GB2562708A

GB2562708A - A framework for suspending a load from a boat

Info

Publication number: GB2562708A
Application number: GB1704863.8A
Authority: GB
Inventors: R Arkell Michael
Original assignee: Individual
Current assignee: Individual
Priority date: 2017-03-27
Filing date: 2017-03-27
Publication date: 2018-11-28
Also published as: WO2018178646A1; GB201704863D0

Abstract

A framework 10 for transporting a first boat 100 on a second boat has a boat-carrying element 22a, that is pivotally connected to a slider 16a, that is slidably connected to a shaft 14a. The shaft is pivotally connected to a mounting block 12a that is configured to allow the framework to be affixed to the second boat. In some embodiments, there is a stop mechanism, such as aperture (36b, figure 9c) with serrated edges which can be held in place by a bolt.

Description

(71) Applicant(s):

Michael R Arkell

PO Box 45, Diak House, Southampton, Hampshire, SO40 0EQ, United Kingdom (72) Inventor(s):

Michael R Arkell (74) Agent and/or Address for Service:

Chapman IP

Kings Park House, 22 Kings Park Road, Southampton, Hampshire, SO15 2AT, United Kingdom (51) INT CL:

B63B 27/36 (2006.01) B63B 23/04 (2006.01) (56) Documents Cited:

GB 0449899 A WO 2016/207693 A1

WO 2009/087357 A1 (58) Field of Search:

INT CL B63B

Other: WPI, EPODOC (54) Title of the Invention: A framework for suspending a load from a boat

Abstract Title: Pivotable sliding davit (57) A framework 10 for transporting a first boat 100 on a second boat has a boat-carrying element 22a, that is pivotally connected to a slider 16a, that is slidably connected to a shaft 14a. The shaft is pivotally connected to a mounting block 12a that is configured to allow the framework to be affixed to the second boat. In some embodiments, there is a stop mechanism, such as aperture (36b, figure 9c) with serrated edges which can be held in place by a bolt.

At least one drawing originally filed was informal and the print reproduced here is taken from a later filed formal copy.

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A FRAMEWORK FOR SUSPENDING A LOAD FROM A BOAT

The present invention relates to frameworks for suspending a load from a boat, more specifically to frameworks for suspending a dinghy from the stern of a boat, such as a yacht.

The majority of seagoing vessels have the necessity to carry smaller craft, referred to as dinghies, which enable the crew to access small coastal areas or already occupied ports which the larger vessel is unable to do. In the case of medium size pleasure sailing yachts (typically of the size between 10m and 15m in length) inflatable dinghies are used for reasons of weight, to limit impact damage between the two craft and also for ease of handling.

There are typically three methods by which yachts of this size may transport the dinghy:

a) Towing behind;

b) Lifting on board and stowing, collapsed or otherwise on the deck; or

c) Suspended behind the yacht on devices referred to as davits.

Each combination of yacht and dinghy has certain practical limitations as to which system may be utilised at any time and in prevailing weather conditions or emergency launch situations.

The option of towing the dinghy is problematic in heavier wind and sea states.

The option of stowing the dinghy on deck may be problematic due to constraints of space on the deck of the boat and the difficulty of lifting the dinghy onto the deck. In certain cases, the only way to stow the dinghy on deck may be to use a lightweight inflatable with collapsible floors and to remove the outboard motor before lifting the dinghy on deck. However, this arrangement is problematic if the dinghy needs to be launched in rough weather conditions.

In such cases, it is preferable to have access to a rigid-floored dinghy made from a heavyweight material that has been stowed with the outboard motor already attached and immediately usable.

The engineering of a conventional davit has an inherent design issue, which is that the base of the davit usually needs to be compact, so as not to interfere with adjacent equipment and use thereof. It typically carries a load outboard of the yacht, and therefore the base needs to sustain a bending moment, a rotational force secured by bolting the small footprint of the davit’s vertical member to the yacht deck. That in turn requires a conveniently located horizontal area with adequate structural strength to sustain not only the normal service duty of a yacht but also these added forces.

Given that the majority of yachts employ their stern deck area for helming and sail handling equipment, there is frequently a conflict in space and structure which renders certain yacht designs unable to carry davits in required stern locations, pointing aft and overhanging the transom. To overcome this some designs of davits are partly mounted on the transom.

