WO2018178646A1

WO2018178646A1 - A framework for suspending a load from a boat

Info

Publication number: WO2018178646A1
Application number: PCT/GB2018/050788
Authority: WO
Inventors: Michael R Arkell
Original assignee: Michael R Arkell
Priority date: 2017-03-27
Filing date: 2018-03-26
Publication date: 2018-10-04
Also published as: GB2562708A; GB201704863D0

Abstract

A framework (10) for transporting a first boat (100) on a second boat has a boat-carrying element (22a,b) that is pivotally connected to a slider (16a,b) that is slidably connected to a shaft (14a,b). The shaft is pivotally connected to a mounting block (12a,b) that is configured to allow the framework to be affixed to the second boat.

Description

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 cross- member. 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 1 1 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 1 1 ;

Figure 13 shows a cross-sectional view taken along the lines G-G of Figure 1 1 , 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.

Figure 23 shows a schematic perspective view of a further and better arm of the framework as an alternative to that shown in Figure 5, welded to the same sleeve as shown in Figure 9b:

Figure 24 shows a schematic perspective view of a further and better collar arrangement as an alternative to that shown in Figure 9c:

Figure 25 shows a cross-sectional view of a family of inserts being curved plates, a chosen pair of which engage into the corresponding shaped apertures visible in Figure 24 Figure 26 is a diagrammatic representation of how the inserts of Figure 25 are positioned into the apertures visible in Figure 24

Figure 27 shows a schematic perspective view of the further and better alternative to the bracket shown in Figure 14:

Figure 28 shows a schematic plan view of the bracket shown in Figure 27:

Figure 29 shows a schematic end elevation of the bracket shown in Figure 27:

Figure 30 shows a schematic perspective of the base plate of the mounting block to be used in conjunction with the bracket shown in Figure 27, and illustrates the extra rubber base plate utilised:

Figure 31 shows a schematic plan elevation of the two base plates used in conjunction with the bracket shown in Figure 27

Figure 32P (port) and 32S (starboard) shows a concatenated schematic plan view of the two installed brackets shown in Figure 28 for the purpose of illustrating the degree of pivotal mounting alignment possible with respect to the underlying base plates shown in Figure 30. Figure 33 shows a side view of a shaft being a further and better alternative to that shown in Figure 1 1 , along with the respective slider and mounting block, the slider being shown in 2 possible positions.

Figure 34 shows a schematic side elevation of the distal end of the shaft shown in Figure 33: Figure 35 shows a cross sectional view taken along the lines HH of Figure 33:

Figure 36 shows a cross sectional view taken along the lines II of Figure 33, where the slider is at the free end of the shaft:

Figure 37 shows a cross-sectional view taken along the lines JJ viewing towards the distal end of the slider when the slider is at the distal end of the shaft:

Figure 38 shows a cross sectional side elevation view of the carriage being part of the respective slider shown in figure 33, whose longitudinal cross-section is shown in Figure 36 Figure 39 shows a schematic perspective view of a carriage employed on the slider as shown in Figure 33, together with a bump stop plate Figure 40 shows a schematic perspective view of the shaft shown in Figure 33, together with a coupling block as an alternative to that shown in Figure 21

Figure 41 , is an expanded scale schematic perspective of the coupling block shown in Figure 40

Figure 42 is a schematic side elevation of the slider as shown in Figure 33 attached to the shaft shown in Figure 40, the slider being at the distal end of the range of travel

Figure 43 is a schematic plan view of the slider shown in Figure 42:

Figure 44 is schematic perspective of the slider shown in Figure 42 and the coupling block shown in Figure 41 in the circumstances where the slider is at the mounting block end of the range of travel:

Figure 45 shows a schematic perspective of the mounting block end of the shaft being a further and better alternative to that shown in Figure 3:

Figure 46 is a schematic side elevation showing the shaft in the upright position and the slider at the mounting block end of its range of travel:

Figure 47 is a schematic perspective of a locking plunger assembly being part of the further and better alternative slider as shown in Figure 42:

Figure 48 shows a schematic perspective of the slider shown in Figure 42 attached to the cross member shown in Figure 1

Figure 49 shows a schematic cross-sectional side elevation of the coupling block shown in Figure 41 , together with the clamp shown in Figure 21 as part of a further and better alternative to the arrangement shown in Figure 21 , in circumstances where the shafts are in the upright position and attached to the pushpit rails:

Figure 50 shows a schematic perspective of the framework incorporating further and better alternatives as referred to in Figures 23 through to 49

Figure 51 shows a further and better alternative rigging system to that shown in Figure 19. Figure 52 shows a schematic perspective of the components for a system to map the contours of an area of transom on the terns of a vessel where the brackets would be mounted. Figure 53 shows a schematic perspective of a tool used to mould rubber blocks for use in mounting the brackets upon the stern of a vessel.

