Abstract:
A roller assembly facilitates travel of a watercraft hull on a floating dock having a longitudinal, keel-receiving valley with a pair of flanking ridges supporting opposite sides of the hull during docking and launching of the craft. Pockets in the ridges contain wheels mounted on circumferential planes parallel to the ridges for rotation on axles seated in the pockets. The upper portions of the wheels protrude above the crests of the ridges and the axle end bearing portions cooperate with the seats in the pockets to list the circumferential planes toward the valley and approximately perpendicular to the hull sides. For optimal performance, two or more roller assemblies can be arranged in-line and spaced apart longitudinally in each of the ridges. A brake stops the docking motion of the watercraft onto the dock. Multiple docks can be serially connected without use of special tools or underwater assembly steps.

Description:
BACKGROUND OF THE INVENTION 
   This invention relates generally to floating docks for personal watercraft and more particularly concerns a roller assembly facilitating travel of the watercraft hull on the dock during docking and launching of the craft. 
   It is fairly common practice to incorporate a single concave roller in the stern end of the keel valley of a floating dock for personal watercraft. The roller is oriented with the expectation that the keel of the watercraft will contact the nadir of the concave surface of the roller during docking and launching of the craft. This orientation has some undesirable results. First, the majority of the weight of the watercraft on the dock may be borne by the single roller. Typically, the roller quickly wears out or is damaged or destroyed. Sometimes, however, the keel or hull will be damaged. Second, since the roller is concave, if the keel is not properly aligned with the roller during the docking approach, the hull rather than the keel strikes the roller and the roller does not perform in its intended fashion. Third, since the roller lifts the center of a properly aligned watercraft, the watercraft will list to one side of the dock or even wobble from side to side, depending on the water surface conditions or the distribution of weight on the watercraft. Fourth, with a single roller at the stern of the dock, when the center of gravity of the watercraft moves forward of the roller, the bow exerts the full weight of the watercraft downwardly onto the dock surface and impedes smooth movement of the watercraft onto or from the dock. 
   An additional problem associated with known floating docks is that the dock material is selected in part for a low coefficient of friction so that the watercraft hull might slide relatively easily on the dock surface. Consequently, the more effectively the dock fulfills the docking function, the more likely the bow of the watercraft is to overshoot its intended stopping point on the dock. This can result in unstable orientation of the watercraft on the dock or in damage to the hull or the dock at their points of impact. 
   Finally, floating docks are often serially laterally connected so as to accommodate more than one personal watercraft. Known connection systems inconveniently require the use of special tools and generally involve the awkward use of these tools underwater to accomplish the connection. 
   It is, therefore, an object of this invention to provide a roller assembly that receives the hull rather than the keel of the watercraft. Another object of this invention is to provide a roller assembly that protrudes above those ridges along the surface the dock that would otherwise support the hull on the dock. A further object of this invention is to provide a roller assembly that can be used as part of a spaced-apart parallel array of similar assemblies so as to apply the force exerted by the hull to more than one roller assembly. Yet another object of this invention is to provide a roller assembly that can be used in arrays on opposite side of the keel valley so as to support both sides of the hull of the watercraft. It is also an object of this invention to provide a roller assembly that can be used in arrays on opposite sides of the keel valley so as to distribute the weight of the watercraft against the dock to both sides of the hull. Still another object of this invention is to provide a roller assembly with a convex roller so that contact with the watercraft is made at the intended circumference of the roller. A further object of this invention is to provide a stop assembly to brake the sliding motion of a docking watercraft as it is fully received on the dock. Another object of this invention is to provide a coupling suitable to easily serially laterally connect floating docks to each other. And it is an object of this invention to provide a coupling that does not require the underwater use of tools to connect floating docks to each other. 