A further limitation now arises in that the majority of recent pleasure yacht designs, yachts intended primarily for recreational cruising, now build a substantial bathing platform into the transom, usually consisting of the central part of the transom face mounted on hinges folding down to create a horizontal platform just above water level. With no cross member structure provided in the upper transom area, these designs have correspondingly increased structural strength in the U shaped fixed surround.

The conventional davit is mounted on the stern of the yacht suspending the dinghy sideways behind the yacht. To otherwise suspend the dinghy over one side would create an aerodynamic imbalance and also compromise the yacht's ability to heel over whilst tacking. Hence davit designs preferably point aft. Conventional davit designs raise or lower the dinghy in a vertical plane, so it may be seen that recent yacht designs with fold down bathing platforms compromise the ability to carry dinghies in this manner. If the bathing platform is down the dinghy would be lowered on top of it, not into the sea. Alternatively, with the bathing platform up, the dinghy would be dropped into a position preventing the bathing platform being lowered, and providing an obstacle too high for crew to step over it.

A further impediment exists in the carrying of dinghies suspended over the stern of sailing yachts. When coming into port, either the home port/marina or one being visited, a substantial number of these favour docking by means of reversing onto a plain quayside whilst concurrently taking up a seabed mooring line tethered to a seabed weight, which is tied off on the yacht bows. The crew needs to perform two functions at this time, firstly to throw mooring lines onto the quayside to secure to bollards or rings, and to be able to walk or jump onto the quayside. These latter operations are extremely difficult if the full width of the stern of the yacht is occupied by a suspended dinghy at the critical height that these operations take place.

Hence yachts carrying rear dinghies are often forced into one of two compromises. They either approach the quay bows-on which prevents the use of a boarding plank. Alternatively, they lower the dinghy into the water and trail it from the side or bows on the painter, often creating confusion or obstacles in crowded harbours or risking the painter being sucked into the propeller stream and wrapping around the shaft stalling the engine. It should be noted that the finger pontoon marina layout, which facilitates side boarding of yachts, although seen quite widely in the UK is relatively rare overseas. With finger pontoons the above rear access issue when docking does not occur, however any suspended dinghy does cause the yacht to moor further off the quayside and thus increases the effective and chargeable length.

In conclusion, it can be seen that the operators of modest sized sailing yachts are severely compromised in how they can accommodate a dinghy and the type of craft they are forced to use are often those without the otherwise logical advantages of a fixed rigid floor (RIB) permanently carrying their outboard motor.

The present invention seeks to address one or more of these difficulties.

At its most general, the present invention may provide a framework for transporting a first boat on a second boat, the framework being configured such that, in use, the framework is able to move the first boat relative to the second boat along a trajectory that comprises a straight element and a curved element.

Thus, the framework of the present invention is distinguished from conventional davits that are configured to lower a transported boat to the waterline either on a straight downwards trajectory or along a simple arc.

The ability of the framework of the present invention to move the transported boat (that is, the first boat) along a composite trajectory allows for increased versatility in handling the transported boat. For example, the transported boat may be lowered to the waterline along a trajectory that comprises an initial steep linear descent, followed by a change of gradient to a much shallower descent. This may allow the transported boat to be launched on the waterline at a sufficient distance from the stern of the transporting boat (that is, the second boat), such that the operation of a bathing platform is not impeded.

Additionally or alternatively, the framework of the present invention may allow the transported boat to be stowed with its centre of gravity close to the stern of the transporting boat, thus helping to reduce the bending moment that needs to be counteracted by transporting boat.

In a first aspect, the present invention may provide a framework for transporting a first boat on a second boat, the framework comprising:

a boat-carrying element that is pivotally connected to a slider;

the slider being slidably connected to a shaft;

the shaft being pivotally connected to a mounting block that is configured to allow the framework to be affixed to the second boat.

Typically, the boat-carrying element comprises suspending means to allow the first boat to be suspended therefrom. In general, the boat-carrying element comprises an arm, that is, an elongate element. Alternatively, the boat-carrying element may comprise a platform that is configured to support the first boat.