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 cross- member, 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 cross- member. 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 1 10 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 1 1 ). 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 1 10 by means of a securing mechanism e.g. as shown in Figure 21 . The plunger stops (feature 58 of Figure 1 1 ) 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 1 10 (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,b to 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 1 10 of a boat by means of the securing mechanism shown in Figure 21 . The securing mechanism comprises a rubber bumper 1 12 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 1 14 that passes through the side walls of the rubber bumper 1 12 and the tubular portion 40. The pin 1 14 has an eyelet 1 16 at one end.

The securing mechanism further comprises a clamp 1 18, the clamp having two hinged arms that pass around the pushpit railing 1 10 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 1 16 of pin 1 14. When eyelet 1 16 is in this position, a holding pin may be inserted through apertures 122 provided in the free ends of the arms of clamp 1 18 to hold the eyelet therebetween, thus securing shaft 14a to railing 1 10.

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 1 10). 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.

Referring to figure 23 being an alternative to figure 5, the further features comprise a second lifting eye 30d, and an up swept profile of the end of the arm. This provides for further rigging connections to be made to the lifting halyard, which in this further alternative arrangement now connects to 3 lifting positions on the framework, being the two shown on figure 23 and the lifting eye 166 shown on figure 48, the three points being linked utilising a compensating pulley arrangement. Referring to figure 24, the alternative design of collar provides an alternative method for positioning the collar at a range of orientations with respect to the crossmember 20 generally in the same manner as figure 9c , but utilising square profile machined segments of a tube (inserts) inserted within the matching profile apertures either side of collar 136. Referring to figure 25, the inserts to be utilised on 136 are of four varieties, differentiated by hole position, two of which may be reversed in order to provide six different hole positions and corresponding orientations of collar 136.

Referring to figure 26, the machined apertures in 136 are not diametrically opposite each other but one is displaced by a rotational degree equal to the step differences between the inserts 100 to 103 hole positions. The figure shows the collar 136 in position around the crossmember 20 where two of the four inserts from figure 25 may be used in the apertures in collar 136 to create a fully aligned through hole into which a bolt may be placed and as the bolt and nut are tightened in position, the inserts are drawn into the apertures locking 136 at a particular orientation with respect to crossmember 20 therefore effecting the same functionality as shown in figure 9c, but capable of sustaining higher loadings.

Referring to figures 27 and 28 which provide the rotational mounting blocks for the shafts in the same manner as figure 14 and 16, the alternative base shape now provides for four bolts to secure to the hull of the vessel which pass through the arc shaped slots 190, 191 , 192, 193 and through the holes as shown in figure 30. Therefore the bracket 170 is permitted a degree of rotation with respect to base plates 172 and 173. Given that the brackets 170 must both installed in a vertical aspect, the base plates 172 and 173 may be affixed to the vessel up to 16° either side of vertical to accommodate restricted designs of transoms and to further aid fine adjustment at the time of installation to obtain parallel inclinations of the two brackets.

Referring to figure 29, the rubber block 173 not previously shown is now illustrated with a typical curvature as may be found on a typical vessel to illustrate the manner by which the two brackets 170 may be installed parallel to each other despite being affixed to 2 oppositely curving surfaces. Referring to figure 30 the rubber block 173 is shown as a flat plate with parallel faces as would be the case where the installation was onto a fully flat transom.

Figure 31 shows the four holes to carry bolts from the bracket into the hull and demonstrates their shape as being square in order to accommodate the square under-shank of the head of a coach bolt as is employed for this purpose.

Referring to figure 32, the port and starboard brackets are shown side-by-side in the plan elevation with a dotted line representing the concealed base plates 172 and 173 with the four coach bolt heads visible at the limit of their possible positions in the slots 190 to 193. The views are shown without the intermediate hull material such that the four square washers on the inside of the hull are visible around the perimeter.

Referring to figure 33 by comparison with figure 1 1 , the alternative design of slider 1 16a comprises of a straight bar instead of a triangle in order to elevate 20 with respect to the framework allowing for the brackets to be positioned at a lower level upon the transom of a vessel without materially altering the geometry of the operation.

Referring to fig 34, given that as will be seen in figures 38 and 39, a new alternative design of carriage is available, it is necessary to place a stop device to prevent the sliders being pulled off the end of the shaft during the elevation of the dinghy approaching the uppermost position, accordingly a proud nut head 181 is positioned close to the distal end of the shaft.

