broaching yacht

What is a broach in Sailing?

Anyone who's been boating for some time will likely have heard the term "broach", something sailors try to avoid at all costs. But what exactly is broaching, what causes it to happen and how can we avoid them occurring?

A broach is a sailing or yachting term for when a boat unintentionally and involuntary gybes or changes course towards the wind, resulting in a loss of directional control and the vessel's rudder becoming ineffective. A broach can happen as a resulting effects of wind or wave action.

What is a Wind Broach?

A wind broach happens when a boat is sailing downwind and the sail, often a spinnaker, is overpowered by a gust of wind. This causes the boat to heel (or lean) a yacht further than anticipated, causing the rudder to lift out of the water. This results in the boat becoming uncontrollable and rounding up unexpectedly, the mainsail then gybes across the boat at a dangerous speed. As the boat turns into the wind and heels over it can lay the boat fully on its side, filling the cockpit with water or even in the most extreme cases, capsizing the vessel. This is not only dangerous but often frightening for the crew.

Watch video examples of sailing yachts broaching due to wind conditions:

Chinese gybe on a Farr 40

A major broach and Chinese gybe

IRC boat round down and broach under spinnaker

What is a Wave Broach?

A wave-based broach can happen to any vessel (motor or sailboats) that is going in the same direction as the waves. As the wave picks the boat up and increases the speed, the rudder can become affected by by the stern being lifted out of the water by an overtaking wave. In such cases the vessel is likely to sway across the waves and roll to one side, knocking the vessel completely on its size and, in extreme cases, potentially capsizing the vessel altogether.

Here are some examples of a wave-based broach.

An example of a ship broaching

A further explanation here

A large wave causes a motorboat to flip

What is a Spinnaker Broach or Chinese Gybe?

A broach, Chinese gybe or crash gybe are a sailing term for a dangerous situation that can occur when sailing downwind with a spinnaker.

During a spinnaker broach, the spinnaker can become caught in the wind and start to swing out to one side. If the boat is not turned quickly enough to keep the spinnaker under control, it can swing all the way around to the other side of the vessel with the mainsail crossing the boat quickly and dangerously.

A Chinese gybe occurs when the upper section of the mainsail moves across, filling from the opposite side, whilst the lower section of the mainsail and boom remain on the opposite side. This is unlike a normal gybe where the whole sail moves across the boat as the stern moves through the wind. A Chinese gybe is usually the result of too little tension on the kicker or vang which enables the boom to rise up, enabling the leech of the sail to twist extensively.

How to Avoid Broaching

The good news is there's plenty you can do to avoid this situation. The best way to avoid broaching is to keep the boat sailing at a constant angle to the wind. This can be done by trimming the sails correctly and adjusting the boat's course as needed. If the boat starts to heel too far to one side, the wind will catch the sails on that side more, which will cause the vessel to move more quickly in that direction. To prevent this, the sailor should adjust the sails and course to keep the boat sailing at a constant angle to the wind.

Here's a handy video from Yachting World on " How to avoid a Chinese gybe when sailing downwind ".

There are several ways to avoid broaching while sailing downwind. One way is to

• Keep the boat sailing as close to the wind as possible. This can be done by using a smaller jib or by sailing a narrower path.
• Use a preventer - a preventer is a line that is attached to the boom and runs to the deck of the boat. This line can be used to keep the boom from swinging out and causing the boat to broach.
• Keep your spinnaker trim on point and under control - be ready to depower it at a moment's notice
• Ease the pole forward and pull the kicker on as needed to keep power in the mainsail

How to avoid broaching on a motorboat

If you're more of a motorboat lover here how can you avoid broaching in tricky conditions?

• Keep one hand on the helm and one hand on the throttle at all times so you can control speed instantly
• Read the conditions and weather ahead - look for breaks in the swell before turning
• Use engine tilt and trim when running downwind with the waves
• If in doubt, go out and spend some time on your boat to better understand the limitations in different weather conditions

Watch a useful video on how to deal with big seas.

Sailing Broach Recovery

If the boat does start to broach, the sailor should first try to adjust the sails and course to correct the problem. If that does not work, the next step is to ease the sails on the side that is causing the boat to broach. This will help to slow the boat down and prevent it from capsizing. Finally, the sailor should try to steer the boat back into the wind and adjust the sails and course as needed.

If a broach does occur, there are several ways to recover. One way is to head up into the wind and let the sail fill with air. This will help to right the boat but is only achievable if you still have steerage. Another way to recover is to release the jib sheet and let the sail flap in the wind which will also help to right the boat.

• Think clearly - it can be scary when broaching but taking the wrong actions can make everything worse. Ensure your crew know who will make all the essential decisions should a broach occur to ensure clear directions and reduce panic reactions.
• Blow the halyard - if you decide to drop the spinnaker it needs to be dropped far enough that the wind can be taken out of the sail and remove its power, but not so far that it ends up in the water, creating a big mess. One way to help with this is to put a mark on the halyard to help the crew know where the limit is in an emergency.
• Hold onto the guy! - it's important you don't let the guy go any further than the pole on the headstay because if you do the spinnaker will be able to power up even with the halyard released which will prevent the boat from bearing away.
• The jib - consider leaving the jib up after you bear downwind as it can help you bear away when recovering from a broach

We hope this article will help you better understand broaching, what causes it, how you can avoid getting into a broach situation and how you can recover from it in a level headed fashion should it occur.

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Yachting World

• Digital Edition

SAIL FASTER SAIL SAFER advanced techniques series Part 2: Broaching

• March 1, 2016

In the second part of our 12-part series on advanced sailing techniques, professional sailor and coach Pip Hare guides you through what to do when you start to broach

Most of us will be familiar with that final pull on the helm that cannot be overcome as the boat rounds up to windward in a massive broach. The ensuing chaos can be hard to recover from, and damaging both for the boat and for crew morale.

Well-trimmed sails and keeping a close eye on conditions can help to avoid a lot of broaching situations. However, in this article and the accompanying video online I have drawn on my own experiences, both during solo ocean racing and when coaching mixed ability crews inshore, to highlight some key points on how to recognise the early warning signs of a broach.

See our video of SAIL FASTER SAIL SAFER Part 2

I look here at how to trim the sails to avoid losing control, as well as steering, crew interaction, what to do at night and when you are sailing short-handed.

Prompt action with mainsail trim can often be the simple answer to stop a tug on the helm from becoming a full wipe-out. On the first signs of a broach a quick ease of the kicker will twist off the top of the sail and so reduce the heeling moment.

When reaching in gusty conditions, the mainsail should always be well eased, traveller down, with a backwind ‘bubble’ at the mast as the default trim.

Make sure the kicker is in easy reach and if you are struggling to steer, place a crewmember next to it. If you often sail short-handed, think about leading the kicker to a position in the cockpit where it is more accessible. Double-ended systems are ideal.

If releasing the kicker does not reduce sufficient pressure on the helm, release the mainsheet until the boat comes back upright. All these actions will need to be done in quick succession, and as always it is good practice to make sure your mainsheet is kept flaked and ready to run out.

If you continually need to ease the main, then it is maybe time to reef; shortening the mainsail can make the boat easier to manage with less heel and often an insignificant loss of speed.

Broaching can occur under any sail plan; it is not a spinnaker-specific occurrence, though having the spinnaker up can make it a more intimidating experience.

If the mainsail cannot be depowered enough to prevent a broach, the spinnaker sheet is the only remaining ‘get out of jail’ line.

Top tips for short-handing Make sure all the crucial lines – kicker, mainsheet and spinnaker sheet – are within easy reach of the helm. Cross-winch across the cockpit if necessary. Put some luminous tape on the wheel so at night you can tell at a glance how much helm the autopilot is using.

Immediately ease out a large amount of spinnaker sheet until you feel the boat start to come upright or the helmsman tells you they have feeling back in the rudder. If you are using a lazy guy, ensure this will not catch on anything or prevent an ease.

Keep the spinnaker sheet eased until the boat is upright and starting to get back on course – an insufficient dump of the spinnaker sheet or bringing it back on too early will cause the boat to roll straight back into a broach every time it tries to recover.

When reaching under spinnaker be very sure not to let out the guy. This will make the situation worse as the pole will crash onto the forestay and the spinnaker will slew to leeward, heeling the boat even more.

A constant need to ease the spinnaker is probably an indication that it is time to take it down. As always, have the halyard flaked, ready to run and be ready to drop.

A broach can be averted by good communication between helmsman and crew. A first indication of a broach will be a marked increase in weather helm which it is difficult to steer against; at this point the helmsman must involve the crew.

The crew will not always know exactly how much kicker or sheet to let off and when, so to avoid all sails being dumped every time the boat heels over, the helmsman must keep the crew informed.

If, despite easing sheets, the boat continues to broach, pump the helm by bearing away hard, steering straight, then bearing away hard again. However, if you do not regain control you will get to a point where that is no longer effective. At this point, try putting the helm back to centre. With eased sheets and a little patience the boat should come upright and start to move forward, water will start flowing over the rudder and you will be able to steer downwind to avoid another broach.

If you are continually having to ease the sheet to avoid a broach, try steering a little lower or changing your sail plan.

Depower the main:

Ease the sheet:

Steer downwind:

Trim sails to pilot:

Under autopilot

Autopilots are particularly sensitive to gusts and waves when reaching and so a change in conditions can cause the pilot to broach quite easily.

Keep an eye on how hard your pilot is working. As conditions worsen, increase response level to help it cope.

Trim the sails to the pilot and not the other way around. Think about taking in a reef earlier when using the pilot in potential broaching conditions – remember, it is not able to tell you to release the kicker.

Do’s and don’ts

• DO stay calm and keep talking
• DO ensure sheets are flaked and ready to run out
• DO practise reaching in gusty conditions to learn how quickly your boat responds
• DON’T shout
• DON’T ease the guy
• Be ready to reduce sail before you stop enjoying sailing

SAIL FASTER SAIL SAFER Part 3: Pip Hare describes how to gybe a spinnaker successfully

SEE ALL 12 PARTS HERE

12 part series in association with Pantaenius

Broaching is when the boat turns violently to windward, out of control. It is most common when broad reaching or running but can happen on any point of sailing. A common cause of broaching is rolling, which gives the hull an assymetrical underwater shape causing the boat to move in the opposite direction to the way it is heeled (see page 57). When this force is great enough to overcome the effect of the rudder the boat will broach. If the mainsail is too large in proportion to the headsail or spinnaker this will contribute to the tendency to broach, as once the broach has started the mainsail will assist the turn (see page 57). If a broach occurs, the mainsheet should be cased out immediately and. once the boat is back under control the mainsail area should be reduced.

The yacht, above, has just started to broach while attempting to jibe, probably as a result of sheeting in the mainsail.

Continue reading here: Sailing in fog

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Readers' Questions

What is a broach in sailing?

In sailing, a broach refers to a sudden and uncontrolled movement of a sailboat where the boat is pushed sideways by a gust of wind, causing it to tip over or turn forcefully. This usually occurs when the boat heels excessively and the sails lose their ability to generate forward propulsion. Broaching can be dangerous as it can lead to a loss of control, capsizing, or even a collision with other boats or objects. Skilled sailors work to prevent broaching by adjusting sail trim and managing their course and speed in changing wind conditions.

Yachting Monthly

• Digital edition

How do I get out of a severe broach?

• James Stevens
• December 12, 2021

If your boat was about to broach what would you do? James Stevens answers your Questions of Seamanship

What would you do if your boat broached? Credit: Graham Snook/Yachting Monthly

James Stevens answers your Questions of Seamanship.

Dave is cruising from Port Edgar up the east coast of Scotland .

The boat is a 10m cruiser racer and conditions are ideal; sunny with a Force 4 from the west-southwest.

Dave is a proficient dinghy sailor but has only recently taken up yachting. His crew are keen but have limited offshore experience.

The boat is on a broad reach, and Dave decides that it’s time to hoist the symmetric spinnaker .

After a couple of false starts, with sheets through rather than over the rail, it goes up and their speed increases by 1-2 knots.

An hour or two later, Dave notices the speed has increased by another 1-2 knots, but conditions are still pleasant and the crew are enjoying fast sailing.

Continues below…

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The sea state has become rougher and the wind has moved further aft.

The apparent wind is a comfortable 10 knots but when Dave switches the instruments to true wind, it’s gusting 18 knots.

It is now getting difficult to steer, with the sea picking up the stern and accelerating the boat into the wave in front.

