unload the anchor, the forward ends of the fore-and-aft spars are ton raised and the anchor js slid over the stern, In the case af our L-tonne anchor, this may well prove to be an impossible piece of manhandling and make Fig. 8.1 a more attractive proposition. A steering oar will have to be used ia Fig, 6.2 instead of a rudder. LASHINGS OPTIONAL + STREAM ANCHOR FIGURE Bz, ‘Tha anchor is lowered overside on a dertick fall and secured to the: 3-in Boat. A length of chain or heavy wire (at least 25-rarh wire) is placed 3,» the boat, and the first end to go-in ts ggcured to the anchor straekle, For Teasons which will become apparent, the length of this wire should be equal to no iess than twice the depth of water at the anchor site. If fhe’ " depth of water is small, then the length of wire may be increased above this minimum Himit in order to give 2 good drift between the two sie chors. A light wire rope of length equal to at least one-and-a-half times the maximum depth of water at the bower anchor site should be secured ; Slose up to the free end of the heavy wire. A suitable buoy is attached to i,{. dhe end.of.the Hight wire, In the unfortuiiate event of a power-driven Doing available, it will he wise to take out to the site a 25mm 162, STRANDING AND BEACHING fibre Tope, sufficiently iong to reach between the anchor-and the ship. Ik is a good idea to buoy this warp along its length, with sealed paint drums for example, The warp can later. be used for heaving out the boats carrying the bower anchor. We shall assume a fmetioning, poirer- driven boat is available. A chain-check stopper can be placed in the boat for easing out the wite, if considered necestary. ao . « ‘The boat can now proceed to the anchorage. At a suitable dist from the anchor position the buoy is loated snd its line paid overside, followed by the heavy wire as the boat slowly approaches the anchorage. ‘The propeller must be kept clear. The chain-check-stopper will be rigged by passing its end theough a ringbolt in the bottom: of the ‘boat, or ue +. wy BACRING-UP WIRE risuag 2.9 «wherever else conveniont, round the wire and ‘back through the ring bolt. The wire is now passing through the bight of the chain, One ead ‘of the chain is made fast, and the other has a light purchase on the end ‘of it, By heaving on this tackle the wire is bowsed close down to the ‘fiig bolt, checking its movement. This method will be invaluable later ‘whien paying out heavler wires. ‘When all is paid out the boat's crew Prepare thernselves for the sudden _ change of trim and the anchor is let go. Had we been using 2 warp, this sould have been secured to the anchor before letting zo and sufficient Iength paid out to preyent violent running. The remainder of the warp, with its buoys, wauld se paid ont as the boat retums to the ship. it is immaterial at this’ stage how the aitchor falls, since it will adjust itself and bite when the whole groundtackle is finally stressed. 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The end of wire is now taken. on to the ship and fel seady for heaving. Let us assume that the ship is aground forward afd oir ground-iackle has been laid leading right astern. Heavy purchases.» will be used for stressing the ground-fackle, and these may be rigged in} ‘e STRANDING AND BEAGHING “This hauling part is fed to the after winches or capstans, To distribute the stress more evenly, the hauling part is often turned round obe warp: ing drum and then similarly turned up on the next set of winched