Abstract:
Various enhancements to the capabilities of vehicles in general, and particularly light-duty utility Vehicles, which can advantageously enhance the cargo-carrying capabilities of such vehicles. The present invention provides a cargo bed insert, as well as an insert system, for removable attachment to a vehicle&#39;s existing cargo box. Improvement to a light-duty utility vehicle, where the improvement is in the form of a cargo box for the vehicle which includes one or more features of the described cargo bed insert and/or system is disclosed. The invention contemplates methods for enhancing the cargo-carrying capability of a light-duty utility vehicle. In particular, methods for enhancing the cargo-carrying capacity of such a vehicle beyond a manufacturer&#39;s specified cargo weight capacity are provided. Lastly, the invention includes a mounting assembly for a removable attachment to a vehicle&#39;s frame. The mounting assembly may be employed as a stand-alone item, or in conjunction with the cargo bed insert, to create a system for enhancing a vehicle&#39;s cargo-carrying capability.

Description:
BACKGROUND 
       [0001]    Construction projects occur in many different locations which are commonly chosen for their views, proximity to towns and Infrastructure, value of the land, and natural features. Oftentimes, however, little regard is given to how difficult it will be to transport construction materials to the work site. In fact many construction projects are located in areas where the surrounding terrain, which makes transport difficult, is a principle reason for selecting the site. For instance, ski resorts are built on steep, rocky, mountainous terrain. Also, home locations with desirable views may be located atop hills or peaks, which naturally present challenges regarding access. In some cases roads may not be available either due to economic reasons or for concerns of environmental damage caused by cutting through sensitive ecological areas. Steep terrain, poor traction, and confining spaces such as between natural features (e.g. rocks, trees, landscaping) are all factors that contribute to the difficulty of transporting materials in these areas. 
         [0002]    Even where a work site is accessible by road, transporting materials locally around the site itself can present a challenge. Where the construction project requires a basement or other significant excavation, steep grades can result. Like construction projects in areas with difficult natural terrain, construction projects among existing structures can result in tight quarters making the efficient movement of construction materials around the site difficult. For example, renovation to an existing home may be difficult to access due to neighboring homes or buildings. Transport of landscaping materials may also be inhibited by small spaces created between buildings, fences, retaining wails, and existing excavation. 
         [0003]    Generally construction and landscape materials are transported to a worksite via large utility vehicles. Depending on the nature of the material being transported the size of the truck may vary. For instance, large trusses and beams may be hauled on a flatbed tractor-trailer. Many applications with smaller materials lend themselves to the use of a pick-up truck. Pick-up trucks are very popular for hauling material because they have a reasonably high load capacity and have a sufficiently large cargo bed to handle lengths of landscape timbers and plywood sheets, for example. Because pick-up trucks are smaller than large tractor-trailers they are also more maneuverable in certain areas. Pick-up trucks are also generally available with four-wheel drive capability allowing them to negotiate relatively steep terrain as well as areas of poor traction. The drawback of a pick-up truck, however, is that its size is still too large to transport materials in tight spaces as described above. 
         [0004]    Also useful for transporting construction materials are light duty utility vehicles which are generally smaller and less expensive. Some light duty utility vehicles are available with four-wheel drive capability, such as the John Deer 6×4 Gator®. The Gator™ has an approximately 4 ft×4 ft factory-equipped cargo box for transporting various loads. With a payload capacity of approximately 1,400 lbs the Gator™ has sufficient carrying capacity to be useful on a construction site. The relatively small size of the vehicle compared to its larger counterparts allows access to tighter confines. The low center of gravity and four-wheel drive capability of the Gator™ make it ideal for accessing worksites on steep terrain with loose traction in tight areas. The Gator™ does, however, have a limitation in that the relatively small size of its factory-equipped cargo box can make it unsuitable for safely accommodating a variety of construction materials used at job sites. Furthermore, a drawback that both pick-up trucks and light duty utility vehicles share is that the cargo bed is of a fixed size. Many types of materials such as gravel, rock, brick and sand, have a tendency to shift or move around during transport if not suitably contained. Shifting and moving under transport can cause damage to not only the vehicle bed, but also to the material being transported. In some situations, shifting payload can also be dangerous by adversely affecting one&#39;s ability to control the vehicle. 
         [0005]    Accordingly, while pick-up trucks and light duty utility vehicles are well-equipped for a variety of purposes, particularly on construction sites, there remains a need for a vehicle which is more versatile at handling the size and weight of common construction materials preferably without sacrificing hauling and towing capacity. It is also desirable that the vehicle be maneuverable on difficult terrain and in tight spaces while providing for a safe and stable operating environment. Provided herein is an approach for enhancing the capabilities of vehicles in general, and particularly light duty utility vehicles such as the Gator™. 
         [0006]    It has also been found that a need exists to improve upon the manner in which injured individuals, such as professional football players and basketball players, as well as players of other sports, are transported off the field (or court) of play. With respect to the sport of football, for example, there currently are many ways to assist an injured player from the field. Aside from severe injury situations in which the injured player is transported via an ambulance manned by licensed medical personnel using commercially available stretchers and backboards, the manner by which players are transported in less serious injury situations typically fall into two categories. 
         [0007]    A first category involves assistance from training staff personnel normally in the form of placing the injured player&#39;s arms around the shoulders of the healthy training staff individuals (one or two training staff persons) who support the majority of the injured player&#39;s weight. Some players, however, are so large that two staff persons are not sufficient and risk injury to their own backs as the staff person(s) attempts to balance an injured player as he tries to “hop” from the field of play. Additionally, the injured player&#39;s ankle, leg, thigh or hip is left in a “dangling” unsupported or unstable position which may further aggravate the injury or at the least leave the injured player very uncomfortable. 