   SUMMARY OF THE INVENTION 
   In accordance with the invention, a roller assembly is provided for facilitating travel of a watercraft hull on a floating dock. The dock has a longitudinal valley for receiving the keel of the watercraft and a pair of ridges flanking the valley for supporting opposite sides of the hull during docking and launching of the craft on and from the dock. The roller assembly includes a pocket disposed in one of the ridges. A wheel mounted in the pocket rotates about the mid-portion of an axle. The wheel is oriented in the ridge with its circumferential plane parallel to the direction of motion of the watercraft. The upper portion of the wheel protrudes above the crest of the ridge. The axle end bearing portions are co-operable with seats in the pockets to list the circumferential plane toward the valley. It is most desirable that the circumferential plane of the wheel be approximately perpendicular to the face of the hull that it will support. The extent of the protrusion of the wheels above the ridge and the degree of list can be adjusted by use of shims between the pocket seats and the axle end bearing portions. Greater protrusion results in less surface contact between the hull and the dock, making docking and launching easier. Perpendicularity of the wheel circumferential plane to the hull surface reduces stress on the assembly. Two or more such roller assemblies can be spaced apart longitudinally in one or both of the ridges, preferably in opposite relationship across the valley. 
   The watercraft hull and bow receiving surfaces of the floating dock should, as in known docks, have a coefficient of friction suitable to permit easy sliding of the watercraft onto the dock. In order to stop the travel of a docking watercraft once it is fully loaded onto the dock, a brake consisting of a seat and stop is provided at the bow portion of the dock. The seat is integrally formed in a portion of the bow-receiving surface of the dock. The stop has an upper surface contoured to receive a portion of the bow of the watercraft and a lower surface contoured to nestle in the seat. The upper surface of the stop has a coefficient of friction substantially greater than the coefficient of friction of the hull and bow receiving surfaces of the dock so as to more rapidly slow the sliding watercraft to a stop. 

   
     BRIEF DESCRIPTION OF THE DRAWINGS 
     Other objects and advantages of the invention will become apparent upon reading the following detailed description and upon reference to the drawings in which: 
       FIG. 1  is a top perspective view of a floating dock for a personal watercraft, the dock having two in-line arrays of roller assemblies for engagement with the sides of the watercraft hull; 
       FIG. 2  is a bottom perspective view of the dock of  FIG. 1 ; 
       FIG. 3  is a cross-sectional view taken along the line  3 - 3  of  FIG. 1 ; 
       FIG. 4  is a top perspective view of one of the roller assemblies of  FIG. 1 ; 
       FIG. 5  is a top plan view of the roller assembly of  FIG. 4 ; 
       FIG. 6  is a cross-sectional view taken along the line  6 - 6  of  FIG. 5 ; 
       FIG. 7  is a front elevation view of the axle of the roller assembly of  FIG. 4 ; 
       FIG. 8  is a bottom perspective view of the axle of  FIG. 7 ; 
       FIG. 9  is a top perspective view of the axle of  FIG. 7 ; 
       FIG. 10  is a top perspective view of the bow stop portion of the dock of  FIG. 1 ; 
       FIG. 11  is a rear perspective view of a bow stop for the dock of  FIG. 1 ; 
       FIG. 12  is a bottom plan view of the bow stop of  FIG. 11 ; 
       FIG. 13  is bottom perspective view of the bow stop of  FIG. 11  seated in the receiver of the bow stop portion of the dock illustrated in  FIG. 10 ; 
       FIG. 14  is a top perspective view illustrating the serial connection of floating docks; 
       FIG. 15  is a top perspective assembly view of the mid-float and fixed dock linear link connectors of  FIG. 14 ; 
       FIG. 16  is a top perspective assembly view of the fixed dock and watercraft triangular connector of  FIG. 14 ; and 
       FIG. 17  is a cross-sectional view taken along the line  17 - 17  of  FIG. 14 . 
   

   While the invention will be described in connection with preferred embodiments thereof, it will be understood that it is not intended to limit the invention to those embodiments or to the details of the construction or arrangement of parts illustrated in the accompanying drawings. 