for-_, ward. Both winches ate then rum together, The lead of the having part should be kept as nearly as possible in one straight line. The'purchases «Will be used to advantage, ie, puiling in the direction 'of the moving +, Blocks. If the ead of the heavy wire has an eye in it this is most cone 3 Veniont for aitachment to the purchases, Butif the ship begits to move, AES and the heavy wire is slowly hove-in, how is the block now secured? { Possibly by several chain stoppers—oertaialy not by one alone: A fucr 25MM WIRE ELEVATION bes Tonnes wen Ss TONNES J FIGURE 1 eessfull method is to use a wooden toggle, This is a short oyEindrical Piece of hardwood, having a large end-diameter. The heavy wire is seized back om to its ov part with many seizings, making as stall an. 'a8 possible. 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TE the damage is very severe and foundering i likely to occur on refloating it wall be advisable to secure the ship and wait for the arrival of skilled salvage operators, If in tidal waters, () What ie the state of the tide? If visiog, the problem is likely to be solved shortly. If falling, and there is the dangé+ of fracture, make distress calls and lower boats, There is no point in using astern movements, Try to secure the ship with ground-tackle. (4) What és the tidal range? Check the draught of the ship and com- pare it with the estimated draught prior to impact. The difference in cm multiplied by the tonnes per em immersion indicates the amount of lost buoyancy. The tidal range may provide this ./ required buoyancy at high water or even before. On the othet hand, the tidal range may be almost negligible. - (5) What can be discharged ? Water tanks may be discharged in order to provide the required buoyancy. If this action supplies only a part of the buoyancy the tidal range may pteduce the emainder, Tn a vessel having many lifeboats the lowering and floating of them should be considered. Tis will reduce the displacement of the ship to some beneficial extent, The discharging of oif fuel is a serious matier—it may severely hamper the laying of ground- tackle (using the ship’s boats), and should normally be done only to save life. A vessel which is aground at one end andis being held by the suction of sand or silt should pump out water compart- raents (of discharge cargo if this is being done) from her buoyant end. This not only tends to break the suction atthe other end, Hat also causes a smaller acca of the wide, flat part of the bott0i plating to be in contact with the sea-bed. This will enable the vessel to-slide more easily when reilogting. A ship end-fast on a ledge with her other end in deep water should try this. She may then slide clear under engine movements, On the other hand, ships end-fast on a rocky ledge have, from time to time, reversed the procedure, deepened their buoyantend draughts and slid off with+ out engine movements! The nature of the sea-bed must be taken into consideration on this point. (6) When aré the next spring tides? These will provide the best possible, times for refloating if normal high waters give insufficient bud! ancy. Unfortunately, excessively low waters also occur. (7) What is the nature of the bottone? hdeally, a survey should be mada ‘of the surrounding sea-bed, noting depths and material. The sea~ formation in some localities changes with every tide, making jal sucveys unreliable. Some beaches are subject to strong cross-currenis and scouring by surf. A survey will indicate the best possible dicection for refioating. 