         [0008]    Another form of assistance involves the use of commercially available utility vehicles placed in service to give the player a ride from the point of injury to the point of treatment off the field of play. The commercially available vehicles currently in use involve golf carts equipped with a rear facing seat, the standard John Deere Gator™ with the tailgate removed, or several flat bed type vehicles. While these vehicles reduce the need for staff personnel to attempt to shoulder assist the injured player, they all present unique challenges to the injured player. 
         [0009]    For example, the golf cart provides a seat with a platform footrest. The permanently fixed footrest acts as an impediment to load the player, especially in the case of an ankle or knee injury. This type of vehicle may also experience challenges of traversing fields that are extremely muddy or snow covered. This problem can be further exacerbated by the size of the player being transported, for example, and 325 lb football player in full gear. The standard John Deere Gator™, with tailgate removed, eliminates issues related to power and traction but does not supply a seat with a back support or any stabilizing accessories to provide player comfort for the injured limb during transport. Additionally, some players are so heavy that the vehicle can experience a significant loss of steering capability due to the lack of counterweights to assist with maintaining a suitable center of gravity that promotes maximum steering efficiency. The various flat bed vehicles provide sufficient power and payload handling capability but provide no back support or injured limb management for the comfort of the injured player or limb. Loading the player onto these vehicle types also presents challenges in vehicle bed height and player stabilization methods. 
         [0010]    Provided herein is an approach for enhancing the capabilities of vehicles in general, and particularly light duty utility vehicles such as the Gator™. For at least the foregoing reasons, it is also desirable to provide and improved approach for more safely transporting injured individuals off the playing surface without jeopardizing vehicle control and maneuverability. 
       SUMMARY 
       [0011]    In accordance with the above, various embodiments are described which can advantageously enhance the cargo-carrying capabilities of a vehicle, such as a light-duty utility vehicle. Among these are a cargo bed insert, as well as an insert system, for removable attachment to a vehicle&#39;s existing cargo box. Also described is an improvement to a light-duty utility vehicle, where the improvement is in the form of a cargo box for the vehicle which includes or more features of the described cargo bed insert/system. Methods are also provided for enhancing the cargo carrying capability of a light-duty utility vehicle, and for enhancing the cargo carrying capacity of such a vehicle beyond a manufacturer&#39;s specified cargo weight capacity. In addition, a mounting assembly is described for removable attachment to a vehicle&#39;s frame and the mounting assembly may be employed as a stand-alone item, or in conjunction with the cargo bed insert to create a system for enhancing a vehicle&#39;s cargo carrying capability. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0012]      FIG. 1 a    is a front driver&#39;s side perspective view of a utility vehicle provided with a cargo bed insert and a front end mounting assembly in accordance with the exemplary embodiments; 
           [0013]      FIG. 1 b    is a rear passengers side perspective view the utility vehicle in  FIG. 1   a;    
           [0014]      FIGS. 2 a -2 c    are exploded and elevated rear perspective views of the utility vehicle and illustrate the removable attachment of the cargo bed insert; 
           [0015]      FIG. 3 a    is a top plan view of utility vehicle shown in  FIGS. 1 a    &amp;  1   b;    
           [0016]      FIG. 3 b    is a rear view in elevation of utility vehicle shown in  FIGS. 1 a    &amp;  1   b;    
           [0017]      FIG. 3 c    is a driver&#39;s side view in elevation of utility vehicle shown in  FIGS. 1 a    &amp;  1   b;    
           [0018]      FIG. 4 a    is a front perspective view of the cargo bed insert; 
           [0019]      FIG. 4 b    is a rear perspective view of the cargo bed insert and showing, in phantom, representative positions for the tailgate insert; 
           [0020]      FIG. 5 a    is a top plan view of the cargo bed insert; 
           [0021]      FIG. 5 b    is a passenger&#39;s side view in elevation of the exterior of the cargo bed insert; 
           [0022]      FIG. 5 c    is a driver&#39;s side view in elevation of the exterior of the cargo bed insert; 
           [0023]      FIG. 6 a    is a top plan view of the cargo bed insert&#39;s decking; 
           [0024]      FIG. 6 b    is a bottom plan view of the cargo bed insert&#39;s decking; 
           [0025]      FIGS. 7 a  and 7 b    are different perspective views of the decking for illustrating the optional mounting of a hitch assembly thereto; 
           [0026]      FIG. 8 a    is an exploded perspective view of the cargo bed insert&#39;s passenger&#39;s side wall, as viewed from a front driver&#39;s side position; 
           [0027]      FIG. 8 b    is a view from the driver&#39;s side in elevation of the interior passenger&#39;s side wall; 
           [0028]      FIG. 8 c    is an exploded perspective view of the cargo bed insert&#39;s driver&#39;s side wall, as viewed from a front passenger&#39;s side position; 
           [0029]      FIG. 9  is an exploded perspective view of the cargo bed insert&#39;s front wall; 
           [0030]      FIG. 10  is a front view in elevation of the front wall of the cargo bed insert; 
           [0031]      FIG. 11  is an exploded perspective view showing optional vertical load beams fastened to the front bed wall; 
           [0032]    FIG. 12  is an exploded perspective view of the tailgate for the cargo bed insert; 
           [0033]      FIG. 13  is an exploded perspective view showing optional vertical load beams fastened to tailgate of  FIG. 12 ; 
           [0034]      FIG. 14 a    is an exploded perspective view of the cargo bed insert and shows the ability for the tailgate to be inserted in an inverted position; 
           [0035]      FIG. 14 b    is a rear view in elevation showing the tailgate after it has bee inserted in the inverted position; 
           [0036]      FIGS. 15 a -15 c    are elevated rear perspective views for illustrating the capability of the cargo bed insert&#39;s accessory vertical load beams to support a variety of elongated construction material; 
