UNDOCKING

Many are the boys, in every seaport, who are drawn away, as by an almost
irresistible attraction, from their work and school, and hang about the docks and
yards of vessels with a fondness which, it is plain, will have its way. No sooner,
however, has the young sailor begun his new life in earnest, than all this fine
drapery falls off, and he learns that it is work after all
Cargo operations complete, the ship lies quiet for the first time in many hours. The
shore staff are gone, leaving you with a deck heaped full of memos, magazines, and
unopened mail. The short stay in port was hectic but you enjoyed it both because it
marked the and one voyage and the beginnings and endings, rather than going on
interminably as jobs ashore seem to do, that you stay at sea.
The telephone interrupts your at reverie
the pilot is on the bridge, captain.
Another voyage has begun.

PLANNING THE UNDOCKING

Take the same care when briefing the undocking pilot as wan taken with the pilot
who docket the ship; exchange the same information and data cart. Be sure to
inform
the pilot of the status of the anchor in addition to all the other items
outlined in previous chapters, especially if they are backed out of the hawsepipe or
if one was left on the bottom after docking. It is surprising how often the docking
pilot finds out that there are two shots of chain in the water after letting go the last
line.
As you did before docking, get out on the wing and feel the wind, check its
direction by looking up at the stack gases, and look over the side to check the
current. No matter how many instruments you might have to supply such
information, Its still important that you use your own senses a and get fell for
existing conditions before planning this or any other maneuver.
Too often, less experienced ship handler looks upon undocking as a relatively
simple operating and does not properly plan the evolution. The ship is usually
undocking stern first from a berth, so the steers poorly if at all. Since she is starting
from alongside, the ship handler has fewer options available that make use of wind
and current as the ship begins backing from the berth. During a docking, wind and
current are felt when the stern is in clear water and the angle of approach can be
adjusted to make use of these forces. This is not the case when undocking.

Even the most careful plans may have to be altered after the lines are let go
since it is difficult to determine which of several conflicting forces will most affect
the ship leaving the berth. Often the ship handler lets g o expecting to be set off the
pier by wind, only to remain hard alongside due to subsurface current. If this occurs,
take time to replan the undocking before touching the telegraph. The ship isnt
going anywheremore accidents occur because of inappropriate action than
delayed action.
DRAFT AND TRIM BALLAST
The direction stability and handling characteristics of a loaded ship were discussed
in previous chapters, so it is assumed that the ship is now in ballast and light.
Ideally, she is ballasted to at least a moderate draft to submerge the propeller,
rudder, and bow thruster, and to reduce windage. Give her a few feet of drag. The
amount of trim by the stern depends on the handling characteristics of the ship, but
it is better to have a bit too much drag than not enough. Try to at least get the stern
well down if stress or loading conditions limit ballasting since:
1. The ship has excellent directional stability with god drag.
2. The propeller and rudder are then most effective. With deeper draft aft
the ship steers better, requires less distance to stop, twists less when
the engine is put astern, and requires less rudder to counter the torque
of the propeller when going astern.
3. It is preferable that the bow also be ballasted to at least a moderate
draft to reduce windage and submerge the bow thruster so it is
effective.
If a chose must be made, however, between getting the bow down or a proper draft
aft, choose the latter. It can be a challenge to hold a light bow into the wind until
headway develops, but it can be done using a tug or the anchor. In most situations,
the advantages of having the stern down outweigh this disadvantage.
SINGLING UP
After undocking ships for many years, pilot and seaferers alike tend to
become complacent about singling up mooring lines. Too often it becomes a habit to
single up at a particular berth in the same manner with avery ship.
Two and one forward and a stern line aft,Mate,and with out further thought
the docking master heads for the coffee maker.
Singling up is ussuly a routine operation until the night when from a warm,
quiet wheelhouse you underestimate the force of the wind or current. It took several
lines to hold the ship alongside. Yet, when singling up, the ship is left hanging off a
few parts stretched fiddlestring tight. Walk out on the wing, feel and see the
conditions, and really think about how many and which lines should be taken in.

Ideally the lines are taken in systematically while the ship is held in
position without overloading the remaining part. Which lines should be left until
last? This depends on the existing conditions, hances no rule of thumb can suffice.
Basically, it is preferableto leave short lines until last, i.e., a short hedline and spring
forward, a short stern line and breast line aft. Run a bight or two in place of a single
line if the wind and / ao current are stronge. It requeires only one winch to heave
thet bight aboard when taking in the last lines, but the bight provides twice as many
parts to hang on while waiting to let go. Use tug assistance to hold the ship
alongside and reduce the strain on reaming lines while singling up.
Short lines hold the ship alongside more effectively and still kepp her from
moving forward or aft, and they can also be brought aboart quicky-especially
important aft since the propeller should be cleared as sson as possble so the engine
can be used.
As ship get larger, winches are geared down to handle the bigher loads and
thus are slower. It is therefore important that the crew be informed if the last lines
must come aboard particularly fast. the mate can leave the shortest line until last,
and lead in to the winch before letting go to the winch before letting go to the
propeller clear quickly.