GB2403187A

GB2403187A - Boat fender system

Info

Publication number: GB2403187A
Application number: GB0314629A
Authority: GB
Inventors: Keith Platel
Original assignee: Individual
Current assignee: Individual
Priority date: 2003-06-23
Filing date: 2003-06-23
Publication date: 2004-12-29
Also published as: GB0314629D0

Abstract

A boat fender system comprises at least one boat fender PF1 and PF2 which can be moved from an in use position PF1 to a proximate storage position PF2. This allows convenient and safe storage for the fenders such that they are readily available for further use as a fender or for other roles, such as in lifesaving. Each fender may be provided with dual means of attachment F2RA and F2CA to the boat 1, one of said means being a standard rope attachment F2RA for the in use position, with the other said means being a clip F2CA for securely attaching the fender to a guard rail (PGWU, Fig 1), or similar, of the vessel in the storage position.

Description

FENDER SYSTEM

This invention relates to means for storing boat fenders.

Boats of all types utilise devices known as fenders, in order to protect the boat, and the staging to which it is moored, from damage. Fenders also reduce the extent of forces acting on the boat and the staging, and on other boats. However, commonly adopted methods of relocation of the fenders when the crew are ready to move the boat away lo from a moored location, involves the expenditure of considerable time and effort in carrying the fenders to storage locations on the boat; the larger the boat, the larger, and therefore the heavier, the fender. Moreover, there are usually at least three fenders on each side of the boat, and so, the above mentioned carrying and relocating actions are multiplied, and, moreover, then have to be repeated, when re-mooring it.

It will be shown, in the following account, how the present invention overcomes these, and other, disadvantages involving boat fenders, and therefore provides a very useful improvement to common boating procedures.

go According to the present invention, means are provided for conveniently relocating a boat fender to an alternative, secure, proximate position, in which it is readily available for re-use in its prime role, and in which it can also serve other roles.

Variants of the basic invention are based on devices which have dual means of attachment to other objects. In application to use on boats, each device possesses one means which is releasably attachable to either of the single eyes (round holes) formed at each end of a boat fender, whilst the other means is releasably attachable to a guard- wire of a boat. The devices thus allow continuation of the use of the usual method of retaining a fender in a vertical orientation by means of a looped and knotted rope so attached to a guard-wire of the boat and to one of the two eyes of the fender when a boat is moored, and it also allows the fender to be attached, in a horizontal orientation, to a nearby guard-wire of the boat by means of two of the devices, when preparing to move away from a mooring.

The invention thus obviates the need for having to detach the fender from the guard- wire so that it can be stored elsewhere on the boat, and it retains the facility for carrying on in the usual way by allowing the conventional rope to be readily available for re-orientating the fender when re- mooring.

The whole procedure for stowing fenders when moving off from a mooring, and for relocating them when re-mooring, is therefore made much safer and quicker.

In order to describe the invention in more detail, reference will now be made to the lo accompanying diagrams in which: Figure 1 shows, in schematic form, a three-dimensional view of a boat fitted with embodiments of the invention.

Figure 2 shows, in schematic form, enlarged three-dimensional views of embodiments of the invention fitted to parts of a boat.

Figure 3 shows, in schematic form, enlarged three-dimensional views of embodiments of the invention fitted to parts of a boat.

Figure 4 shows, in schematic form, enlarged three-dimensional views of embodiments of the invention fitted to parts of a boat.

Figure 5 shows, in schematic form, three-dimensional views of a particular embodiment of the invention in various orientations.

Figure 6 shows, in schematic form, three-dimensional views of a particular embodiment of the invention in various orientations.

Figure 7 shows, in schematic form, enlarged three-dimensional views of embodiments of the invention fitted to parts of a boat.

Figure 8 shows, in schematic form, three-dimensional views of particular embodiments of the invention in use on a boat.

Figure 9 shows, two-dimensional and three-dimensional views of particular embodiments of the invention in various orientations.

With reference to Figure 1, which represents a schematic, threedimensional view, a boat, 1, has port, side support handrails, known as port and starboard pulpits, 2P and 2S, respectively, and port and starboard pushpits, 3P and 3S, respectively. Vertically lo orientated port stanchions, 4P, 5P, are fixed to the deck at locations between the port pulpit and pushpit, and similarly, starboard stanchions, 4S and 5S, are fixed between the starboard pulpit and pushpit. The pulpits, pushpits and stanchions are commonly manufactured from tubular stainless steel.

