Unlubberizing the Single Screw, Part III
 

Here's one for the proofreaders out there. Want to make sure I didn't
get port and starboard accidentally reversed. Get a fresh cup of coffe
if inclined to wade into this. 2500 words. :-)


The Taming of the (Single) Screw, Part III


Readers following this series will recall that in our first two
installments we considered the natural forces of wind and current. We
have also reviewed the mechanical forces we can generate with single
inboard technology to offset or capitalize upon prevailing
environmental forces, and reviewed the effects of these mechanical
forces when backing or turning a boat. In this third installment we
will examine the practical steps involved in bringing a single screw
into a dock or a float.

Let's begin with a reality check. Even the saltiest single screw
boater will occasionally make an awkward landing. Knowledge and
experience will reduce the number of embarrassing incidents. When
conditions are at their worst, knowledge and experience can easily make
the difference between a well-resolved tense situation and a major
insurance claim. However, close quarter maneuvering with a single screw
is a mixture of science and art. Nobody has ever written a set of
docking guidelines that can be applied in finite detail to every single
screw boat in every conceivable condition, nor is such a text likely
ever to appear.

To consider "real world" close quarter maneuvering, it's actually
useful to begin with a fairly unreal example. Examining the steps
required to dock a single screw inboard in rarely encountered
situations where wind and current are both negligible will create a
basis from which to consider the modified techniques required during
the majority of landings and departures.

Docking with calm wind, no current.

Plan and prepare. The proper time to get fenders situated and mooring
lines ready to take or pass ashore is long before one arrives at the
dock. In calm conditions, a fundamental decision will be whether to
dock with port or starboard side against the float or pier. Boaters
with a right hand prop (backs to port) often favor docking port side
to, and boaters with a left hand prop (backs to starboard) typically
prefer to put the starboard side against the dock. Lines and fenders
should be deployed accordingly.

A critical consideration when rigging for a port or starboard landing
will be the type of approach a boat must make to the dock. If the dock
is parallel to the fairway, (such as a breakwater dock or must fuel
docks), it is normally possible to approach an available berth from
either direction- and many single screw boaters will motor past an
available opening, execute a back and fill turn, and then re-approach
with the preferred ("backs to") side of the vessel closest to the
dock. In some cases, (such as a slip at the end of a fairway) a boater
will have no other choice than to make a landing with the "backs
off" side of the boat.

The planning and preparation stages are critical to a successful
docking. Even the best helmsperson will be unnecessarily challenged if
making an approach that disregards the physics of the vessel.

Check reverse

Having once executed a hair-raising U-turn on a crowded day just
outside the Ballard locks, this author can attest to the wisdom of
checking reverse gear before it will be needed to stop the boat.

Begin the approach

Sometime early in my boating experience, a kindly old salt passed along
a rather shopworn homily that surely endures because it is so critical
and succinct: "Never approach the dock any faster than you are
willing to hit it!" After "hitting it" a few times over the
years, I've not yet found any better theory for determining the
optimal approach speed. In calm conditions, idle speed is surely fast
enough and in many cases may be too fast. Some boats make several knots
at idle speed, and will require shifting in and out of gear to control
speed during an approach.

When docking parallel to the fairway, the best approach angle is
typically 15-30 degrees, with the sharper approach required when there
is limited clearance on either end of the available opening. (In
ridiculously tight situations, i.e. putting a 45-foot boat into a
60-foot opening, successful landings often begin with approaches almost
perpendicular to the dock or float and conclude with technique similar
to "wind blowing off the dock" considered below in this same
installment.) But once again, as we are modeling the ideal docking
under ideal conditions let's assume there is room for a traditional,
angled approach.

Approaching a slip that is at a 90-degree angle from the fairway
involves an additional consideration. Most fairways are restricted in
width to the point where an appropriately sized boat will not have the
luxury of a "straight shot" entrance to the slip and arrival at the
dock is often accomplished by executing a moderate curve to achieve the
90-degree change in heading. In such a situation, the best possible
approach will put the dock on the outside of the curve, i.e. a turn to
starboard to enter a perpendicular slip where the landing will be to
port, and once again if given a choice the dock should be on the
"backs to" side of the boat. (Experienced single screw boaters are
often seen going beyond an assigned slip and performing a back-and-fill
turn in the fairway to avoid making a 90 degree turn into a slip that
would put the dock on the inside of the curve).

While it may not be possible to be straightened out completely before
entering a slip at right angles to the fairway, it is useful to be at a
shallow angle before getting too far into the slip. The most critical
consideration when docking in a double slip will be the common presence
of another boat in the other half of the slip. Any decision must be
made so that contact with the neighboring boat will be avoided. One
technique found useful by many boaters is to image the float extended
into the fairway and image during the initial stages of the approach
that one is about to come alongside the imaginary extension.


Take advantage of momentum

When the boat is several feet from the dock, quickly evaluate the
position of the vessel's pivot point. The pivot point is normally
about 1/3 of the way between the stem and the transom- but a prudent
boater will know where this point is on a specific boat before
attempting to dock it. Also take a glance astern to make a final check
for clearance aft.

