Wind
and Water Magazine
(Land's End Sailing on-line magazine
featuring articles on the cruising life) previous articles can be found in the archives
The Secrets
of Stress Free Docking
by Marco Coda
While
docking does not need to be stressful, it unfortunately is for too
many sailors. Just the thought of it can discourage many people from
enjoying a great day on the water. The stress increases dramatically
as wind and sea conditions deteriorate. It does not need to be this
way. Armed with a bit of knowledge, some practice and a well thought
out plan of action dockings will become easier every time until
docking stress is all but eliminated.
Both
arrivals and departures must be strategically planned for to achieve
success. For arrivals the plan of action can be broken into
five areas: the overall plan, preparation, final approach, the
landing and finally mooring the vessel securely.
1.
Overall Plan: consider helps and hindrances. Which way
will prop walk pull the stern? Where is the wind? Ahead, astern,
off the dock or on the dock? How will the wind affect the boat?
How much speed will be required to maintain steerage way? What
about current? In addition consider a bow in or stern in
approach. It can sometimes be easier in certain wind
conditions to dock stern in.
2.
Preparation: an excellent first step in reducing
docking stress is to have the boat and crew fully prepared well in
advance of the final approach. Ensure fenders are placed in
the correct location and at the appropriate height (amidships, at
the widest part of the boat just above the water). Check that dock
lines are correctly placed on the cleats and more importantly led
fairly on the outside of the pushpit, pulpit, lifelines and
shrouds. Brief the crew, this means assigning jobs and ensuring
that the crew placement is correct, that the crew is aware of the
importance of ‘stepping off’ the boat not jumping and that a
crew member has been assigned roving fender duty and that they
understand their responsibility. If entering an unfamiliar marina
setting up both sides of the boat with lines and fenders opens up
your options and it eliminates the last minute panic of switching
everything over to the other side at the last second, another
stress inducer.
3.
Approach: the angle of approach appropriate to the conditions
is crucial. Trying to come in lined up with the dock is either all
right or all wrong. Always approach at an angle appropriate to the
conditions. Generally the angle will be somewhere between 35º
- 45º. The direction of the wind will be a large factor to
consider, the direction and amount of prop walk will be another.
If the wind is blowing off the dock the angle will typically be
steeper as the bow stands a good chance of being blown off.
If the wind is blowing onto the dock conversely the angle will be
shallower so the bow doesn’t get blown onto the dock as the boat
slows on final approach. Boat speed should be as slow as possible
for the conditions but still allow the boat to answer the helm,
this is called steerage way. Few things increase docking stress
like too much speed in the tight quarters of most marinas.
4. Landing: it is the helm’s
responsibility to stop the boat when alongside. Unless in an
emergency the boat should always be stopped using the engine not
the lines. Line handlers should be positioned amidships with lines
in hand, if the crew is large enough a third crew member should
stand by with a roving fender (not a boat hook). Depending on
preference crew may ‘step off’ when safe to do so or may be
ordered off by the helm. If short handed a correctly placed spring
line will help keep the boat parallel to the dock as the bow and
stern lines are secured.
5.
Mooring: the helm should stay at the controls holding the
boat on station until the vessel is secure. The line handlers then
cleat the bow and stern lines followed by the spring lines.
It is important that the line handlers work together to position
the vessel parallel to the dock. It is normal for the bow to
be quite a distance from the dock. The degree will vary from
boat to boat. It is also safer and easier to get on and off
the boat if the gate is close to the dock.
Departures
need to be planned just as carefully. The steps are similar with a
couple of exceptions; casting off and the departure from the dock
itself.
1.
Overall Plan: determine whether the departure will be bow out
or stern out. As with the arrival the departure will be at an
angle. Once again consider wind, current, traffic, proximity to
other moored boats. As with the arrival backing out is
sometimes the more desirable option given certain conditions.
The main concern at this point is that since the boat pivots
around it’s keel it is next to impossible to leave the dock
while parallel.
2.
Preparation: if necessary the crew should be assigned tasks
and properly briefed. The engine should be running and the line
handlers begin untying on command from the helm, beginning with
casting off spring lines. At this point the boat is free to move
fore and aft and must be kept on station by the helm. The bow and
stern lines are then readied for casting off. This means untying
knots and standing by with the line wrapped half way around a
cleat, the remaining length of line should be coiled and held in
one hand to eliminate tripping on it when boarding.
3.
Casting Off: If leaving bow out the bow line is cast off
first and the stern line is hardened pulling the stern onto a
roving fender. This places the bow at a desirable departure angle.
Upon casting off the stern line the helm must be momentarily kept
centred to prevent the stern from hitting the dock. Once the stern
is clear of the dock the turn can be sharpened. If leaving
stern first prop walk must be considered and then the departure
angle modified, more if the prop walk works against you less if it
works for you The bow line will be hardened pulling the bow onto a
roving fender. On the order to cast of f the crew casts off
and boards the boat amidships by stepping over the lifelines using
the shrouds for support. It is important that the crew use a sense
of urgency when boarding as the helm can only achieve control by
making way through the water and will be at the mercy of the wind
until then.
4. Pulling Away: ensure that traffic is
clear before giving the final order to cast off. Use only as much
speed as required to achieve steerage way. if in reverse power
will have to be applied until the vessel answers the helm and then
reduced to steerage way. If prop walk is more pronounced one
option is to apply reverse propulsion in bursts switching to
neutral in between. It is important to understand there must
be adequate water flow over the rudder for the vessel to answer
the helm. In reverse this is achieved by boat speed alone,
there is no wash over the rudder as in forward.
Spending some time practicing these strategies
will pay great dividends in the future. Consider also taking a docking
clinic, the cost will be negligible compared to the confidence
gained. Either way taking the boat out for a day or a week will
become far more enjoyable without the gray cloud of docking stress
hovering overhead.
Spending some time practicing these strategies
will pay great dividends in the future. Consider also taking a docking
clinic, the cost will be negligible compared to the confidence
gained. Either way taking the boat out for a day or a week will
become far more enjoyable without the gray cloud of docking stress
hovering overhead.
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Revised: April 11, 2009
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