Typically, the framework comprises a stop mechanism that is arranged to limit the extent of rotation of the boat-carrying element as it folds inwardly to move closer to the portion of the shaft adjacent to the mounting block. Effectively, the framework may be configured such that when the shaft is in an upright position, the stop mechanism assists in maintaining the boat-carrying element in a level orientation (that is, a generally horizontal orientation), such that the boat carrying-element extends in a lateral direction relative to the shaft.

When the mounting block is affixed e.g. to the stern of the second boat, the framework may be moved between three main positions. In a first position, the framework is arranged to hold the first boat (e.g. a dinghy) in an elevated stowed position. This position typically allows the first boat to be held in an elevated position above head level of the crew of the second boat to facilitate those duties requiring active use of the stern of the second boat and its fixtures. In this arrangement, the shaft extends in a direction away from the waterline and the slider is typically positioned at the distal end of the shaft from the mounting block. The boat-carrying element extends in a direction that is generally aligned with the waterline.

Typically, a stop mechanism is provided on the shaft to support the slider in its elevated position.

The ability to rotate the shaft about the mounting block allows the centre of gravity of the first boat to be brought in towards the hull of the second boat, thus helping to reduce the bending moment experienced by the portion of the second boat on which the framework is mounted.

In a second position, the framework is arranged to hold the first boat in a lowered stowed position. This helps to reduce aerodynamic drag while the second boat is in motion, since the first boat is in the wind shadow of the second boat. In this arrangement, the shaft extends in a direction away from the waterline and the slider is typically positioned close to the mounting block. The boat-carrying element extends in a direction that is generally aligned with the waterline.

In a third position, the framework is arranged to launch the first boat. To reach this position from the first or second positions, the shaft is allowed to rotate towards the waterline. The slider allows the first boat to be launched at the required distance from the stern of the second boat (e.g. to avoid interaction with any fold-down bathing platform on the stern of the second boat). The buoyancy of the first boat causes the boat-carrying element to pivot such that it remains generally aligned with the waterline.

Typically, the framework further comprises:

a further shaft, the further shaft being pivotally connected to a further mounting block that is configured to allow the framework to be affixed to the second boat;

a further slider, the further slider being slidably connected to the further shaft, such that the further slider is able to slide along at least part of the length of the further shaft;

wherein the slider and the further slider are connected by a cross-member.

Typically, the further shaft has one or more of the features of the shaft, preferably all the features of the shaft.

Typically, the further slider has one or more of the features of the slider, preferably all the features of the slider.

Typically, the further mounting block has one or more of the features of the mounting block, preferably all the features of the mounting block.

In general, the boat-carrying element engages the cross-member by means of a pivotal connection. In this case, the boat-carrying element typically comprises two arms that each engage the cross-member by means of a respective pivotal connection, the framework being configured such that the separation of the arms is adjustable. The pivotal connection between an arm and the cross-member may be achieved by providing a sleeve that is affixed (e.g. welded) to one end of that arm, the sleeve being positioned around the crossmember. In this case, the separation of the arms may be adjusted by securing the sleeve at the required position along the length of the cross-member, e.g. by means of one or more stops positioned on the cross-member at either side of the sleeve. The one or more stops may additionally limit the rotation of the arm about the cross-member to a desired range. For example, the sleeve may comprise a protrusion extending in a longitudinal direction.

The interaction of the protrusion with the one or more stops may serve to define the limits of the arc of rotation of the arm.

Typically, the sliding connection between the slider and the shaft comprises:

(i) a bracket provided on one of the slider and the shaft;

(ii) a guide rail provided on the other of the slider and the shaft, the guide rail having a neck portion that supports a head portion;

wherein the bracket comprises a channel that accommodates the head portion of the guide rail and two retaining elements that extend around the head portion of the guide rail so as to retain the head portion of the guide rail within the channel.

Typically, the bracket is provided on the slider and the guide rail is provided on the shaft.

In general, the slider comprises three struts that are arranged in a triangular configuration.

Typically, the mounting block comprises a first element that is pivotally connected to the shaft and a second element for contacting the surface of the second boat, a spacing element being optionally provided between the first and second element, wherein the second element is in abutting non-bonded contact with one of the first element and the optionally provided spacing element. This allows the second element to be selected such that it conforms to the shape of the surface of the boat at the desired location for affixing the framework. The first and second elements and the optional spacing element may be bolted together.