As the forward quarter of the hull approaches the dock, the rudder is
shifted away from the dock (if docking port side to, the rudder should
be taken hard astarboard). Momentum will continue to carry the vessel
forward until the engine is shifted into reverse and an offsetting
sternway is generated. As long as there is headway, the rudder action
will pivot the bow away from and the stern toward the dock. Reversing
the prop reduces headway and after a very brief moment should bring the
boat to a halt, with "prop walk" tucking the stern nicely against
the float. When docking on the "backs to" side, there is no need to
drive the stern against the float or pier- the prop walk will finish
the job at the same time the boat is brought to a safe and gentle stop.

When the shift of the rudder away from the dock, the use of momentum,
and the influence of prop walk are combined, the boat will stop in
place with a minimum of drama.

Docking "wrong side" to:

Occasions arise when a boat with a right hand prop must land starboard
side to, or when a boat with a left hand prop must land on the port
side. Bringing the "backs from" side to the dock requires a
slightly different technique than landing the "backs to" side as
described above. When landing on the "backs from" beam, it is
usually advisable to approach the float or pier at the lowest possible
speed where control can be maintained and at a very shallow, nearly
parallel angle. Reverse is a useful tool when docking on the "backs
to" side, but on the "backs from" side using reverse will pull
the stern away from the dock. A slower approach minimizes the
self-defeating use of reverse gear when landing wrong side to. Skillful
operators often develop a technique utilizing a very short burst of
power against a rudder hard over and away from the dock to "kick"
the stern into place without regaining headway.



Docking with wind and/or current

The physical movements and coordination required to dock a single screw
inboard when wind or current is not a factor is not much more difficult
than, for example, learning to drive a car or truck with a manual
transmission. Depending upon the winds or currents encountered, single
screw docking techniques must be modified in order to have any
possibility of success. The "standard" procedure for benign
conditions will not produce satisfactory results when there are more
than several knots of wind or even a one-knot current.

Generally speaking, dock "upstream"

During the "plan and prepare" portion of the docking sequence, a
prudent single screw boater will evaluate the prevailing winds and
currents. If there is much wind, it is easy to observe the flags and
burgees of boats already at the dock and determine the direction as
well as the relative strength of the wind. General wind conditions
observed outside the breakwater may not be the same as the breezes
swirling through a marina. Boaters who can find a safe place to take
off all way prior to making final docking decisions can observe the
amount of drift and note how the local current is effecting the boat.
Once a helmsman has determined whether wind or current will be exerting
the greatest force on the boat, it is highly advisable to look for an
approach to the dock that will require the boat to power into the
prevailing force. It is far easier to apply a slight bit of additional
power and make rudder corrections when going "upstream." Consistent
with the principle that we must apply mechanical forces to offset the
environmental conditions, choosing to dock into the prevailing wind or
current allows us to utilize a much broader spectrum of power to
maintain control of the vessel.


Wind blowing or current running parallel to the dock:

If at all possible, approach at a heading with the bow into the wind.
Unless the wind or current is severe, an upstream docking will be very
similar to the no-wind-or-current approach outlined above. If there is
a strong current running, it will tend to carry the entire boat along
with it, and one of the challenges will be the need to sustain forward
momentum throughout the docking. If there is very little current but a
moderate wind, upstream dockers will want to remember that the bow will
come around the pivot point with greater reluctance and the turn may
require slightly more time to occur. A shallower approach angle,
perhaps 15 degrees, will help offset the tendency of the wind to trap
the bow.

Wind blowing or current running onto the dock:

In cases where a boater has a choice, it may be better to go to the
leeward side of the pier or float and make an "upstream" approach.
Such an option will be inconsistently available, so a certain number of
landings will be made on the windward side of a float or pier.

When the wind is of moderate strength or less, it isn't difficult to
make a broadside landing into a slip that is parallel to the fairway.
With fenders deployed, one simply stops the boat in a position parallel
to the float or pier and the wind will push to boat to the dock. By
virtue of the bow's normally taller profile, shoal draft, and lighter
weight, the wind will tend to carry the bow faster than the stern. In
the face of a strong wind it may be advisable to stop with the bow
angled slightly away from the float rather than absolutely parallel,
and when entirely lucky the wind will push the bow into line as it
shoves the hull toward the intended landing.

When landing on the windward side of slip at right angles to the
fairway, it is necessary to remember that for a portion of the approach
the vessel will be beam to the wind, and allow for some sideslip
approaching the float.


Wind blowing or current running off the dock:

Wind blowing off the dock can be frustrating for boaters without a
definite plan, but it need not be unduly difficult. A much more
perpendicular approach will be required to prevent the wind from
carrying off the bow, and in cases where the wind is severe it isn't
unheard of to begin with an almost 90 degree position. Skilled
operators often begin with the stem a few feet from the dock and about
2/3 of the way aft from the front of the intended landing space.
Landing in these conditions can require a decisive use of the throttle.
Set the rudder to pivot the bow toward the front of the slip and power
ahead. Once the boat begins to turn, the wind will tend to keep the bow
off the dock. With some practice, it becomes easy to predict how much
throttle can be applied without hitting the dock.

Once alongside, get lines ashore quickly. In severe conditions it may
be useful to rig an aft leading spring line and make this the first
line fast after landing. If needed, the boat can be powered ahead
against an aft leading spring and thereby held to the dock while other
lines are secured.


