First ride: Boston Whaler 405 Conquest autonomous docking prototype

It isn’t money or time. Rather, the number one reason people haven’t yet become boaters is that they’re uncomfortable with the idea of having to bring their vessel back to the dock.

The fear of losing control to an unexpected gust of wind, or perhaps an unseen wake from a passing vessel simply makes people nervous. 

It’s a particularly strong fear among people who grew up without a boat in the family, and for whom the entire idea of boating is new and unfamiliar. No one wants to become that guy in some YouTube video.

Assisted docking systems that can bring the boat those final few yards into the slip address those fears, and will be key to growing participation in boating in the years ahead. 

That’s exactly why so many companies are racing to develop their own assisted docking platforms – including boating industry titans such as Brunswick Corporation, the name behind global brands including marine engine specialist Mercury, boat brands Sea Ray and Boston Whaler, and marine electronics group CZone.

The largest boat and engine builder in the world, Brunswick was one of the first marine industry companies to work on developing an assisted docking platform, partnering with Raymarine in 2019 to integrate a version of its DockSense technology into Mercury’s joystick piloting platform. 

Much has changed in the world since 2019, including Brunswick’s acquisition of electronics giant Navico in 2021 and considerable new R&D aimed at developing its own autonomous docking platform. 

We've seen Brunswick's automated docking system before, but by August 2023 the company was ready to unveil its latest auto docking prototype to a handful of media – me included – so I hopped on a jet and made my way to New York for a first-hand look.

You don’t need to skip to the end of the story because I’ll tell you right now – it really works, and it works really well.

Brunswick’s as-yet-unnamed system uses a pair of differential GPS GNSS receivers (these can tap into land- or satellite-based GPS systems to gain a more accurate idea of where they are) and a series of stereoscopic cameras that act like eyes to ‘see’ the boat’s exact proximity to other objects such as docks, piers, sea walls and other boats, both docked and underway. 

But beyond simple object recognition, it also can incorporate machine learning algorithms and make decisions for course and speed to bring the vessel to a pre-selected slip. 

The combination of situational awareness and navigational decision-making allows the system to neatly manoeuvre around obstacles and bring the vessel to the dock, says Brandon Ferriman, program director for Brunswick’s Autonomy and ADAS (Advanced Driver Assistance Systems) programs. 

“Differential GPS is extremely accurate, but once we’re close to the dock the stereoscopic cameras become invaluable,” he says. 

“We use stereo cameras because they can perceive depth, just like having two eyes. They're able to see we're coming up to an object and track it as the boat approaches. 

“We're simultaneously getting the input from the GPS sensors of where we are on the map. Coordinating all of this is a very advanced, high-performance computer to analyse that data.”

Brunswick’s prototype system was fitted to a Boston Whaler 405 Conquest, a 12.6-metre multi-engined sport cabin cruiser. A large Simrad display mounted on the passenger console gave an overview of how the system was working. 

The boat, and the surrounding docks at Pier 58 in Chelsea, were clearly displayed from an overhead map vantage point, along with multiple camera inputs. 

Selecting a random point in the open water off the docks, Ferriman then tapped the GO button onscreen, crossed his arms across his chest and turned away from the helm to make it perfectly clear that it was the boat doing the driving. 

The three Mercury 600s on the transom hummed to life and the big Whaler obediently crabbed sideways off the pier, executed a very tight 90-degree turn stern-first, and backed slowly toward the open water through a very confined channel packed with big yachts. 

“This might be one of the tightest slips in the whole place right now with all the large yachts in town at the moment,” Ferriman says. 

But as the onscreen cameras showed, and my own rapid glances out the pilothouse windows confirmed, the Whaler continued backing clear of the slip and into the open water on its prescribed route, making immediate corrections for occasional wind gusts.

After taking a few moments to discuss technical milestones in the system’s development while we drifted in the breeze, Ferriman asked if I was ready to return to the slip. 

Another quick tap on the screen had the boat gliding back toward its congested parking space, Ferriman again standing back from the helm, his hands tucked into his pockets rather than holding the wheel. 

The approaching wake from a passing Staten Island ferry promised to make things a lot more interesting as the Whaler slowly approached the point of having to make its dogleg turn for the slip.

It arrived right on cue, the Whaler midway through a super-tight 90-degree turn. 

The three big Mercs huffed matter-of-factly to counter the wake’s push, holding the boat right on course. 

As I watched, the wake hit the pier and bounced back to strike the boat a second time. Again the Mercs hummed in defiance, and the big Whaler calmly continued on its way, easing up parallel to the slip before holding just short of the dock. 

Giving the screen a final tap to confirm the ‘Go to dock’ command, Ferriman and I watched as the software brought the boat close enough to the slip that I probably could have spanned the remaining gap with my iPhone. Lines secured, engines off, all without ever touching the wheel.

All in all, it’s pretty damn impressive.

Even so, Ferriman emphasised that the system remains an early prototype, with further work to be done. 

“Our timeline is to bring this to market in 2025,” he says. “This prototype is pretty close in terms of development, so what we have to do now is fine-tune it and validate it all through real-world use. 

“I came from the automotive industry and led a project with a car company requiring validation over one million kilometres, so we had about 30 cars running seven days a week, going through all environments and geographic locations. 

“We want to replicate something along those lines in the marine world for two primary reasons. 

“First, Brunswick is putting its name on it, so it has to work as it should. Secondly, we’re asking the boat driver to give up some control, so it is imperative we’re putting a safe product out there. 

“Of course, the owner can reclaim control at any time by just turning the wheel or moving the joystick, but that shouldn’t be required.”

So what further tweaks remain? The software is inherently cautious, perhaps to the point some experienced boaters could find it a bit slow-moving and tentative. 

While that’s unlikely to be a worry for the less experienced boat buyers it targets, old salts sharing marina space with them might wish the system were a little more confident and quicker in use. 

Otherwise, there’s not much to fault.

Brunswick’s docking assist component marks the first step toward a more fully autonomous operating platform, says Brett Dibkey, Brunswick Corp’s executive vice-president and division president of Navico Group. 

“It's a starting point on the platform,” he says. “We’re on a journey with autonomy, and auto docking is the first step in that journey. 

“This provides the framework for the integration of all of the technology that we have in our portfolio, from radar and GPS and sonar, plus the full integration with Mercury engines, to really transform the entire boating experience from end to end. 

“From getting off the dock out on the water to navigating around obstacles, anchoring, returning to the dock at the end of the day, all those things are within reach now,” Dibkey says. 

“That thousand-mile journey begins with a single step, and this is more of a giant leap.”