In order to provide protection for the crew, horizontally orientated upper and lower port, guard-wires, PGWU and PGWL, respectively, are strung between the pulpit, stanchions, and pushpit, on the port side of the boat, 1, and, similarly, horizontally orientated, upper and lower starboard guard-wires, SGWU and SGWL, respectively, are strung between the pulpit, stanchions, and pushpit, on the starboard side of the boat, 1.

With further reference to Figure 1, it can be seen that there are three fenders, PF1, PF2 and PF3, attached to the port side, guard-wires, PGWU and PGWL. Vertically orientated port fenders, PF1, and PF3, are attached by means of ropes, FIR and F3R, respectively, to upper port guard-wire, PGWU, and it is pertinent to note that there are no ropes at the other end of each fender, PF1 and PF3, this represents the conventional way in which boat fenders are used. Thus, when the crew are ready to move off from a mooring, ropes, FIR and F3R are removed from upper guard-wire PGWU, and fenders, PF1 and PF3 are stowed away, either: i) on deck, where they can present a hazard to the crew, ii) in expensive, and not necessarily attractive, baskets, also on deck, or iii) below deck. In all cases, remooring necessarily involves much work in replacing the fenders in their original locations.

In contrast, it can be seen that horizontally orientated fender PF2, is attached to upper guard-wire PGWU and to lower guard-wire, PGWL by means of ropes, F2RA and F2RB, fixed at each end of the fender (more detail is shown in later Figures). This allows secure storage of a boat fender, locally, so that much time and effort is thereby s saved when re-mooring. When short trips are being made, there is a tendency to either, leave fenders in their vertical orientation, or to expend much time and effort by removing them to storage and then re-attaching them when mooring again.

With reference to Figure 2, which represents a schematic threedimensional view, the boat, l, already described with reference to Figure l, is shown again but smaller in size, so that particular elements can be described in more detail. Thus, with reference to the lower left encircled region, which is linked to the smaller circle above it, by a broken line, it can be seen that the front and rear ends of port fender, PF2, are attached to upper port guard-wire, PGWU by means of ropes, F2RA and F2RB, respectively, but that these ends are also attached to lower port guard-wire, PGWL, by means of clips, F2CA and F2CB, respectively. This method of attachment also causes the fender, PF2 to be securely held against the lower port guard-wire, PGWL, and therefore represents a unique method of utilising means of attachment provided on boat fenders, since it uses both ends of the fender, whereas commonly, only one end is utilised.

An alternative arrangement for attaching a fender to a boat, in a horizontal orientation, as described, is to incorporate a tie-wrap into a design variant of a fender clip, e.g. clip, F2CA. The tie-wrap can then either be supplied with the clip, and as such, fitted or 2s not fitted, or it can be part of the manufactured structure of the clip. When using either alternative, the clip can thus easily be attached to that end of a fender which is not usually utilised, so that the clip can be pulled over a guard-wire, e.g. guard-wire PGWL, in order to secure the fender.

With further reference to Figure 2, the right hand encircled region, linked by means of a broken line, to the circled region to which it refers, shows more detail concerning port fenders, PFI, PF2 and PF3, and is self-explanatory.

With reference to Figure 3, which follows the style of Figure 2, and which represents a three-dimensional schematic view, it can be seen that port fender, PF1, is attached to port upper guard-wire, PGWU, by means of rope, F1RA but that clip, FICA is not attached. Other elements of the system have already been described with reference to s earlier Figures but an additional element is loop, F2RAL, of rope, F2RA, shown within the right hand circled region, which passes through hole, PF2HA, at the forward end of port fender, PF2. This loop is achieved after passing one end of rope, F2RA, through hole, PF2HA, and then clamping the main length of the rope and a short "tail", inside clip, F2CA, which is in two parts which are screwed, or otherwise clamped together, to lo form clip, F2CA. More detail is provided later, with reference to later Figures.

With reference to Figure 4, which follows the style of Figure 3, and which represents a schematic, three-dimensional view, enlarged views of elements which have already been described with reference to earlier Figures are shown, and are therefore not $ described again.

With reference to Figure 5, which represents a schematic, threedimensional view, various views of the clip, e.g. F2CA, used for attaching fender, PF2, to the lower guard-wire, PGWL, are shown. The clip is in two parts, A and B. which are screwed (screws and holes not shown) or otherwise attached, to one another, so that a loop can be formed in a rope, e.g. F2RA, shown in Figure 4, around a hole, e.g. hole, PF2HA, in port fender, PF2, shown in Figure 4.