When all else fails, say "Gaa gaa".

Learning close quarter maneuvering with a single screw inboard requires
practice, patience, and a plan. Some boaters practice without a plan,
managing only to get very adept at docking and maneuvering awkwardly.
Visualizing the physics involved in the process will allow a boater to
understand why a landing was smooth and successful, or appreciate
exactly what went wrong during the latest embarrassing moment (and we
all have them) at the helm.

Above all, don't forget the magic docking words. (Shame on some our
readers! I meant the "repeatable" docking words.) The magic docking
words are part of the vocabulary of most infants and familiar to us
all. When things go wrong, simply say "Gaa Gaa," remembering that
it's an acronym for "go around again, go around again." The
seasoned pro is not afraid to abort a landing that isn't going well,
back off, and take a second run at it. Nobody will really remember that
it took Joe Doaks two or three attempts to make a decent landing in
some difficult conditions- but they'll never forget the day John Doe
wrecked his own as well as a neighboring boat.

(Now that you're safely at the dock, settle in and watch for Part IV
of this series in our next issue. We will discuss how to get away.)

Unlubberizing the Single Screw, Part III
 

"Short Wave Sportfishing" wrote in message
...

On 29 Oct 2006 21:52:38 -0800, "Chuck Gould"
wrote:

Here's one for the proofreaders out there. Want to make sure I didn't
get port and starboard accidentally reversed. Get a fresh cup of coffe
if inclined to wade into this. 2500 words. :-)


I can't remember if you mentioned this in previous articles, but a
common commentary I use when doing on-the-water instruction is "it's
easier to add momentum than remove it". Just a thought.


"Neutral is your friend".



Outboards are defiantly better at maneuvering than inboards. :)

A statement I might debate, but not now. Packing up and heading home from
the boat.


Eisboch

Unlubberizing the Single Screw, Part III
 

"Eisboch" wrote in message
...

Outboards are defiantly better at maneuvering than inboards. :)

A statement I might debate, but not now. Packing up and heading home from
the boat.


Eisboch


On second thought, I think I'll wait for a while. Just checked the Sagamore
Bridge webcam and traffic is a bit heavy. I'll wait until the commuters get
through.

http://www.capecodlivecam.com/sagamore.shtml

Eisboch

Unlubberizing the Single Screw, Part III
 

"Short Wave Sportfishing" wrote in message
...

Outboards are defiantly better at maneuvering than inboards. :)


A statement I might debate, but not now. Packing up and heading home
from the boat.


Eisboch


On second thought, I think I'll wait for a while. Just checked the
Sagamore Bridge webcam and traffic is a bit heavy. I'll wait until the
commuters get through.



So,

First of all ... before I make a fool of myself ... are you talking singles
or twins?

Eisboch

Unlubberizing the Single Screw, Part III
 

On 29 Oct 2006 21:52:38 -0800, "Chuck Gould"
wrote:

(such as a breakwater dock or must fuel
docks),

typo: must most

Unlubberizing the Single Screw, Part III
 

On 29 Oct 2006 21:52:38 -0800, "Chuck Gould"
wrote:

(if docking port side to, the rudder should
be taken hard astarboard)

I think you meant "hard a starboard" but perhaps "hard to starboard"
would be clearer.

Unlubberizing the Single Screw, Part III
 

"Chuck Gould" wrote in
oups.com:

Now that you're safely at the dock

I always wondered why, if they're going to continue to make it out of this
cheap plastic crap that's as easy to destroy as an eggshell....why can't
they put a big, WIDE rubber bumper, built right into the hull like the cars
have, that you can bang against the nails sticking out of the
dock...without destroying a $900,000 boat....or even a $32,000 boat....or
even a $20,000 boat! The strip should be easily replaceable, built into
its groove it slides right out of after taking off the end cap.

Isn't the price high enough to include an all-around rubber bumper and the
hull reinforcing to support it? They don't have to put wheels and a
suspension system on it like a car, so there should be plenty of profit
left over for the strip, especially at these prices.

Why should you have to hang the equivalent of an old tire over the side to
keep the eggshell hull away from the dock? How stupid.

Larry
--
I sure hope Halloween comes real soon....
I've run out of Halloween candy THREE TIMES SO FAR!

Unlubberizing the Single Screw, Part III
 

On 29 Oct 2006 21:52:38 -0800, "Chuck Gould"
wrote:

The magic docking
words are part of the vocabulary of most infants and familiar to us
all. When things go wrong, simply say "Gaa Gaa," remembering that
it's an acronym for "go around again, go around again." The
seasoned pro is not afraid to abort a landing that isn't going well,
back off, and take a second run at it.

Chuckle.

To which I would add the safe driving slogan: "Leave yourself an out",
so that you have time and space to "go around again". Easier said
than done of course, but a good concept to be thinking about.

Good article(s). I think I see a book coming.

Unlubberizing the Single Screw, Part III
 

"Wayne.B" wrote in message
...

On 29 Oct 2006 21:52:38 -0800, "Chuck Gould"
wrote:

The magic docking
words are part of the vocabulary of most infants and familiar to us
all. When things go wrong, simply say "Gaa Gaa," remembering that
it's an acronym for "go around again, go around again." The
seasoned pro is not afraid to abort a landing that isn't going well,
back off, and take a second run at it.