   DETAILED DESCRIPTION 
   Turning first to  FIGS. 1 ,  2  and  3 , a floating dock  10  is provided for a personal watercraft having a hull which angles upwardly on both sides of its keel at an angle of approximately 16 to 22 degrees above horizontal (not shown). As seen in  FIG. 1 , the dock  10  has bow and stern walls  11  and  12  and port and starboard sidewalls  13  and  14  defining its perimeter. The perimeter of the dock  10  is generally orthogonal but the stern wall  12  is indented to better receive the arcuate contour of the bow of the watercraft as it makes docking contact with the dock  10 . The dock  10  has a top surface  15  contoured for several specific purposes. The stern portion of the top surface  15  tapers downwardly so as to facilitate the docking and launching operations of the watercraft onto and from the dock  10 . The top surface  15  has a keel valley  16  with its nadir  17  aligned in a vertical plane through the longitudinal center axis  18  of the dock  10 . The stern end of the keel valley  16  includes a removable strike plate  19  which is replaceable when worn or damaged. The bow end of the keel valley  16  has a bow stop  90 , hereinafter further described. A central pocket  21  is provided in the stern portion of the dock top surface  15  immediately forward of the strike plate  19 . A concave stern roller  22  seated in the central pocket  21  protrudes slightly above the top surface  15  of the dock  10  to facilitate sliding of the keel of the watercraft into and from the keel valley  16 . Looking at  FIG. 2 , access holes  23  and  24  in the bottom surface  25  of the dock  10  facilitate mounting and removal of the stern roller  22  to and from the dock  10 . Returning to  FIG. 1 , the top surface  15  of the dock  10  has ridges  27  and  28  which flank the keel valley  16 . The crests  29  and  30  of the ridges  27  and  28  are spaced laterally from and elevated above the keel valley nadir  17  so as to support the hull of a typical watercraft when the keel of the watercraft is aligned and seated on the nadir  17  of the keel valley  16 . As shown, the crests  29  and  30  are substantially parallel to the keel valley  16 , but they need not necessarily be parallel as will hereinafter be explained. 
   As seen in  FIGS. 1 and 3 , the ridges  27  and  28  have a plurality of pockets, as shown four pockets  31 ,  33 ,  35  and  37  in the port side ridge  27  and four pockets  32 ,  34 ,  36  and  38  in the starboard side ridge  28 . The stern-most pockets  31  and  32  are spaced forward of the central pocket  21  in the keel valley  16 . The remaining pockets  33 - 38  are substantially equally internally spaced forwardly from the stern-most pockets  31  and  32  to approximately the midportion of the dock  10 . In the illustration of  FIG. 1 , the port pockets  31 ,  33 ,  35  and  37  are empty and each of the starboard pockets  32 ,  34 ,  36  and  38  contains a roller assembly  60  hereinafter explained in greater detail. While it is preferred that four pockets be provided in each ridge  27  and  28  at substantially equally spaced apart longitudinal intervals and in laterally symmetrical arrangement in relation to the keel valley nadir  17 , the number and spacing of pockets can be varied and asymmetrical, so long as at least one roller assembly  40  is located in each ridge  27  and  28 . As seen in  FIGS. 2 and 3 , the bottom surface  25  of the dock  10  is provided with port and starboard elongated drain troughs  41  and  42  aligned with the port pockets  31 ,  33 ,  35  and  37  and starboard pockets  32 ,  34 ,  36  and  38 , respectively. As best seen in  FIG. 3 , the troughs  41  and  42  are extended to each of their respective pockets, as shown the pockets  31  and  32 , by reinforcing structure  43  and  44  so as to allow the pockets to drain to the water surface  45 . 
   As best seen in  FIGS. 2 and 3 , the bottom surface  25  of the dock  10  also has port and starboard bow and stern grips  47  and  49  and  48  and  50 , respectively, for carrying the dock  10 . Also, several reinforcing structures  51 ,  52 ,  53  and  54 , as shown aligned on the dock longitudinal center axis  18  extend upwardly to support the nadir  17  of the keel valley  16 . As shown, the forward-most reinforcing structure  54  is also used to access the bow stop  90  seen in  FIG. 1 . The dock  10  is also contoured to provide tie-ons, as shown port and starboard stem tie-ons  55  and  56  and central bow tie-on  57 , along the perimeter of the dock  10 . Additional port and starboard side reinforcing structures  59  and  58  extend from the port and starboard drain troughs  41  and  42  to the top surface  15  of the dock  10 . 
   Continuing to look at  FIGS. 1 and 2 , the dock  10  also has a plurality of sockets  110 , as shown one through each of the port and starboard bow corners and one through each of the port and starboard perimeter mid-portions of the dock  10 . The sockets  110  are hereinafter described in greater detail. Any number of sockets  110  might be employed, provided that the sockets  110  are symmetrically dispersed in relation to the longitudinal center axis  18  of the dock  10 . As shown, the dock surfaces  15  and  25  have flat portions  111  and  112 , respectively, surrounding each of the sockets  110  and the mid-dock sockets  110  have slots  113  which extend from the port and starboard sidewalls  13  and  14  of the dock  10  into their respective sockets  110 . 
