High Wind Dockings

Un-dockings at TAPS

Adventures of 

Captain Jim Wright

"The winter of 1978/79 proved to be a memorable winter for high winds in Valdez. The morning of February 3, 1979 was the beginning of an experience that proved especially memorable for me. Just prior to midnight on February 2nd I boarded the VLCC “Atigun Pass” (165,000 tons) at the Rocky Point Pilot Station inbound for TAPS Berth #3. The weather at the time was clear and cold with light winds. 

As we approached Saw Island and began making up tugs for docking the wind was beginning to increase. By the time we had the ship on the fenders all 3 tugs (averaging 7,000 HP each) were pushing full to hold us alongside. The wind had now increased to around 60 knots and the deck crew had to bend shackles on the heaving lines to add enough additional weight so the wind would not blow the heaving lines back on deck. After a prolonged period we finally got the ship made fast alongside. 

My next job was to undock and pilot the 120,000 ton tanker “Overseas Juneau” from Berth #4 out to the pilot station. The wind was now blowing a steady 70 to 80 knots. Upon arriving on the bridge the Master discussed the advisability of sailing with me and we decided to give it a try. After making fast 2 tugs, letting go all lines and using aggressive tug orders, we were able to work the ship off the berth. VTS then gave us Narrows Clearance to proceed toward the pilot station. Approaching the Narrows the water had become almost white with small water spouts blowing around on the surface. The needle on the anemometer on the aft bulkhead of the wheelhouse was pinned on 120 knots. Entering the Narrows we reported Entrance Island abeam with the vessel stabilized on the optimum track at 6 knots through the water. 

Thirty minutes later we reported “Clear of the Narrows” and increasing speed for the pilot station. My attention now began focusing on “Overseas Ohio”, a 90,000 DWT San Clemente Class tanker in winter ballast which had already checked into the system and was inbound for the pilot station. She was to be my next assignment and it was not entirely clear whether proceeding into the harbor under these conditions would be a good decision. 

The wind had now increased in lower Prince William Sound and the Master of “Overseas Ohio” was calling Vessel Traffic to inquire whether they would be cleared to proceed. Vessel Traffic was unsure and called me to inquire of my intentions. Having not experienced docking in 100 knots of wind, my response was simply that we would give it a try and for “Overseas Ohio” to keep heading for the pilot station. 

Going down the pilot ladder on “Overseas Juneau” transiting on the pilot boat then climbing the pilot ladder on “Overseas Ohio” in 10 degree temperatures and 10 to 15 foot seas was an interesting experience. Upon reaching the top of the ladder on “Overseas Ohio” the main deck was covered with frozen spray and sheet ice where the crew members were awaiting to assist me. The force of the wind across the deck made it necessary to more or less pull ourselves along the railing on our hands and knees to reach the shelter of the deck house. 

Once on the bridge the Master discussed our situation with me. This is the point where pilots become “stage actors” in order to instill a level of confidence in the Master that perhaps exceeds the confidence level of the pilot. In order to avoid a false sense of infallibility, the pilot should have a “missed approach point” visualized if conditions deteriorate beyond expected levels. 

With the Master in agreement with my plan, we shaped a course for the Narrows, put the engine on “full ahead” and proceeded inbound for the TAPS Terminal. Entering the Narrows the wind continued to blow in excess of 120 knots. 

As we approached the TAPS Terminal the tugs came out to meet us off Saw Island and we could see they were taking seas and freezing spray over their bows. My plan was to bring the ship across the wind and make a lee on the port side so the tug crews would have a chance to get out on deck and send up their lines. This part of the plan worked but when the tugs were made up and with the forward tug pushing full it looked doubtful whether that tug would have enough power (6,500 HP) to hold the bow into the wind. At this point the Master questioned whether we should be trying to dock. In my mind we were nearing the “missed approach point” although we still had a reasonable “go around” option open if necessary. My response was that it was going to work out fine which didn’t accurately reflect my level of confidence in the success of the maneuver. My “stage acting” must have been effective and the Master accepted my explanation. 

My plan was to use the vessel’s engine and rudder together with the forward tug to oscillate the bow back and forth across the wind letting the force of the wind gradually breast the vessel toward the berth. This required an engine order of “slow ahead” with occasional increases to “half ahead” to stem the wind. 

As we approached the berth the Master accompanied me out on the starboard bridge wing where we felt the full force of the wind gusting over 100 knots. The wind created so much static in my VHF radio that is was necessary to get down on my knees behind the dodger to talk with the tugs. Once a tug order was given I had to stand up enough to see over the dodger and observe the effects of the order. 

My plan for docking was to set up the approach with slight sternway while holding the bow about 20 degrees off the dock heading letting the wind set the stern onto the after fender. Just before the starboard quarter touched the after fender the rudder was ordered “hard a starboard” and the engine was ordered “half ahead” to cushion the landing on the fender. As the vessel touched the fender the rudder was ordered “midships”, the engine ordered “slow ahead” and the after tug ordered to “push full”. At this point the vessel was stabilized on the after fender so we could use the forward tug to ease the bow onto the forward fenders while mooring lines were run out. Finally the berth operator announced on the berth radio, “stopped and in position” and we were able to retreat to the shelter of the wheelhouse for a long awaited hot cup of coffee. 

Another pilot was now entering the harbor with the VLCC Class tanker “Southern Lion” of 270,000 tons bound for Berth #5. Being a substantially larger vessel she was considerably more difficult to handle in high winds. The pilot was able to get tugs made up but was unable to safely control the vessel and elected to execute a “missed approach” and head back for the Narrows to go to anchor and await better conditions. At this point Vessel Traffic closed the port. The winds gusted up to 80 to 100 knots for several more days before finally abating. "

Enjoy the Journey!

XO Karlene