Chuckle.

To which I would add the safe driving slogan: "Leave yourself an out",
so that you have time and space to "go around again". Easier said
than done of course, but a good concept to be thinking about.

Good article(s). I think I see a book coming.


I was actually congratulated once by a dock watcher following an aborted
stern in docking in Scituate.
Only problem was ... he thought I was leaving.

Eisboch

Unlubberizing the Single Screw, Part III
 

Wayne.B wrote:
On 29 Oct 2006 21:52:38 -0800, "Chuck Gould"
wrote:

(if docking port side to, the rudder should
be taken hard astarboard)

I think you meant "hard a starboard" but perhaps "hard to starboard"
would be clearer.

I agree that "astarboard" looks a bit weird, (and spellchecker doesn't
like it at all), but according to a couple of nautical dictionaries I
keep on hand "aport" and "astarboard" are the correct spellings. I'll
consider changing it.

Unlubberizing the Single Screw, Part III
 

Short Wave Sportfishing wrote:
On 29 Oct 2006 21:52:38 -0800, "Chuck Gould"
wrote:

Here's one for the proofreaders out there. Want to make sure I didn't
get port and starboard accidentally reversed. Get a fresh cup of coffe
if inclined to wade into this. 2500 words. :-)

A critical consideration when rigging for a port or starboard landing
will be the type of approach a boat must make to the dock. If the dock
is parallel to the fairway, (such as a breakwater dock or must

must/most

fuel
docks), it is normally possible to approach an available berth from
either direction.

~~


Oops. Thanks for that. I type almost half as fast as a lot of people
talk, and a few missed strokes show up in the text. I normally blame
errors noticed post publication on a (fictional) editorial assistant I
call Miss Prince. Everybody needs an editor, and mine is Julie Andersen
who edits our sister magazine up in BC. She is very good, and always
makes me look a lot more accurate than I really am. :-)





Begin the approach

Sometime early in my boating experience, a kindly old salt passed along
a rather shopworn homily that surely endures because it is so critical
and succinct: "Never approach the dock any faster than you are
willing to hit it!" After "hitting it" a few times over the
years, I've not yet found any better theory for determining the
optimal approach speed. In calm conditions, idle speed is surely fast
enough and in many cases may be too fast. Some boats make several knots
at idle speed, and will require shifting in and out of gear to control
speed during an approach.

I can't remember if you mentioned this in previous articles, but a
common commentary I use when doing on-the-water instruction is "it's
easier to add momentum than remove it". Just a thought.


~~ I don't mean to be overly critical, but the following sentence
seems overly complicated - perhaps replace image with imagine? ~~
One
technique found useful by many boaters is to image the float extended
into the fairway and image during the initial stages of the approach
that one is about to come alongside the imaginary extension.


Thanks again. That was sloppy. The first incorrect use of the word
"image" has been mofied to "visualize" and the second corrected to
imagine. (I normally try to avoid the use of the same verb twice in the
same sentence).



I didn't notice anything egregious with the rest of it although I
would make one comment.

Outboards are defiantly better at maneuvering than inboards. :)

We will discuss how to get away.

Would that be after you wreck the dock and surrounding boats? :)
--

"What the hell's the deal with this newsgroup...
is there a computer terminal in the day room of
some looney bin somewhere?"

Bilgeman - circa 2004

Unlubberizing the Single Screw, Part III
 

Larry wrote:
"Chuck Gould" wrote in
oups.com:

Now that you're safely at the dock

I always wondered why, if they're going to continue to make it out of this
cheap plastic crap that's as easy to destroy as an eggshell....why can't
they put a big, WIDE rubber bumper, built right into the hull like the cars
have, that you can bang against the nails sticking out of the
dock...without destroying a $900,000 boat....or even a $32,000 boat....or
even a $20,000 boat! The strip should be easily replaceable, built into
its groove it slides right out of after taking off the end cap.


Some of the more traditional boats have a "rub rail". Mine is 3-4" wide
and made out of teak.
And, in 20-some years it has acquired a few "scars" here and there.
Even so, I always use fenders as would almost anybody using a boat with
a large rubber strip like you describe above.

Docks and floats are at different heights, and there are applications
such as rafting off another vessel or "fending off" a lock wall ( and
that's where the term "fenders" orginated- not on something built in
Detroit) where the contact points will be at a variety of locations.

The problem with using a rubber surface is that it would need to cover
most of the side of the boat to be effective in every conceivable
situation.

Unlubberizing the Single Screw, Part III
 

Two points:

To me, an equally important aspect of docking (especially single screw) is
line handling. Talking about these maneuvers without giving equal time to
various line handling techniques is apt to give the impression that the job
is all in the hands of the guy at the controls and lines are only used to
secure the vessel after it's alongside. (I realize you are mainly discussing
"mechanical" maneuvers but feel a strong need to see some line handling
given good mention).

