Narrative:

After being rerouted twice; we needed to return to the gate for additional fuel. Due to the mess and the number of aircraft on the ground; it took us almost an hour to get to a gate. For 45 minutes; we coordinated with company on the operations frequency.upon approaching the north port; we were lectured by the controller on the ramp frequency how we should have talked to him prior to arriving at the north end of the alley. This is not normal procedure; and would potentially have required us to manage three frequencies at once...not SOP and not safe.I let this go as being a symptom of frustration from a busy and stressful day. However; it got worse. We were assigned [a gate]. Planes were stuck in the alley abeam [the nearby gates]. All were blocked by other aircraft on the line. When the line started moving; an airplane asked to delay taxi.we were directed to go around that aircraft on a [different] line and enter the gate on the south side of that aircraft. The aircraft that had pushed from our gate was blocking us. Ramp asked him to move up closer to the aircraft in front. He did move a short distance; but I felt unsure we had enough clearance to pass; so I stopped. In order to get visual guidance; we tried getting the attention of the wing-walker on the south side. We were unsuccessful in spite of waving our arms and flashing our lights. Therefore; we asked if the ramp controller could assist in getting the attention of the wing-walker.we were told that to do so we would have to contact ops. While we were trying to get a reply from ops; the ramp controller called us back and asked me if I did not have accupark. I replied I did; but that I was not certain I had safe clearance from the other aircraft. I then got a short lecture on how I could proceed if I had accupark. My reply was that as long as I was uncertain if would hit something; I did not care what accupark showed. The other aircraft was not even in the lead-in line zone; but on the [ramp lead-in] line.I am writing this not because I am bothered by the unpleasant tone or the unhelpful attitude of the ramp controller. I take none of this personal; and I have plenty of room for testy attitudes on a bad day. What concerns me is that the ramp controller crossed the line when he tried to make me taxi in spite of my telling him I was not comfortable or felt safe that I had enough clearance. I will never compete for space in my airplane. What if the next pilot blindly follows the inappropriate guidance of this controller and hits something?I am hoping my [report] will lead to constructive retraining of this controller; explaining to him that his function is to help us move safely in the alley and ramp areas. He is there to assist us; not the other way around. This could and should be done in a non-punitive manner; but this correction needs to take place before an incident or accident happens.

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Original NASA ASRS Text

Title: B757 Captain reported a gate return for fuel and pressure from the ramp controller to proceed to the gate even though the Captain felt there was not adequate clearance.

Narrative: After being rerouted twice; we needed to return to the gate for additional fuel. Due to the mess and the number of aircraft on the ground; it took us almost an hour to get to a gate. For 45 minutes; we coordinated with company on the operations frequency.Upon approaching the north port; we were lectured by the controller on the ramp frequency how we should have talked to him prior to arriving at the north end of the alley. This is not normal procedure; and would potentially have required us to manage three frequencies at once...not SOP and not safe.I let this go as being a symptom of frustration from a busy and stressful day. However; it got worse. We were assigned [a gate]. Planes were stuck in the alley abeam [the nearby gates]. All were blocked by other aircraft on the line. When the line started moving; an airplane asked to delay taxi.We were directed to go around that aircraft on a [different] line and enter the gate on the S side of that aircraft. The aircraft that had pushed from our gate was blocking us. Ramp asked him to move up closer to the aircraft in front. He did move a short distance; but I felt unsure we had enough clearance to pass; so I stopped. In order to get visual guidance; we tried getting the attention of the wing-walker on the south side. We were unsuccessful in spite of waving our arms and flashing our lights. Therefore; we asked if the ramp controller could assist in getting the attention of the wing-walker.We were told that to do so we would have to contact ops. While we were trying to get a reply from ops; the ramp controller called us back and asked me if I did not have AccuPark. I replied I did; but that I was not certain I had safe clearance from the other aircraft. I then got a short lecture on how I could proceed if I had AccuPark. My reply was that as long as I was uncertain if would hit something; I did not care what AccuPark showed. The other aircraft was not even in the lead-in line zone; but on the [ramp lead-in] line.I am writing this not because I am bothered by the unpleasant tone or the unhelpful attitude of the ramp controller. I take none of this personal; and I have plenty of room for testy attitudes on a bad day. What concerns me is that the ramp controller crossed the line when he tried to make me taxi in spite of my telling him I was not comfortable or felt safe that I had enough clearance. I will never compete for space in my airplane. What if the next pilot blindly follows the inappropriate guidance of this controller and hits something?I am hoping my [report] will lead to constructive retraining of this controller; explaining to him that his function is to help us move safely in the alley and ramp areas. He is there to assist us; not the other way around. This could and should be done in a non-punitive manner; but this correction needs to take place before an incident or accident happens.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.