The crew are excited by the action but Dave knows the spinnaker has to come down soon.

At that moment a gust and an extra large wave appear and the boat accelerates.

The helm loses control and they round up in a spectacular broach.

The boat is heeling right over to starboard, pinned down with the spinnaker and main boom in the water, the rudder useless and the crew hanging on as best they can.

What does Dave do now?

The first action is to release the kicker and mainsheet to allow the boom to rise and depower the mainsail.

James Stevens, author of the Yachtmaster Handbook, spent 10 of his 23 years at the RYA as Training Manager and Yachtmaster Chief Examiner

This allows the boat to come upright enough to give steerage.

If the yacht is still on its side the spinnaker halyard can be eased about a third to half down, to take wind out of the sail but not too far.

It is really important not to immerse the spinnaker so the sheet should be tightened, which allows the wind to pass underneath.

The guy or sheet should not be released at this stage or the spinnaker will continue to pull the boat over and be hard to retrieve.

With the halyard eased, the helm can regain control and bring the boat upright by steering towards the spinnaker.

Once the course is downwind, the spinnaker can be dropped.

Taking the lazy guy between the foot of the main and the boom before releasing the guy brings the spinnaker safely into the lee of the main.

Dave must keep calm and the crew will have to concentrate. Finding the right rope is difficult while clambering over the cockpit.

An early reduction in sail would’ve been a good idea.

Enjoyed reading How do I get out of a severe broach?

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How to Avoid a Gybe Broach – Video Tutorial

When sailing dead downwind in heavy air on a boat with a symmetrical spinnaker, control of the boat eventually will become a problem. One wrong wave, an unexpected puff or momentary loss of concentration by the helmsperson can lead to a gybe broach. This video will give you tips on how to avoid a dangerous, boat breaking gybe broach.

To start with, you can’t sail the boat the same way in heavy air as you do in more moderate conditions. You have to trim the sails tighter and sail as much as 10-20 degrees higher than dead downwind. To reduce the chances of a wipe out, you need to prevent the boat from heeling to windward. When the boat heels to windward, the center of effort shifts to windward, forcing to boat to turn to leeward.

At high speeds this can make the boat uncontrollable because an attempt to correct the course results in the rudder stalling. This video gives some tips to help prevent gybe broaches.

Video from UK Sailmakers YouTube Channel

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“Fair winds and following seas.” This popular phrase is often said to boaters embarking on a journey (or even just going out to a favorite fishing spot from a private boat dock rental). It’s meant as a token of good luck. However, a “following sea” can turn dangerous under the right (or rather, wrong) conditions. Let’s discuss.

Traveling in a “following sea,” means the waves are rolling in the same direction that the boat is going. This situation would seem safe enough, and it usually is, as long as the waves aren’t rough and moving fast and there aren’t strong winds. However, it can lead to situations known as broaching or pitchpoling. Another time this could occur is when you’re following a boat throwing a large wake and you end up sailing/cruising up and over the “trough” and into the wake.

Pitchpoling

You don’t want to sail down the front of the wave (fun as that may sound – take our word for it, it’s not). This is called pitchpoling. Pitchpoling is when the bow of the boat “buries” its nose in the wake, or trough, of water. Then, the stern (back of the boat) flips up and the boat turns end-over-end like a cartwheel.

This appears to be a more common occurrence with sailboats when the rudder gets lifted out of the water, but of course, it can happen with any vessel. If the boat begins racing down the front of the wave, you’ll want to immediately throttle back so that it doesn’t capsize.

On the other hand, slipping to the side is called broaching. Essentially, the boat lists over to the side of the wave where it turns sideways and then rolls over (basically going sideways into the wave). Use the throttle and rudder to stay out of, or get out of, this situation.

If the water/waves are going faster than you, slow down and let the wave pass. Next, increase power until the next wave comes by. The use of trim tabs can also be helpful under these circumstances as you can trim the bow up and then ride on the back of the wave.

Never stop in following seas. If you stop, the waves can hit the transom, splash up and over and sink the vessel (this is more common in small boats but still bears saying).

It’s always good to follow safe boating practices and be aware of potentially dangerous situations such as running aground , boating at night or boating in hurricanes and other inclement weather before leaving a private boat slip for rent. Hopefully you’ve picked up some pointers on how to avoid pitchpoling and broaching. The next time you’re running in a following sea , you’ll know exactly what to do, or not to do, to get back to the marina or private boat lift rental safely.

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Nautical + Sailing Terms You Should Know [578 Phrases]

June 5, 2019 2:05 pm

A seaman’s jargon is among the most challenging to memorize. With over 500 terms used to communicate with a captain, crew, and sailors regarding navigation and more, there’s a word for nearly everything. No need to jump ship, this comprehensive list will have you speaking the lingo in no time.

Abaft the beam: A relative bearing of greater than 90 degrees from the bow. e.g. “two points abaft the port beam.”

Abaft: Toward the stern, relative to some object (“abaft the fore hatch”).

Abandon Ship: An imperative to leave the vessel immediately, usually in the face of some imminent danger.

Abeam: “On the beam”, a relative bearing at right angles to the centerline of the ship’s keel.

Aboard: On or in a vessel. Close aboard means near a ship.

Above board: On or above the deck, in plain view, not hiding anything.

Accommodation ladder: A portable flight of steps down a ship’s side.

Admiral: Senior naval officer of Flag rank. In ascending order of seniority, Rear Admiral, Vice Admiral, Admiral and Admiral of the Fleet (Royal Navy). Derivation reputedly Arabic, from “Emir al Bath” (“Ruler of the waters”).

Admiralty law: Body of law that deals with maritime cases. In the UK administered by the Probate, Divorce and Admiralty Division of the High Court of Justice.

Adrift: Afloat and unattached in any way to the shore or seabed. It may also imply that a vessel is not anchored and not under control, therefore goes where the wind and current take her, (loose from moorings, or out of place). Also refers to any gear not fastened down or put away properly. It can also be used to mean “absent without leave”.

Affreightment: Hiring of a vessel

Aft: Towards the stern (of the vessel).

Afterdeck: Deck behind a ship’s bridge

Afterguard: Men who work the aft sails on the quarterdeck and poop deck

Aground: Resting on or touching the ground or bottom.

Ahead: Forward of the bow.

Ahoy: A cry to draw attention. A term used to hail a boat or a ship, as “Boat ahoy!”.

Ahull: With sails furled and helm lashed to the lee-side.

Aid to Navigation: ( ATON) Any device external to a vessel or aircraft specifically intended to assist navigators in determining their position or safe course, or to warn them of dangers or obstructions to navigation.

All hands: Entire ship’s company, both officers and enlisted personnel.

All-Round White Light: On power-driven vessels less than 39.4 feet in length, this light may be used to combine a masthead light and sternlight into a single white light that can be seen by other vessels from any direction. This light serves as an anchor light when sidelights are extinguished.

Aloft: Above the ship’s uppermost solid structure; overhead or high above.

Alongside: By the side of a ship or pier.

Amidships (or midships): In the middle portion of the ship, along the line of the keel.

Anchor ball: Black shape hoisted in the forepart of a ship to show that ship is anchored in a fairway.

Anchor buoy: A small buoy secured by a light line to anchor to indicate the position of the anchor on the bottom.

Anchor chain or cable: Chain connecting the ship to the anchor.

Anchor detail: Group of men who handle ground tackle when the ship is anchoring or getting underway.

Anchor light: White light displayed by a ship at anchor. Two such lights are displayed by a ship over 150 feet (46 m) in length.

Anchor watch: Making sure that the anchor is holding and the vessel is not drifting. Important during rough weather and at night. Most marine GPS units have an Anchor Watch alarm capability.

Anchor: An object designed to prevent or slow the drift of a ship, attached to the ship by a line or chain; typically a metal, hook-like object, designed to grip the bottom under the body of water.

Anchorage: A suitable place for a ship to anchor. Area of a port or harbor.

Anchor’s aweigh: Said of an anchor when just clear of the bottom.

As the crow flies: A direct line between two points (which might cross land) which is the way crows travel rather than ships which must go around land.

Ashore: On the beach, shore or land.

Astern: Toward the stern; an object or vessel that is abaft another vessel or object.

ASW: Anti-submarine warfare.

Asylum Harbor: A harbor used to provide shelter from a storm.

Athwart, athwartships: At right angles to the fore and aft or centerline of a ship.

Avast: Stop! Cease or desist from whatever is being done.

Awash: So low in the water that the water is constantly washing across the surface.

Aweigh: Position of an anchor just clear of the bottom.

Aye, aye: Reply to an order or command to indicate that it, firstly, is heard; and, secondly, is understood and will be carried out. (“Aye, aye, sir” to officers).

Azimuth circle: Instrument used to take bearings of celestial objects.

Azimuth compass: An instrument employed for ascertaining the position of the sun with respect to magnetic north. The azimuth of an object is its bearing from the observer measured as an angle clockwise from true north.

Back and fill: To use the advantage of the tide being with you when the wind is not.

Backstays: Long lines or cables, reaching from the rear of the vessel to the mast heads, used to support the mast.

Baggywrinkle: A soft covering for cables (or any other obstructions) that prevents sail chafing from occurring.

Bale Cube (or Bale Capacity): The space available for cargo measured in cubic feet to the inside of the cargo battens, on the frames, and to the underside of the beams.

Ballaster: One who supplies ships with ballast.

Bank (sea floor): A large area of elevated sea floor.

Banyan: Traditional Royal Navy term for a day or shorter period of rest and relaxation.

Bar pilot: A bar pilot guides ships over the dangerous sandbars at the mouth of rivers and bays.

Bar: Large mass of sand or earth, formed by the surge of the sea. They are mostly found at the entrances of great rivers or havens, and often render navigation extremely dangerous, but confer tranquility once inside. See also: Touch and go, grounding. Alfred Lord Tennyson’s poem ‘Crossing the bar’ an allegory for death.

Bargemaster: Owner of a barge.

Barrelman: A sailor that was stationed in the crow’s nest.

Beacon: A lighted or unlighted fixed aid to navigation attached directly to the earth’s surface. (Lights and daybeacons both constitute beacons).

Beam ends: The sides of a ship. “On her beam ends” may mean the vessel is literally on her side and possibly about to capsize; more often, the phrase means the vessel is listing 45 degrees or more.

Beam: The beam of a ship is its width at the widest point or a point alongside the ship at the mid-point of its length.

Bear away: Turn away from the wind, often with reference to a transit.

Bear down: Turn away from the wind, often with reference to a transit.

Bearing: The horizontal direction of a line of sight between two objects on the surface of the earth.

Bee: Hardwood on either side of bowsprit through which forestays are reeved

Before the mast: Literally, the area of a ship before the foremast (the forecastle). Most often used to describe men whose living quarters are located here, officers being housed behind (abaft) the mast and enlisted men before the mast. This was because the midships area where the officers were berthed is more stable, being closer to the center of gravity, and thus more comfortable. It is less subject to the up and down movement resulting from the ship’s pitching.

Belay: To secure a rope by winding on a pin or cleat

Belaying pins: Bars of iron or hardwood to which running rigging may be secured, or belayed.

Berth: A bed on a boat, or a space in a port or harbor where a vessel can be tied up.

Best bower (anchor): The larger of two anchors carried in the bow; so named as it was the last, best hope.

Bilge: The bilge is the compartment at the bottom of the hull of a ship or boat where water collects so that it may be pumped out of the vessel at a later time.

Bilged on her anchor: A ship that has run upon her own anchor.

Bimini: Weather-resistant fabric stretched over a stainless steel frame, fastened above the cockpit of a sailboat or flybridge of a power yacht which serves as a rain or sun shade.

Bimmy: A punitive instrument.

Binnacle list: A ship’s sick list. The list of men unable to report for duty was given to the officer or mate of the watch by the ship’s surgeon. The list was kept at the binnacle.

Binnacle: The stand on which the ship’s compass is mounted.

Bitter end: The anchor cable is tied to the bitts when the cable is fully paid out, the bitter end has been reached. The last part of a rope or cable.

Bitts: Posts mounted on a ship for fastening ropes

Bloody: An intensive derived from the substantive ‘blood’, a name applied to the Bucks, Scrowers, and Mohocks of the seventeenth centuries.

Blue Peter: A blue and white flag hoisted at the foretrucks of ships about to sail.

Boat: A craft or vessel designed to float on, and provide transport over, water.

Boatswain or bosun: A non-commissioned officer responsible for the sails, ropes, and boats on a ship who issues “piped” commands to seamen.