2 STRANDING AND BEACHING Tf the bottom is rooky and the vessel is fvelp, ie, she is moving persistently, it may be advisable to flood some’ compartnents causing her to scitle more deeply and become quieter. This matter should be considered also when the vessel is pounding on the beach under the action of surf, swell, or heavy weather. Akhough this action may set up the bottom plating, itis likely to prevent excessive tearing of the plates, (8) What is she fegad situation ? The owners and Lloyd's Agent should be informed as soon as possible, The underwriters will then be notified. At the next port of call pratest should be noted, and a survey of the hull and machinery carrled out. A Certificate of Sea- worthiness should be ebtained before proceeding. The Depa ment of Trade and Industry (D.T-1) should be iaformed within 24 hours of the stranding. Full entries must be made in the Deck and Official Logbooks. General Average will have to be declared when discharging cargo, a) The above questions are not to be taken as being in any specific onder Each is a separate matter, but the wise seaman will consider them ‘When a vessel is stranded along one side her engines are of little value in sefioating her. Ground-tackle will have to be employed with or with. out towing assistance. Her seaward side must be surveyed to decide which end of her is to be slewed clear. Generally, she will be deeper aft, and the bow is chosen from which to lead the gear. The ster may re qufre an anchor and hawser leading seaward, in order to prevent the after end from driving farther ashore as she is eventually slewed, Bank- ing-up may be occurring all along the seaward side, cailing for scouring craft. Fig. 8.7 shows a method whereby ground-taokle mnay be rigged for such a ship. She will need a considerable length of hawser on her ground- tackle, sittee i she were, for example, 150 m in length, by the time she has pivoted on her stern a 200-m wire will ieave little scope for further heaving. If the amount of wire available is not sufficient, then some chain-cable will have to be used, as shown in the figure. This will {Jn any case be beneficial, because its weight will assist the applied stress ‘6 remain parallel to the anchor shank. \When carrying out a bower anchor with, say, a shackle of chain- sible in addition to the heavy wire, great care will have to he used when paying out the cable from the boats. A good method is to stop it around the outside of the boats and cast off these stops when necessary. Cable hooks could be carried in the boats if desired. A shackle of 62-mm stud cable will weigh roughly 24 tonnes, causing a sinkage of 3.cm in each boat (D450 kg per m.) The wire hawser in Fig. 8.7 is rove through a Panama Canal fairlead 1B sof 100-fathom 15 fathoms. bin 2hinsaNnoL, et [ee Senay BU 92K 9 4 WE Woe R \ eau vexe : wo so REE Kova uova Wort een sano 5-1 s34no1 & | / SBNNOL S | UM bex9 WW ge | 1 SauLaW 09 ' SBNNGL S | \ 31ayd AN OF 1 Saudan OF adou gum! wex9 WHOS —> wova Woe! vel vo] Suppor ges ayy pooods oy sasCoNP ayy J] “F9SMeY| DyeUE suf fo. PEO] Jor} ages olla 205 wedsos yo no osedoind spy sad wens weunees ath, “ypuniap Kavay SUNtO}-Q9 v Jo And JYL 3q PInow aseypund & YORs s49019 pH] SUDjlom oes aUOL-Cy sata PINOYS 1S Yorum “sauUO) OT Apinol Jo ssans ‘seeysund SYr HOUTA STyy UO SBLAUApe C1 paspy “HUTA 3M Hm. 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Aqagord [pas aH "29! 