   The remaining contours of the dock  10  are shaped to provide an attractive, aesthetic appearance. Typically, the dock  10  is made of polyethylene plastic selected both for its strength and for the coefficient of friction of its watercraft receiving surfaces, so that the watercraft can easily slide onto and from the dock  10  during the docking and launching processes, respectively. There will inherently be a limited amount of flexibility in the reinforced polyethylene plastic surface so as to provide some “give” as will hereinafter be explained. 
   Turning now to  FIGS. 4 through 9 , the roller assemblies  60  are seen in greater detail. The roller assembly  60  is illustrated in  FIGS. 4 ,  5  and  6  as mounted in the starboard stem-most pocket  32 . However, as can be seen by reference to  FIGS. 1 and 3 , identical roller assemblies  60  can be mounted in any of the port or starboard pockets  31 - 38 , the respective pockets  31 ,  33 ,  35  and  37  and  32 ,  34 ,  36  and  38  and roller assemblies  60  on the port and starboard ridges  27  and  28  being mirror images of each other. Each roller assembly  60  consists of an axle  61  having a midportion  62  and upper and lower end bearing portions  63  and  64 , as is best seen in  FIG. 7 . Looking at  FIG. 6 , a wheel  65  mounted on the midportion  62  of the axle  61  is oriented so that the wheel circumferential plane  66  is at a list angle  67  inclined upwardly and toward the center longitudinal axis  18  of the dock  10 . It is most preferable that this angle be such that the hull surface of the watercraft will be perpendicular to the list angle  67  of the wheel  65 . As hereinbefore noted, most personal watercraft have hulls inclined at a slope approximating 16 to 22 degrees, a slope of 18 degrees being most common. Therefore, a list angle  67  of 72 degrees is preferred but any angle in a range of from approximately 65 to 75 degrees would function satisfactorily. Looking at  FIG. 7 , the slope angle  68  of the midportion  62  of the roller assembly axle  61  preferably complements the slope angle  67  of the wheel  65  relative to horizontal  69 . Thus, for a wheel list angle of 72 degrees, an axle midportion slope angle  68  of 18 degrees is preferred. 
   As best seen in  FIGS. 6 and 7 , the roller assembly pocket  32  is provided with lower and upper seats  71  and  72  on which the end bearing portions  64  and  63  of the axle  61  are seated. The elevation of the seats  71  and  72  is selected so that, when the end bearing portions  64  and  63  of the axle  61  are properly seated on the horizontal seats  71  and  72 , the slope angle  68  of the midportion  62  of the axle  61  will be at the appropriate angle above horizontal  69 . The elevation of the seats  71  and  72  is also such that, when the roller assembly  60  is properly seated in the pocket  32 , the upper portion  74  of the wheel  65  will protrude for a distance ranging from approximately 3/16 to 5/16 of an inch above the crest  30  of the ridge  28 . A protrusion  75  of 3/16 inch without shims is preferred. A protrusion  75  of 3/16 inch will permit most personal watercraft to ride on the wheels  65  during the docking and launching processes and, when not in motion, due to the hereinbefore discussed “give” of the dock walls, as well as the slight flex of the hull of the watercraft and the slight compression of the wheels  65  of the roller assemblies  60 , to rest on the ridges  27  and  28  of the dock  10 . As can best be seen in  FIG. 7 , to compensate for these variables the seats  71  and  72  and their respective end bearing portions  64  and  63  can be adjusted by the use of shims in the spaces  76  and  77 . The need for shims may be empirically determined for the particular watercraft to be used on the dock  10 . 