           [0037]      FIG. 16 a    is a front plan view of an optional horizontal load beam accessory; 
           [0038]      FIG. 16 b    is a rear perspective view of the horizontal load beam; 
           [0039]      FIG. 17 a    is an exploded perspective view of the utility vehicle, and illustrates the removable insertion of a plurality of horizontal load beams; 
           [0040]      FIG. 17 b    is an exploded perspective view as in  FIG. 18   a,  and shows the horizontal load beams in an inserted position; 
           [0041]      FIG. 17 c    is a perspective view representatively showing the horizontal load beams supporting sheets of plywood; 
           [0042]      FIG. 17 d    is a rear view in elevation for diagrammatically illustrating the attachment of an external eyebolt to the cargo bed insert; 
           [0043]      FIG. 18  is a rear perspective view of the cargo bed insert, and illustrates the removable insertion of the optional debris shield; 
           [0044]      FIG. 19 a    is a front perspective view of the debris shield; 
           [0045]      FIG. 19 b    is an exploded perspective view of the debris shield; 
           [0046]      FIG. 19 c    is a left, passenger side view of the debris shield; 
           [0047]      FIG. 20  is a rear perspective view showing an optional landscape box extension for the cargo bed insert; 
           [0048]      FIG. 21  is a perspective view of the front end mounting assembly; 
           [0049]      FIG. 22  is an exploded perspective view of the front end mounting assembly; 
           [0050]      FIG. 23 a    s a bottom plan view of the utility vehicle; 
           [0051]      FIG. 23 b    is an enlarged, exploded perspective view of a portion of the vehicle&#39;s undercarriage for illustrating the attachment of the front end mounting assembly; 
           [0052]      FIG. 24  is a perspective view of the front end mounting assembly&#39;s lower portion; 
           [0053]      FIG. 25  is a rear view in elevation of the lower portion; 
           [0054]      FIG. 26 a    is a left side view in elevation of the lower portion; 
           [0055]      FIG. 26 b    is a right side view in elevation of the lower portion; 
           [0056]      FIG. 27 a    is a front perspective view of the front end mounting assembly provided with a winch accessory, and illustrating optional weights being suspending there from; 
           [0057]      FIG. 27 b    is an exploded front perspective view showing the attachability of a winch accessory to the front end mounting assembly; 
           [0058]      FIG. 28  is a front perspective view of the front end mounting assembly&#39;s upper portion; 
           [0059]      FIG. 29  is a top plan view of the upper portion of the front end mounting assembly; 
           [0060]      FIG. 30  is a rear view in elevation of the upper portion of the front end mounting assembly; 
           [0061]      FIG. 31  is a right side view in elevation of the upper portion of the front end mounting assembly; 
           [0062]      FIG. 32  is a bottom plan view of the upper portion of the front end mounting assembly; 
           [0063]      FIG. 33  is an exploded perspective view of the front end mounting assembly and showing its ability to receive an optional brush guard assembly; 
           [0064]      FIG. 34  is a perspective view of the utility vehicle showing various ones of the above figures, and illustrating the capability of a user to stand on the front end mounting assembly to provide additional counterweight as desired. 
           [0065]      FIG. 35 a    is a bottom perspective view of a modified decking for accommodating a player transport assembly; 
           [0066]      FIG. 35 b    is an exploded perspective view of the decking to illustrate the removability of its hitch panel portion; 
           [0067]      FIG. 36  is a rear perspective view of a utility vehicle provided with an alternative embodiment of a cargo bed insert and a player transport assembly disposed therein; 
           [0068]      FIG. 37 a    is an exploded rear perspective view of the player transport assembly being inserted into the modified cargo bed insert; 
           [0069]      FIG. 37 b    is an exploded front perspective view of the player transport assembly being inserted into the modified cargo bed insert; 
           [0070]      FIG. 38 a    is a rear perspective view (as viewed from the driver&#39;s side) of the cargo bed insert with the player transport assembly mounted therein; 
           [0071]      FIG. 38 b    is a bottom, rear perspective view (as viewed from the passenger&#39;s side) of the cargo bed insert with the player transport assembly mounted therein, 
           [0072]      FIG. 39  is a partial rear view in elevation of the modified cargo bed insert, and showing the right leg support situated therein in a stowed position; 
           [0073]      FIG. 40  is a driver&#39;s side rear perspective view of a portion of the modified cargo bed insert, and showing the right leg support situated therein in a use position; 
           [0074]      FIGS. 41 a -41 c    are different elevated perspective views of the right leg support, of which  FIG. 40 c    has the footrest plate removed; and 
           [0075]      FIGS. 42 a  and 42 b    are different bottom perspective views of the right leg support. 
       
    
    
     DETAILED DESCRIPTION 
       [0076]    Provided is a cargo bed for a vehicle and a front end mounting assembly which may be used either separate from, or in conjunction with the cargo bed. As will be described, various accessories can be used with the cargo bed, including a debris shield, load beams for transporting oversized materials, and an individual transport sub-assembly which can be used, for example, to transport injured individuals. 
         [0077]    The cargo bed may be in the form of an insert to be used with a vehicle&#39;s factory equipped cargo bed. In this regard, it can be interchangeably referred to as either a cargo bed insert or a cargo box insert. Alternatively, some or all of its features may be incorporated as part of the factory-equipped cargo bed/box. The exemplary embodiments are described with reference to a cargo bed insert for use with a utility vehicle that is designed to be maneuverable in locations which are inaccessible to traditional larger sized utility vehicles, such as pick-up trucks. However, this should not be construed as limiting the invention, and the artisan will recognize that the teachings herein can be incorporated into, or provided as accessory items for, a variety of vehicle designs. The following detailed description is, therefore, not to be taken in a limiting sense. 