In general, the mounting block comprises a stop mechanism to limit the extent of rotation of the shaft on the side on which the boat-carrying element is disposed. For example, the mounting block may comprise a bracket having a base and two side walls. One end of the shaft is held within the bracket in a hinged connection that is provided by a hinging pin passing through the side walls and the end of the shaft. One or more pairs of apertures may be provided in the side walls on one or both sides of the hinging pin, each aperture in a pair of apertures being provided in a respective side wall. By passing a stopping pin through one of these pairs of apertures, the extent of rotation of the shaft may be limited. By passing stopping pins through two pairs of apertures, one on each side of the hinging pin, the extent of rotation of the shaft may be limited in both directions.

In general, the framework comprises connection means for connecting a cord to the framework, for example, to raise and lower the shaft. Typically, the connection means are provided on the boat-carrying element. Typically, the cord (e.g. a halyard) connects the framework to a windlass, as is known in the art, to allow the framework to be raised or lowered as desired. The windlass may be operated by a remote control, as is known in the art.

In the case that the boat-carrying element is provided by two arms, connection means are provided on both arms and a spreader bar is provided so that the cords are aligned with each other as they contact the respective arm.

Typically, the shaft comprises engagement means for engaging with an element of the second boat, e.g. a railing at the stern of the second boat.

In a second aspect, the present invention may provide a kit comprising a framework according to the first aspect of the invention and a harness, the harness being adapted to secure the first boat to one or both of the framework or the second boat. The framework may comprise one or more of the optional features of the framework according to the first aspect of the invention.

In a third aspect, the present invention may provide a boat on which is mounted a framework according to the first aspect of the invention. The framework may comprise one or more of the optional features of the framework according to the first aspect of the invention. The boat is typically a sailing yacht.

In a fourth aspect, the present invention may provide a kit for assembling into a framework according to the first aspect of the invention, the kit comprising a boat-carrying element that is pivotally connectable to a slider; a slider that is slidably connectable to a shaft; and a shaft that is pivotally connectable to a mounting block. The framework may comprise one or more of the optional features of the framework according to the first aspect of the invention.

The invention will now be described by way of example with reference to the following

Figures in which:

Figure 1 shows a schematic perspective view of an embodiment of the framework of the first aspect of the invention;

Figure 2 shows a schematic plan view of the framework of Figure 1;

Figure 3 shows a schematic side elevation view of the framework of Figure 1;

Figure 4 shows a schematic front elevation view of the framework of Figure 1, mounted on the stern of a boat;

Figure 5 shows a schematic perspective view of an arm of the framework of Figure 1;

Figure 6 shows a cross-sectional view of the arm of Figure 5;

Figure 7 shows a schematic underside view of the arm of Figure 5;

Figure 8 shows a schematic elevation view of the arrangement for connecting the arm of

Figure 5 to the remainder of the framework of Figure 1;

Figure 9a shows a schematic perspective view of a collar of the arrangement of Figure 8;

Figure 9b shows a schematic perspective view of the sleeve of the arrangement of Figure 8;

Figure 9c shows a schematic perspective view of another collar of the arrangement of Figure 8;

Figure 10 shows a perspective view of a shaft of the framework of Figure 1, along with the respective slider and mounting block;

Figure 11 shows a side view of the shaft of Figure 10, along with the respective slider and mounting block, the slider being shown in two possible positions;

Figure 12 shows a cross-sectional view taken along the lines F-F of Figure 11;

Figure 13 shows a cross-sectional view taken along the lines G-G of Figure 11, when the slider is at the free end of the shaft;

Figure 14 shows a schematic side elevation view of a mounting block of the framework of

Figure 1;

Figure 15 shows a schematic plan view of the base plate of the mounting block of Figure 14;

Figure 16 shows a schematic perspective view of the bracket of the mounting block of Figure 14;

Figure 17 shows a schematic plan view of the bracket of Figure 16;

Figure 18 shows a schematic end elevation view of the bracket of Figure 16;

Figure 19 shows a schematic front elevation view of the framework of Figure 1, in which the framework is supported by halyards and a dinghy is suspended from it;