Stbd side too, right hand prop..... I frequently do this maneuver with ships
(one tug forward) and consider it a tough one. However, the main thing I
keep in mind is to be making a slow left turn on final approach so that when
I kick it astern to stop, the propwalk also stops the turn and I end up in
position, parallel to the dock.....BG It's pure "eyeball" and not always
perfect. Keep in mind, the type of dock you are coming alongside, plus your
own boats hull may have an affect on your boat's response to backing (coming
alongside a solid wall dock, backing, wash may act as a cushion.)

Once again, good article.

otn

"Chuck Gould" wrote in message
oups.com...
Here's one for the proofreaders out there. Want to make sure I didn't
get port and starboard accidentally reversed. Get a fresh cup of coffe
if inclined to wade into this. 2500 words. :-)


The Taming of the (Single) Screw, Part III


Readers following this series will recall that in our first two
installments we considered the natural forces of wind and current. We
have also reviewed the mechanical forces we can generate with single
inboard technology to offset or capitalize upon prevailing
environmental forces, and reviewed the effects of these mechanical
forces when backing or turning a boat. In this third installment we
will examine the practical steps involved in bringing a single screw
into a dock or a float.

Let's begin with a reality check. Even the saltiest single screw
boater will occasionally make an awkward landing. Knowledge and
experience will reduce the number of embarrassing incidents. When
conditions are at their worst, knowledge and experience can easily make
the difference between a well-resolved tense situation and a major
insurance claim. However, close quarter maneuvering with a single screw
is a mixture of science and art. Nobody has ever written a set of
docking guidelines that can be applied in finite detail to every single
screw boat in every conceivable condition, nor is such a text likely
ever to appear.

To consider "real world" close quarter maneuvering, it's actually
useful to begin with a fairly unreal example. Examining the steps
required to dock a single screw inboard in rarely encountered
situations where wind and current are both negligible will create a
basis from which to consider the modified techniques required during
the majority of landings and departures.

Docking with calm wind, no current.

Plan and prepare. The proper time to get fenders situated and mooring
lines ready to take or pass ashore is long before one arrives at the
dock. In calm conditions, a fundamental decision will be whether to
dock with port or starboard side against the float or pier. Boaters
with a right hand prop (backs to port) often favor docking port side
to, and boaters with a left hand prop (backs to starboard) typically
prefer to put the starboard side against the dock. Lines and fenders
should be deployed accordingly.

A critical consideration when rigging for a port or starboard landing
will be the type of approach a boat must make to the dock. If the dock
is parallel to the fairway, (such as a breakwater dock or must fuel
docks), it is normally possible to approach an available berth from
either direction- and many single screw boaters will motor past an
available opening, execute a back and fill turn, and then re-approach
with the preferred ("backs to") side of the vessel closest to the
dock. In some cases, (such as a slip at the end of a fairway) a boater
will have no other choice than to make a landing with the "backs
off" side of the boat.

The planning and preparation stages are critical to a successful
docking. Even the best helmsperson will be unnecessarily challenged if
making an approach that disregards the physics of the vessel.

Check reverse

Having once executed a hair-raising U-turn on a crowded day just
outside the Ballard locks, this author can attest to the wisdom of
checking reverse gear before it will be needed to stop the boat.

Begin the approach

Sometime early in my boating experience, a kindly old salt passed along
a rather shopworn homily that surely endures because it is so critical
and succinct: "Never approach the dock any faster than you are
willing to hit it!" After "hitting it" a few times over the
years, I've not yet found any better theory for determining the
optimal approach speed. In calm conditions, idle speed is surely fast
enough and in many cases may be too fast. Some boats make several knots
at idle speed, and will require shifting in and out of gear to control
speed during an approach.

When docking parallel to the fairway, the best approach angle is
typically 15-30 degrees, with the sharper approach required when there
is limited clearance on either end of the available opening. (In
ridiculously tight situations, i.e. putting a 45-foot boat into a
60-foot opening, successful landings often begin with approaches almost
perpendicular to the dock or float and conclude with technique similar
to "wind blowing off the dock" considered below in this same
installment.) But once again, as we are modeling the ideal docking
under ideal conditions let's assume there is room for a traditional,
angled approach.

Approaching a slip that is at a 90-degree angle from the fairway
involves an additional consideration. Most fairways are restricted in
width to the point where an appropriately sized boat will not have the
luxury of a "straight shot" entrance to the slip and arrival at the
dock is often accomplished by executing a moderate curve to achieve the
90-degree change in heading. In such a situation, the best possible
approach will put the dock on the outside of the curve, i.e. a turn to
starboard to enter a perpendicular slip where the landing will be to
port, and once again if given a choice the dock should be on the
"backs to" side of the boat. (Experienced single screw boaters are
often seen going beyond an assigned slip and performing a back-and-fill
turn in the fairway to avoid making a 90 degree turn into a slip that
would put the dock on the inside of the curve).

While it may not be possible to be straightened out completely before
entering a slip at right angles to the fairway, it is useful to be at a
shallow angle before getting too far into the slip. The most critical
consideration when docking in a double slip will be the common presence
of another boat in the other half of the slip. Any decision must be
made so that contact with the neighboring boat will be avoided. One
technique found useful by many boaters is to image the float extended
into the fairway and image during the initial stages of the approach
that one is about to come alongside the imaginary extension.


