Boat Construction And Method

Abstract

A boat construction and method for transporting passengers and cargo particularly over rough water, the boat construction comprising a plurality of elongated tubular pneumatically filled floats joined in a flexible manner. Each float has a plurality of compartmented segments with the extreme forward and rear segments projecting away from the water. A cargo carrier is lashed to the connected floats and the device is propelled by an outboard motor that has been mounted to a transom lashed between the assembled floats. The method includes lashing flat platforms to be used as cargo carriers to floats which have also been lashed together. Vacant spaces are provided between selected ones of the floats providing a recessed area for receiving cargo. Assembling the floats and cargo carrier according to this invention accommodates significant bending movements of the boat construction over obstacles encountered in the water.

Description

BACKGROUND

1. Field of the Invention

The present invention relates to a boat construction and more particularly to a boat having a plurality of floats flexibly lashed together for transporting a large capacity of passengers and cargo over rough water.

2. The Prior Art

Traditionally, river running boats have been small, streamlined one- or two-manned craft such as the canoe or kayak. Though highly maneuverable, these small craft are easily overturned and are severely limited with respect to the number of passengers and amount of cargo that can be transported.

As river running has developed in popularity throughout the world, different kinds of river running craft have been used to transport larger numbers of people and a greater amount of cargo. For example, the conventional life raft construction using an essentially elliptically shaped inflated tube and a rubber bottom has been used to increase the passenger capacity. However, it has been found that these craft are not only difficult to maneuver but are easily overturned in treacherous water. In addition, as the life raft-type boat traverses rocks and other obstacles in the water, passengers can be injured when the boat is brought down hard upon the rock or other obstacle.

BRIEF DESCRIPTION AND OBJECTS OF THE INVENTION

The present invention as indicated by the described preferred embodiments provides for a stable, compartmentalized boat construction that transports large numbers of passengers and amounts of cargo on any kind of water without overturning or being punctured. The passengers are suspended a safe distance over rocks or other obstacles in rough water and are cushioned from impact on obstacles so that even in dangerously rough rivers, passengers can ride the boat both safely and comfortably.

It is, therefore, a primary object of the present invention to provide a novel boat construction.

It is another primary object of the present invention to provide an improved method of constructing a boat.

It is another valuable object of the present invention to provide a boat construction that can safely transport both passengers and cargo.

These and other objects and features of the present invention will become more fully apparent from the following description and appended claims taken in conjunction with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a perspective view of a presently preferred embodiment of the invention;

FIG. 2 is a front elevational view of the preferred embodiment;

FIG. 3 is a fragmentary perspective view of the floats of construction shown in FIG. 1;

FIG. 4 is a fragmentary cross-sectional view taken along line 4--4 of FIG. 1.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

Reference is now made to the illustrated embodiments of the inventon comprising FIGS. 1-4, like parts having like numerals throughout.

The preferred embodiment of the present invention comprises a plurality of floats flexibly joined together as will be subsequently more fully described. Referring particularly to FIG. 1, a boat generally designated 36 is formed of a plurality of floats 20, 22, 24, 26 and 28, each being generally tubular in configuration and constructed of neoprene-coated nylon or other suitable material. Each float is made of a series of pneumatically filled compartmented sections. In FIG. 3, the end 21 of one of the compartments of float 20 is shown. Each float 20, 22, 24, 26 and 28 has an elongated body 30, a conically configured bow 32 projecting away from the water at the leading end of body 30. With exception of float 24, each float also has conically configured stern 34 projecting away from the water at the other end of body 30. Float 24 has a hemispherically configurated end 25 (see FIG. 4) which terminates body 30 of float 24.

With continued reference to FIG. 4, it is observed that the hemispherically configurated end 25 of float 24 is situated against a portion of the carrier platform generally designated 44 which will be more fully described hereinafter. Another float 29 is situated in axial alignment with the float 24 so as to form a partial support for cargo carrier 38. The float 29 terminates and abuts against the motor box 88.

In assembling boat 36, floats 20, 22, 24, 26, 28 and 29 are respectively placed side-by-side. Bow 32 of each respective float is aligned and the floats are then lashed together.

To facilitate lashing, each float 20, 22, 24, 26, 28 and 29 has a flexible elongated flap 50 (see FIG. 3) bonded to opposing sides of the floats. Apertures 52 are longitudinally spaced along each flap 52 so as to receive a rope 54, preferably formed of nylon. Each float 20, 22, 24, 26 and 28 also has a flexible flap 46 at the bow and stern (see FIG. 2). Flaps 46 have apertures 48 adapted to receive lashing rope 54 as shown in FIG. 2. The rope 54 is laced through corresponding apertures 48 or 52 in the flaps so as to secure the floats together but simultaneously allow the joints to give or yield somewhat under stress. Although the flaps 50 are illustrated as abutting end to end, it is also presently preferred that the flaps overlap one over the other to lend additional strength to the joints.