Referring to figure 35 by comparison with figure 13, an alternative design of guide rail 144 instead of 44 is employed generally according to the same design principles, but of differing profile. In the same manner, the head 144 and the neck 146 retain the carriage 148 in the same manner as 44, 46 and 48. Referring to figure 36 by comparison with figure 12, the differing cross sections of the guide rail and carriage are illustrated.

Referring to figure 37, the nut head 181 is illustrated in cross-sectional view to demonstrate that it does not obstruct the motion of the securing bolt head joining the crossmember mounting tube 161 to the slider 1 16 a. Comparing figures 36 and 37 the respective position of nut head 181 with respect to the carriage 148 shows that 181 blocks the passage of the carriage 148 against an inserted bumper stop plate better seen in figures 38 and 39, but visible in cross-section in figure 36. The crossmember 20 is secured to the two sliders by being inserted within a mounting tube 161 with bolts passed through one of the pair of holes within 161 into a chosen hole in 20, thus different lengths of crossmember 20 maybe utilised in a single installation and finer adjustment of the separation of brackets 170 be achieved due to the non-matching spacing of the holes in 161 with respect to those in 20.. Referring to figure 38, the alternative design of carriage is secured to the slider assembly by means of bolts 151 . Recirculating ballbearings 182, 100 in number, are employed. The end of the carriage closest to the distal end of the shaft carries a bumper stop plate 159 used instead of a concealed nut and held in position by screw 151 . 159 impacts onto nut 181 at the end of the travel range and prevents loss of the slider from the end of the shaft.

Referring to figure 39 the bumper stop plate and carriage are shown in perspective.

Referring to figure 40, a further and better alternative coupling mechanism to link the upright shafts with the vessel's pushpit railing structure consists of a machined plastic block 180. When not in use 180 may be located in either of two positions, affixed to the shaft or affixed to the pushpit top rail, both being achieved by the insertion of respective drop nose pins. Figure 40 shows it affixed to the shaft not in use. Figure 41 in closer detail illustrates coupling block 180 being pinned to the shaft by means of drop nose pin 184. Drop nose pin 183 is shown in place in 180 but not being used until such time as the shaft is rotated into the upright position and held there, as will be seen later in figure 49.

Referring to figures 42 and 43, the further and better alternative slider 1 16a is shown. 1 16a has fixing holes along its full-length allowing the two carriages 148a and 148b and the crossmember mounting tube 161 to be located in a variety of longitudinal positions or sequences, the variation of which effects the carrying height of the dinghy in either the carriage or elevated position and the full travel of the slider upon the shaft. Figure 42 demonstrates the default normal position able to be changed by the user.

The locking plunger 162 is contained in a welded housing at the mounting block end of the slider and is shown in the engaged position with the plunger rod inserted into 1 14a thus preventing motion of the slider with respect to the shaft when the shaft is in the upright position and there would be a downward force upon 161 due to the weight of the dinghy, which the engagement of 162 would secure against possible rigging failure or accidental operation of switches permitting accidental fall or lowering of the dinghy.

Referring to figure 44, with the shaft in the launched position, the lifting of the dinghy by the tightening of the halyards causes the slider to approach the mounting block and the figure illustrates that the welded housing within which 162 is located approaches the foot 52 and as the shaft rotates upwards into the carrying position the weight of the dinghy is born on the interface of the slider and the foot. Referring to figure 45 a welded face 163 being a further and better alternative required with the alternative provision of this slider 1 16a, engages the housing containing 162 to provide a stop and load carrying interface. Referring to figure 46, in the same manner as figure 44, as the dinghy is lowered from the elevated position to the carriage position the slider approaches the mounting block end of the shaft and requires an end stop and load supporting interface. Referring to figure 47, the plunger 162 is welded within a larger body of a hollow square tube the lower face 164 of which provides the load bearing face for the support of the slider and the weight carried thereon. The figure further illustrates the lever 165 used to insert the plunger into the shaft in the elevated position. Referring to figure 48, the slider is shown at the distal end of the shaft carrying the dinghy in the elevated position. The figure shows the crossmember supporting tube 161 bolted through the crossmember 20 using a bolt and eyenut 166. In the further alternative design of rigging employed upon the framework, 166 is used as one of three lifting positions on each side, the purpose of 166 being to provide an anchor point outboard of the halyard 102 so to constrain the rigging local to the framework into a near vertical attitude. In this arrangement, the spreader bar 106 is not used and replaced by pulley blocks on each side as will be seen in Figure 51 .