Bobstay: Rope used on ships to steady the bowsprit

Bollard: From “bol” or “bole”, the round trunk of a tree. A substantial vertical pillar to which lines may be made fast. Generally on the quayside rather than the ship.

Boltrope: Strong rope stitched to edges of a sail

Booby hatch: A sliding hatch or cover.

Booby: A type of bird that has little fear and therefore is particularly easy to catch, hence booby prize.

Boom vang: A sail control that lets one apply downward tension on the boom, countering the upward tension provided by the mainsail. The boom vang adds an element of control to mainsail shape when the mainsheet is let out enough that it no longer pulls the boom down. Boom vang tension helps control leech twist, a primary component of sail power.

Boom: A spar used to extend the foot of a fore-and-aft sail.

Booms: Masts or yards, lying on board in reserve.

Bosun: Boatswain

Bottomry: Pledging a ship as security in a financial transaction.

Bow: The front of a ship.

Bower: Anchor carried at bow of a ship

Bowline: A type of knot, producing a strong loop of a fixed size, topologically similar to a sheet bend. Also, a rope attached to the side of a sail to pull it towards the bow (for keeping the windward edge of the sail steady).

Bowse: To pull or hoist.

Bowsprit: A spar projecting from the bow used as an anchor for the forestay and other rigging.

Brail: To furl or truss a sail by pulling it in towards the mast, or the ropes used to do so.

Bream: To clean a ship’s bottom by burning off seaweed.

Bridge: A structure above the weather deck, extending the full width of the vessel, which houses a command center, itself called by association, the bridge.

Bring to: Cause a ship to be stationary by arranging the sails.

Broaching-to: A sudden movement in navigation, when the ship, while scudding before the wind, accidentally turns her leeward side to windward, also use to describe the point when water starts to come over the gunwale due to this turn.

Buffer: The chief bosun’s mate, responsible for discipline.

Bulkhead: An upright wall within the hull of a ship. Particularly a load bearing wall.

Bulwark: The extension of the ship’s side above the level of the weather deck.

Bumboat: A private boat selling goods.

Bumpkin: An iron bar (projecting outboard from a ship’s side) to which the lower and topsail brace blocks are sometimes hooked. Chains supporting/stabilizing the bowsprit.

Bunt: Middle of sail, fish-net or cloth when slack.

Buntline: One of the lines tied to the bottom of a square sail and used to haul it up to the yard when furling.

Buoy: A floating object of defined shape and color, which is anchored at a given position and serves as an aid to navigation.

Buoyed Up: Lifted by a buoy, especially a cable that has been lifted to prevent it from trailing on the bottom.

Burgee: Small ship’s flag used for identification or signaling.

By and Large: By means into the wind, while large means with the wind. By and large, is used to indicate all possible situations “the ship handles well both by and large”.

By the board: Anything that has gone overboard.

Cabin boy: attendant on passengers and crew.

Cabin: an enclosed room on a deck or flat.

Cable: A large rope; also a measure of length or distance. Equivalent to (UK) 1/10 nautical mile, approx. 600 feet; (USA) 120 fathoms, 720 feet (219 m); other countries use different values.

Cabotage: Shipping and sailing between points in the same country.

Camber: Slight arch or convexity to a beam or deck of a ship.

Canister: A type of anti-personnel cannon load in which lead balls or other loose metallic items were enclosed in a tin or iron shell. On firing the shell would disintegrate releasing the smaller metal objects.

Cape Horn fever: The name of the fake illness a malingerer is pretending to suffer from.

Capsize: When a ship or boat lists too far and rolls over, exposing the keel. On large vessels, this often results in the sinking of the ship.

Capstan: A huge rotating hub (wheel) mounted vertically and provided with horizontal holes to take up the capstan bars (when manually rotated), used to wind in anchors or other heavy objects; and sometimes to administer flogging over.

Captain’s daughter: The cat o’ nine tails, which in principle is only used on board on the captain’s (or a court martial’s) personal orders.

Careening: Cause the ship to tilt on its side, usually to clean or repair the hull below the water line.

Cargo Deadweight Tons: The weight remaining after deducting fuel, water, stores, dunnage and such other items necessary for use on a voyage from the deadweight of the vessel.

Carlin: Similar to a beam, except running in a fore and aft direction.

Cat Head: A beam extending out from the hull used to support an anchor when raised in order to secure or “fish” it.

Cat: To prepare an anchor, after raising it by lifting it with a tackle to the Cat Head, prior to securing (fishing) it alongside for sea. (An anchor raised to the Cat Head is said to be catted).

Catamaran: A vessel with two hulls.

Catboat: A cat-rigged vessel with only one sail, usually on a gaff.

Centreboard: A removable keel used to resist leeway.

Chafing Gear: Material applied to a line or spar to prevent or reduce chafing. See Baggywrinkle.

Chafing: Wear on the line or sail caused by constant rubbing against another surface.

Chain-wale or channel: A broad, thick plank that projects horizontally from each of a ship’s sides abreast a mast, distinguished as the fore, main, or mizzen channel accordingly, serving to extend the base for the shrouds, which supports the mast.

Chine: A relatively sharp angle in the hull, as compared to the rounded bottoms of most traditional boat hulls.

Chock: Metal casting with curved arms for passing ropes for mooring ship.

Chock-a-block: Rigging blocks that are so tight against one another that they cannot be further tightened.

Clean bill of health: A certificate issued by a port indicating that the ship carries no infectious diseases.

Clean slate: At the helm, the watch keeper would record details of speed, distances, headings, etc. on a slate. At the beginning of a new watch the slate would be wiped clean.

Cleat: A stationary device used to secure a rope aboard a vessel.

Clew: Corner of sail with a hole to attach ropes.

Clew-lines: Used to truss up the clews, the lower corners of square sails.

Club: hauling the ship drops one of its anchors at high speed to turn abruptly. This was sometimes used as a means to get a good firing angle on a pursuing vessel.

Coaming: The raised edge of a hatchway used to help keep out water.

Cocket: Official shipping seal; customs clearance form.

Cofferdam: Narrow vacant space between two bulkheads of a ship.

Cog: Single-masted, square-sailed ship with a raised stern.

Companionway: A raised and windowed hatchway in the ship’s deck, with a ladder leading below and the hooded entrance-hatch to the main cabins.

Compass:   Navigational instrument that revolutionized travel.

Complement: The full number of people required to operate a ship. Includes officers and crewmembers; does not include passengers.

Cordage: Ropes in the rigging of a ship.

Corrector: a device to correct the ship’s compass.

Courses: The mainsail, foresail, and mizzen.

Coxswain or cockswain: The helmsman or crew member in command of a boat.

Cringle: Loop at the corner of a sail to which a line is attached.

Crosstrees: Horizontal crosspieces at a masthead used to support ship’s mast.

Crow’s nest: Specifically a masthead constructed with sides and sometimes a roof to shelter the lookouts from the weather, generally by whaling vessels, this term has become a generic term for what is properly called masthead. See masthead.

Cube: The cargo carrying capacity of a ship, measured in cubic feet.

Cuddy: A small cabin in a boat.

Cunningham: A line invented by Briggs Cunningham, used to control the shape of a sail.

Cut and run: When wanting to make a quick escape, a ship might cut lashings to sails or cables for anchors, causing damage to the rigging, or losing an anchor, but shortening the time needed to make ready by bypassing the proper procedures.

Cut of his jib: The “cut” of a sail refers to its shape. Since this would vary between ships, it could be used both to identify a familiar vessel at a distance and to judge the possible sailing qualities of an unknown one.

Cut splice: A join between two lines, similar to an eye-splice, where each rope end is joined to the other a short distance along, making an opening which closes under tension.

Cutline: The “valley” between the strands of a rope or cable. Before serving a section of laid rope e.g. to protect it from chafing, it may be “wormed” by laying yarns in the cuntlines, giving that section an even cylindrical shape.

Daggerboard: A type of centerboard that is removed vertically.

Davit: Device for hoisting and lowering a boat.

Davy Jones (Locker): An idiom for the bottom of the sea.

Daybeacon: An unlighted fixed structure which is equipped with a dayboard for daytime identification.

Dayboard: The daytime identifier of an aid to navigation presenting one of several standard shapes (square, triangle, rectangle) and colors (red, green, white, orange, yellow, or black).

Deadeye: A round wooden plank which serves a similar purpose to a block in the standing rigging of large sailing vessels.

Deadrise: The design angle between the keel (q.v.) and horizontal.

Deadweight Tons (DWT): The difference between displacement, light and displacement, and loaded. A measure of the ship’s total carrying capacity.

Deadwood: Timbers built into ends of a ship when too narrow to permit framing.

Deckhand: A person whose job involves aiding the deck supervisor in (un)mooring, anchoring, maintenance, and general evolutions on deck.

Deck supervisor: The person in charge of all evolutions and maintenance on deck; sometimes split into two groups: forward deck supervisor, aft deck supervisor.

Deckhead: The under-side of the deck above. Sometimes paneled over to hide the pipework. This paneling, like that lining the bottom and sides of the holds, is the ceiling.

Decks: the structures forming the approximately horizontal surfaces in the ship’s general structure. Unlike flats, they are a structural part of the ship.

Demurrage: Delay of the vessel’s departure or loading with cargo.

Derrick: A lifting device composed of one mast or pole and a boom or jib which is hinged freely at the bottom.

Directional light: A light illuminating a sector or very narrow-angle and intended to mark a direction to be followed.

Displacement, Light: The weight of the ship excluding cargo, fuel, ballast, stores, passengers, and crew, but with water in the boilers to steaming level.

Displacement, Loaded: The weight of the ship including cargo, passengers, fuel, water, stores, dunnage and such other items necessary for use on a voyage, which brings the vessel down to her load draft.

Displacement: A measurement of the weight of the vessel, usually used for warships. Displacement is expressed either in long tons of 2,240 pounds or metric tons of 1,000 kg.

Disrate: To reduce in rank or rating; demote.

Dodger: Shield against rain or spray on a ship’s bridge.

Dog watch: A short watch period, generally half the usual time (e.g. a two-hour watch between two four hour ones). Such a watch might be included in order to slowly rotate the system over several days for fairness  or to allow both watches to eat their meals at approximately normal times.

Dolphin: A structure consisting of a number of piles driven into the seabed or riverbed in a circular pattern and drawn together with wire rope.

Downhaul: A line used to control either a mobile spar or the shape of a sail.

Draft, Air: Air Draft is the distance from the water line to the highest point on a ship (including antennas) while it is loaded.

Draft: The distance between the waterline and the keel of a boat; the minimum depth of water in which a boat will float.

Dressing down: Treating old sails with oil or wax to renew them, or a verbal reprimand.

Driver: The large sail flown from the mizzen gaff.

Driver-mast: The fifth mast of a six-masted barquentine or gaff schooner. It is preceded by the jigger mast and followed by the spanker mast. The sixth mast of the only seven-masted vessel, the gaff schooner Thomas W. Lawson, was normally called the pusher-mast.

Dromond: Large single-sailed ship powered by rowers.

Dunnage: Loose packing material used to protect a ship’s cargo from damage during transport. Personal baggage.

Dyogram: Ship’s chart indicating compass deflection due to ship’s iron.

Earrings: Small lines, by which the uppermost corners of the largest sails are secured to the yardarms.

Embayed: The condition where a sailing vessel is confined between two capes or headlands, typically where the wind is blowing directly onshore.

Ensign: Large naval flag.

Escutcheon: Part of ship’s stern where name is displayed.

Extremis (also known as “in extremis”): The point under International Rules of the Road (Navigation Rules) at which the privileged (or stand-on) vessel on a collision course with a burdened (or give-way) vessel determines it must maneuver to avoid a collision. Prior to extremes, the privileged vessel must maintain course and speed and the burdened vessel must maneuver to avoid a collision.

Fairlead: Ring through which rope is led to change its direction without friction.

Fardage: Wood placed in the bottom of the ship to keep cargo dry.

Fathom: A unit of length equal to 6 feet (1.8 m), roughly measured as the distance between a man’s outstretched hands.

Fender: An air or foam filled bumper used in boating to keep boats from banging into docks or each other.

Fiddley: Iron framework around hatchway opening.

Figurehead: Symbolic image at the head of a traditional sailing ship or early steamer.

Fireship: A ship loaded with flammable materials and explosives and sailed into an enemy port or fleet either already burning or ready to be set alight by its crew (who would then abandon it) in order to collide with and set fire to enemy ships.