Figure 19a shows a schematic perspective view of a modified wire rope compression block for use with double backstays;

Figure 19b shows a rope arrangement for use for the wire rope compression block of Figure 19a to provide a winching point to support the framework of Figure 1;

Figure 19c shows a schematic perspective view of a modified wire rope compression block for use with a single backstay to provide a winching point to support the framework of Figure 1;

Figure 20 is a schematic side elevation view of the framework of Figure 1, mounted on the stern of a boat, showing four different positions for the framework;

Figure 21 is a schematic cross-section view of a mechanism for securing the framework to the pushpit railing of a boat;

Figure 22 is a schematic view of a safety harness.

Referring to Figure 1, a framework 10 comprises two mounting blocks 12a,b and two shafts 14a,b. One end of shaft 14a is held within a hinging bracket provided on mounting block 12a, such that shaft 14a is hingedly connected to mounting block 12a. Similarly one end of shaft 14b is held within a hinging bracket provided on mounting block 12b, such that shaft 14b is hingedly connected to mounting block 12b.

Sliders 16a,b are each slidably mounted on a respective shaft 14a,b, such that they are each able to slide along at least a portion of the respective shaft. Sliders 16a,b each comprise three struts that are arranged in a triangular configuration, such that each slider has a respective apex 18a,b that points away from the respective shaft 14a,b.

A cross-member 20 passes through and is bolted into place at apertures provided at apex 18a of slider 16a and apex 18b of slider 16b. Thus, cross-member 20 connects the two sliders. Arms 22a,b extend laterally from cross-member 20 and are rotatable about the axis of the cross-member 20.

Figures 2 and 3 show schematic plan and side elevation views of the framework of Figure 1. Like reference numerals denote like features.

Referring to Figure 4, framework 10 is shown mounted on the stern of a boat. The mounting blocks 12a,b are mounted on the transom 24 surround of the stern. The distance between the shafts 14a,b is greater than the width of the fold-down bathing platform 26, and so the framework does not impede deployment of the platform.

Referring to Figures 5-7, an arm 22a of the framework 10 of Figure 1 has a first side 28a that faces in a generally upwards direction in use and a second side 28b that faces in a generally downwards direction in use. First side 28a is provided with an eyelet 30a to which a halyard may be affixed by means of a shackle. Second side 28b is provided with two eyelets 30b,c to allow a load, such as a dinghy, to be suspended from the framework, e.g. using a shackle and a cord such as polyethylene Dyneema™.

Arm 22a is welded to a sleeve 32 that extends around cross-member 20 (shown in Figures 1 -3). Sleeve 32 is able to rotate around cross-member 20, but its movement along cross member 20 is limited by a first collar 34 and a second collar 36 that are located on the crossmember, each on a respective side of sleeve 32.

Referring to Figures 8 and 9, first and second collars 34,36 are secured at the required longitudinal position on the cross-member 20 by means of bolts that each pass through a respective collar and through apertures provided on the cross-member 20. The bolt inserted into collar 36 has a square shoulder, for reasons that are discussed below. Cross-member 20 comprises multiple apertures, thus allowing arm 22a to secured at the desired position along the length of the cross-member 20.

Sleeve 32 has a boss 32a extending in a longitudinal direction towards collar 36. Similarly, collar 36 has a boss 36a extending in a longitudinal direction towards sleeve 32. The bosses of the sleeve 32 and the collar 36 are located at the same longitudinal position on the cross-member 20, but at different positions about the circumference of the crossmember. Thus, boss 36a of collar 36 limits the rotation of arm 22a and sleeve 32 about cross-member 20 to an arc of typically about 120°.

Collar 36 has an aperture 36b having serrated edges, along with a corresponding aperture (not shown) located diametrically opposite. The serrated edges allow collar 36 to provide multiple overlapping square slots than can each receive the square-shouldered bolt that fixes collar 36 to cross-member 20. Thus, collar 36 may be positioned on cross-member 20 at range of orientations. This allows the limits of rotation of arm 22a about cross-member 20 to be fixed as required.

Arm 22b of the framework 10 of Figure 1 has the same features as arm 22a.