Take advantage of momentum

When the boat is several feet from the dock, quickly evaluate the
position of the vessel's pivot point. The pivot point is normally
about 1/3 of the way between the stem and the transom- but a prudent
boater will know where this point is on a specific boat before
attempting to dock it. Also take a glance astern to make a final check
for clearance aft.

As the forward quarter of the hull approaches the dock, the rudder is
shifted away from the dock (if docking port side to, the rudder should
be taken hard astarboard). Momentum will continue to carry the vessel
forward until the engine is shifted into reverse and an offsetting
sternway is generated. As long as there is headway, the rudder action
will pivot the bow away from and the stern toward the dock. Reversing
the prop reduces headway and after a very brief moment should bring the
boat to a halt, with "prop walk" tucking the stern nicely against
the float. When docking on the "backs to" side, there is no need to
drive the stern against the float or pier- the prop walk will finish
the job at the same time the boat is brought to a safe and gentle stop.

When the shift of the rudder away from the dock, the use of momentum,
and the influence of prop walk are combined, the boat will stop in
place with a minimum of drama.

Docking "wrong side" to:

Occasions arise when a boat with a right hand prop must land starboard
side to, or when a boat with a left hand prop must land on the port
side. Bringing the "backs from" side to the dock requires a
slightly different technique than landing the "backs to" side as
described above. When landing on the "backs from" beam, it is
usually advisable to approach the float or pier at the lowest possible
speed where control can be maintained and at a very shallow, nearly
parallel angle. Reverse is a useful tool when docking on the "backs
to" side, but on the "backs from" side using reverse will pull
the stern away from the dock. A slower approach minimizes the
self-defeating use of reverse gear when landing wrong side to. Skillful
operators often develop a technique utilizing a very short burst of
power against a rudder hard over and away from the dock to "kick"
the stern into place without regaining headway.



Docking with wind and/or current

The physical movements and coordination required to dock a single screw
inboard when wind or current is not a factor is not much more difficult
than, for example, learning to drive a car or truck with a manual
transmission. Depending upon the winds or currents encountered, single
screw docking techniques must be modified in order to have any
possibility of success. The "standard" procedure for benign
conditions will not produce satisfactory results when there are more
than several knots of wind or even a one-knot current.

Generally speaking, dock "upstream"

During the "plan and prepare" portion of the docking sequence, a
prudent single screw boater will evaluate the prevailing winds and
currents. If there is much wind, it is easy to observe the flags and
burgees of boats already at the dock and determine the direction as
well as the relative strength of the wind. General wind conditions
observed outside the breakwater may not be the same as the breezes
swirling through a marina. Boaters who can find a safe place to take
off all way prior to making final docking decisions can observe the
amount of drift and note how the local current is effecting the boat.
Once a helmsman has determined whether wind or current will be exerting
the greatest force on the boat, it is highly advisable to look for an
approach to the dock that will require the boat to power into the
prevailing force. It is far easier to apply a slight bit of additional
power and make rudder corrections when going "upstream." Consistent
with the principle that we must apply mechanical forces to offset the
environmental conditions, choosing to dock into the prevailing wind or
current allows us to utilize a much broader spectrum of power to
maintain control of the vessel.


Wind blowing or current running parallel to the dock:

If at all possible, approach at a heading with the bow into the wind.
Unless the wind or current is severe, an upstream docking will be very
similar to the no-wind-or-current approach outlined above. If there is
a strong current running, it will tend to carry the entire boat along
with it, and one of the challenges will be the need to sustain forward
momentum throughout the docking. If there is very little current but a
moderate wind, upstream dockers will want to remember that the bow will
come around the pivot point with greater reluctance and the turn may
require slightly more time to occur. A shallower approach angle,
perhaps 15 degrees, will help offset the tendency of the wind to trap
the bow.

Wind blowing or current running onto the dock:

In cases where a boater has a choice, it may be better to go to the
leeward side of the pier or float and make an "upstream" approach.
Such an option will be inconsistently available, so a certain number of
landings will be made on the windward side of a float or pier.

When the wind is of moderate strength or less, it isn't difficult to
make a broadside landing into a slip that is parallel to the fairway.
With fenders deployed, one simply stops the boat in a position parallel
to the float or pier and the wind will push to boat to the dock. By
virtue of the bow's normally taller profile, shoal draft, and lighter
weight, the wind will tend to carry the bow faster than the stern. In
the face of a strong wind it may be advisable to stop with the bow
angled slightly away from the float rather than absolutely parallel,
and when entirely lucky the wind will push the bow into line as it
shoves the hull toward the intended landing.

When landing on the windward side of slip at right angles to the
fairway, it is necessary to remember that for a portion of the approach
the vessel will be beam to the wind, and allow for some sideslip
approaching the float.


Wind blowing or current running off the dock:

Wind blowing off the dock can be frustrating for boaters without a
definite plan, but it need not be unduly difficult. A much more
perpendicular approach will be required to prevent the wind from
carrying off the bow, and in cases where the wind is severe it isn't
unheard of to begin with an almost 90 degree position. Skilled
operators often begin with the stem a few feet from the dock and about
2/3 of the way aft from the front of the intended landing space.
Landing in these conditions can require a decisive use of the throttle.
Set the rudder to pivot the bow toward the front of the slip and power
ahead. Once the boat begins to turn, the wind will tend to keep the bow
off the dock. With some practice, it becomes easy to predict how much
throttle can be applied without hitting the dock.