003 He sot ueurRaS xp. ‘pausso000 g porn sea ap se ay Sy “Sesto [pF 10} Sy SuANTY Pood v os1sap 03 eipoMoUy aap ANS SACI, MOU PMOYS “Ieasaoq ‘opear syr odeys sip wt APENpIAIp. {pH aeap aq 1oumeo pue snossweu aie paras our digs © ipa ay sXe ayy, “A[o Spin’ & se papnppus are sefdummxd ony ea0qe aL “spoq YSU oy paroypue wel are syodoig ‘Funueoe youy p ON popped ay punom seed pur syso|q SUIPULIS stom. Sapo! ‘ows ofsuie BO} paroyDUE SF yons 104 Hea parseBins & sans gg BL S| sod se Buoy sv aq SMeaTE pjnous 1 [Bleu wt YBNOLg ‘rosatey Jo yHGI] yuoaS w Yons auinbor Ajtiessso0u you saop ySef-pus Papawas [OIA ¥ *parasooax A[pgnb oq emt spas amp red plnoys wit Os “SpeALAIN Wanbayy 18 1YBUD] S11 BeOTe pasong setunauros ay xosettf anps AAWSY SUL ‘S944 YOU Jo SseppLL BYP 0} parclioue axe sreddois ‘dons ay jo 3uyeys pus Jamey yssaid o} equ Mas papped ov suattiog SOIMNBOD OYE “T]ey asepENd oy Jo" Tus] ox worn ‘asso jo ‘Sutpuadap—Surueoo | ‘ON oF o1qezejead 2q TL BoRuE0s Z “ONL asqyDse\R pUe Fupaqasso quenbey} Pleas o} LOpUO UI ajQIssod se pUst “ATR 94 Wog] Aeae 78) se PAIBIOTE 3q pjOys aseyornd spy, “BuUPIS yoyay w punoze possed dons asm Aavay e 07 368 51 Oyetjoand ay} puy ONIHOyae GNY DNIGNVUES sto} suo} ‘suet suo} UE sue urte 510) suo} suo ure sunt uris sorsuoy uptz suo) dil OLE ~sroagp go ple 2qy somys soup « yeog BAL SJOSEOA omy) oY UsAMIEG TETUCD sayea-KOT 12 pasrecor 9q uvo afemep usoMog JO ApisiaAg 2B] 05 AML ee ae Feystooyoeo un Oy sone ered 2 way Ae SOHAL aq Afeapr pynoys o104] tro;08 Jeyjoue sy sMOBE EPIL ‘SUL 198 SM “wog Hav Wo auy ay PMous YoRLA ‘ElOTHTE TO UO aEIED Jo 203s 38 BSWeq © Yous Puy WED ofa Leura ay PaepHL ayoIMYsO,| “OREM ood w diana ‘Wee Apioys exo paw ‘Soyo Z9y yrOg 08 wt “dems eq 9} pasodys oo} you = pus ‘ns Aavay 01 jpelgus JOT st ‘SupMEs PIES ST OF WO Wo}s ILI} OL ASSOA BNIIOT oY) TOS S} POUL eS PUE squaiind Boos woxy oxy 5} ‘adoys apjusd w SUIT SSO WHOIS SOF. Pe “yom se Uso sox] AqgssoHK pue Ny PopaBNs am $f Ssoguns uy ¥ sex YoIYA ouO §] ad} 450q ox ‘YowEQ JO aOIOgD a : {go eq Avan sounduo s,jo8saa noses oup 0 950 24) “Ios J Epa0yrtia0se sung Arovesedacd jo TuNOUTe Wrepe0 ¥ “Bt “jEOp] Oy) BaTIUASsY “MOI fe eLiaieur paq-2oe or] “chys popuens am Wo WAL OF HAMAS Uy VOD. 51 yotag 70 addy Aue Surrspude) Jo seduep yaouymamy ar sr digs @ Jf Myc A Jere lone pue yoeordde jo oun apes & dyys SUMSISHe Oy 2n13 OL ‘dius sip Supeopaa 01 sowsoa, “2 eapio UE “250 }9q SE INO Paseo aq pynoys Aeans v ‘9Fpe] to “yseag EPG, Je yo digs v saeaq of psn axe ‘Any ung s0Sre] “sss ITO UST 3} Bays aqeontdde og Tua Passnosip wo9q Apeare sey YORU SoTpLaAa | soni tradeyo sip Jo YoRDss mou d[psnUD Ue UUO} JOE SOP SIG, 3 D roa f SOMHS WAHL JO FSM “posianal usys Ueq} Jayjedoad sy Woy ISNT) pRaye s9ye928. {: “yal B IMOTAA Ing “HetAGSY—Yo porous digs op pur 137 ots B aawy ApeouOs jpn digs ap Jeu sf ‘paey Joyjosmp wo ‘YE Woy sumer I worsg manos parse[g ‘mys ag) oyu! payasuiad SEM Joo oy “PaNMEP Jo oti eape oy], ‘AsoTIGsBur Jo Supjoy pue de Surqueq 01 peop kqu | BURpON, jsenIMOURP ap Jopistoy “aqBAsaU Sem AMUES [PN TULL ~qoad TWA toyOq Fos © 2240 posh saumod ways wip sf a TVUEAPEs £ — ryp01 Jo apeuurd pasjost us wo jessy paredur Ayjesoyg— espera “SUIMO[G SI PULA SIOYSUO UH aINJA TOLISod Uy Idoy Aliseo 92002 5} dy re—jossaa soyAOTY “YO ATyJOOUNS parcur pu ‘poods [ny Suet ‘sau POE SSPE SY) TOI 29844 Zura or ay Jo AWOIA [Ua][oxs UE SEY 12S7 A, aayge sat] no podumd 's ae) prestoy soy papoog aus ‘pues Co saIySpHTE 4 ap yey UF saBeyoeApR MIVA hn aaE BTN ~saMod Ure|Se JOT asM Wom | pamoate sua days y -TUNCOGoS pensMUn yo 895¥O OM Se 1827701 FO PUB ‘SII. 