Referring to Figures 10-13, slider 16a comprises a carriage portion 38 that is aligned with and engages with the shaft 14a.

Shaft 14a comprises a stainless steel tubular portion 40 that is aligned with and affixed to an extruded aluminium guide rail 42 by means of screws 43. The guide rail has an enlarged head portion 44 that is connected to the tubular portion 40 by means of a neck portion 46.

Carriage portion 38 comprises a bracket 48 that defines a channel that accommodates the head portion 44 of the guide rail 42. The bracket 48 is further provided with retaining elements 50 that extend into the channel, towards the neck portion 46 of the rail, thus retaining the head portion 44 within the channel. The retaining elements 50 are provided with ball bearing races, to enable them to slide along the rail 42.

Tubular portion 40 is welded into a foot 52. The distal end of foot 52 is held within the bracket of the mounting block 12a and is in hinged engagement with the mounting block 12a by means of a hinge pin 54.

An end stop 56 is screwed into the rail 42 at the free end of the shaft, while a plunger stop 58 is secured to the rail 42 at a desired position along the length of the rail. The end stop 56 and the plunger stop 58 are positioned on either side of the slider 16a and therefore limit the extent of travel of the slider.

Shaft 14b of the framework of Figure 1 has the same features as shaft 14a.

Referring to Figure 14, mounting block 12a comprises bracket 70, a base plate 72 and a rubber block (not shown). The rubber block is configured to abut the surface of the boat to which the mounting block is affixed. Thus, the rubber block is selected to conform to this surface (in certain cases, the rubber block may be a bespoke item that is produced by mapping the surface of the portion of the transom on which the rubber block is to be mounted and using the obtained data to shape the contact surface of the rubber block accordingly). The base plate 72 creates a base for the bracket 70 to be mounted on.

Referring to Figure 15, the base plate 72 has three screw holes: a first one for accommodating a screw passing through the bracket 70, the base plate 72, the rubber block and the hull of the boat; a second one for accommodating a screw passing through base plate 72, the rubber block and the hull of the boat only; and a third one for accommodating a screw passing through the bracket 70 and the base plate 72 only (however, this screw could optionally go through the hull in certain cases).

Referring to Figures 14 and 16-18, bracket 70 comprises a central hinging pin 54 that passes through the foot of the respective shaft (not shown), so as to allow the shaft to be hingedly affixed to the mounting block 12a. Bracket 70 further comprises two sets of paired apertures 78,80, each set being disposed on a respective side of the hinging pin 54. Each aperture of a pair of apertures is disposed on a respective side wall of bracket 70. By fitting pins 82,84 through selected paired apertures, the extent of rotation of the shaft about mounting block may be limited to the desired arc.

Through hole 86 allows additional equipment such as a safety harness to be affixed to the mounting block, e.g. by means of a shackle.

Referring to Figure 19, a dinghy is suspended from the arms of framework 10. The framework 10 is supported by a set of halyard ropes 102,104, which are connected to a windlass via a network of pulleys and joining shackles. The points of suspension are either the masthead or the backstay (single or double) to which the halyard ropes are connected, or a combination of both.

Referring to Figures 19a and 19b, a wire rope compression block is modified with an extra lateral groove and utilised as a pair on each of the backstay wires 92. A cross stay rope 94 is strung between the two blocks 90, and a pulley 96 is mid-mounted upon it to provide a central winching point.

Referring to Figure 19c, a tang 97 comprising an offset plate 98a and a wire rope compression block 98b grips the backstay wire 99 and provides a point to which either a pulley or a shackle will be attached. This is for use where the backstay arrangement comprises either only one connection to the mast, or where the adjustable lower V section merges to a single connection above. The dingy halyard is thus kept away from the backstay being the furthest aft fixed rigging.

In order for the halyard ropes to be aligned as they contact the respective arms of the framework, a spreader bar 106 may optionally be provided in certain installation modes.

An electric windlass, powered by the yacht’s domestic battery bank may be mounted in a number of locations such as a mast foot, a locker, a deck space near the cockpit or elsewhere. The windlass is governed by a remote control or a deck toggle switch to direct it to rotate in either sense to raise or lower the framework.