         [0078]    Initial reference is made to  FIGS. 1 a    &amp;  1   b  which show a commercial utility vehicle  10  that incorporates a cargo bed insert  100  (or cargo box insert) for transporting various types of cargo loads, and a front end mounted assembly  300  used in conjunction with insert  100 . Cargo bed insert  100  accommodates a variety of different types of cargo loads, for example, construction materials for use at a job site. To this end, the construction materials might include lumber, landscape timbers, plywood, metal piping, pvc tubing, drainage rock, and sand, to name a representative few. In the exemplary embodiments, utility vehicle  10  is a Gator™ TH 6×4 available from Deere &amp; Company (John Deere), headquartered in Moline, Ill. This vehicle has the advantage of being maneuverable in areas which are otherwise inaccessible to larger utility vehicles, while having a low center of gravity for operation along difficult terrains. This model can also be equipped with a variety of accessory items such as a winch, a brush guard and an electric lift which also make it a desirable choice. As can be appreciated in  FIGS. 1 a    &amp;  1   b,  vehicle  10  includes a body (generally  12 ) which supports a drive assembly that includes a plurality of wheels  14 ( 1 )- 14 ( 6 ) and a steering mechanism  16 . 
         [0079]    Vehicle body  12  also incorporates the factory-equipped cargo bed  18  as shown in  FIG. 2 a   . Preferably, cargo bed insert  100  is removable and attachable relative to the factory-equipped cargo bed  18 , as perhaps best illustrated in  FIGS. 2 a   - 2   c.  More particularly (and as viewed from the front of the vehicle), it can be seen that the vehicle&#39;s existing cargo bed  18  has left and right side beds  20  and  22 , respectively. Left side bed  20  is situated on the passenger&#39;s side of the vehicle and is provided with a plurality of spaced apart left side bed mounting holes  24 ( 1 )- 24 ( 3 ). Likewise, right side bed  22 , which is situated on the driver&#39;s side of the vehicle, is provided with a plurality of spaced apart right side bed mounting holes  26 ( 1 )- 26 ( 3 ). Cargo bed insert  100  includes left and right ledge rails  102  and  104 , respectively. Left ledge rail  102  includes a plurality of associated left rail holes  106 ( 1 )- 106 ( 3 ) which are respectively alignable with left side bed mounting holes  24 ( 1 )- 24 ( 3 ). Bolts  108 ( 1 )- 108 ( 3 ), preferably stainless steel, are inserted through the aligned holes to engage cooperative nuts  110 ( 1 )- 110 ( 3 ), thereby securely mounting left ledge rail  102  to left side bed  20 . Similarly, and with reference to  FIGS. 2 a -2 c    and  3   a,  right ledge rail  104  includes a plurality of associated right rail holes  112 ( 1 )- 112 ( 3 ) which are respectively alignable with right side bed mounting holes  26 ( 1 )- 26 ( 3 ). Stainless steel bolts  114 ( 1 )- 114 ( 3 ) are inserted through the aligned holes to engage cooperative nuts  116 ( 1 )- 116 ( 3 ), thereby securely mounting right ledge rail  104  to right side bed  22 . 
         [0080]    It may be appreciated that cargo bed insert  100  is dimensioned to be nestably received substantially within the confines of the vehicle&#39;s existing cargo bed  18  when in the mounted state shown in  FIGS. 1 a    &amp;  1   b.  Cargo bed insert includes a decking  120  and a plurality of walls—namely, left and right side bed walls  140  and  160 , respectively, and a front bed wall  180 . It can be appreciated from various ones of the figures that, without accounting for ledge rails  102  and  104 , cargo bed insert  100  has an outer transverse width (“W i ” in  FIGS. 3 a    &amp;  3   b ) extending between its left and right insert walls  140 , 160  which closely approximates but is less than the maximum interior width between the cargo bed&#39;s factory-equipped left and right side beds  20 , 22 . Once inserted, left and right insert walls  140 , 160  respectively confront left and right side bed walls  20 ,  22 , while the insert front wall  180  confronts the vehicle&#39;s front bed  30  behind the seatback. Cargo bed insert  100 , however, has an elongated dimension (“L 1 ” in  FIGS. 3 a    &amp;  3   c ) which is greater than that of the vehicle&#39;s cargo bed  18  such that insert  100  overhangs the utility vehicle&#39;s tailgate  32 , preferably by about 18 inches when inserted as shown in  FIG. 3   c.  This extension, under certain loads, requires offset weighting in the front of the utility vehicle  10  in order to maintain a low center of gravity, as well as steering and vehicle control—hence, the optional provision of front end mounting assembly  300 . 
         [0081]    Cargo bed insert  100  in the exemplary embodiment is constructed from pressure treated lumber of standard dimensions, but the ordinarily skilled artisan should readily appreciate that it could be constructed from any of a variety of materials, for example, plastic, aluminum, recycled rubber compounds, or steel of suitable gauge and composition, to name a few. In the exemplary embodiment, the cargo beds decking, side walls, front wall, and tailgate are constructed as sub-assemblies, but this is not necessary. That is, the walls, decking and tailgate could be separate parts which are assembled individually and then assembled together to form the entire unit, or it could be an integral unitary construction. Moreover, while the cargo bed insert  100  in the exemplary embodiment is adapted for removable attachment to the utility vehicle, it is certainly contemplated that the insert&#39;s features and capabilities could be incorporated as part of the vehicle&#39;s factory-equipped cargo bed/box. Thus, an improved cargo bed construction is also contemplated. Cargo bed insert  100  will now be more particularly described in  FIGS. 1-20   c,  while front end mounting assembly  300  will is more particularly described with reference to  FIGS. 21-34 . 