Once alongside, get lines ashore quickly. In severe conditions it may
be useful to rig an aft leading spring line and make this the first
line fast after landing. If needed, the boat can be powered ahead
against an aft leading spring and thereby held to the dock while other
lines are secured.


When all else fails, say "Gaa gaa".

Learning close quarter maneuvering with a single screw inboard requires
practice, patience, and a plan. Some boaters practice without a plan,
managing only to get very adept at docking and maneuvering awkwardly.
Visualizing the physics involved in the process will allow a boater to
understand why a landing was smooth and successful, or appreciate
exactly what went wrong during the latest embarrassing moment (and we
all have them) at the helm.

Above all, don't forget the magic docking words. (Shame on some our
readers! I meant the "repeatable" docking words.) The magic docking
words are part of the vocabulary of most infants and familiar to us
all. When things go wrong, simply say "Gaa Gaa," remembering that
it's an acronym for "go around again, go around again." The
seasoned pro is not afraid to abort a landing that isn't going well,
back off, and take a second run at it. Nobody will really remember that
it took Joe Doaks two or three attempts to make a decent landing in
some difficult conditions- but they'll never forget the day John Doe
wrecked his own as well as a neighboring boat.

(Now that you're safely at the dock, settle in and watch for Part IV
of this series in our next issue. We will discuss how to get away.)

Unlubberizing the Single Screw, Part III
 

"Short Wave Sportfishing" wrote in message
...
On Mon, 30 Oct 2006 07:15:20 -0500, "Eisboch"
wrote:

First of all ... before I make a fool of myself ... are you talking
singles
or twins?

Either or.


Ok. Twins. Although I have no experience handling twin outboards, I've
often observed docking techniques, particularly stern in, of boats equipped
with them. It seems to me that because of the lack of distance between the
engines and props, they have a harder time pivoting to maneuver. Even
though you have the advantage of vectored thrust, the boats I've seen still
seem to struggle to pivot without also moving forward or backward.

Twin inboards seem to have a big advantage in this regard. I can pivot the
boat ... or even move it sideways without any fore or aft movement.

Eisboch

Unlubberizing the Single Screw, Part III
 

"Eisboch" wrote in message
...

"Short Wave Sportfishing" wrote in message
...
On Mon, 30 Oct 2006 07:15:20 -0500, "Eisboch"
wrote:

First of all ... before I make a fool of myself ... are you talking
singles
or twins?

Either or.


Ok. Twins. Although I have no experience handling twin outboards, I've
often observed docking techniques, particularly stern in, of boats
equipped with them. It seems to me that because of the lack of distance
between the engines and props, they have a harder time pivoting to
maneuver. Even though you have the advantage of vectored thrust, the
boats I've seen still seem to struggle to pivot without also moving
forward or backward.

Twin inboards seem to have a big advantage in this regard. I can pivot
the boat ... or even move it sideways without any fore or aft movement.

Eisboch



Twin I/O's with counter rotating props also handle nicely. I was able to
pivot a full 180 in tight channels with no effort.

Unlubberizing the Single Screw, Part III
 

otnmbrd wrote:
Two points:

To me, an equally important aspect of docking (especially single screw) is
line handling. Talking about these maneuvers without giving equal time to
various line handling techniques is apt to give the impression that the job
is all in the hands of the guy at the controls and lines are only used to
secure the vessel after it's alongside. (I realize you are mainly discussing
"mechanical" maneuvers but feel a strong need to see some line handling
given good mention).


otn


You're right.

Still on the agenda for this series is a discussion of getting away
from a mooring, sme paragraphs about line handling (including the
strategic use of spring lines in challenging situations), and finally
some considerations regarding bow and stern thrusters. The line
handling and thruster items will be introduced last, as only some of
the line handling considerations are specific to single screw operation
and it can be argued that with the addition of thrusters a boat is no
longer purely a "single".

Unlubberizing the Single Screw, Part III
 

" JimH" not telling you @ pffftt.com wrote in message
. ..


Twin I/O's with counter rotating props also handle nicely. I was able to
pivot a full 180 in tight channels with no effort.


So will a twin outboard ... very similar ... but I'll betcha if we had a
"pivoting" drag race, a twin inboard would turn faster with less throttle.
The props are typically spaced further apart and they are closer to the
pivot point, unlike an I/O or outboard where they are hung far back on the
stern.

Eisboch

Unlubberizing the Single Screw, Part III
 

"Eisboch" wrote in message
...

" JimH" not telling you @ pffftt.com wrote in message
. ..


Twin I/O's with counter rotating props also handle nicely. I was able to
pivot a full 180 in tight channels with no effort.


So will a twin outboard ... very similar ... but I'll betcha if we had a
"pivoting" drag race, a twin inboard would turn faster with less
throttle. The props are typically spaced further apart and they are closer
to the pivot point, unlike an I/O or outboard where they are hung far back
on the stern.

Eisboch


I agree.