Referring to Figure 20, a dinghy 100 is suspended from arms 22a,b of framework 10. The operation of the framework allows the dinghy to be moved between four different positions: Position A is an elevated position above head level of the crew to facilitate those duties requiring active use of the stern and its fixtures. In this position, the shafts 14a,b are rotated away from the hull of the boat and extend from the respective mounting blocks 12a,b in a generally upwards direction. The sliders 16a,b are at the distal ends of the shafts 14a,b from the mounting blocks 12a,b. A halyard 102 that is connected to a windlass and optionally a cleat or clutch (not shown) may assist in counteracting the load of the dinghy. The framework is additionally be secured to the pushpit railing 110 by means of a securing mechanism e.g. as shown in Figure 21. The sliders may be held in place by means of respective movable plunger stops (feature 58 of Figure 11). The upper pushpit rail may at the user’s discretion itself be reinforced by adding some structural supports should it be felt to be of poor structure. Such structural supports are known in the art, for example, as supplied by Kato Marine™.

Position B is preferred in active sailing, since it reduces aerodynamic drag and lowers the centre of gravity. In this position, the shafts 14a,b are rotated away from the hull of the boat and extend from the respective mounting blocks 12a,b in a generally upwards direction. The sliders 16a,b are at the ends of the shafts 14a,b adjacent the mounting blocks 12a,b. The halyard 102 assists in supporting the load of the dinghy, and the framework may additionally be secured to the pushpit railing 110 by means of a securing mechanism e.g. as shown in Figure 21. The plunger stops (feature 58 of Figure 11) are positioned at the ends of the shafts 14a,b adjacent the mounting blocks 12a,b.

Position C is an intermediate position during deployment of the framework to launch the dinghy 100. To release the framework from its stowed position (Position A or Position B), the arms 22a,b are lowered by operating the windlass to loosen the halyard 102. The mechanism securing the framework to the pushpit railing 110 (see Figure 21) is also released. As a consequence, the framework 10 is lowered towards the waterline, until the shafts 14a,b extend in a slight downward direction from mounting blocks 12a,b. This causes the sliders 16a,b to slide towards the ends of the shafts 14a,b distal from the mounting blocks 12a,b.

Position D is the fully deployed position. The dinghy is launched at a distance from the boat so as not to conflict with the usage of a fold-down bathing platform as is popularly employed on modern yacht designs (see Feature 26 of Figure 4). In the case that no fold-down platform is present, the dinghy can be launched close to the transom by configuring the mounting blocks 12a,bto allow the shafts 14a,b further free rotational movement towards (but not onto) the waterline and only partially loosening off the halyards 102 to keep the sliders 16a,b close to the mounting blocks 12a,b.

As the dinghy departs, a remote control may be used to rotate the framework back to a high position away from the waterline. Correspondingly, on return the remote control may be used to lower the framework to permit attachment to the dinghy.

Referring to Figures 20 and 21, the framework 10 may be secured to the pushpit railing 110 of a boat by means of the securing mechanism shown in Figure 21. The securing mechanism comprises a rubber bumper 112 having a base and two side walls that define a channel that accommodates a section of the tubular portion 40 of the shaft 14a. The rubber bumper is secured to the tubular portion 40 by means of a pin 114 that passes through the side walls of the rubber bumper 112 and the tubular portion 40. The pin 114 has an eyelet 116 at one end.

The securing mechanism further comprises a clamp 118, the clamp having two hinged arms that pass around the pushpit railing 110 and are held together by means of screw 120. The free ends of the arms are shaped such that when the clamp is in the closed position a slot is provided therebetween that can accommodate eyelet 116 of pin 114. When eyelet 116 is in this position, a holding pin may be inserted through apertures 122 provided in the free ends of the arms of clamp 118 to hold the eyelet therebetween, thus securing shaft 14a to railing 110.

The framework is readily demountable from the boat by the removal of hinging pins 54 (see Figure 14), the holding pins securing the shafts to the pushpit railing (if used) and the shackles connecting the arms to the windlass. The framework is then reducible to individual elongate elements for storage, by disconnecting the cross-member 20 from the sliders 16a,b, and removing the bolts from the collars located outwardly from arms 22a,b.

To further secure the dinghy during normal sailing operation (that is, position B of Figure 20), two types of safety restraint may optionally be used.