         [0082]    Cargo bed insert  100  is box-like in configuration. As perhaps best shown in  FIGS. 4 a   - 6   b,  the insert&#39;s decking  120  is a rectangular construction and the left and right insert side walls  140  and  160  are upstanding constructions which extend longitudinally along edge margin&#39;s of the decking  120 . The insert&#39;s front bed wall  180  is an upstanding construction which extends transversely along a front edge margin of decking  120 . As illustrated in  FIG. 4   b,  a removable tailgate  190  can be selectively positioned within the cargo bed insert at discrete locations such that it spans between left and right bed walls  140  and  160  to generally separate the insert&#39;s interior  113  into a plurality of regions. In this regard, removable tailgate can be considered as a partitioning member, or simply a partition. Tailgate  190  is described in greater detail below with reference to  FIGS. 12 &amp; 13 . 
         [0083]    Decking  120  is shown in  FIGS. 6 a    &amp;  6   b  to be a sub-assembly which includes a pair of longitudinally extending left and right deck beams  121  and  122 , respectively, a pair of longitudinally extending medial deck beams  123  &amp;  124 , and a pair of transversely extending front and rear deck beams  125  and  126 , respectively. As shown in  FIG. 6 b   , medial beams  123 , 124  extend between front and rear deck beams  125 , 126  which themselves extend between left and right deck beams  121 , 122 . Each of beams  121 - 125  is formed from pressure treated 2×6 lumber, while rear beam  126  is 2×10 lumber. A ¾″ thick plywood panel  127  spans the upper surfaces the various beams and is secured thereto at suitable locations by screws, generally  128 , as shown in  FIG. 6 a   . The screws here and elsewhere in the cargo bed insert&#39;s construction are preferably coated deck screws, although stainless steel screws could also be employed. 
         [0084]    With reference to  FIGS. 7 a    &amp;  7   b , a hitch receiver assembly  130  may be is removably mounted to transverse rear beam  126  and panel  127 . Hitch receiver assembly  130  includes a standard hitch receiver  132  that is welded to a hitch mounting plate  134 . Mounting plate  134  in mounted in a confronting relationship to the lower surface  131  of beam  126  by a plurality of carriage bolts (generally  135 ) which extend through plywood panel  127 , beam  126  and the mounting plate  134 . Cooperatively sized nuts (generally  136 ) and lock washers (generally  137 ) engage the carriage bolts  134  to securely fasten hitch receiver assembly  130  to decking  120 . 
         [0085]    The cargo bed insert&#39;s left and right side walls  140  ( FIGS. 8 a    &amp;  b ) and  160  ( FIG. 8 c   ) mirror one another in construction. As such, only one side wall, for example left side wall  140 , need be described in detail to appreciate the construction of the other. Representative left side wall  140  is also a sub-assembly, the construction of which is perhaps best appreciated with reference to  FIGS. 4 a   - b,    5   b  &amp;  8   a - 8   b.  Left side wall  140  projects upwardly from the decking&#39;s plywood panel  127 . Left side wall  140  includes an elongated 2×3 beam  142  which is formed from standard 2×4 lumber. Beam  142  extends along the entire length of the plywood panel&#39;s left edge margin and is fastened thereto by suitably positioned ones of the deck screws  128  in  FIG. 6 a   . A 2×10 outer wall panel  144  is fastened to an upper edge margin of elongated beam  142  via deck screws (generally  143 ). Left ledge rail  102  is secured to upstanding wall  144  by a plurality of fasteners (generally  145 ). Fasteners  145  are preferably earthquake bolts known in the industry as “Simpson strong ties”. These bolt fasteners are counter sunk at approximately every 6-8 inches along the length of left ledge rail  102 . Right ledge rail  104  is secured in like fashion. The ledge rails together with the Simpson Strong Ties provide an assembly that acts as a single unit with regard to “lateral shear strength” of the stainless bolts that attach the cargo box to the factory installed cargo box. 
         [0086]    A ramped beam  146  also extends along the upper surface of elongated beam  142 . Ramped beam  146  has a vertical face which abuts a lower interior surface of wall  144  and a ramped surface  147  oriented at an angle of approximately 45° relative to the upper surface of beam  142 . Ramped beam  146  is secured to upstanding wall  144  by screw fasteners (generally  149 ). Evenly distributed along the full length of (or at least along a portion of) the left side wall  140  are a plurality of tailgate spacer posts (generally  148 ), each of which has a lower 45° miter cut. As such, each spacer post, such as rearmost spacer post  148 ( 1 ) has an associated ramp surface  150 ( 1 ) which faces ramped surface  147 , and a vertical surface  152 ( 1 ) which is mounted in facing relationship to the interior surface  151  of upstanding wall  144  by deck screws  153 ( 1 ). A plurality of tailgate insert slots  154 ( 1 )- 154 ( 12 ) are, thus, defined between longitudinally adjacent ones of posts  148 ( 1 )- 148 ( 13 ), as perhaps best appreciated with reference to  FIG. 5 a   . Each slot  154 ( 1 )-( 12 ) faces a respective laterally opposed slot  174 ( 1 )- 174 ( 12 ) associated with right side bed  160  so that tailgate  190  can be selectively inserted there between at desired locations along the length of cargo bed insert  100  in order to generally divide the interior into a plurality of regions. It can be appreciated that, when the tailgate  190  is inserted such that it spans between left and right side walls  140  and  160 , a forward region is surrounded on all four sides, while the rear region is not by virtue of the cargo bed insert&#39;s open end. The ordinarily skilled artisan should appreciate that the number and distribution of the left and right spacer posts may be selectively varied as desired to accommodate ones particular needs. 