First Lieutenant: In the Royal Navy, the senior lieutenant on board; responsible to the Commander for the domestic affairs of the ship’s company. Also known as ‘Jimmy the One’ or ‘Number One’. Removes his cap when visiting the mess decks as a token of respect for the privacy of the crew in those quarters. Officer i/c cables on the forecastle. In the U.S. Navy the senior person in charge of all Deckhands.

First Mate: The Second in command of a ship.

Fish: To repair a mast or spar with a fillet of wood. To secure an anchor on the side of the ship for sea,otherwise known as “catting”.

Flag hoist: A number of signal flags strung together to convey a message, e.g. “England expects…”.

Flagstaff: Flag pole at the stern of a ship.

Flank: The maximum speed of a ship. Faster than “full speed”.

Flatback: A Great Lakes slang term for a vessel without any self-unloading equipment.

Flemish Coil: A line coiled around itself to neaten the decks or dock.

Flog: To beat, to punish.

Fluke: The wedge-shaped part of an anchor’s arms that digs into the bottom.

Fly by night: A large sail used only for sailing downwind, requiring little attention.

Following sea: Wave or tidal movement going in the same direction as a ship.

Foot: The bottom of a sail.

Footloose: If the foot of a sail is not secured properly, it is footloose, blowing around in the wind.

Footrope: Each yard on a square-rigged sailing ship is equipped with a footrope for sailors to stand on while setting or stowing the sails.

Fore: Towards the bow (of the vessel).

Forebitt: Post for fastening cables at a ship’s foremast.

Forecabin: Cabin in the fore part of a ship.

Forecastle: A partial deck, above the upper deck and at the head of the vessel; traditionally the sailors living quarters. Pronounced “foc-sle”. The name is derived from the castle fitted to bear archers in time of war.

Forefoot: The lower part of the stem of a ship.

Foremast: Mast nearest the bow of a ship

Foresail: The lowest sail set on the foremast of a square-rigged ship.

Forestays: Long lines or cables, reaching from the front of the vessel to the mast heads, used to support the mast.

Forward: The area towards the bow.

Founder: To fill with water and sink → Wiktionary.

Frap: To draw a sail tight with ropes or cables.

Freeboard: The height of a ship’s hull (excluding superstructure) above the waterline. The vertical distance from the current waterline to the lowest point on the highest continuous watertight deck. This usually varies from one part to another.

Full and by: Sailing into the wind (by), but not as close-hauled as might be possible, so as to make sure the sails are kept full. This provides a margin for error to avoid being taken aback (a serious risk for square-rigged vessels) in a tricky sea. Figuratively it implies getting on with the job but in a steady, relaxed way, without undue urgency or strain.

Furl: To roll or wrap a sail around the mast or spar to which it is attached.

Futtock: Rib of a ship.

Gaff: The spar that holds the upper edge of a fore-and-aft or gaff sail. Also, a long hook with a sharp point to haul fish in.

Gaff-topsail: Triangular topsail with its foot extended upon the gaff.

Galley: The kitchen of the ship.

Gangplank: A movable bridge used in boarding or leaving a ship at a pier; also known as a “brow”.

Gangway: Either of the sides of the upper deck of a ship

Garbled: Garbling was the (illegal) practice of mixing cargo with garbage.

Garboard: The strake closest to the keel (from Dutch gaarboard).

Genoa: Large jib that overlaps the mainsail

Global Positioning System (GPS): A satellite-based radio navigation system providing continuous worldwide coverage. It provides navigation, position, and timing information to air, marine, and land users.

Grain Cube (or Grain Capacity): The maximum space available for cargo measured in cubic feet, the measurement being taken to the inside of the shell plating of the ship or to the outside of the frames and to the top of the beam or underside of the deck plating.

Grapnel: Small anchor used for dragging or grappling.

Gross Tons: The entire internal cubic capacity of the ship expressed in tons of 100 cubic feet to the ton, except certain spaces which are exempted such as: peak and other tanks for water ballast, open forecastle bridge and poop, access of hatchways, certain light and air spaces, domes of skylights, condenser, anchor gear, steering gear, wheelhouse, galley and cabin for passengers.

Groundage: A charge on a ship in port.

Gudgeon: Metal socket into which the pintle of a boat’s rudder fits.

Gunnage: Number of guns carried on a warship.

Gunwhale: Upper edge of the hull.

Gybe: To swing a sail from one side to another.

Halyard or Halliard: Originally, ropes used for hoisting a spar with a sail attached; today, a line used to raise the head of any sail.

Hammock: Canvas sheets, slung from the deckhead in mess decks, in which seamen slept. “Lash up and stow” a piped command to tie up hammocks and stow them (typically) in racks inboard of the ship’s side to protect the crew from splinters from shot and provide a ready means of preventing flooding caused by damage.

Hand Bomber: A ship using coal-fired boilers shoveled in by hand.

Handsomely: With a slow even motion, as when hauling on a line “handsomely.”

Hank: A fastener attached to the luff of the headsail that attaches the headsail to the forestay. Typical designs include a bronze or plastic hook with a spring-operated gate or a strip of cloth webbing with a snap fastener.

Harbor: A harbor or haven is a place where ships may shelter from the weather or are stored. Harbors can be man-made or natural.

Haul wind: To point the ship so as to be heading in the same direction as the wind, generally not the fastest point of travel on a sailing vessel.

Hawse: Distance between ship’s bow and its anchor.

Hawse-hole: A hole in a ship’s bow for a cable or chain, such as for an anchor, to pass through.

Hawsepiper: An informal maritime industry term used to refer to a merchant ship’s officer who began his or her career as an unlicensed merchant seaman and did not attend a traditional maritime college/academy to earn the officer license.

Hawser: Large rope for mooring or towing a ship.

Head of navigation: A term used to describe the farthest point above the mouth of a river that can be navigated by ships.

Head: The toilet or latrine of a vessel, which for sailing ships projected from the bows.

Headsail: Any sail flown in front of the most forward mast.

Heave down: Turn a ship on its side (for cleaning).

Heave: A vessel’s transient up-and-down motion.

Heaving to: To stop a sailing vessel by lashing the helm in opposition to the sails. The vessel will gradually drift to leeward, the speed of the drift depending on the vessel’s design.

Heeling: The lean caused by the wind’s force on the sails of a sailing vessel.

Helm: Ship’s steering wheel.

Helmsman: A person who steers a ship.

Hogging or hog: The distortion of the hull where the ends of the keel are lower than the center.

Hold: In earlier use, below the orlop deck, the lower part of the interior of a ship’s hull, especially when considered as storage space, as for cargo. In later merchant vessels, it extended up through the decks to the underside of the weather deck.

Holiday: A gap in the coverage of newly applied paint, slush, tar, or other preservatives.

Holystone: Sandstone material used to scrape ships’ decks

Horn: A sound signal which uses electricity or compressed air to vibrate a disc diaphragm.

Horse: Attachment of sheets to the deck of the vessel (Main-sheet horse).

Hounds: Attachments of stays to masts.

Hull: The shell and framework of the basic flotation-oriented part of a ship.

Hydrofoil: A boat with wing-like foils mounted on struts below the hull.

Icing: A serious hazard where cold temperatures (below about -10°C) combined with high wind speed (typically force 8 or above on the Beaufort scale) result in spray blown off the sea freezing immediately on contact with the ship.

Idlers: Members of a ship’s company not required to serve watches. These were in general specialist tradesmen such as the carpenter and the sailmaker.

In Irons: When the bow of a sailboat is headed into the wind and the boat has stalled and is unable to maneuver.

In the offing: In the water visible from on board a ship, now used to mean something imminent.

Inboard: Inside the line of a ship’s bulwarks or hull.

Inboard-Outboard drive system: A larger Power Boating alternative drive system to transom mounted outboard motors.

Jack: Ship’s flag flown from jack-staff at the bow of a vessel.

Jack-block: Pulley system for raising topgallant masts.

Jack-cross-tree: Single iron cross-tree at the head of a topgallant mast.

Jacklines or Jack Stays: Lines, often steel wire with a plastic jacket, from the bow to the stern on both port and starboard. The Jack Lines are used to clip on the safety harness to secure the crew to the vessel while giving them the freedom to walk on the deck.

Jackstaff: Short staff at ship’s bow from which the jack is hoisted.

Jackyard: Spar used to spread the foot of a gaff-topsail

Jib: A triangular staysail at the front of a ship.

Jibboom: Spar forming an extension of the bowsprit.

Jibe: To change a ship’s course to make the boom shift sides.

Jigger-mast: The fourth mast, although ships with four or more masts were uncommon, or the aft-most mast where it is smallest on vessels of less than four masts.

Junk: Old cordage past its useful service life as lines aboard ship. The strands of old junk were teased apart in the process called picking oakum.

Jurymast: Mast erected on a ship in place of one lost.

Kedge: Small anchor to keep a ship steady.

Keel: A boat’s backbone; the lowest point of the boat’s hull, the keel provides strength, stability and prevents sideways drift of the boat in the water.

Keel: The central structural basis of the hull.

Keelson: Lengthwise wooden or steel beam in ship for bearing stress.

Kentledge: Pig-iron used as ballast in ship’s hold.

Killick: A small anchor. A fouled killick is the substantive badge of non-commissioned officers in the RN. Seamen promoted to the first step in the promotion ladder are called “Killick”. The badge signifies that here is an Able Seaman skilled to cope with the awkward job of dealing with a fouled anchor.

Ladder: On board a ship, all “stairs” are called ladders, except for literal staircases aboard passenger ships. Most “stairs” on a ship are narrow and nearly vertical, hence the name. Believed to be from the Anglo-Saxon word “hiaeder”, meaning ladder.

Lagan: Cargo jettisoned from the ship but marked by buoys for recovery.

Laker: Great Lakes slang for a vessel who spends all its time on the 5 Great Lakes.

Landlubber: A person unfamiliar with being on the sea.

Lanyard: Rope or line for fastening something in a ship.

Larboard: The left side of the ship.Derived from the old ‘lay-board’ providing access between a ship and a quay.

Lastage: Room for stowing goods in a ship.

Lateen: Triangular sail rigged on ship’s spar.

Lateral System: A system of aids to navigation in which characteristics of buoys and beacons indicate the sides of the channel or route relative to a conventional direction of buoyage (usually upstream).

Laveer: To sail against the wind.

Lay down: To lay a ship down is to begin construction in a shipyard.

Lay: To come and go, used in giving orders to the crew, such as “lay forward” or “lay aloft”. To direct the course of the vessel. Also, to twist the strands of a rope together.

Lazaret: Space in ship between decks used for storage.

League: A unit of length, normally equal to three nautical miles.

Lee shore: A shore downwind of a ship. A ship which cannot sail well to windward risks being blown onto a lee shore and grounded.

Lee side: The side of a ship sheltered from the wind (opposite the weather side or windward side).

Leeboard: Wood or metal planes attached to the hull to prevent leeway.

Leech: The aft or trailing edge of a fore-and-aft sail; the leeward edge of a spinnaker; a vertical edge of a square sail. The leech is susceptible to twist, which is controlled by the boom vang and mainsheet.

Lee helm: If the helm was centered, the boat would turn away from the wind (to the lee). Consequently, the tiller must be pushed to the lee side of the boat in order to make the boat sail in a straight line.

Leeward: In the direction that the wind is blowing towards.

Leeway: The angle that a ship is blown leeward by the wind. See also “weatherly”.

Length at Waterline (LWL): The ship’s length measured at the waterline.

Length Overall (LOA): The maximum length of the ship.

Length: The distance between the forwardmost and aftermost parts of the ship.

Let go and haul: An order indicating that the ship is in line with the wind.

Lifeboat: A small steel or wood boat located near the stern of a vessel. Used to get the crew to safety if something happens to the mothership.

Line: The correct nautical term for the majority of the cordage or “ropes” used on a vessel. A line will always have a more specific name, such as mizzen topsail halyard, which describes its use.

Liner: Ship of The Line: a major warship capable of taking its place in the main (battle) line of fighting ships. Hence the modern term for most prestigious passenger vessel: Liner.

List: The vessel’s angle of lean or tilt to one side, in the direction called the roll.

Loggerhead: An iron ball attached to a long handle, used for driving caulking into seams and (occasionally) in a fight. Hence: “at loggerheads”.

Loxodograph: Device used to record the ship’s travels.

