Question 1

A vessel with unusually high freeboard (e.g. a large container ship or car carrier) is due to berth in a forecast strong beam wind. What should drive the decision on how many tugs (if any) to use, beyond simply following a standard tug matrix for the vessel's length?

Accepted Answer

The vessel's actual exposed sail area and how it compares to the available engine/thruster power and the specific forecast wind strength and direction for the berth in question — a generic length-based tug matrix may understate the wind force on an unusually high-freeboard vessel, so the Master/pilot should apply specific judgement rather than relying purely on a standard table A standard tug matrix is a useful baseline, not a substitute for judgement about a specific vessel's actual exposed area to wind. A high-freeboard vessel can be disproportionately affected by beam wind compared to its length alone would suggest, and the Master/pilot should be prepared to request additional or different tug support than the generic table implies.

Question 2

When approaching a berth with the wind blowing onshore (from the vessel toward the berth), what is the primary handling risk the OOW/Master must manage?

Accepted Answer

The wind will tend to push the vessel onto the berth faster than the planned approach speed and angle intended, risking a heavier-than-planned contact with the berth or fendering if the approach is not adjusted — the natural tendency is for the wind to "help" the vessel onto the berth, which sounds convenient but easily becomes excessive if not actively managed An onshore wind is often mistakenly seen as the "easy" condition because it pushes the vessel toward the berth — but exactly because of this, the approach must be planned with less reliance on engine power to close the gap, since the wind is already doing (and can over-do) that job, risking a harder-than-intended contact.

Question 3

When approaching a berth with the wind blowing offshore (from the berth toward the vessel), what is the primary handling risk?

Accepted Answer

The wind will tend to push the vessel away from the berth, requiring the vessel to maintain sufficient angle and speed (or use of tugs/thrusters) to counteract the wind and actually close the final gap to the berth — without enough counteracting force, the vessel may struggle to get alongside at all, or be pushed off again after initially closing Offshore wind requires the opposite mental model to onshore wind — instead of moderating the approach to avoid excessive closing speed, the vessel must commit enough sustained force to overcome the wind's tendency to keep it off the berth, and must be ready to use lines, tugs, or thrusters quickly once close enough, since the wind will not "help" finish the approach.