         [0087]    The construction of front wall  180  is shown in  FIGS. 9 &amp; 10  and its location in the cargo bed insert may be appreciated with general reference to  FIGS. 1   b,    4   a - 4   b  &amp;  5   a - 5   c.  Front wall  180  is situated forwardly of a transversely extending, and forwardly-ramped beam  182  (See also  FIG. 11 ). Wall  180  projects upwardly from a front edge margin of plywood panel  120  and spans between left and right elongated beams  142 ,  162 . Front wall  180  includes an upstanding interior wall  184  which is fastened to a 2×3 transverse beam  183 . Beam  183  is, itself, is secured to the decking  120  by suitably positioned ones of the deck screws  128 —that is, the two lowermost rows in  FIG. 6 a   . Wall  184  is also constructed of 2×10 lumber so that it is at the same level as left outer wall  144  and right outer wail  164 . When positioned as shown, lateral left and right edge margins of interior wail  184  abut the forward ends of left and right outer walls  144  and  164  and is fastened to them by suitable deck screws. A lip  187  is a formed as a metal height transition piece that stops small loose items such as sand, gravel or landscape mulch from lodging in between the front of the cargo bed assembly and the front wall of the factory installed cargo box. This feature can be accomplished using the “metal height transition flashing” as shown in the drawing, or a simple increase in height of the front box wall to eliminate the space where loose items could be lodged. A metal fascia panel  186  of reduced transverse width is fastened to interior wall  184  by deck screws (generally  185 ) and faces the rear of the utility vehicle&#39;s seat  30  when the cargo bed is inserted. 
         [0088]    A pair of first repositionable load beams  171 ( 1 ) and  171 ( 2 ) may be removably fastened to wail  184  as shown in  FIG. 11 . To this end, interior wall  184  has transversely spaced apart pairs of upper and lower bores  173 , each of which receives correspondingly sized threaded rod coupler  174  that is welded to the metal fascia panel  186  at one end and mounted flush with the rear surface of wall  184  at the other end. Correspondingly spaced apart bores are formed through repositionable beams  171 ( 1 ) and  171 ( 2 ) such that eye bolts  175 ( 1 )- 175 ( 4 ), can extend through beams  171 ( 1 ) and  171 ( 2 ) to threadedly engage vertically spaced apart ones of upper and lower rod couplers  174 . In this manner, if desired, one or more of beams  171 ( 1 ) &amp; ( 2 ) can be fastened to wall  184  at various locations therealong. Unused ones of bores  173  are capped, each with an associated capping washer and bolt (generally  176 ) to prevent the ingress of debris or other particulates. 
         [0089]    A preferred construction for tailgate  190  is now described with reference to  FIGS. 12 &amp; 13 . Tailgate  190  is preferably also an assemblage and includes an exterior wall  192  that is provided with a plurality of upper and lower bores  193 , each of which also receives an associated threaded rod coupler  194  which is flush mounted. A geometrically congruent, but thinner, metal fascia board  195  is secured to wall  192  by deck screws  196  and has the rod coupler&#39;s  194  welded thereto as before. As mentioned, the tailgate assembly may also be provided with repositionable beams  172 ( 1 ) and  172 ( 2 ), as shown in  FIG. 13 . Bores  193  are alignable with corresponding bores formed through optional beams  175 ( 5 ) and  175 ( 8 ) so that eye bolts  176 ( 1 )- 176 ( 4 ) can be used to fasten the option load beams at various locations along outer wall  192 . Unused ones of bores  193  are capped, each with an associated capping washer and bolt (generally  197 ) to prevent the ingress of debris or other particulates. 
         [0090]    With continued reference to  FIGS. 12 &amp; 13 , tailgate  190  also includes a transverse 2×3 beam  198  formed from 2×4 lumber, and to which wall  192  is fastened via deck screws  199 . Wall  192  is preferably mounted to a forward edge margin of the beam  198 &#39;s upper surface. Each of the left and right ends  202  and  204 , respectively, of wall  192  has an associated beveled chamfered surface portion. 
         [0091]    More particularly, left end  200  has an associated left beveled surface  201 , while right end  202  has an associated right beveled surface  203 . Thus, when the tailgate is inserted between transversely opposed slots of the left and right side beds as shown in various ones of the figures, this beveling follows the surface contour of the left and right ramped rails  146  and  166 , respectively. This helps to prevent the accumulation of small particulates, such as drainage rock and sand within slots between the various spacer posts during use. Also, once the tailgate is inserted, such as shown in various ones of the figures, transverse beam  198  provides a lower barrier to substantially prevent spillage of the particulate material out the rear of the cargo bed insert  100 . On the other hand, at times it may instead be desirable to have a small gap between the tailgate  190  and the decking  120  (perhaps to permit installation of the tailgate without the need to remove sand or gravel that has been loaded without the tailgate in the normal position or to allow for a more controlled dumping or even spreading of material at a job site). For such situations tailgate  190  is designed to be turned upside down in an inverted position as shown in  FIGS. 14 a    &amp;  14   b  and then inserted into opposed slots. When oriented in this manner, a small gap  204  is present between the tailgate wall  192  and decking  120 . 