The top part of clip, F2CA, has a hole, Hi, formed in its upper horizontal surface, 2$ UHS, and this hole extends downwards to allow a sufficient length of the rope, F2RA, to be clamped between the two halves, A, and B. The lower part of clip, F2CA, has two holes, H2, and H3, formed in its lower horizontal surface, LHS. All three holes, Hi, H2, and H3, are actually made up from six, smi-circular parallel depressions formed in halves, A, and B. More detail is provided, later, with reference to Figure 6.

With further reference to Figure 5, part, B. of clip, F2CA, has a curved, flexible extension, E, formed on its outermost larger face, and, where it is joined to the main body of clip, F2CA, regions, G1 and G2, of the outer surfaces which face one another for at least one fifth of the length of the extension, are serrated in shape, as shown, so that, for example, the clip, F2CA, can be releasably clamped to a guard-wire, PGWL.

With reference to Figure 6, which represents a schematic, threedimensional view, s elements of the fender system already described with reference to Figure 5, are shown again and are self-explanatory.

With reference to Figure 7, which follows the style of Figure 4, and which represents a schematic, three-dimensional view, various elements of the fender system already lo described with reference to earlier Figures are shown again, but in larger size, and are self-explanatory.

With reference to the circled areas at the top of Figure 8, which represents a three- dimensional view, a boat fender, F1, which is a standard two-eyed type, is attached by is means of an adjustable strap and clip assembly, to a guard-wire, GW, of a boat. Clip, C1, of the assembly, is shown attached to guard-wire, GW, and its accompanying webbing strap, W1, is looped through, and around, eye, El, of the fender, F1, forming loop, L1, and terminates, after passing through buckle, B1. It can thus be seen that the webbing strap, W1, can be adjusted in length, and tightness, in order to cater for desired distances between the eyed end of the fender, F1, and the guard-wire, GW.

With further reference to Figure 8, rope, R1, is used for suspending the fender, F1, from the guard-wire, in a vertical orientation, when the boat is moored (in which situation, clip, C1, is detached from guard-wire, GW). When the boat is being made 2s ready for moving off, rope, R1, is used for lifting the fender, Fl, so that clip, Cl, can then be grasped, and attached to the guard-wire, GW.

With reference to the lower part of Figure 8, clip, C2, with its associated webbing strap, W2, and buckle, B2, is attached to the lower part of fender, Fl, by means of loop, L2, formed around eye, E2. It can be readily seen how the lower strap assembly can now be attached to the guard-wire, GW, so that the fender, Fl, is secured in a horizontal orientation ready for moving the boat away from its mooring. This horizontal orientation has already been described with reference to earlier Figures, which can be referred to again, in order to clarify the concept The rope, R1, can then be pulled in, and tied temporarily to the guard-wire, GW, ready for re-use when mooring again, in which case the clip, C2, is removed from its attachment to guard- wire, GW. s

With reference to Figure 9, which shows two-dimensional and threedimensional views of particular embodiments of the invention in various orientations, the various parts indicated in the diagram have already been described with reference to Figure 8, and so, will not be described again. It can be seen that the plan view of clip, Cl, lo shows waisted regions, WAIL (left) and WA1R (right) which exist to allow the user to grip the clip more easily. Serrations, SER1, formed on the inside surfaces of the clip, C l, together with the variable distance between the said surfaces, provide for adequate gripping of guard-wires of varying diameter, by the clip.

With further reference to Figure 9, it can be seen that the top rear section, T1, of the clip, Cl, is separated from the bottom rear section, B1, and that there is a slot, ST1, formed by the lower inside face of T1 and the upper inside face of B1. Slot, ST1, takes one end of webbing strap, W1 (see Figure 8) which is secured by means of stitching, utilising a marine grade of thread which is tolerant of Ultra Violet (UV) light without degradation. The material used for manufacturing clip, C1, also needs to be tolerant of W light without degradation and be capable of withstanding the marine environment. Suitable proprietary plastics are available for this purpose.

Approximate dimensions for the clip, C1, the webbing strap, W1, and the buckle, B1, 2s are given in the diagram, but these are not intended to be limiting dimensions but merely to indicate the dimensions of one variant of the invention.

An alternative design for clip, Cl, has a slotted hole formed in the closed end of the slot, ST1, shown in Figure 9. A webbing strap resembling strap, Wl, but having a greater thickness at one end, can then be pushed through the said slotted hole, from the inside of the clip, C1, and the whole of the length of the strap can be pulled through the hole, until the thicker, end part, of the webbing, abuts the inside face of the rear part of clip, C1. The remainder of the strap can then be passed through, and around, an eye of the fender, F1, and through buckle, B1. Stitching can then be applied as already described.