Lubber’s line: A vertical line inside a compass case indicating the direction of the ship’s head.

Luff: The forward edge of a sail. To head a sailing vessel more towards the direction of the wind.

Luffing: When a sailing vessel is steered far enough to windward that the sail is no longer completely filled with wind. The flapping of the sail(s) which results from having no wind in the sail at all.

Lugsail: Four-sided sail bent to an obliquely hanging yard.

Lutchet: Fitting on ship’s deck to allow the mast to pivot to pass under bridges.

Lying ahull: Waiting out a storm by dousing all sails and simply letting the boat drift.

Mainbrace: The brace attached to the mainmast.

Mainmast (or Main): The tallest mast on a ship.

Mainsail: Principal sail on a ship’s mainmast.

Mainsheet: Sail control line that allows the most obvious effect on mainsail trim. Primarily used to control the angle of the boom, and thereby the mainsail, this control can also increase or decrease downward tension on the boom while sailing upwind, significantly affecting sail shape. For more control over downward tension on the boom, use a boom vang.

Mainstay: Stay that extends from the main-top to the foot of the foremast.

Man overboard: A cry let out when a seaman has gone overboard.

Manrope: Rope used as a handrail on a ship.

Marina: A docking facility for small ships and yachts.

Martingale: Lower stay of rope used to sustain the strain of the forestays.

Mast: A vertical pole on a ship which supports sails or rigging.

Master: Either the commander of a commercial vessel, or a senior officer of a naval sailing ship in charge of routine seamanship and navigation but not in command during combat.

Masthead Light: This white light shines forward and to both sides and is required on all power-driven vessels.

Masthead: A small platform partway up the mast, just above the height of the mast’s main yard. A lookout is stationed here, and men who are working on the main yard will embark from here. See also Crow’s Nest.

Matelot: A traditional Royal Navy term for an ordinary sailor.

Mess: An eating place aboard ship. A group of the crew who live and feed together.

Midshipman: A non-commissioned officer below the rank of Lieutenant. Usually regarded as being “in training” to some degree.

Mizzen staysail: Sail on a ketch or yawl, usually lightweight, set from, and forward of, the mizzen mast while reaching in light to moderate air.

Mizzen: Three-masted vessel; aft sail of such a vessel.

Monkey fist: A ball woven out of line used to provide heft to heave the line to another location. The monkey fist and other heaving-line knots were sometimes weighted with lead (easily available in the form of foil used to seal e.g. tea chests from dampness) although Clifford W. Ashley notes that there was a “definite sporting limit” to the weight thus added.

Moonraker: Topmost sail of a ship, above the skyscraper.

Moor: To attach a boat to a mooring buoy or post. Also, to a dock a ship.

Navigation rules: Rules of the road that provide guidance on how to avoid collision and also used to assign blame when a collision does occur.

Net Tons: Obtained from the gross tonnage by deducting crew and navigating spaces and allowances for propulsion machinery.

Nipper: Short rope used to bind a cable to the “messenger” (a moving line propelled by the capstan) so that the cable is dragged along too (Used because the cable is too large to be wrapped around the capstan itself). During the raising of an anchor, the nippers were attached and detached from the (endless) messenger by the ship’s boys. Hence the term for small boys: “nippers”.

Oakum: Old ropes untwisted for caulking the seams of ships.

Oreboat: Great Lakes Term for a vessel primarily used in the transport of iron ore.

Orlop deck: The lowest deck of a ship of the line. The deck covering in the hold.

Outhaul: A line used to control the shape of a sail.

Outrigger: Spar extended from the side of the ship to help secure mast.

Outward bound: To leave the safety of the port, heading for the open ocean.

Overbear: To sail downwind directly at another ship, stealing the wind from its sails.

Overfall: Dangerously steep and breaking seas due to opposing currents and wind in a shallow area.

Overhaul: Hauling the buntline ropes over the sails to prevent them from chaffing.

Overhead: The “ceiling,” or, essentially, the bottom of the deck above you.

Overreach: When tacking, to hold a course too long.

Overwhelmed: Capsized or foundered.

Owner: Traditional Royal Navy term for the Captain, a survival from the days when privately-owned ships were often hired for naval service.

Ox-Eye: A cloud or other weather phenomenon that may be indicative of an upcoming storm.

Painter: Rope attached to the bow of a boat to attach it to a ship or a post.

Pallograph: Instrument measuring ship’s vibration.

Parrel: A movable loop, used to fasten the yard to its respective mast.

Patroon: Captain of a ship; coxswain of a longboat.

Pay: Fill a seam (with caulking or pitch), or to lubricate the running rigging; pay with slush (q.v.), or protect from the weather by covering with slush. See also: The Devil to pay. (French from paix, pitch).

Paymaster: The officer responsible for all money matters in RN ships including the paying and provisioning of the crew, all stores, tools, and spare parts. See also: purser.

Pilot: Navigator. A specially knowledgeable person qualified to navigate a vessel through difficult waters, e.g. harbor pilot, etc.

Pipe (Bos’n’s), or a Bos’n’s Call: A whistle used by Boatswains (bosuns or bos’ns) to issue commands. Consisting of a metal tube which directs the breath over an aperture on the top of a hollow ball to produce high pitched notes. The pitch of the notes can be changed by partly covering the aperture with the finger of the hand in which the pipe is held. The shape of the instrument is similar to that of a smoking pipe.

Pipe down: A signal on the bosun’s pipe to signal the end of the day, requiring lights (and smoking pipes) to be extinguished and silence from the crew.

Piping the side: A salute on the bos’n’s pipe(s) performed in the company of the deck watch on the starboard side of the quarterdeck or at the head of the gangway, to welcome or bid farewell to the ship’s Captain, senior officers and honored visitors.

Pitch: A vessel’s motion, rotating about the beam axis, so the bow pitches up and down.

Pitchpole: To capsize a boat end over end, rather than by rolling over.

Pontoon: A flat-bottomed vessel used as a ferry or a barge or float moored alongside a jetty or a ship to facilitate boarding.

Poop deck: A high deck on the aft superstructure of a ship.

Port: Towards the left-hand side of the ship facing forward (formerly Larboard). Denoted with a red light at night.

Preventer (Gybe preventer, Jibe preventer): A sail control line originating at some point on the boom leading to a fixed point on the boat’s deck or rail (usually a cleat or pad eye) used to prevent or moderate the effects of an accidental jibe.

Primage: Fee paid to loaders for loading ship.

Privateer: A privately-owned ship authorized by a national power (by means of a Letter of Marque) to conduct hostilities against an enemy. Also called a private man of war.

Propeller walk or prop walk: Tendency for a propeller to push the stern sideways. In theory, a right-hand propeller in reverse will walk the stern to port.

Prow: A poetical alternative term for bows.

Purser: Ship’s officer in charge of finances and passengers.

Quarterdeck: The aftermost deck of a warship. In the age of sail, the quarterdeck was the preserve of the ship’s officers.

Quartering: Sailing nearly before the wind.

Quayside: Refers to the dock or platform used to fasten a vessel to.

Radar reflector: A special fixture fitted to a vessel or incorporated into the design of certain aids to navigation to enhance their ability to reflect radar energy. In general, these fixtures will materially improve the visibility for use by vessels with radar.

Radar: Acronym for Radio Detection And Ranging. An electronic system designed to transmit radio signals and receive reflected images of those signals from a “target” in order to determine the bearing and distance to the “target”.

Rake: The inclination of a mast or another part of a ship.

Range lights: Two lights associated to form a range (a line formed by the extension of a line connecting two charted points) which often, but not necessarily, indicates the channel centerline. The front range light is the lower of the two, and nearer to the mariner using the range. The rear light is higher and further from the mariner.

Ratlines: Rope ladders permanently rigged from bulwarks and tops to the mast to enable access to topmasts and yards. Also, serve to provide lateral stability to the masts.

Reach: A point of sail from about 60° to about 160° off the wind. Reaching consists of “close reaching” (about 60° to 80°), “beam reaching” (about 90°) and “broad reaching” (about 120° to 160°).

Reef points: Small lengths of cord attached to a sail, used to secure the excess fabric after reefing.

Reef: To temporarily reduce the area of a sail exposed to the wind, usually to guard against adverse effects of strong wind or to slow the vessel.

Reef-bands: Long pieces of rough canvas sewed across the sails to give them additional strength.

Reef-tackles: Ropes employed in the operation of reefing.

Reeve: To pass a rope through a ring.

Rigging: the system of ropes, cables, or chains employed to support a ship’s masts and to control or set the yards and sails.

Righting couple: The force which tends to restore a ship to equilibrium once a heel has altered the relationship between her center of buoyancy and her center of gravity.

Rigol: The rim or ‘eyebrow’ above a port-hole or scuttle.

Roach: Curved cut in the edge of sail for preventing chafing.

Roband: Piece of yarn used to fasten a sail to a spar.

Roll: A vessel’s motion rotating from side to side, about the fore-aft axis. List (qv) is a lasting tilt in the roll direction.

Rolling-tackle: A number of pulleys, engaged to confine the yard to the weather side of the mast; this tackle is much used in a rough sea.

Rostrum: Spike on the prow of warship for ramming.

Rowlock: Contrivance serving as a fulcrum for an oar.

Royal: Small sail on the royal mast just above topgallant sail.

Running rigging: Rigging used to manipulate sails, spars, etc. in order to control the movement of the ship. Cf. standing rigging.

Sailing Certification : An acknowledgment of a sailing competence from an established sailing educational body (like NauticEd).

Sail-plan: A set of drawings showing various sail combinations recommended for use in various situations.

Saltie: Great Lakes term for a vessel that sails the oceans.

Sampson post: A strong vertical post used to support a ship’s windlass and the heel of a ship’s bowsprit.

Scandalize: To reduce the area of a sail by expedient means (slacking the peak and tricing up the tack) without properly reefing it.

Scud: To sail swiftly before a gale.

Scudding: A term applied to a vessel when carried furiously along by a tempest.

Scuppers: An opening on the side rail that allows water to run off the deck.

Scuttle: A small opening, or lid thereof, in a ship’s deck or hull. To cut a hole in, or sink something.

Scuttlebutt: Cask of drinking water aboard a ship; rumour, idle gossip.

Scuttles: Portholes on a ship.

Sea anchor: A stabilizer deployed in the water for heaving to in heavy weather. It acts as a brake and keeps the hull in line with the wind and perpendicular to waves.

Sea chest: A valve on the hull of the ship to allow water in for ballast purposes.

Seaman: Generic term for a sailor.

Seaworthy: Certified for, and capable of, safely sailing at sea.

Self-Unloader: Great Lakes slang term for a vessel with a conveyor or some other method of unloading the cargo without shoreside equipment.

Shaft Horsepower (SHP): The amount of mechanical power delivered by the engine to a propeller shaft. One horsepower is equivalent to 746 watts in the SI system of units.

Shakes: Pieces of barrels or casks broken down to save space. They are worth very little, leading to the phrase “no great shakes”.

Sheer: The upward curve of a vessel’s longitudinal lines as viewed from the side.

Sheet: A rope used to control the setting of a sail in relation to the direction of the wind.

Ship: Strictly, a three-masted vessel square-rigged on all three masts, though generally used to describe most medium or large vessels. Derived from the Anglo-Saxon word “scip”.

Ship’s bell: Striking the ship’s bell is the traditional method of marking time and regulating the crew’s watches.

Ship’s company: The crew of a ship.

Shoal: Shallow water that is a hazard to navigation.

Shrouds: Standing rigging running from a mast to the sides of ships.

Sickbay: The compartment reserved for medical purposes.

Sidelights: These red and green lights are called sidelights (also called combination lights) because they are visible to another vessel approaching from the side or head-on. The red light indicates a vessel’s port (left) side; the green indicates a vessel’s starboard (right) side.

Siren: A sound signal which uses electricity or compressed air to actuate either a disc or a cup-shaped rotor.

Skeg: Part of ship connecting the keel with the bottom of the rudderpost.

Skipper: The captain of a ship.

Skysail: A sail set very high, above the royals. Only carried by a few ships.

Skyscraper: A small, triangular sail, above the skysail. Used in light winds on a few ships.

Slipway: Ramp sloping into the water for supporting a ship.

Slop chest: A ship’s store of merchandise, such as clothing, tobacco, etc., maintained aboard merchant ships for sale to the crew.

Small bower (anchor): The smaller of two anchors carried in the bow.

Snotty: Naval midshipman.

