DOCKING

Docking: The Art of!

 

The goal in docking is to

“SECURE A VESSEL TO A MOORING”

without causing stress to or damaging people and/or property.

 

 

I. THE VESSEL AND ITS SYSTEMS AND EQUIPMENT

 

Steering System

 

The Steering system consists of a rudder and some means of adjusting the rudder’s angle to the boat.  The most common methods are the wheel or the tiller.  A tiller is attached directly to the rudder or to the rudder shaft (post).  A wheel is attached to the rudder by a system of cables and pulleys, hydraulic pumps and piston/cylinder or through a shaft and gearbox.  When the vessel is moving forward, turning the wheel to the left or moving the tiller to starboard will cause the vessel to turn to port and vice versa.

 

Throttle

 

The throttle most often takes the form of a lever. Moving the throttle lever forward will increase the engine speed and boat speed when the transmission is engaged.

 

Transmission and the Transmission Select Lever

 

 Most boats have transmissions with forward and reverse gears.  When either forward or reverse gear is selected, the transmission is said to be "engaged."  When it is not engaged, it is in neutral. The transmission select lever takes many forms, but is most often a horizontal or vertical lever on the steering pedestal.  Typically, moving the transmission select lever up or forward selects forward gear and down or aft selects reverse.

 

EXCEPTIONS

In a single lever control system, the transmission select and throttle are integrated in a single lever.  When the lever is in the center position (that is, in the center detent), the transmission is in neutral and the engine is at idle speed.  By pushing the lever forward to the first detent, forward gear is engaged at slow speed.  As the lever is pushed further forward, the speed increases.  Reverse is engaged in the same as forward except that the lever is pulled back.

 

Outboard engines often have a twist throttle on the steering handle, although on smaller and older outboards the throttle may be a lever on the front of the engine case. The gear select lever is usually on the right-hand side of the engine where moving the lever forward engages forward gear and vice versa.

 

Other Tools Used in the Docking Process

 

LINES

Mooring lines are designed to have considerable stretch in order to absorb the shock loads from the action of waves or as the wind moves the boat around in the slip in which it is moored.  The diameter of the line is also important, because if the line is too large, the boat will not have enough inertia to stretch the it.

 

FENDERS

Fenders are used to provide a cushion between the vessel and other vessels or objects (like docks).  To do their job, fenders need to be located between the vessel and the dock or object to be protected (or protected from).  In most instances, locate fenders so that the middle of the fender is just below the point where contact is expected.  During a mooring operation it is a good idea to have an extra fender available on deck for the unexpected.

 

 

II. VESSEL RESPONSE TO OPERATOR ACTIONS

 

Helm

Steering the vessel is done by changing the angle at which the rudder passes though the water.  As the rudder passes though the water, it generates lift that is proportional to the angle at which the rudder meets the water and to the square of the rudder’s speed through the water.  The rudder’s angle determines the radius of the turn.

 

The pivot point of a sailing vessel is at about 2/5 of the boat’s length aft of the bow.  Because the rudder is aft of the pivot point, the stern will swing wider in a turn than the pivot point.

 

 

 

 

 

 

 

Increasing Throttle Setting When the Vessel Is in Forward Gear

 

Most sailing vessels have the propeller in front of the rudder. This places the rudder in the expanding column of faster moving water that the propeller is pushing aft in order to make the vessel move forward.  You can use this feature to tighten up a turn by alternately going in forward gear and accelerating for a short period of time, then shifting into reverse to reduce the forward speed (distance traveled forward.)

 

Steering in Reverse

 

Steering in reverse is less sensitive since the wash from the propeller is not directed across the rudder.  Therefore, you need more speed in order to make a change in the vessel’s heading.  Caution: As the vessel’s speed in reverse increases, the wheel or tiller must be held tightly since the rudder will tend to be pulled from your hand and slammed into the rudder stops.

 

Changing Gears

 

1) Adjust throttle to idle position.

2) Engage or disengage the transmission as desired.

3) Adjust throttle for desired speed.