         [0092]    With an understanding of the preferred construction for the cargo bed insert&#39;s front bed wall and repositionable tailgate, the purpose of the optional vertical load beams  171 ( 1 ) &amp; ( 2 ) and  172 ( 1 ) &amp; ( 2 ) may now be better appreciated. These load beams can be used in conjunction to allow the cargo bed insert to accommodate transport and use of elongated construction materials, which otherwise might not stay in place in the short bed installed from the factory. Since elongated construction materials are typically long and heavy they may be too cumbersome or difficult to safely load and transport—hence, the optional provision of vertical load beams with integrated tie down points (i.e. eye bolts). Various representative loads  205 - 207  are respectively shown in  FIGS. 15 a -15 c    such as four 4×6×12 landscape timbers ( FIG. 15 a   ), six 2×12×16 structural lumber ( FIG. 15 b   ) and plastic drain pipes ( FIG. 15 c   ). As may also be seen in these figures, the eye bolts serve as attachment locations for tie down straps (generally  208 ). Externally located eyebolts could also be provided at suitable locations on the cargo bed insert&#39;s left and right side walls to provide for additional, or alternative, attachment locations. One manner of accomplishing this is depicted, for representative purposes, in  FIG. 15 d    wherein a threaded rod coupler  174  is inserted into a pre-drilled hole (not shown) formed through a selected spacer post  148  and upstanding outer wall  144 . An external eye bolt  175 ( e ) threadedly engages the coupler  174  and prevented from dislodging via capped nuts  177 ( 1 ) and  177 ( 2 ). It is contemplated that, with extended periods of use, the threaded rod coupler may begin to freely spin within the pre-drilled hole, thereby preventing it from threadedly engaging the eyebolt. To prevent this, a small hole could be drilled in the coupler such that a set screw or pin could be inserted therein from the outside to prevent rotation of the coupler inside its confines. 
         [0093]      FIGS. 16( a ) and 16( b )  show another optional accessory item in the form of a horizontal load beam assembly  210 . Load beam assembly  210  includes a horizontal load bearing beam  212  to which is fastened a pair of inner, downwardly depending legs  214 ( 1 ) and  214 ( 2 ) and a pair of outer, upwardly projecting arms  216 ( 1 ) and  216 ( 2 ). Legs  214 ( 1 ) and  214 ( 2 ) are secured to transverse beam  212  by associated nut and bolt fasteners (generally  215 ), while arms  216 ( 1 ) and  216 ( 2 ) are secured to transverse beam  212  by associated nut and bolt fasteners (generally  217 ). Left and right legs  214 ( 1 ) and  214 ( 2 ), respectively, are positioned for insertion into laterally opposed ones of the slots  154  and  174  on the left and right side beds. Left and right arms  216 ( 1 ) and  216 ( 2 ) are preferably spaced apart a sufficient distance so that, when a plurality of horizontal load beam assemblies  210 ( 1 ) through  210 ( 3 ) are used in conjunction with one another as shown in  FIGS. 17 a   - 17   c,  they can support a stacked load  219 , such as standard dimensioned plywood panel sheets or drywall. Additionally, large windows or doors that need transport from the delivery point to the area where they will be installed can also be accommodated by the cargo bed insert in conjunction with the appropriate selection of horizontal load beams. While the beams shown in various figures are a suitable width for the transport of industry standard 4′×8′ panels the invention is not limited to this size. Horizontal load beams with widths shorter and longer of suitable dimensions are contemplated. 
         [0094]    An optional debris shield  220  may be employed with the cargo bed insert  100 , as shown in  FIG. 18 . Debris shield  220  can protect the utility vehicle&#39;s seats and/or occupants in a variety of situations, such as when a machine is being used to load the cargo bed insert. Debris shield  220  is insertable into the box&#39;s interior, namely, between forwardmost opposed slots  154 ( 13 ) and  174 ( 13 ) which are defined between wall  184  and forwardmost spacer bars  148 ( 13 ) and  168 ( 13 ), respectively (see also  FIG. 5 a   ). Debris shield  220  may be constructed of any suitable material, such as wood, plastic or the like. The preferred construction of debris shield  220  may be appreciated with reference to  FIGS. 18 and 19   a - 19   c.    
         [0095]    Debris shield  220  has a wall construction  222  that is formed by three wall sections, each of which is preferably ¾″ plywood. Wall construction  222  includes vertical sections  224  and  226  and a forwardly-sloped medial section  228  extending therebetween. As seen in  FIG. 19   c,  the various wall sections are beveled so that junctions  230  and  231  are formed where medial wall  228  meets walls  224  and  226 . Lower wall section  224  is received within the cargo bed&#39;s interior and includes left and right shoulders  232  and  233 , respectively, which rest against the upper surfaces of side bed walls  144  and  164 . Lower section  224  includes a handle  234  which may be employed in conjunction with an aperture  236  formed through upper wall section  226  to facilitate insertion and removal of the debris shield. Disposed about a peripheral margin of wall construction  222  is 1″ steel reinforcement tubing  238  which prevents the debris shield from deflecting forward during use. Tubing  238  is secured to wall construction  222  by a plurality of self-tapping metal screws (generally  240  shown in  FIG. 19 b   ). Reinforcement tubing  238  generally follows the transitions of the wall sections and left and right gussets  240  and  241 , respectively, are included to provide additional stability to the tubing as it transitions from lower wall section  222  to medial wall section  224 . 
         [0096]    Reference is now made to  FIG. 20  which shows an optional landscape box extension  250  for use with the cargo bed insert. The landscape box extension  250  includes a plurality of elevation panels which, when installed, raise the height of the cargo bed insert so that it can accommodate loads of greater volume, such as trees, shrubbery, sand and the like. More particularly, landscape box extension  250  includes a left (or passenger&#39;s side) elevation panel assembly  260 , a right (or driver&#39;s side) elevation panel assembly  270  and a front elevation panel assembly  280 . It is contemplated that the panel assemblies will be used in conjunction with one another, such that left and right panel assemblies  260  and  270  may be secured to the front elevation panel assembly  280  by any suitable means, such as screwing, gluing or the like. Alternatively, the panel assemblies can be separate units which are individually installed into the cargo bed insert so that a user can elect to use one or all of them at any given time as he/she so chooses. 