Sonar: A sound-based device used to detect and range underwater targets and obstacles. Formerly known as ASDIC.

Spanker: Sail on the mast nearest the stern of a square-rigged ship.

Spanker-mast: The aft-most mast of a fore-and-aft or gaff-rigged vessel such as schooners, barquentines, and barques. A full-rigged ship has a spanker sail but not a spanker-mast (see Jigger-mast).

Spar: A wooden, in later years also iron or steel pole used to support various pieces of rigging and sails. The big five-masted full-rigged tall ship Preussen (German spelling: Preußen) had crossed 30 steel yards, but only one wooden spar—the little gaffe of its spanker sail.

Spindrift: Finely-divided water swept from the crest of waves by strong winds.

Spinnaker pole: A spar used to help control a spinnaker or other headsail.

Spinnaker: A large sail flown in front of the vessel while heading downwind.

Spirketing: Inside planking between ports and waterways of a ship.

Splice: To join lines (ropes, cables, etc.) by unraveling their ends and intertwining them to form a continuous line. To form an eye or a knot by splicing.

Sponson: Platform jutting from ship’s deck for gun or wheel.

Sprit: Spar crossing a fore-and-aft sail diagonally.

Spritsail: Sail extended by a sprit.

Squared away: Yards held rigidly perpendicular to their masts and parallel to the deck. This was rarely the best trim of the yards for efficiency but made a pretty sight for inspections and in the harbor. The term is applied to situations and to people figuratively to mean that all difficulties have been resolved or that the person is performing well and is mentally and physically prepared.

Squat effect: Is the phenomenon by which a vessel moving quickly through shallow water creates an area of lowered pressure under its keel that reduces the ship’s buoyancy, particularly at the bow. The reduced buoyancy causes the ship to “squat” lower in the water than would ordinarily be expected.

Standing rigging: Rigging which is used to support masts and spars, and is not normally manipulated during normal operations. Cf. running rigging.

Starboard: Towards the right-hand side of a vessel facing forward. Denoted with a green light at night. Derived from the old steering oar or ‘steerboard’ which preceded the invention of the rudder.

Starbolins: Sailors of the starboard watch.

Starter: A rope used as a punitive device.

Stay: Rigging running fore (forestay) and aft (backstay) from a mast to the hull.

Staysail: A sail whose luff is attached to a forestay.

Steering oar or steering board: A long, flat board or oar that went from the stern to well underwater, used to control the vessel in the absence of a rudder.

Steeve: To set a ship’s bowsprit at an upward inclination.

Stem: The extension of the keel at the forward of a ship.

Stemson: Supporting timber of a ship.

Stern tube: The tube under the hull to bear the tail shaft for propulsion (usually at the stern).

Stern: The rear part of a ship, technically defined as the area built up over the sternpost, extending upwards from the counter to the taffrail.

Sternlight: This white light is seen only from behind or nearly behind the vessel.

Sternpost: Main member at the stern of a ship extending from keel to deck.

Sternway: Movement of a ship backward.

Stevedore: Dock worker who loads and unloads ships.

Stokehold: Ship’s furnace chamber.

Strake: One of the overlapping boards in a clinker-built hull.

Studding-sails (pronounced “stunsail”): Long and narrow sails, used only in fine weather, on the outside of the large square sails.

Stunsail: Light auxiliary sail to the side of principal sails.

Supercargo: Ship’s official in charge of business affairs.

Surge: A vessel’s transient motion in a fore and aft direction.

Sway: A vessel’s motion from side to side. Also used as a verb meaning to hoist. “Sway up my dunnage.”

Swigging: To take up the last bit of slack on a line such as a halyard, anchor line or dock line by taking a single turn round a cleat and alternately heaving on the rope above and below the cleat while keeping the tension on the tail.

Swinging the compass: Measuring the accuracy in a ship’s magnetic compass so its readings can be adjusted – often by turning the ship and taking bearings on reference points.

Swinging the lamp: Telling sea stories. Referring to lamps slung from the deckhead which swing while at sea. Often used to indicate that the storyteller is exaggerating.

Swinging the lead: Measuring the depth of water beneath a ship using a lead-weighted sounding line.

Taffrail: Rail around the stern of a ship.

Tail shaft: A kind of metallic shafting (a rod of metal) to hold the propeller and connected to the power-engine. When the tail shaft is moved, the propeller may also be moved for propulsion.

Taken aback: An inattentive helmsmen might allow the dangerous situation to arise where the wind is blowing into the sails “backward”, causing a sudden (and possibly dangerous) shift in the position of the sails.

Tally: The operation of hauling aft the sheets, or drawing them in the direction of the ship’s stern.

The Ropes: Refers to the lines in the rigging.

Thole: Pin in the side of a boat to keep an oar in place.

Three sheets to the wind: On a three-masted ship, having the sheets of the three lower courses loose will result in the ship meandering aimlessly downwind.

Tiller: Handle or lever for turning a ship’s rudder.

Timberhead: Top end of ship’s timber used above the gunwale.

Timenoguy: Rope stretched from place to place in a ship.

Timoneer: From the French, “timonnier”, is a name given on particular occasions to the steersman of a ship.

Ton: The unit of measure often used in specifying the size of a ship. There are three completely unrelated definitions for the word. One of them refers to weight, while others refer to volume.

Tonnage: A measurement of the cargo-carrying capacity of merchant’s vessels. It depends not on weight, but on the volume available for carrying cargo. The basic units of measure are the Register Ton, equivalent to 100 cubic feet, and the Measurement Ton, equivalent to 40 cubic feet. The calculation of tonnage is complicated by many technical factors.

Topgallant: Mast or sail above the topmast and below the royal mast.

Topmast: The second section of the mast above the deck; formerly the upper mast, later surmounted by the topgallant mast; carrying the topsails.

Topsail: The second sail (counting from the bottom) up to a mast. These may be either square sails or fore-and-aft ones, in which case they often “fill in” between the mast and the gaff of the sail below.

Topsides: The part of the hull between the waterline and the deck. Also, Above-water hull.

Touch and go: The bottom of the ship touching the bottom, but not grounding.

Towing: The operation of drawing a vessel forward by means of long lines.

Traffic Separation Scheme: Shipping corridors marked by buoys which separate incoming from outgoing vessels. Improperly called Sea Lanes.

Tranship: To transfer from one ship to another.

Transire: Ship’s customs warrant for clearing goods.

Transom: A more or less flat surface across the stern of a vessel.

Travellers: Small fittings that slide on a rod or line. The most common use is for the inboard end of the mainsheet; a more esoteric form of traveler consists of “slight iron rings, encircling the backstays, which are used for hoisting the top-gallant yards, and confining them to the backstays”.

Treenail: Long wooden pin used to fix planks of the ship to the timbers.

Trice: To haul in and lash secure a sail with a small rope.

Trick: A period of time spent at the wheel (“my trick’s over”).

Trim: Relationship of ship’s hull to the waterline.

Trunnel: Wooden shipbuilding peg used for fastening timbers.

Trysail: Ship’s sail bent to a gaff and hoisted on a lower mast.

Tuck: Part of the ship where ends of lower planks meet under the stern.

Turtleback: Structure over ship’s bows or stern.

Turtling: When a sailboat (in particular a dinghy) capsizes to a point where the mast is pointed straight down and the hull is on the surface resembling a turtle shell.

Under the weather: Serving a watch on the weather side of the ship, exposed to wind and spray.

Underway: A vessel that is not at anchor, or made fast to the shore, or aground.

Underwater hull or underwater ship: The underwater section of a vessel beneath the waterline, normally not visible except when in drydock.

Unreeve: To withdraw a rope from an opening.

Vanishing angle: The maximum degree of heel after which a vessel becomes unable to return to an upright position.

Wake: Turbulence behind a ship.

Wales: A number of strong and thick planks running length-wise along the ship, covering the lower part of the ship’s side.

Walty: Inclined to tip over or lean.

Wardroom: Quarters for ship’s officers.

Washboard: Broad thin plank along ship’s gunwale to keep out sea water.

Watch: A period of time during which a part of the crew is on duty. Changes of watch are marked by strokes on the ship’s bell.

Watching: Fully afloat.

Watercraft: Water transport vessels. Ships, boats, personal watercraft.

Waterline: The intersection of a boat’s hull and the water’s surface, or where the boat sits in the water.

Waveson: Goods floating on the sea after a shipwreck.

Wear: To turn a ship’s stern to windward to alter its course

Weather deck: Whichever deck is exposed to the weather—usually either the main deck or, in larger vessels, the upper deck.

Weather gage: Favorable position over another sailing vessel to with respect to the wind.

Weather side: The weather side of a ship is the side exposed to the wind.

Weatherboard: Weather side of a ship.

: If the helm was centered, the boat would turn towards the wind (weather). Consequently, the tiller must be pulled to the windward side of the boat in order to make the boat sail in a straight line. See lee helm.

Weatherly: A ship that is easily sailed and maneuvered; makes little leeway when sailing to windward.

Weatherly: Able to sail close to the wind with little leeway.

Weigh anchor: To heave up (an anchor) preparatory to sailing.

Wells: Places in the ship’s hold for the pumps.

Wheelhouse: Location on a ship where the steering wheel is located, often interchanged with pilothouse and bridge.

Whipstaff: Vertical lever controlling ship’s rudder.

White Horses: Waves in wind strong enough to produce foam or spray on the wave tops.

Wide berth: To leave room between two ships moored (berthed) to allow space for a maneuver.

Windage: Wind resistance of the boat.

Windbound: A condition wherein the ship is detained in one particular station by contrary winds.

Windlass: A winch mechanism, usually with a horizontal axis. Used where mechanical advantage greater than that obtainable by block and tackle was needed (such as raising the anchor on small ships). Modern sailboats use an electric “Windlass” to raise the anchor.

Windward: In the direction that the wind is coming from.

Xebec: Small three-masted pirate ship.

Yard: Tapering spar attached to ship’s mast to spread the head of a square sail.

Yardarm: The very end of a yard. Often mistaken for a “yard”, which refers to the entire spar. As in to hang “from the yardarm” and the sun being “over the yardarm” (late enough to have a drink).

Yarr: Acknowledgement of an order, or agreement.

Yaw: A vessel’s motion rotating about the vertical axis, so the bow yaws from side to side.

Yawl: Ship’s small boat; sailboat carrying mainsail and one or more jibs.

Zabra: Small Spanish sailing vessel.

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Broach Sailing: Mastering the Art of Controlling Your Boat

by Emma Sullivan | Jul 27, 2023 | Sailboat Gear and Equipment

Short answer: Broach sailing

Broach sailing is a dangerous situation that occurs when a sailboat suddenly turns sideways to the wind, resulting in a loss of control. This can be caused by various factors such as excessive wind, improper sail trim, or sudden changes in boat speed or direction. It is crucial for sailors to maintain proper control and take preventive actions like reducing sail area or adjusting course to avoid broaching.

What is Broach Sailing and How Does it Happen?

Sailing aficionados are no strangers to the thrill of riding the waves, feeling the wind in their sails, and experiencing the sheer joy of gliding effortlessly across the water. However, there is one aspect of sailing that brings a unique blend of excitement and challenge: broach sailing.

So, what exactly is broach sailing? Well, picture yourself on a sailboat with your main sail fully extended, harnessing the power of the wind to propel you forward. Suddenly, a gust of wind strikes at just the wrong angle, catching your boat off guard and causing it to quickly heel over. As a result, your boat loses its grip on the water and spins out of control into an unintentional beam reach or even potentially capsizes – this phenomenon is known as a broach.

Broaching can happen when sailing downwind or reaching with strong winds or steep waves. It occurs when significant forces are applied to one side of the yacht’s sails rather than being evenly distributed between both sides. This imbalance can induce an uncontrollable rounding-up motion where your boat pivots sharply around its leeward edge. In simpler terms, imagine feeling as if you’re riding a wild rollercoaster on water!

Now that we have defined broaching let’s dive into how it happens. Broaching often transpires due to several factors including excessive heel angle caused by sudden gusts of wind or changes in sea state. Asymmetric spinnakers are particularly prone to initiating a broach due to their propensity for generating more sideways force compared to symmetric spinnakers.

When confronted with these challenging conditions that lead to broaching, skilled sailors employ various techniques and maneuvers to regain control swiftly and safely. One common method employed is easing out (or releasing) the sheets – which control how tightly or loosely your sails are set – thus allowing some excess wind pressure to escape from the sails’ surface area and reduce drag.