10 Nts ZuLMo} ogy ssed fuo-aioq drys papmenys ain yovoad * "yao Jo aseo ve asoyatanp pynoys drys oy “reppns par szopedoid Suweutep Jo 19} oq) UE 2051-08 pur ‘e209 Jo aseo aya ur %gg-og “ats prt fo sa09 105 SKY Divas UE aces O} asTaMN aq TILK IF A¥D0I st pue AIptces sous min UI 42 De ‘paq-2as PUES E Lo zy anvay o1 Aouedong 450] 304 JO “oe Fe tae saat on eee OH MO ot womans go [nd ® spoou popurans 81 Yona drys t yey) poyotunss BI9q Sey IL oISePY S9y sop remod amjBua Joy ash of sepioop drys ups #2 J} inpssazons pasoad pure Leas 14} Uf sud __ SifL UE post U2aq Sey aMUM-UBWY “pasinbar waus 30 Foquine oy} sonar te Pltom poyfnoryp Sy901q pIOJnAnd} JO 36m HL “SSUUO) Cf JO DESL Ebuuon $9 01 passanns sf s9savet{ 94) uaTp “past aze caus say at [S808 SEHD [Apddra pinion 34 QL Wdi0m OBE IDA Jo UU OY “SAUDI {+ Ob PEFFANS “Suysnegse ap ar s,dnys Popuens 8 O} papjoeys 9q pnod sam op 'wSy “yususoRE smo] 8 paaoad sry, Hed uno su 94 papyoeys A[Teuy pur ‘uIese pues “ram30 ayy uaop ‘adid asatey auo dn passad spas ola Buvaoy aig ‘We-2pspeanq papouays dus Jo oreo ou uy -sEq URI aE CaqUI jUS popped fq asc aseyaand puooas oyp Jo ued Bayo, ayp ‘sans supp oplAord lies) sesnoy >oop 40 sSumuvoe worey Puno siesmey Toso aur ssudo} FE GE -ypuiAL aq) JO whap under, ays Aq popwrosd ATfeuygWO somos Qu gold Sf Lafojalayp pure ‘s]qea l[ses Uo sauuO} 67 JO ssa NUNIKEL BE, < 6 Jo ssans aur aonpord NOL seuyIN PUOIS STID UoHE *39yF0 BC) JO & Ydxa ‘Sulavay Warn * la 91 Fo Sad guyasy aq ue afewweape 0; pose esoyaand pyoy-comp Joyjour dr. 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Tapa pany SeuEO] OOOO! “ALC I 100 om 3] “Te}sde9 so ‘SSEpPULA “Soypus “°F “aIqeL CAR Sonod jearEyoouL “SOP YI Woy Ayr O) S491q ay SsHeD WPSELE Yotyas Prepjod + 8. = ouUpp 2os\ey oy) HO SAUUOL ¢ | JO [rd INO WYEIUTECA OF STA 94 asoddns JoN}19) ou) Wo sons oapun Ue spione SiYf “a.LK ay] SuLAe oq 210}9q pee) HE. -AppiBy passiwWsIP 10 pazoUL oq tou pjnoys sakad-weul JO 9M AN} ‘TESA “11ef 9uy ISHILAM PIETIOG |p EMOTE Udye} 9q PINOY WN & SI PAROSE ‘ff peo Uo IquTEAe Bum0q Joxod Om Jo Weag eyeuNMOJUN Ny UL ‘1S8J Sa BOAO} U3 FUNZear way, poddys Apuvsur Suraq Jo ajqedes. “prg] Sappiom ayes eyenbeape 9q tne sau SAL} 94} GoLy—ons ay Weyl JayFe1 Uondaoxs ayy 51 ‘Ue eABH] JSnEs Ised SORA OI ~PBUD] sy moyBnorys, “sess Gy STENT WPMA SuMpoues—ysar ¥ Im Sunvopes 19y JO Aytqyssod ayy sy ray? plnogs Weureas ay) Moy ATHOISEG soveNsMye “Wan ‘apdurexe saoqe ONL PUL pads Aue aaey JOU 34s prnoyg “T]96 s¥ apo" -puTOZ iLKO Jaq] HO speor SUpIIOM ayes SUE SAUIT XPS Bulag ados ILA # JO aavey 07 any Aun fassaa payouaq ay], “Aes WOYS OMT BoTay suioq says Supreaq poyepnoreo aq “sixe sxOyINY Ayopus oBszy Afar “sa.SMOH aM} JeSsoA aTIOSAI IT pue ‘alkes [[aM PEM IE] SACY OFe sazt44 OTT, “ypofo [PSEA BUY SUTAUOTT JO SIOUEYD SIT] UaSHe] pure aed ACuL I 47H SIH $0 ONHIDVag GNV ONIGNVULS . ONIBDVSE GNY ONIGNVELS S00} uO} sulors J BEG suo} suo}STRANDING AND BREACHING When beaching it is again ideal to do so at high water or on a falling, tide so that the ship settles dowly, rather tham to drive her hard ashore and strain the bottom plating. Further, it is possible to some extent to control the degree to which she is beached, by discreet use of the engines bafare her keel closes with the sea-bed. There is, of course, the danger of banking up nnd also drawing sand info the machinery, so much will depend upon the nature of the bottom. ‘A damaged ship losing buoyancy rapidly, if beached, may well be able to reffoat at a later high water after repairs have been