The body of each of the respective floats may vary in length so that when the floats are assembled, as shown in FIG. 1, the stern portion 34 of the floats may not fall into alignment. For example, as shown in FIG. 1, floats 20 and 28 terminate noticeably short of floats 22 and 26. Also, as previously described, floats 24 and 29 (see FIG. 4) do not have an upwardly directed stern portion 34 so as to facilitate the attachment of cargo carriers 38 and 44. It should also be emphasized that while the bow portion 32 is illustrated as comprising aligned upwardly directed conical members, any suitable staggered relationship could be used. Also, if desired, the actual number of floats may be increased or decreased as desired.

Referring again to FIG. 1, a plurality of D rings 56 are bonded to the side of body 30 of outside floats 20 and 28. The D rings 56 have corresponding D rings 58 mounted upon cargo carrier 44 and D rings 60 in cargo frame 38 as will be subsequently described. Likewise, a similar D ring 56 is bonded to the floats 22 and 26 so as to correspond to D rings 62 mounted upon motor box 40.

A cargo frame rectangular in configuration and generally designated 44 is made primarily of metal, wood or other suitable material. Frame 44 has a generally horizontal platform 64 which longitudinally extends across floats 20, 22, 24, 26 and 28. A downwardly projecting box 42 (see also FIG. 4) is set in the middle of platform 64. When cargo frame 44 is placed on boat 36, box 42 fits between float 24 and float 29. Preferably, the bottom of box 42 terminates substantially short of the lower extreme of floats 24 and 29 so that obstacles in the water will not easily come in contact with box 42. When box 42 is loaded with cargo (not shown) the center of gravity of the boat 36 is lowered thereby lending stability to the boat.

A barrier 66 is placed peripherally about platform 64 which helps to prevent cargo boxes from sliding off the cargo frame 44. Also, if desired, platform 64 may be divided into compartments such as 68 and 70 to restrain movement of cargo boxes in rough water. Platform 64 extends transversely beyond barrier 66 to the front and rear of cargo frame 44 forming a shelf 72 and 74, respectively. The D rings 48 are securely mounted upon the shelves 72 and 74 at the corners thereof. An additional D ring may be securely fastened to barrier 66 intermediate its length on each side of cargo frame 44, if desired. Straps 76 secure D rings 58 and corresponding D rings 56 so that the cargo carrier is securely attached to the upper surface of the assembly of floats.

Another cargo frame generally designated 38 is secured to the assembled floats. Frame 38 has a platform 78 that longitudinally extends across floats 20, 22, 26 and 29. Platform 78 has outwardly extending portions which rest upon body 30 of floats 20 and 28 and a central portion which rests upon float 29 and parts of floats 22 and 26. A barrier 80 is placed peripherally about platform 78 serving the same function as barrier 66 of cargo frame 44. Flat frame 38 may also be compartmented similarly to that of cargo frame 44. D rings 60 are mounted at the corners of shelf 82 formed from an extension of platform 78. Flat frame 38 is secured to the floats by straps 84 that join D rings 84 and D rings 56.

A motor box generally designated 40 is secured to the rear of boat 36. Motor box 40 has opposed platforms 86 that rest upon body 30 of floats 22 and 26 adjacent stern 34. A peripheral shelf surrounds three sides of the platform 86. Shelf 92 rests upon body 30 of floats 22 and 26 and provides an attachment site for D rings 62.

A navigating compartment or recess 88 is situated between the platforms 86. Referring particularly to FIG. 4, compartment 88 has a bottom 94, a front 95, sides 96 and a transom 98. Transom 98 slants outwardly at an angle from bottom 94. It has been found preferable to slant the transom about 12.degree. from the vertical to give a slight lift to the navigating compartment 88 when a marine outboard motor is attached to the transom. A reinforcing bracket 100 may be secured to transom 98 and an inlaid L bracket 102 made of iron or other suitable material is attached to protect top edge 104 and side edge 106 of transom 98 when additional strength is required.

In assembling the illustrated embodiment of the boat, each of the floats is inflated so that every compartment contains air but the floats are not filled so full that they are not somewhat flexible. Air pressure in the neighborhood of 1 to 10 pounds has been found adequate.

Each of the floats is situated side-by-side in a preferred lateral relationship. In the embodiment illustrated in FIG. 1, the bow tips of each float are situated in alignment with respect to the next. Thereafter, rope is laced through apertures in the outwardly projecting flaps as shown in FIGS. 2 and 3 so that the floats are secured together. It is observed that even though each float is secured to the next, the flexibility of the lashing rope allows some independent movement of each float with respect to the next.