   As can best be understood by reference to  FIGS. 6 and 7 , the lower end bearing portion  64  of the axle  61  is provided with a cut-out  78  so that it fits within the confines of the extended cylinder  79  defined by the midportion  62  of the axle  61 . Thus, the wheel  65  can be mounted over the lower end bearing portion  64  onto the midportion  62  of the axle  61 . A flange  81  on the upper end of the midportion  62  of the axle  61  prevents the wheel  65  from sliding upwardly off the midportion  62  of the axle  61 . The diameter of the opening in the wheel  65  is slightly greater than the diameter of the midportion  62  of the axle  61  so that the wheel  65  is free to rotate on the axle  61 . When the watercraft is not on the dock  10 , the wheel  65  will naturally slip downwardly on the axle  61  as far as the pocket  32  will allow. As the watercraft hull makes contact with the wheel  65  and causes the wheel  65  to rotate on the axle  61 , the force of the watercraft hull against the wheel  65  causes the wheel  65  to ride upwardly on the axle  61  until the hub of the wheel  65  contacts the flange  81 . 
   Looking at  FIGS. 7 ,  8  and  9 , the upper and lower end bearing portions  63  and  64  of the axle  61  are provided with screw holes  83  and  84  on axes  85  and  86 , respectively. Looking at  FIGS. 5 and 6 , the roller assembly  60  is secured in the pocket  32  by the use of screws  87  and  88  extending through the holes  85  and  86 , respectively, and threaded into tap holes provided in the dock  10 . The axles  61  may be formed from nylon. Wheels  65  having a diameter of 2.5 inches with a thickness of 1.125 inches and made of soft elastomer have been found to work effectively. However, axles  61  and wheels  65  of other materials and dimensions may be used. 
   While the dock  10  may be provided with a plurality of pockets in both of the ridges  27  and  28 , roller assemblies  60  need not be used in all of the pockets. Rather, the most efficient arrangement of roller assemblies  60  will also be determined by empirical testing with the particular watercraft to be used with a given dock  10 . It is presently anticipated that, if the symmetric, equally spaced pocket arrangement illustrated in  FIG. 1  is used, most watercraft will be best efficiently served by use of roller assemblies  60  in the two stem-most pockets  31 ,  32 ,  33  and  34  of each ridge  26  and  28 . 
   Turning to  FIGS. 10-13 , the bow stop  90  and the manner of mounting the bow stop  90  on the dock  10  are illustrated. In  FIG. 10 , the portion of the top surface  15  of the floating dock  10  on which the bow stop  90  is to be mounted is shown. In the preferred embodiment shown, the dock top surface  15  has an integral seat  91  symmetrically aligned with respect to the plane of the keel valley nadir  17 . A central frusto-conical receptical  92  with an axial bolt hole  93  is centered on the vertical plane extending through the keel valley nadir  17 . Tapered wing receptacles  94  extend radially arcuately from the frusto-conical receptacle  92  within the seat  91 . The bow stop  90  to be mounted in the seat  91  is best seen in  FIGS. 11 and 12 . The bow stop  90  includes a frusto-conical mounting cone  95  dimensioned to seat snugly within its mating receptacle  93  in the seat  91 . Tapered reinforcing wings  96  extend arcuately radially outwardly from the cone  95  and are contoured to engage snugly against the tapered wing receptacles  94  of the seat  91 . The upper surface  97  of the bow stop  90  sits integrally atop the frusto-conical cone  95  and reinforcing wings  96 . The lower surface  98  of the bow stop is contoured to rest on the interior perimeter  99  of the seat  91 , as is seen in  FIG. 10 . A threaded axial hole  101  is provided in the bottom of the frusto-conical cone  95 . Looking at  FIG. 13 , the bow stop  90  is shown mounted in its integral seat  91 . When the bow stop  90  is fully inserted into the seat  91  in the dock  10 , the cone  95  is fully seated in the conical receptacle  92 , the wings  96  are fully seated in the wing receptacles  94  and the bottom perimeter of the bow stop  90  rests against the interior perimeter  99  of the seat  91 . The threaded bolt hole  101  of the bow stop aligns with the bolt hole  93  through the seat  91  so that the threaded engagement of a bolt (not shown) through the seat  91  and into the bow stop  90  pulls the outer surfaces of the lower portion of the bow stop  90  against the inner surfaces of the seat  91 . Returning to  FIG. 1 , the upper surface  97  of the bow stop  90  is seen to be contoured to the bow end of the keel valley  16 . The bow stop  90  is formed of a material having a coefficient of friction greater than the coefficient of friction of the top surface  15  of the dock  10  so as to function as a brake as the watercraft slides onto the bow stop  90  during the docking process. A polyurethane bow stop  90  is suitable for use with a polyethylene dock  10 . 