Another clever technique used by experienced sailors is altering their course or changing their heading. By steering either upwind or downwind, depending on the situation, sailors can redistribute the wind force more evenly across the boat and counteract the broach.

In situations where a broach becomes inevitable, well-prepared sailors may deploy a series of preventive measures called “broach recovery.” This procedure entails release of the headsail sheet instantaneously to reduce weather helm – a condition that causes excessive pressure on the rudder resulting in losing control. Additionally, skilled helmsmen will often use correct sail trim and careful weighting distribution to avoid swaying imbalance during intense sailing conditions.

With all these skills and techniques, you might wonder why anyone would even attempt broaching by choice. Well, for some daring sailors, it’s about pushing their limits and testing their abilities. Broaching provides an exhilarating challenge that demands quick thinking, exceptional skill, and precise timing to bring you back in harmony with the elements.

However dramatic and thrilling as it may be, broaching is no laughing matter. It requires considerable experience to navigate this wild ride safely. That said, for those who have mastered the art of sailing and possess a taste for adventure, broaching allows them to tap into an experience unlike any other.

So next time you find yourself out on the water pursuing your sailing dreams, keep an eye open for those gusty winds and challenging sea states; because who knows when you might encounter the heart-pounding phenomenon of broaching – where precision meets chaos!

Mastering Broach Sailing: A Step-by-Step Guide for Sailors

Ah, the thrill of sailing! The wind in your hair, the open sea calling your name – nothing compares to the freedom and exhilaration that sailing brings. But even the most experienced sailors can face challenges on their voyages, and one such challenge is known as broach sailing. Fear not, intrepid sailor! In this comprehensive guide, we will delve into the art of broach sailing, providing you with step-by-step instructions to master this technique and navigate through it like a pro.

So, what exactly is broach sailing? Well, imagine this scenario: you’re cruising along smoothly when suddenly a gust of wind hits your sails at just the wrong angle. Your boat heels over excessively and starts to round up into the wind uncontrollably. This is called a broach – a sudden loss of control that can be alarming for even seasoned sailors. But fear not! With our guide in hand, you’ll learn how to turn this potentially dangerous situation into an opportunity for skillful maneuvering.

Step 1: Recognizing the Signs The first key to mastering broach sailing is recognizing when it’s about to happen. Keep a keen eye on your boat’s behavior – if you notice excessive heeling or overspill from the top of your sails, these are often telltale signs that a broach is imminent. Stay alert and prepare yourself mentally for what’s about to come.

Step 2: Take Action As soon as you sense that dreaded tilt and start losing control, it’s time to take action quickly but calmly. The instinctual reaction might be to panic or freeze up, but remember – confidence conquers crises! Start by easing out or releasing tension from your mainsail sheet. This will help depower the boat by reducing its angle of attack against the wind.

Step 3: Balance and Trim Next, focus on balancing the boat. Move your weight and crew members towards the windward side of the vessel to counteract the excess heeling. Simultaneously, trim your sails by pulling in the headsail sheet to regain control over your yacht’s direction. This combination of weight shifting and trimming will help bring your sailboat back into equilibrium.

Step 4: Feather Your Sails Once you’ve regained stability, it’s crucial to feather or edge your sails to prevent a subsequent broach. Feathering means pointing your bow away from the wind slightly, finding that sweet spot where just enough wind fills out your sails without overpowering them. Adjust the angle gradually until you achieve balance and maintain a controlled course.

Step 5: Practice Makes Perfect Broach sailing requires practice to perfect; it’s an essential skill in a sailor’s repertoire. Find opportunities to practice in safe conditions with moderate winds and ample space around you. Familiarize yourself with how different boats handle broaching situations – each vessel might respond differently, so understanding yours thoroughly is key.

In conclusion, mastering broach sailing is a journey encompassing knowledge, skills, and experience honed through careful preparation and practice. By following this step-by-step guide, sailors can confidently navigate through broaches while ensuring their safety at sea. So get out there and embark on this exciting challenge – when it comes to mastering broach sailing, you’ll be well-equipped for whatever challenges come your way on the open water!

Frequently Asked Questions about Broach Sailing Answered

Introduction:

Broach Sailing is a thrilling and exhilarating activity that combines the art of sailing with the thrill of overcoming challenging conditions. It involves intentionally making your boat heel to an extreme angle, almost tipping over, before skillfully recovering control. This technique is used by experienced sailors to push their limits and enhance their skills. If you’re new to Broach Sailing or have some burning questions about it, fear not! In this blog post, we will provide detailed answers to some frequently asked questions about Broach Sailing.

1. What is Broach Sailing?

Broach Sailing is a maneuver where a sailboat suddenly loses control and skids sideways due to various factors such as strong winds, improper handling, or misjudgment of waves. It can happen unexpectedly, but seasoned sailors employ this technique intentionally to test their skills and responsiveness on the water.

2. Why would anyone want to intentionally broach?

Excellent question! Intentional broaching allows sailors to develop crucial skills such as recovery techniques, improvisation under pressure, and understanding the limits of both their abilities and their vessel. Broaching provides a unique opportunity for mastering control in extreme conditions while experiencing an adrenaline rush like no other.

3. Is Broach Sailing dangerous?

While Broach Sailing can be considered risky if not executed properly or without adequate experience, it can also be managed safely in controlled circumstances with proper training and precautions in place. Safety should always be a priority when engaging in this activity.

4. How do you recover from a broached position?

Recovery from a broached position requires careful finesse combined with swift action. A skilled sailor will quickly depower the sails by releasing the sheets while employing appropriate steering techniques to regain control of the boat’s direction. The timing and coordination of these actions are critical in successfully recovering from a broached position.

5. Are there any specific sailboat designs suitable for Broach Sailing?

While any sailboat can potentially broach, some designs are more adept at handling these conditions. Boats with a relatively narrow beam and deep keels tend to recover better from a broached position. However, it’s essential to note that the suitability of a sailboat for broaching depends on various factors, including wind speed, sea state, and individual sailing skills.

6. How can I prepare myself for Broach Sailing?

Before attempting Broach Sailing, ensure you have a solid understanding of basic sailing maneuvers and boat handling techniques. Building experience through regular practice in non-extreme conditions will help you gain confidence and develop the necessary skills to handle broaching situations effectively.

7. Are there any safety measures one should take during Broach Sailing?

Absolutely! Safety should always be at the forefront during any type of sailing activity. When engaging in Broach Sailing, it is vital to wear appropriate safety gear such as life jackets or personal flotation devices (PFDs). Additionally, ensuring that all crew members understand emergency procedures and conducting regular maintenance checks on your vessel will further enhance safety while indulging in this exhilarating activity.

Conclusion:

Broach Sailing may seem daunting initially but offers an extraordinary opportunity for sailors seeking to test their mettle on the water. By embracing the thrill, mastering recovery techniques, and taking appropriate safety precautions, you can unlock a new level of excitement in your sailing adventures. Remember always to prioritize safety first and grow your skills gradually through deliberate practice and guidance from experienced sailors. Happy Broach Sailing!

The Science Behind Broach Sailing: Understanding the Physics

Broach sailing, the exhilarating yet dreaded maneuver that all sailors encounter at some point in their adventures on the water. It’s that moment when a boat suddenly loses control and violently veers sideways, tossing the crew off balance and creating a heart-stopping experience. But what exactly causes this dramatic event to occur? To answer that question, we need to delve into the fascinating world of physics and uncover the science behind broach sailing.

At its core, broaching is caused by a combination of factors including wind force, sail design, hull shape, and weight distribution. Understanding these principles can help sailors predict and even prevent broaching from happening – ultimately enhancing safety and performance on the water.

Let’s start with wind force. As every sailor knows, it is the wind that propels their vessel forward. However, if not properly managed, it can also be their biggest adversary. Broaching occurs when a gust of wind hits a sailboat at an angle where it becomes unbalanced. The sudden increase in wind pressure on one side of the sails creates an imbalance in lateral forces acting on the boat.

But why does this imbalance result in such a violent sideways motion? To comprehend this phenomenon fully, we must consider sail design. Sails are engineered to harness the energy of the wind efficiently while maintaining stability. However, when subjected to excessive lateral forces during a broach situation, they can no longer provide adequate resistance to maintain equilibrium.

The next contributing factor is hull shape or form stability. A boat with more rounded hull sections tends to have less stability compared to one with sharper lines or flatter surfaces under water. During a broach, as lateral forces increase beyond what the keel or centerboard can counterbalance efficiently, water starts exerting an opposing force pushing against the boat’s direction of travel – exacerbating the uncontrolled sideways movement.

Lastly but equally pivotal is weight distribution within the vessel itself. In many instances, broaching occurs when the boat’s weight is not properly distributed. Excessive weight concentrated towards one side can unbalance the boat, making it more vulnerable to broach. This issue can be mitigated by ensuring a balanced load while considering factors such as crew position, equipment placement, and fuel or water tanks distribution.

So how can sailors prevent broaching or recover from it if it does happen? First and foremost, understanding the physics at play is crucial for prevention. By being aware of wind conditions, sail trim, and maintaining an appropriate heel angle, sailors can significantly reduce the risk of broaching. Additionally, adjusting sail plan or reefing ahead of time in changing weather conditions can also help maintain control.

However, if a broach does occur, quick action must be taken. Releasing the sheets (lines attached to sails) immediately can relieve pressure on the rigging and possibly allow the sails to luff – reducing their power and regaining control. Steering downwind can also assist in correcting the sideways motion by aligning the boat with the direction of wind pressure.

In conclusion, broaching is an exciting yet unpredictable aspect of sailing. While its occurrence may strike fear into even experienced sailors’ hearts, understanding the underlying physics behind this phenomenon empowers them to anticipate and react effectively. Through careful consideration of wind force, sail design, hull shape, and weight distribution – combined with proactive adjustments and quick reactions – sailors can tame this spontaneous monster at sea called broach sailing!

Top Tips to Prevent or Recover from a Broach while Sailing

Title: Mastering the Art of Sailing: Top Tips to Prevent or Recover from a Broach

Introduction: Smoothly gliding across the water, with nothing but the wind and waves propelling you onward, sailing is undoubtedly one of the most exhilarating experiences. However, even the most seasoned sailors are not immune to encountering unexpected challenges on their nautical journeys. Among these challenges is the dreaded broach – a sudden loss of control that can send your vessel tipping dangerously sideways. Fear not, intrepid sailor! In this guide, we will unveil our top tips for preventing or recovering from a broach while sailing.

1. Understand the Broach: Before delving into prevention and recovery strategies, it’s vital to grasp what exactly a broach entails. Picture this: your boat abruptly heels over due to excessive heel angle or an unbalanced sail configuration. The combination of strong gusts of wind and lack of counterbalancing forces leads to a dangerous situation where control is compromised. Recognizing when you are on the brink of a broach will significantly increase your chances for averting it successfully.

2. Feather Your Sails for Prevention: Preventing a broach requires finesse and quick thinking on your part as skipper. One effective technique is “feathering” your sails – easing them out slightly so that they catch less wind during gusty situations. A slight adjustment in your sail trim, coupled with careful attention paid to changing wind conditions, can be instrumental in maintaining stability and preventing potential disaster.

3. Mind Your Weight Distribution: Maintaining proper weight distribution among crew members plays a pivotal role in keeping your boat balanced against strong winds or rough seas that could initiate a broach episode. Remember to position crew members strategically within the boat – get them low and toward the leeward side during heeling moments to maximize stability.

4. Defending Against or Recovering from an Impending Broach: When disaster strikes and a broach appears imminent, it’s crucial to take swift action. If your boat starts to heel excessively, steer into the wind by turning downwind until the sails luff (flap) and depower. This maneuver will reduce heeling and help you regain control. Additionally, ease out the mainsheet to spill wind from the sails and reduce their effectiveness temporarily.

5. Practicing Prevention through Sail Trim: Mastering sail trim skills can be an integral part of both prevention and recovery strategies. Properly tuning your sails according to prevailing wind conditions optimizes your vessel’s performance and reduces the chances of encountering a broach. Remember: keep an eye on telltales fluttering smoothly – these indicators will guide you in achieving optimal sail set-up.

6. Be Mindful of Weighty Matters: Trimming your sails is not the only aspect involving weight distribution; ballasting also warrants attention when minimizing broach possibilities. Ensure water tanks or heavy equipment are stored low and closer to the middle of the boat while cruising, as this will contribute to overall stability.