Referring to figure 49, the coupling block 180 is shown attached to the shaft by means of drop nose pin 184, and to the pushpit top rail 1 10 by the insertion of drop nose pin 183 through the block and the aligned hole in the clamp 1 18 affixed to 1 10. Therefore figure 49 shows the arrangement in the locked and secured upright position utilised during the carriage or elevated positions of the dinghy. Figure 49 also illustrates that coupling block 180 may be left permanently affixed to the pushpit if the user chooses to release the shaft into the launch mode by withdrawal of the pin 184.

Referring to figure 50, the framework is shown in the upright position, locked to the pushpit rails 1 10a and 1 10b with the sliders in the uppermost position for the elevated position of the dinghy, and the arms 182 supported by the flanges 32a abutting 36a. The choice of appropriate inserts 100 to 103 renders the default resting position of the arms 182 under load to be horizontal. If the framework is removed and used on a different yacht where the locked upright attitude of the shafts will differ, the horizontal attitude of 182 may be achieved by the choice of alternative inserts.

Referring to figure 51 , the alternative layout of halyards 102 and 104 is illustrated whereby entirely separate halyards descend to each side of the framework from their mast or backstay support pulley positions. In place of the spreader bar 106 a pair of pulleys 185 are used as part of a three point support on each side comprising 166a, 30d and 30a (not visible). The 2-to-1 mechanical advantage enjoyed is the same as in figure 19, whereas in figure 19 the pulley 186 is above the limit of the figure thus not shown, whereas in figure 51 sits at a lower level and is thus illustrated. Referring to Figure 52, before the rubber block 173 is manufactured, it is necessary to map the contour of the area of stern transom which the block will be bolted to in order that the 3 dimensional shape of that area be replicated into the shape of the inner face of 173 producing an exact fit. This procedure of mapping needs to be able to be done on any vessel, afloat or on land, with equipment which is unpowered and portable. The area 200 for the fixing of the bracket and base plate is chosen within parameters reflecting the geometry and dimensions available for the framework, together with a mirror image position on the opposite side of the stern (not shown), where suction clamps 201 are attached. An engineered plastic block 202 is screwed to the head of 201 and a plastic cylinder 203 screwed to the upper face of 202. A similar process takes place on the opposite side of the stern. A laser beam 205 is mounted into a retaining hole 204 inside 203 and aligned with a similar cylinder 206 located on the mirror image block (not shown) on the opposite side of the stern. The block 202 is adjusted upon the head of 201 until the laser 205 shines exactly through the hole 207 (being of a smaller diameter than 204) on the opposite side of the stern, thus providing an assurance that the 2 blocks are parallel and in the same plain. A measuring rod 208 is then inserted in sequence through 16 holes in 202 until it touches the hull at the point 209 when a reading is taken of the depth of insertion of the rod into the block. A similar process takes place on the opposite side of the stern. The 32 readings thus taken are input into a unique computer contour mapping program written by the applicant to produce a computer file, which contains a set of machine tool instructions to mill 2 slippers of steel (Figure 53, 213 and 214) into a particular profile.

Referring to figure 53, the 2 slippers of steel 213 and 214 are mounted upon a base plate 212 which is then uplifted into a mould 21 1 and capped with a top plate 210, the whole assembly then being clamped together. When rubber is injected and cured into the void between the contoured upper faces of 213 and 214 and the lower side of 210, a rubber block 173 and it's mirror image (not shown) are produced where their lower face exactly fits to the contour of the transom, and when installed offers on their upper faces, 2 surfaces which are aligned with the mirror image on the opposite side of the stern, parallel and in the same plain. When the base plate 172 and bracket 170 are assembled onto 173 the sides of 170 are parallel to the bracket on the opposite side of the stern thus the shafts 1 14a and 1 14b rotate in parallel retaining an even separation which permits them to be joined by a rigid link being the cross member 20. Without 173 and opposite item enjoying this property, it would not be possible to enjoin the 2 shafts with a fixed link which in turn carries the dinghy via the arms 182. Because the dinghy is carried on adjustable arms 182 and not by the brackets 172 or shafts 1 14, the arms 182 maybe positioned directly above the lifting points on the dinghy with the shortest strops possible as maybe seen in Figure 51 . The separation of dinghy lifting points is substantially closer than would be the separation of shafts 1 14 on a modern sailing yacht equipped with a fold down transom platform, and thus an attempted connection to any far wider suspension points would be structurally injurious to 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:

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.

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

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.

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;

(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.

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

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.

1 1 . 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 1 1 , 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.

17. Two parts of a system, the first part being a set of physical components which

together comprise a portable and unpowered mapping system which is used in conjunction with the second part being a computer program, the system thus able to take point readings of the contours of a 3 dimensional curved surface in any location and by extrapolation and curve mapping algorithms of such readings enable the direct manufacture of slippers able to be placed inside a moulding tool to create moulded blocks which replicate in relief the contours of the respective surface.