Thus we raced with full speed from Guernsey to Dover, trying to stay ahead of the inclement weather. I did not make it as early as I had hoped for, the current in the channel was stronger than expected and against us. However the wind stayed away and we were treated to a spectacular thunder and lightning show; caused by a large rain system laying over England and France which moved as fast to the North as we were approaching England in the same direction. Thus we could see ships lit up against the horizon from miles away. A very strange experience indeed. As explained before, the Dover Strait is covered by a Vessel Traffic Separation scheme and that means that you first have to travel up the channel on the French side and then make a perpendicular crossing to the Dover side. By crossing on a 90o angle in relation to the other traffic there is no confusion on the other ships about what you are doing. Sometimes there is a ship that ignores the rules but as all traffic is closely monitored by both sides of the channel, advice to “better your ways” is quickly coming.
However we were good boys and nobody said anything while we made the 10 mile crossing to the Dover pilot station. The pilot was coming out very early because it was such nice weather. Indeed, flat calm seas and no wind. The so called Silence before the Storm. Entering Dover goes via the East Entrance and exiting normally via the West Entrance. Except for the ferries coming from and going to France. They leave and arrive via the East Entrance as their docks are on the North/East side of the harbour. From the East entrance the ship then progress to the West Entrance, further to the South sailing along the Dover breakwater. Normal routine is that you dock starboard side alongside, so with the nose to open waters. The whole terminal set up is based on the starboard docking concept. Portside is possible but it upsets the flow of luggage and provisions on the dock.
Dover Port with the Western Docks at the lower left.
Starboard is easier anyway, a more natural docking flow and easier to depart. We were assigned terminal nbr 2 today, which is the one closest to the sea and the one most exposed to the elements. The terminal behind us was reserved for the Balmoral which is a more regular visitor to Dover than the Prinsendam. Both terminals are part of the complex called the Western Docks where in the old days the boat trains would arrive for the ferry to Calais. Later when the car became more popular new ferry terminals were constructed at the North Side and the prominence of the Western docks diminished. The old train station is now incorporated in Terminal One and where the trains once stopped, cars are now parked.
Long and many headlines kept the ship in place today. See the white caps just outside the Western Harbour Entrance
We just made it in time, the wind just started to breeze up when we came alongside and of course with the wind came rain, considerable rain so I got soaking wet. But that is a price to pay if you like open bridge wings. The ship is moored alongside with ropes and the number of ropes that you give out depends on the weather that you expect. Normally configuration is 4 and 2 or 5 and 2 (four head and stern lines and two spring lines) Sometimes you make it four and three, if you expect that the ship will ride along the dock then you have an extra spring to hold the ship in position. If you expect wind on the beam then in stead of long headlines, you try to put the lines on bollards in such a way that they become breast lines. E.g. leading 90o on the ship. Today we were expecting a lot of wind, at least 30 knots on the beam, so we put more ropes out. In fact as many as we had available. Dover is prepared for windy weather and they have bollards further inland, so you can give the lines a good lead in length and it is easier for the lines to keep their holding power when the tide goes up and down. That is in Dover about 10 feet on a good day. So we came alongside with 10 head lines and 3 forward spring lines, 9 stern lines and 3 aft spring lines. Further on we had the anchors ready to drop, in case that the bow of the ship would blow off the dock. The whole docking operation lasted for more than an hour because it took time to give out all those lines and then to heave them tight and at the same time keep the ship alongside against the ever increasing winds.
By four am we were all fast and 15 minutes later I was back in bed after giving precise orders when the call me, in case the wind went beyond my predictions. By 08.30 I had to be up and about again, for meetings and getting all the paperwork in order for the next cruise, going all the way to the top of the world. The next event of importance was getting out of port with these strong winds still blowing. More about that tomorrow.
July 21, 2009 at 1:29 am
This is for sure a stupid question, Captain. But, what instruments are on the open bridge wings since you mentioned you got soaken wet? It’s hard to detect if there are any, looking at the picture you posted on 19 June 09. Thank you!
July 21, 2009 at 7:42 pm
Good morning, as a wise man once said, there is not such thing as a stupid question. There are only stupid answers, which I will try to avoid. So here we go. On each bridge wing we have a big silver stand. This is the wing console. When not in use, it is closed against the elements. When docking and undocking it is opened up so I can use the handles for maneuvring. It contains, the levers for rudders, stern thruster and the two bow thrusters with the dials that show how much power I am using. For there rest there is the speed log, echo sounder, wind meter and a talk back system with the mooring stations. That all will get wet. as well. Thus when there is inclement weather we normally have a towel laying over it to keep away as much water as possible. If I get soaked, I dry up a lot quicker than electronics do.
July 22, 2009 at 7:34 pm
Much obliged, Captain! Many thanks ♪ ♫