done, com- * partments pumped dry, and her buoyancy restored, If beaching bew-on with a tim by the stern, a beach with a slope steeper than that of her keel will enable her stem to he kept buoyante: = VESSEL TRIMMED BY STERN REACH STEEPER Beem steceea Fisyi while ber fore end is grounded. Fig, 8.9 (2) shows this condition. If her Keel has the steeper slope, then her stera will touch rst, as shown in Fig. 3.9 (6), Trimmed by the head, she will, whatever the slope of the beach, take the ground forward. Similarly, if she beaches stera-on with a trim by the stem she will touch initially aft. If beaching stern-on wit a fin by thehead, then again the besch should havea stcper slope thai « 1 kee A vessel may be beached baw-on or stern-on. Whichever method chosen, ground-tackie should be rigged to keep her seaward end stead; and to stop her from driving farther ashore. Equally, she should -B scoured to the shore to prevent her coming eff unexpectedly. If bea Stermvon she fas the advantage of presenting her strouge, finer end 1 the forces of onshore sea and weather. Further, her anchors are ready for easy laying and later heaving; they can be sarvied out direct from 18 STRANDING AND REACHING the hawte pipes and stressed by the windlass. In fact, her anchors and ssables contd well be laid out while making her approach to the beach, Provided the beach is firm and free ftom rocks, the propellersand redder will be unharmed, but her inpact, of course, must be aa gentle as possible, If beached bow-on her vulnerable, more buoyant, end is exposed to sea and weather. To keep the stern quiet, ground-tackle must be laid _ out from aft, This is labetious when done after beaching, but the vessel uld well be anchored from aft as che males her approach (60 Chap- “tert. sHORE MCORINGS 2 tonnes [A] 10 TOWNES: FIGURE 6.10 The seaman has a natural instinct by which he strongly avoids allow- = _ing his propeller and cudder to come into close proximity with objects “Buch as wharves, piers, and other vessels. The suggestion that he should feach stern-on may well disgust him, but on close consideration the Wavanteges are many. DEFig. 8.10 shows two methods whereby a vessel may secure het head- és'to the shore to prevent unexpected refloating or being driven off fore by a gale, stakes may be of metal. If wooden, a timber having a natural ity is preferable, e.g, lifeboat oars made of ash, They should be “airiven to a depth of at least 1m and at an angle of 20 degrees to the ‘vertical. Fig. 8.10 (a) shows @ combination of stakes suitable for a stress -of up tor2 tonnes. Fig. 8.10 (8) shows a heavy spar (a light derrick would 179 att tons.181 “SloysyyA] WOU Aq PawOD[aM 9q ‘ONS WE | ‘P]Nom “YO E |: ~SoyONg aut 20 pPL'D'Y ans 88 yous Uauod Zumpjoy qwasd yas stoyouE yay] cast Jo qwewaiinbor peu UT) sso Furmiue A120 OF patmnbss 15ZUoy ou ara silts ‘coud Yoo} woissnasrp Sunsatayar sis 29F HOS WEY) JECUOM Sf 3 “CVINETW ous Semlead “Ay “IA) S}8S89A san Uf SupAzas SIOOYO 9 peuogjan squnes oq PInom zenod SupIOY agents TEA sIOqTE UIRAHS puV aSpoy jo caddy 1opsqy Ayqissod pue psylpom wo 0K yeuempedse aip jo uoysuarxe daw pue ‘smoyses00 axe, 194 10 “sn 2s “pergubar oq Aue pynom saddy asayy ‘sFoyoWe saMoq OYUN, “fonadaains ue JO Oso att} OT ApoArIaNo pus Appomb (a8pay poe nreans odk quasard) sioyoye asotp Saypucy Joy qwamdiaba age Pros Spa st arog ‘s13yTE PO ATrEpMONIed “sfassoa PeraTIWUIOD Uf, “Gusta ny aq 01 s90UIO Zupooyy Pedioung-xa ‘adoD “. “g sy)

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