   Turning now to  FIGS. 14-17 , floating docks  10  are seen serially laterally connected to each other and to a fixed dock  100  by linear link and triangular link connectors  120  and  140 . Since the docks  10  have sockets  110  which are symmetrically oriented in relation to the keel valley nadirs  17 , when the docks are laterally serially juxtaposed, corresponding opposite sockets  110  are adjacent to each other. Looking at  FIG. 15 , the linear link connectors  120  consist of upper and lower linear links  121  and  122 , upper and lower plugs  123  and  124  and  125  and  126  and rigid bolts  127  and  128 . Steel bolts of ½ inch by up to approximately 19 inches long have been found to have sufficient rigidity. As can best be seen in  FIGS. 1 and 14 , the linear links  121  and  122  are flat members shaped to be seated against the flat portions  111  and  112  provided at the upper and lower accesses to the sockets  110 . Each of the links  121  and  122  have openings  129  proximate their ends with a plurality of grooves  131  in their perimeter. The grooved openings  129  are shaped and oriented to align with the grooves  114  in the sockets  110 , seen in  FIGS. 1 ,  2  and  14 . Looking at  FIG. 17 , the length of the links  121  and  122  is such that, when the socket grooves  114  are aligned with the link grooves  131 , the starboard side  14  and port side  13  of adjacent docks  10  are slightly separated from each other. The plugs  123 ,  124 ,  125  and  126  each have bodies  132  with splines  133  configured for snug insertion through the grooved openings  129  of the links  121  and  122  into engagement with the grooves  114  of the sockets  110 . The walls of the sockets  110  and the splined bodies  132  taper toward the center of the sockets  110 . Each of the plugs  123 ,  124 ,  125  and  126  has a wider diameter cap  134  which engages against the links  121  and  122  when the bodies  132  are fully inserted through the link openings  129 . The upper plugs  123  and  124  have axial bolt holes  135  therethrough and the lower plugs  125  and  126  have axial threaded holes  136 . When the bolts  127  and  128  are threaded into the lower plugs  125  and  126 , the bolts heads  137  engage in recesses  138  in the caps  134  to clamp the links  121  and  122  between the upper and lower surfaces  15  and  25  of the dock  10  and the bolt caps  134 . The bolts  127  and  128  are sufficiently long so that the space  139  between the upper and lower plugs  123  and  125  and  124  and  126  can be expanded to exceed the depth of the dock  10 . Thus, the connector  120  can be preassembled with the plugs  123  and  125  and  124  and  126  at maximum spacing and the bolts  127  and  128  of the connectors  120  can be slid into the slots  113  of the sockets  110 . The connectors  120  can then be tightened by turning the bolts  127  and  128  from above, eliminating the need for work or tooling below the water line. 
   Looking at  FIG. 16 , the triangular link connectors  140  consist of upper and lower links  141  and  142 , upper and lower plugs  143  and  144  and  145  and  146  and rigid bolts  147  and  148 . As can best be seen in reference to  FIGS. 1 and 14 , the transducer links  141  and  142  are flat members shaped to be seated against the flat portions  111  and  112  provided at the upper and lower accesses to the sockets  110 . Each of the links  141  and  142  have openings  149  proximate their corners with a plurality of grooves  151  in their perimeters. The grooved openings  149  are shaped and oriented to align with the grooves  114  in the sockets  100 , as may be seen in  FIGS. 1 ,  2  and  14 . As with the linear links  121  and  122 , the triangular links  141  and  142  are equilateral and the openings  149  are spaced so that, when the socket grooves  114  are aligned with the link grooves  151 , the starboard side  14  and port side  13  of adjacent docks  10  are slightly separated from each other. The plugs  143 ,  144 ,  145  and  146  each have bodies  152  with splines  153  configured for snug insertion through the grooved openings  149  of the links  141  and  142  into the grooves  114  of the sockets  110 . As with the linear links  121  and  122 , the walls of the sockets  110  and the spline bodies  152  taper toward the center of the sockets  110 . Each of the plugs  143 ,  144 ,  145  and  146  have wider diameter caps  154  which engage against the links  141  and  142  when the bodies  152  are fully inserted through the link openings  149 . The upper plugs  143  and  144  have axial bolt holes  155  therethrough and the lower plugs  145  and  146  have axial threaded holes  156 . As with the linear links  121  and  122 , when the bolts  147  and  148  are threaded into the lower plugs  145  and  146 , the bolt heads  157  engage in the recesses  158  in the caps  154  to clamp the links  145  and  142  between the upper and lower surfaces  15  and  25  of the dock  10  and the bolt caps  154 . As with the bolts  127  and  128  seen in  FIG. 17 , the bolts  147  and  148  are sufficiently long so that the space between upper and lower plugs  143  and  145  and  144  and  146  can be expanded beyond the depth of the dock  10 . Thus, the connector  140  can be preassembled with the plugs  143  and  145  and  144  and  146  at maximum spacing. Consequently, the bolts  147  and  148  of the connectors  140  can be slid into the slots  113  of the sockets  100 . The connectors  140  can then be tightened by turning the bolts  147  and  148  from above, eliminating the need for work or tooling below the water line. 