When all floats have been lashed together suitably, the cargo frame, flat frame and motor box are strapped on top of the floats. It should be observed that the floats provide an air cushion between the cargo and rocks or other obstacles over which the boat may pass. The same air cushion protects passengers, whether riding on the cargo frames or in front of the cargo frames directly upon the floats. When the cargo frames have been secured, the boat is ready for launching. Either before or after launching, cargo boxes may be situated in appropriate ones of the compartments such as 68 or 70. Preferably, the cargo boxes are lashed or otherwise suitably secured directly to the cargo frames.

It is also presently preferred that a marine outboard motor be attached to the transom 98. Through experimentation it was discovered that the boat, when fully loaded, tended to cause the foot of the stern drive housing forming part of the outboard motor (not shown) to become lodged in the river bottom or hung up on obstructions in the water. Accordingly, it was found that by moving the transom to an approximate 12.degree. incline, the flexibility of floats 22 and 26 would allow the entire motor box 40 to be lifted slightly due to the thrust of the outboard motor. Thus, drag at the stern of the craft was substantially reduced. In addition, the amount of water entering the navigational compartment 88 was noticeably reduced.

In operation, the fully loaded boat travels easily over even very rough water without overturning. The flexibility of the floats and the flexible lashing joints between floats allow the boat construction to generally follow the contour of rough water and to "walk" over treacherous rapids without spilling cargo and passengers. In addition, when the boat is brought down hard upon obstacles in the water, the floats provide an air cushion between passengers and cargo to prevent injury.

The invention may be embodied in other specific forms without departing from its spirit or essential characteristics. The described embodiments are to be considered in all respects only as illustrative and not restrictive and the scope of the invention is, therefore, indicated by the appended claims rather than by the foregoing description. All changes which come within the meaning and range of equivalency of the claims are to be embraced within their scope.

Claims

What is claimed and desired to be secured by United States Letters Patent is:

1. A boat construction comprising:

a plurality of elongated pneumatically buoyant means for supporting weight upon water, the buoyant means being formed of flexible material and comprising spaced upturned bows which permit water to penetrate therebetween, corresponding elongated cylindrical body portions and stern portions;

means for flexibly joining each elongated buoyant means directly to the next so that limited movement of one buoyant means relative to the next is possible;

a cargo carrier and means for connecting the cargo carrier to the joined buoyant means, the cargo carrier being spaced rearward of the bows so as to accommodate bending of the body portion of the buoyant means about an axis transverse to a longitudinal axis of the body portion; and

angularly oriented transom means for carrying a motor for propelling the assembly of joined buoyant means through water.

2. In a boat construction as defined in claim 1 wherein each said buoyant means comprises a pneumatically filled elongated float having a plurality of independent chambers so that rupture of one chamber will not deflate all chambers.

3. In a boat construction as defined in claim 1 wherein said joining means comprises a flexible radially projecting tab extending at least a portion of the length of the buoyant means, said tab having a plurality of spaced apertures therein and means for lacing together opposed tabs of adjacent buoyant means so that limited relative movement of adjacent buoyant means is possible.

4. In a boat construction as defined in claim 1 wherein said transom means comprises a navigational box mounted at the stern of the boat construction, the navigational box having one side comprising a transom which forms an angle with respect to the vertical so that a stern drive motor attached to the transom will exert a lifting force upon the stern of the boat construction.

5. In a boat construction as defined in claim 1 wherein said cargo carrier comprises at least one flat platform having a vertical barrier thereon dividing the platform into compartments for limiting movement of cargo upon the carrier when the boat construction traverses rough water.

6. In a boat construction as defined in claim 5 wherein said flat platform comprises a downwardly projecting cargo compartment adapted to be situated between generally axially aligned buoyant means.

7. A boat construction as defined in claim 1 wherein at least some of said buoyant means comprises upwardly directed bow and stern tips for guiding the boat construction over obstacles encountered in the water.

8. A boat construction primarily for transporting cargo and passengers on rivers comprising:

a plurality of side-by-side pneumatically filled buoyant tubes, each tube having a plurality of air chambers, each independent from the next and at least some of said tubes having upwardly directed bow and stern portions forming ramp-surfaces at the bow and stern of the boat construction;

outwardly projecting flaps bonded to each of the pneumatically filled tubes and extending essentially the entire length of the tubes, each flap having a plurality of spaced apertures therein and an elongated cord laced through the apertures of opposed flaps on adjacent tubes to flexibly join the adjacent tubes together;

a cargo carrier supported upon the top of the pneumatic tubes and extending from side to side across essentially the entire width of the assembled tubes, the cargo carrier comprising a centrally located recessed compartment and a plurality of vertically oriented barriers for limiting movement of cargo upon the carrier and means for securing the cargo carrier upon the pneumatic tubes;

a rigid motor box and transom secured adjacent the stern of the boat construction and comprising a centrally recessed compartment, one side of which forms a transom which is directed outwardly from the bottom of the compartment to the top so that when a stern drive motor is attached to the transom, a lifting force will be exerted upon the motor box when the motor operates.