7. The Art of Communication: Sailing should always be a collaborative effort between crew members, especially when tackling potential broaches head-on. Establish clear communication channels with all hands on deck before setting sail – this ensures that everyone understands their roles during unexpected challenges. Swift, efficient communication can often make all the difference in preventing or recovering from a broach seamlessly.

Conclusion: Remember, skill mastery is an ongoing process in sailing; even veteran sailors continually enhance their knowledge base to navigate uncharted waters successfully. By internalizing our top tips for preventing or recovering from a broach, you are arming yourself with invaluable knowledge that keeps you safe on any sailing adventure – smooth seas or turbulent currents alike! So hoist those sails high, unleash your adventurer spirit, and let nothing deter you from conquering every nautical domain!

Real-Life Experiences: Tales of Memorable Broach Sailing Moments

Ah, the exhilarating world of sailing! It’s hard to deny the irresistible allure of gliding across the open waters, harnessing the wind’s power to propel you forward. But every sailor knows that not every moment at sea is smooth sailing – broaching moments can turn an ordinary day into a heart-pumping adventure.

For those unfamiliar with the term, a broach occurs when a sailboat heaves violently onto its side due to a sudden gust of wind or other external factors. It’s like being on a rollercoaster ride in the middle of the ocean – thrilling and terrifying all at once.

In this blog post, we delve into real-life experiences shared by our fellow sailors who have encountered these memorable broach sailing moments. Strap yourself in and prepare for some riveting tales!

1. The Battle with Nature’s Fury Picture this: You’re peacefully cruising along pristine waters, feeling invincible as you conquer each wave. Suddenly, Mother Nature has another plan – a powerful gust appears out of nowhere, causing your boat to heel perilously close to tipping over without warning. In desperate attempts to regain control, adrenaline courses through your veins as you fight against nature’s mighty force.

Our sailor friend George had such an experience while participating in a racing regatta off the coast. Just as victory seemed within reach, a tempestuous squall hit his yacht head-on. The boat lurched wildly under the pressure, but George skillfully maneuvered it back on course just seconds before disaster struck. A heart-stopping moment turned into an unforgettable display of skill and courage.

2. Dancing with Waves Broaching doesn’t always have to be scary – sometimes it can become an impromptu dance routine on water! Jim recounts his amusing encounter as he battled waves during a family outing. As his boat caught an unexpected swell from behind, it lifted the stern high into the air, causing a momentary loss of control. Instead of panicking, Jim decided to go with the flow – literally.

With his family’s laughter echoing in the background, he transformed what could have been a nerve-wracking experience into a hilariously joyous dance with the waves. Twisting and twirling on his now sideways vessel, Jim showcased his ability to turn adversity into absolute delight. Who says sailing can’t be fun?

3. The Test of Resilience Broaching moments aren’t always limited to recreational sailors; professionals face them too. Take Margaret, a fierce competitor who participated in a grueling offshore race spanning several days and nights. Battling sleep deprivation and unpredictable weather conditions, she found herself confronted by an unexpected broach as darkness shrouded her yacht.

In this crucible of skill and determination, Margaret displayed unwavering resilience. Despite being tossed about like a tiny cork in an angry sea, she drew on years of experience to swiftly regain control of her boat. The incident became an indelible reminder that even under extreme circumstances, human capability and sheer willpower can overcome any challenge thrown their way.

No matter how unnerving or comedic these tales may seem on the surface, they all highlight one common thread – the indomitable spirit of sailors navigating through life’s unpredictable waters. Broaches are not mere mishaps but opportunities for personal growth and attaining mastery over one’s craft.

So next time you find yourself caught in the throes of a wild broach sailing moment, remember these stories from real-life adventurers who have turned chaos into triumph! And perhaps you’ll realize that within those fleeting seconds of terror lies uncharted territories where dreams are achieved and unforgettable memories are born. Happy sailing!

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Cruising the Moskva River: A short guide to boat trips in Russia’s capital

There’s hardly a better way to absorb Moscow’s atmosphere than on a ship sailing up and down the Moskva River. While complicated ticketing, loud music and chilling winds might dampen the anticipated fun, this checklist will help you to enjoy the scenic views and not fall into common tourist traps.

How to find the right boat?

There are plenty of boats and selecting the right one might be challenging. The size of the boat should be your main criteria.

Plenty of small boats cruise the Moskva River, and the most vivid one is this yellow Lay’s-branded boat. Everyone who has ever visited Moscow probably has seen it.

This option might leave a passenger disembarking partially deaf as the merciless Russian pop music blasts onboard. A free spirit, however, will find partying on such a vessel to be an unforgettable and authentic experience that’s almost a metaphor for life in modern Russia: too loud, and sometimes too welcoming. Tickets start at $13 (800 rubles) per person.

Bigger boats offer smoother sailing and tend to attract foreign visitors because of their distinct Soviet aura. Indeed, many of the older vessels must have seen better days. They are still afloat, however, and getting aboard is a unique ‘cultural’ experience. Sometimes the crew might offer lunch or dinner to passengers, but this option must be purchased with the ticket. Here is one such  option  offering dinner for $24 (1,490 rubles).

If you want to travel in style, consider Flotilla Radisson. These large, modern vessels are quite posh, with a cozy restaurant and an attentive crew at your service. Even though the selection of wines and food is modest, these vessels are still much better than other boats.

Surprisingly, the luxurious boats are priced rather modestly, and a single ticket goes for $17-$32 (1,100-2,000 rubles); also expect a reasonable restaurant bill on top.

How to buy tickets?

Women holding photos of ships promise huge discounts to “the young and beautiful,” and give personal invitations for river tours. They sound and look nice, but there’s a small catch: their ticket prices are usually more than those purchased online.

“We bought tickets from street hawkers for 900 rubles each, only to later discover that the other passengers bought their tickets twice as cheap!”  wrote  (in Russian) a disappointed Rostislav on a travel company website.

Nevertheless, buying from street hawkers has one considerable advantage: they personally escort you to the vessel so that you don’t waste time looking for the boat on your own.

Prices start at $13 (800 rubles) for one ride, and for an additional $6.5 (400 rubles) you can purchase an unlimited number of tours on the same boat on any given day.

Flotilla Radisson has official ticket offices at Gorky Park and Hotel Ukraine, but they’re often sold out.

Buying online is an option that might save some cash. Websites such as  this   offer considerable discounts for tickets sold online. On a busy Friday night an online purchase might be the only chance to get a ticket on a Flotilla Radisson boat.

This  website  (in Russian) offers multiple options for short river cruises in and around the city center, including offbeat options such as ‘disco cruises’ and ‘children cruises.’ This other  website  sells tickets online, but doesn’t have an English version. The interface is intuitive, however.

Buying tickets online has its bad points, however. The most common is confusing which pier you should go to and missing your river tour.

“I once bought tickets online to save with the discount that the website offered,” said Igor Shvarkin from Moscow. “The pier was initially marked as ‘Park Kultury,’ but when I arrived it wasn’t easy to find my boat because there were too many there. My guests had to walk a considerable distance before I finally found the vessel that accepted my tickets purchased online,” said the man.

There are two main boarding piers in the city center:  Hotel Ukraine  and  Park Kultury . Always take note of your particular berth when buying tickets online.

Where to sit onboard?

Even on a warm day, the headwind might be chilly for passengers on deck. Make sure you have warm clothes, or that the crew has blankets ready upon request.

The glass-encased hold makes the tour much more comfortable, but not at the expense of having an enjoyable experience.

Getting off the boat requires preparation as well. Ideally, you should be able to disembark on any pier along the way. In reality, passengers never know where the boat’s captain will make the next stop. Street hawkers often tell passengers in advance where they’ll be able to disembark. If you buy tickets online then you’ll have to research it yourself.

There’s a chance that the captain won’t make any stops at all and will take you back to where the tour began, which is the case with Flotilla Radisson. The safest option is to automatically expect that you’ll return to the pier where you started.

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Restaurant-Yacht Chaika

Ratings and reviews, location and contact.

Pleasantly surprised, service is good so is the food. Great selection of Fusion food, a mixture of Italian, Japanese, European, Asian etc. A pleasantly nice dining experience, highly recommended, a must try!

Thank you for your feedback and invite you to have lunch or dinner again aboard the ship in an atmosphere of high standards of yacht hospitality.

everything was perfect - the food, the service, the desserts were the best, nice atmosphere and the location - magical

Best food, best view in Moscow. absolutely faultless from arrival to finish. Best risotto i had for many years absolutely perfectly cooked. The view on Ukrainian hotel and the white house by night is amazing

Had to wait for the food for 1.5 hours and then another 20 minutes for the check. Finally called for the manager and he offered... a 10% discount as a compensation. Simply pathetic! The food is mediocre at best. Not bad per se, but one... would expect something better considering the prices. There are many places to eat in area that are much better. Avoid this one at all costs. More

Hello, Alexander Your comment is extremely important for us, thank you a lot for it. We are terribly sorry for your time that you`ve spent waiting your order and we have already taken actions to improve quality of our service and it would be realy... More

Food is very expensive,very pretentious, doesn't worth that money. Portions are very small. We ordered ravioli and there were 4! Four raviolis! For almost 15 euros. Then we asked to bring us dessert menu but nothing, they didn't even bothered, so we payed and left... without dessert. Very poor service for that price. More

This is a very good restaurant. The food is really good, maybe the best in Moscow. The service is also good. The view from the restaurant is great. The prices are very high.

I often visit this restaurant and must say it’s one of the best in Moscow in terms of quality and service. Staff really try hard to make sure that you are happy and satisfied. Customer service is a huge problem in Moscow but Chaika sets... a great example for others in the industry! Food is delicious and the menu has lots of options for everyone! Atmosphere is great and view is beautiful on the embankment. Special thanks to German & Oleg! More

Thank you for your feedback! Again aboard the yacht restaurant "Chaika" in accordance with the high standards of yacht hospitality.

Highly recommended, great location in the city center of Moscow with a superb atmosphere. Too many menu choices, though all delicious!

Thx a lot for your review! We are looking forward to see you in our restaurants.

Visited this lovely restaurant with a friend of mine. It was relaxingly warm August evening - so the place on the river seemed like a good idea. We came quite early and the restaurant was not full. The hostesses kindly offered several places to sit... and we chose to sit on the sofas. We had some wine, which was good. We struggled a bit when deciding about the food as few options (scallops) were not available. Fish on ice on display did not look very fresh. To be honest it was an unusually hot August and it is probably understandable that some see food options were not available. However, we did manage to order something and sat waiting and looking onto the river. My long-legged friend struggled sitting at the low sofa and the manager noticed that, offering as a very good, proper table beside the open window. It was nice touch and I was very pleased by their polite observations and immediate reaction to solve the problem. Food was quite good and presentation was perfect. Perhaps I can something about the food, but 1 visit is not enough to criticize or make a definitive opinion. Overall, quality place, which of course, does not come cheap. I would recommend this restaurant without hesitation. More

Good afternoon! Thank you for your detailed feedback! We are looking forward to seeing you again, we are sure that you will be delighted with our dishes!

I've been here several times during two business trip in Moscow. The overall quality for both service and food is absolutely top-notch, plus the location is very unique.

Hello! Thank you for your feedback! We are looking forward to visiting again!

Located on a boat at Krasnopresenskaya River Bank this 5 Star Restaurant transforms into a party location due to multiple groups hosting events. Impressive wine selection, Asian and European kitchen...

Thx a lot! We are waiting for you!

It is a nice place to gather specially at the lounge The service and staff very good I like the river view The food is almost like all restaurants in Russia they serve different cuisine. Staring Russian appetizer till Asian dishes Presentation and taste amazing... I consider it overpriced little bit More

Good location. Nice views. Good choice of food and drinks. European and Asian menu. Nice service. Pricey enough.

Had a large group dinner here. Food was above average and service quite good. The real attraction is the view of Moscow from the river on a nice night. Great place for a larger group dinner. More

Hello, John We are really pleased by reading that you and your friends were satisfied by our service, client`s experience is the highest value for us. We will be happy to see you again, come and enjoy some new dishes from our chef and nice... More

The luxurious atmosphere of this place, the view and the location make it quite outstanding. We had dinner here with friends and the dishes were amazing, accompanied by a chilled bottle of Chablis, it really made me feel as if it was a part of... the classic Russian movie. More

RESTAURANT-YACHT CHAIKA, Moscow - Presnensky - Menu, Prices & Restaurant Reviews - Tripadvisor

• Service: 4.5
• Atmosphere: 4.5