   Returning to  FIG. 14 , the linear connectors  120  are used to interconnect the laterally adjacent docks  10  to each other or to connect the outer bow corners of the serially connected docks  10  to slide poles  161  mounted vertically on the side of a fixed dock  100 . The latter connection is accomplished by using only one pair of plugs  123  and  125  or  124  and  126  and sliding the unplugged openings  129  of the links  121  and  122  over the slide poles  161 . The spacing of the upper and lower linear links  121  and  122  on the guide poles  161  can be maintained by use of a sleeve  162  disposed on the slide pole  161  and between the upper and lower links  121  and  122 . The triangular link connector  140  is used to simultaneously connect the floating docks  10  to each other and to the fixed dock  100 . As shown, the unplugged openings  149  of the triangular links  141  and  142  are slidably engaged on the slide pole  161 . 
   Any number of floating docks  10  can be laterally serially connected in the same manner as illustrated in  FIGS. 14-17  and each floating dock  10  can be fitted with roller assemblies  60  in a pattern suited to a particular personal watercraft to be docked on each of the docks  10 . As shown in  FIG. 14 , roller assemblies  60  have been mounted in every one of the pockets. This is by way of illustration only and the number and location of roller assemblies  60  in the pockets of any of the docks  10  will be empirically determined to suit the docking and launching characteristics of the specific watercraft associated with that dock  10 . 
   In the docking operation, the keel of the watercraft strikes the plate  19  at the stern  12  of the floating dock  10  and the bow of the watercraft moves forward onto the central stern roller  22 . As the hull of the watercraft continues to advance, the hull rides on the ridges  27  and  28  and the sides of the hull sequentially come into contact with the roller assemblies  60  which protrude slightly above the crests  29  and  30  of the ridges  27  and  28 . As the watercraft continues to move forward, the bow of the watercraft rides onto the bow stop  90  which decelerates the watercraft to a stop. As the hull comes to a stop, the downward force of the hull slightly compresses the rollers and the dock and hull surfaces slightly give as hereinbefore discussed so that the hull of the watercraft is seated on the ridges  27  and  28  of the floating dock. 
   In the launching operation, as the watercraft is pushed rearwardly from the dock  10 , the downward force of the watercraft is somewhat diminished and the roller assemblies  60  facilitate the rearward motion of the watercraft from the dock  10 . As the watercraft continues to move rearwardly on the floating dock  10 , the center stern roller  22  facilitates movement of the watercraft keel as the weight of the launching watercraft extending beyond the stern roller  22  causes the bow of the watercraft to rotate slightly upwardly to facilitate complete release of the watercraft from the floating dock  11 . 
   Thus, it is apparent that there has been provided, in accordance with the invention, a roller assembly for a floating dock that fully satisfies the objects, aims and advantages set forth above. While the invention has been described in conjunction with specific embodiments thereof, it is evident that many alternatives, modifications and variations will be apparent to those skilled in the art and in light of the foregoing description. Accordingly, it is intended to embrace all such alternatives, modifications and variations as fall within the spirit of the appended claims.