Referring to Figure 22, a safety harness has a first component 150 and a second component that is not shown. The first component 150 has a central triangle 152 to which are secured three straps. The first strap has a shackle 154 at its distal end. The second strap has the male component 156 of a buckle at its distal end. The second and third straps are provided with respective adjuster clips 158a,b.

The second component has all the features of the first component, except that the male component of the buckle is substituted with the female component.

In use, the first straps of the first and second components pass underneath the dinghy, their respective shackles 154 being clipped to the respective through holes of the respective mounting blocks 12a,b (feature 86 of Figure 14). The second straps of the first and second components pass above the dinghy and are looped around a component of the boat structure that is positioned higher than the dinghy (e.g. the pushpit railings 110). The third straps pass over the arms 22a,b and are clipped together by means of the buckle.

The safety harness may be released by unclipping the buckle. In fact, an emergency launch of the dinghy simply requires a one-handed operation to unclip the buckle, along with pulling out the two pins securing the shafts to the pushpit railing and operation of the windlass e.g. by remote control (if the windlass or the power to it have failed). If the windlass or the power to it have failed, the user first unclips the shackles from eyelet 30a on arm 22a and the corresponding eyelet on arm 22b, then pulls out the two pins securing the shafts to the pushpit railing and the dinghy is launched through the action of gravity.

Additionally, a safety strap having fabric hook and loop fasteners (e.g. Velcro™) may be used to help secure the dinghy to the cross-member of the framework (feature 20 of Figure

1). In use, the safety strap is wrapped around the cross-member at each end, the action of the hook and loop fasteners preventing the strap from unravelling, while the central section of the strap passes through a carrying handle of the dinghy.

Claims

1. A framework for transporting a first boat on a second boat, the framework comprising:

a boat-carrying element that is pivotally connected to a slider;

the slider being slidably connected to a shaft, such that the slider is able to slide along at least part of the length of the shaft;

2. A framework according to claim 1, wherein the boat-carrying element comprises suspending means to allow the first boat to be suspended therefrom.

3. A framework according to claim 1 or claim 2, further comprising a stop mechanism that is arranged to limit the extent of rotation of the boat-carrying element as it folds inwardly to move closer to the portion of the shaft adjacent to the mounting block.

4. A framework according to any one of the preceding claims, the framework further comprising:

wherein the slider and the further slider are connected by a cross-member.

5. A framework according to claim 4, wherein the boat-carrying element engages the cross-member by means of a pivotal connection.

6. A framework according to claim 5, wherein the boat-carrying element comprises two arms that each engage the cross-member by means of a respective pivotal connection, the framework being configured such that the separation of the arms is adjustable.

7. A framework according to any one of the preceding claims, wherein the sliding connection between the slider and the shaft comprises:

(i) a bracket provided on one of the slider and the shaft;

8. A framework according to any one of the preceding claims, wherein the slider comprises three struts that are arranged in a triangular configuration.

9. A framework according to any one of the preceding claims, wherein the mounting block comprises a first element that is pivotally connected to the shaft and a second element for contacting the surface of the second boat, a spacing element being optionally provided between the first and second element, wherein the second element is in abutting non-bonded contact with one of the first element and the optionally provided spacing element.

10. A framework according to any one of the preceding claims, wherein the mounting block comprises a stop mechanism to limit the extent of rotation of the shaft on the side on which the boat-carrying element is disposed.

11. A framework according to any one of the preceding claims, comprising connection means for connecting a cord to the framework.

12. A framework according to claim 11, wherein the connection means are provided on the boat-carrying element.

13. A framework according to any one of the preceding claims, wherein the shaft comprises engagement means for engaging with an element of the second boat.

14. A kit comprising a framework according to any one of the preceding claims and a harness, the harness being adapted to secure the first boat to one or both of the framework or the second boat.

15. A framework according to any one of claims 1-13, the framework being mounted on a boat.

16. A kit for assembling into a framework according to any one of claims 1-13, the kit comprising a boat-carrying element that is pivotally connectable to a slider; a slider that is slidably connectable to a shaft; and a shaft that is pivotally connectable to a mounting block.

Intellectual

Property Office

Application No: GB1704863.8