 

Inertia

 

Inertia is the effect of a vessel at rest to remain at rest and a vessel in motion to remain in motion.   Controlling inertia is one of the most important skills in docking.

 

In the docking process, there are three inertial directions to manage: 1) forward and aft, 2) sideways, or lateral and 3) rotational.  The trick is to learn to use inertia to your advantage.  By using rotational inertia, a boat can be turned around in little more than its length.  Increase the boat’s speed with the helm hard over and then shift to reverse to halt the forward motion.  The boat will continue to rotate.  Repeat this process until the turn is completed.  In order to cause a boat to slide sideways, start the boat turning and then halt the forward motion by the use of reverse gear.  The boat will tend to continue sideways toward the outside of the turn.

 

 

 

 

 

 

Torque

 

When reverse gear is selected, most but not all vessels will react by moving the stern of the vessel sideways to some degree (usually moving the stern to the right).  On some vessels this effect (torque) is slight and is soon overcome as the vessel increases sternway.  On some, torque is so severe that the vessel will not back up straight no matter how much effort is put into backing and filling or other such activity.

 

 

III. THE PROCESS OF DOCKING

 

Communication

 

Before approaching a dock, the skipper should brief the crew and assign line handlers, letting them know what they will be expected to do and how he or she plans to approach the dock. The skipper should make it clear that there will be no unnecessary talking during the docking maneuver that is unrelated to the docking. The crew/line handlers need to notify the skipper at any point if they are unable to perform or are uncomfortable with the task, so that adjustments can be made.

 

As the boat approaches the dock, the skipper should let the crew know of changes in plans and should tell line handlers when they are to step ashore. Meanwhile, line handlers need to be alert and should notify the skipper of the distance to the dock and any hazards.

 

Docking Under Ideal Conditions

 

APPROACH the dock with just enough speed to steer the vessel.  Adjust speed by engaging and disengaging forward, and if necessary, engaging reverse.   I approach the dock at about a 30° angle from parallel with the dock.  Proceed with the approach while adjusting speed and the approach angle until the pivot point of the vessel is less then one boat-width away from the dock. (The dock may be out of sight under the flair of the bow.)   At this point, turn the helm to bring the vessel parallel with the dock and engage reverse to slow to a stop.  Allow the inertia to carry the vessel to a position parallel with the dock and at a distance close enough for the crew to step ashore with boat speed approaching zero.  Always continuously assess the progress of the maneuver, making adjustments as necessary to facilitate a successful docking.

 

If line handlers are available on the dock, the skipper should direct which line is to be passed ashore first (usually the upwind line) and communicate with the line handler which cleat to use and whether to allow the line to pay out, offer some resistance, hold the line, or recover slack.  If you provide your own line handlers, wait until the vessel is close enough and slow enough that the line handler going ashore need only step ashore.  A line fastened mid-ship (spring line) can be used to hold the vessel to the dock while the bow and stern lines are attached, or used with forward thrust and rudder adjustments to pull the vessel along side the dock.

 

Docking Under Non-Ideal Conditions

 

DOWNWIND

If you need to moor to a downwind dock, do so with caution.  As the vessel slows down, the bow will tend to be blown downwind.  Approach as before, but with more speed.  At the point where you are about one boat-width away from the dock, start your turn, but use more rudder.  The idea is to stop the forward motion of the boat with the stern still rotating toward the dock.  Then, before the wind has a chance to blow the bow toward the dock, make the stern line fast on a cleat.

 

UPWIND

Mooring to an upwind dock is safer and easier then a down wind docking.  Set a springline on the side of the boat that will be alongside the dock and maneuver up to the dock (usually by backing upwind.)  Put a line handler with the spring line on the dock.  Have the line handler take a full turn around a cleat near where the stern of the boat should end up.  Then with nearly hard over rudder (turning away from the side of the boat with the spring line) adjust the throttle and rudder to bring the boat alongside the dock.

 

 

 

 

 TYING THE BOAT TO THE DOCK

 

 

 

 

 

DOCKING UNDER NON-IDEAL CONDITIONS