It is pointed out, with reference to the foregoing, that clips such as FICA, and F2CA (Figure 3) C1, and C2 (Figure 8) must have smooth contours, so that their contact with the surface of a boat does not cause damage to the boat. This is very important for yachts, which have exterior paint work, which must not be damaged. It is also pointed out that part A, shown on the left-hand side of Figure 6, must have rounded edges and not the sharp edges shown in the diagram. Smooth contours are also necessary in lo order to ensure that the various parts described in the foregoing account are easy to grip and do not injure the user.

It is further pointed out, with reference to the foregoing, that boat fenders, such as PF l, PF2, and PF3 (Figure 1) are usually provided with flexible covers in the form of hollow tubes of material, having elasticated necks. These are designed for aesthetics and also so that they do not damage the exterior surface of a boat.

It is yet further pointed out, with reference to the foregoing, that when stored according to the principles of the invention described therein, a boat fender is more readily available for use as an aid to saving the life of someone who has fallen into the water, and so the invention thus serves a further purpose. Furthermore, storage space, which would otherwise need to be used for fenders, can now be utilised for other purposes.

It is still yet further pointed out, with reference to the foregoing, that only those parts of a boat which need to be shown in order to demonstrate, and describe, the principles of the invention, have been included in the diagrams, and that the diagrams are highly schematic and therefore do not show the exact form/shape of a typical boat.

Claims

1. A boat fender system, wherein a boat fender can be conveniently, safely, quickly, and easily, relocated in a proximate position where it is readily available for re-use in its prime role, and in which position it can also serve other roles.

2. A boat fender system, as claimed in claim 1, wherein, when the crew are ready to move the boat away from a moored location, the need for commonly adopted methods of relocation of the fenders of a boat, is obviated, and wherein there is an lo accompanying saving of considerable time and effort by not having to carry the fenders to storage locations on the boat.

3 A boat fender system, as claimed in claim 2, wherein variants of the said fender system incorporate devices which have dual means of attachment to other objects, and wherein each device possesses one means which is releasably attachable to either of the single eyes formed at each end of a boat fender, whilst the other means is releasably attachable to a guard-wire of a boat, wherein the usual method of retaining a fender in a vertical orientation by means of a looped and knotted rope attached to a guard-wire of the boat and to one of the two eyes of the fender when a boat is moored, is retained, whilst also allowing the said fender to be attached, in a horizontal orientation, to a nearby guard-wire of the boat by means of two of the said devices, when preparing to move away from a mooring.

4. A boat fender system, as claimed in claim 3, wherein the said system obviates the need for having to detach the fender from the said guardwire so that the said fender can be stored elsewhere on the boat.

5. A boat fender system, as claimed in claim 4, which utilises a device having an adjustable webbing strap, a buckle and a clip, which form an assembly, wherein so one end of the said webbing strap can be passed through an eye of a standard two eyed boat fender and adjusted, by means of the buckle, to a desired length and tightness, to form a closed loop around the said eye, and wherein the other end of the said strap is firmly attached to a specially designed clip, which can be releasably, but firmly, attached to a guard-wire of a boat.

6. A boat fender system, as claimed in claim 5, wherein another said assembly, can be s attached by means of its webbing strap, to the other eye of the said fender which is located at the opposite end of the fender, and wherein the clips of the two said assemblies are attached to a guardwire of the boat so that the said boat fender is held in a horizontal orientation.

lo

7. A boat fender system, as claimed in claim 6, wherein the said looped and knotted rope, is attached to the upper most eye of the said boat fender, so that the rope can be used for suspending the fender from a guard-wire of the boat in a vertical orientation when mooring the boat, and can remain attached to the said guard-wire when the two said clips are utilised for holding the said fender in the said S horizontal orientation when ready to move away from a mooring.

8. A boat fender system, as claimed in claim 7, wherein the said clip has an opening which allows a guard-wire to enter the said opening when the clip is pushed over the guard-wire, and wherein the convergency of the upper and lower inside to surfaces of the clip, towards its front end, allows it to be firmly, but removably, held on the said guard-wire, wherein guard-wires of increasing diameter can be held, due to this convergency, and wherein serrations formed on the said inside surfaces provide additional grip.

9. A boat fender system, as claimed in claim 8, wherein the shape of the said clip is designed to allow it to be gripped securely in the hand, and without injury or strain to the user, and wherein the said shape includes smooth contouring which also prevents damage to a boat or parts of a boat, or to another boat.

10. A boat fender system, constructed and arranged to operate substantially as hereinbefore described with reference to any one of the embodiments illustrated in Figures 1 to 9, of the accompanying drawings.