Unlubberizing the Single Screw, Part III
 

"Short Wave Sportfishing" wrote in message
...
On Mon, 30 Oct 2006 16:25:00 -0500, "Eisboch" wrote:


"Short Wave Sportfishing" wrote in message
. ..
On Mon, 30 Oct 2006 07:15:20 -0500, "Eisboch"
wrote:

First of all ... before I make a fool of myself ... are you talking
singles
or twins?

Either or.


Ok. Twins. Although I have no experience handling twin outboards, I've
often observed docking techniques, particularly stern in, of boats
equipped
with them. It seems to me that because of the lack of distance between
the
engines and props, they have a harder time pivoting to maneuver. Even
though you have the advantage of vectored thrust, the boats I've seen
still
seem to struggle to pivot without also moving forward or backward.

It's a common mistake for twin outboard owners to treat their engines
as two separate engines exactly because of that reason. Because of
their proximity, it is much easier to treat them as one or even use
one engine to maneuver when maneuvering.

When I'm in instructor mode, I always make the owner show how they
make a 180 and nine times out of ten, they will put one in reverse,
one in forward and attempt to spin the boat around without using the
wheel. And it never works. Good object lesson.

If they knew what they were doing it should work. I never used the wheel
when sterning in or pivoting....just make sure the drives are perpendicular
to the transom. ;-)

Unlubberizing the Single Screw, Part III
 

"Short Wave Sportfishing" wrote in message
...

On Mon, 30 Oct 2006 16:25:00 -0500, "Eisboch" wrote:



It's a common mistake for twin outboard owners to treat their engines
as two separate engines exactly because of that reason. Because of
their proximity, it is much easier to treat them as one or even use
one engine to maneuver when maneuvering.

When I'm in instructor mode, I always make the owner show how they
make a 180 and nine times out of ten, they will put one in reverse,
one in forward and attempt to spin the boat around without using the
wheel. And it never works. Good object lesson.

I teach it two ways: First is to put one engine in gear (forward or
reverse) and use the other to control the docking or maneuvering
aspect. It takes some practice to get the idea, but normally, if you
use the engine opposite the dock as the reverse engine, it brings a
counter to the use of the dockside engine to provide thrust forward or
reverse.

The second way it to leave one engine, the one opposite the dock, in
neutral and use one engine for maneuvering. An alternative would be
to put both engines in reverse or forward and treat them as one -
that's the preferred method as far as I'm concerned until you get used
to the whole twin outboard concept.

Another issue with outboards is trim angle to the stern. If they
don't trim the drives down to the same plane as the stern, they lose
some reverse thrust because the engine are trying to force the stern
up instead of providing direction.

Twin inboards seem to have a big advantage in this regard. I can pivot
the
boat ... or even move it sideways without any fore or aft movement.

I agree that there are things you can't do with outboards that you can
do with inboards but I wouldn't consider it as significant.



Obviously the difference is technique, understanding the thrust mechanics
and individual skills. For twin inboards I think it is best to think of the
engines/props as being individual and adjustable tools when close quarter
maneuvering.

I'd be a mess for a while with twin outboards or I/O's. But, I am awesome
with a single outboard, like on the Scout. I head for the dock at a 45
degree angle, put it in neutral to drift in, hard to port or starboard (as
required), reverse and a little "pop" of the throttle and the stern slides
right over. I am there.

Unless I screw up.

Eisboch

Unlubberizing the Single Screw, Part III
 

"Chuck Gould" wrote in
oups.com:

The problem with using a rubber surface is that it would need to cover
most of the side of the boat to be effective in every conceivable
situation.



Why not? We can cover the whole side of the boat from 6" over the
waterline to the gunwale, like we're doing to the cars. A secondary
benefit of that is far less gelcoat to turn chalky that has to be polished
off. Make the whole side above the waterline one big padded bumper that
never needs to be tied off to the handrail or falls overboard when trying
to retrieve it as you pull away from the dock.

I don't think it would make the fender manufacturers too happy. But, then
again, THEY have the technology and materials to make the padded hull!

Larry
--
I sure hope Halloween comes real soon....
I've run out of Halloween candy THREE TIMES SO FAR!

Unlubberizing the Single Screw, Part III
 

"Short Wave Sportfishing" wrote in message
...
On Mon, 30 Oct 2006 06:58:02 -0500, "Eisboch"
wrote:


"Short Wave Sportfishing" wrote in message
. ..

On 29 Oct 2006 21:52:38 -0800, "Chuck Gould"
wrote:

Here's one for the proofreaders out there. Want to make sure I didn't
get port and starboard accidentally reversed. Get a fresh cup of coffe
if inclined to wade into this. 2500 words. :-)


I can't remember if you mentioned this in previous articles, but a
common commentary I use when doing on-the-water instruction is "it's
easier to add momentum than remove it". Just a thought.

"Neutral is your friend".

Exactly, I developed a habit very early on of stopping completely and
observing the conditions before I made any attempt to dock a boat.

Outboards are defiantly better at maneuvering than inboards. :)

A statement I might debate, but not now.

Bring it on. :)
--

"What the hell's the deal with this newsgroup...
is there a computer terminal in the day room of
some looney bin somewhere?"

Bilgeman - circa 2004\


When in trouble, your throttle is your friend.