         [0097]    Left elevation panel assembly  260  includes a wall panel  262  and a plurality of legs  264 ( 1 )- 264 ( 3 ) secured thereto via nut and bolt fasteners (generally  265 ) so that legs downwardly depend from the wall panel. Proximate to each leg is an associated mounting dip  266 ( 1 )- 266 ( 3 ), repspectively. Handles  268 ( 1 ) arid  268 ( 2 ) are mounted to the wall&#39;s exterior between adjacent ones of the legs to facilitate insertion and removal. Upon insertion, each of legs  264 ( 1 )- 264 ( 3 ) is received within an available slot  154  associated with the cargo bed insert&#39;s left sidewall (See  FIG. 5 a   ). When the legs are dropped down into the slots, the mounting clips  266 ( 1 )- 266 ( 3 ) then overhang the left sidewall&#39;s upstanding wall  144  to provide for a more snug fit. 
         [0098]    In similar fashion, landscape box&#39;s right elevation panel assembly  270  has a wall  272  and associated legs  274 ( 1 )- 274 ( 3 ), mounting clips  276 ( 1 )- 276 ( 3 ), and handles (not shown) such that it is removably insertable into available slots within the cargo bed insert&#39;s right sidewall behind the driver&#39;s side of the vehicle. Wall panels  262  and  272  are each preferably 2×10 lumber so that upon insertion into the cargo bed insert they are seated respectively on the upper surfaces of the insert&#39;s left and right walls  140 , 160  to provide an additional 10″ of elevation. 
         [0099]    Front wall elevation assembly  280  includes a front wall panel  282  provided with an inwardly disposed handle  288 . Front wall panel  280  has a height which is equal to the height of the cargo bed insert&#39;s front wall assembly, plus and additional 10″ so that the front wall panel  282  becomes elevated to the same height as the left and right elevation panels  262  and  272 . In addition, front wall elevation panel assembly  280  has laterally opposed beams  284  ( 1 ) and  284 ( 2 ) secured to it by nut and bolt fasteners (generally  285 ). Bores  287  are formed through each of these beams in order to accommodate the optional vertical load beams discussed earlier with reference to  FIGS. 9-11 . 
         [0100]    Having described the cargo bed insert, reference is now made to  FIGS. 21-34  to describe the front end mounting assembly which may be used in conjunction therewith. Mounting assembly  300  is introduced in  FIGS. 21 &amp; 22  and includes a lower portion  310  and an upper portion  350  which are securable together by cooperative nut and bolts fasteners, generally  302 ( 1 )- 302 ( 4 ). Lower portion  310  and upper portion  350  are preferably welded steel components of suitable thickness, e.g. ⅜″ hot rolled steel. Lower portion  310  is securable to the utility vehicle&#39;s lower framework, generally designated as  50 , as illustrated in  FIG. 23 a    and the exploded view of  FIG. 23 b   . More particularly, utility vehicle  10  comes factory-equipped with a plurality of mounting brackets or plates. Lower portion  310  may be conveniently fastened to these existing brackets or plates. With general reference to  FIGS. 23-25, 26   a  &amp;  26   b , lower portion  310  includes geometrically congruent left and right arms  312  and  314  which are parallel to one another and extend downwardly from a base platform  316 . A plurality of mounting plates span between left and right arms  312  and  314 . A winch mounting plate  318  spans between upper left arm portion  313  and upper right arm portion  315 . A plurality of mounting holes  319  are formed through plate  318  so that it can accept a winch accessory, as described below with reference to  FIG. 27   a.    
         [0101]    Spanning between left and right elbow portions  321  and  323 , respectively, is a first vehicle mounting plate  320  having associated mounting holes  325 . As shown in  FIG. 23 , the vehicle&#39;s under body  50  includes a first forwardly disposed under carriage mounting bracket  52  that is provided with longitudinally extending mounting holes  51  and transversely extending mounting holes  53 . Longitudinal mounting holes  51  are alignable with mounting holes  325  formed through the lower portion&#39;s first vehicle mounting plate  320 . Transverse mounting holes  53 ( 1 ) and  53 ( 2 ) are alignable with corresponding transverse holes  327 ( 1 ) and  327 ( 2 ) formed through left and right elbow portions  321 ,  323 . 
         [0102]    A second vehicle mounting plate  328  ( FIGS. 23 a    &amp;  b ) spans between left and right forearm portions  329  and  331 , respectively. Second mounting plate  328  includes mounting holes  333 ( 1 )-( 2 ) which are alignable with corresponding holes  55 ( 1 )-( 2 ) formed on a second under carriage mounting plate  54  associated with vehicle  10 . A third, terminal mounting plate  330  spans partially between distal end portions  333  and  335 , respectively, of left and right arms  312  and  314 . Third mounting bracket  330  is seated within left and right notch portions  337  and  339  and includes a lower platform  340 , and left and right dampening pads  341  and  342 , respectively. Mounting hole  343 ( 1 ) is formed through base platform  340  and left pad  341 . A right mounting hole  343 ( 2 ) is formed through platform  340  and right pad  342 . Mounting holes  343 ( 1 ) and  343 ( 2 ) are alignable with corresponding holes  57 ( 1 ) and  57 ( 2 ) formed on left and right mounting brackets  58 ( 1 ) and  58 ( 2 ) of the vehicle&#39;s under carriage. Once all of the various vehicle mounting holes associated with left and right arms  312  and  314  have been aligned with corresponding mounting holes on the vehicle&#39;s under carriage  50 , lower portion  310  may be securely fastened to the under carnage via suitable fastening bolts, generally  60 , as illustrated in  FIGS. 23 a    &amp;  23   b.  Once front end mounting assembly  300  has been mounted onto the utility vehicle  10  as described, an optional winch accessory  344  can be bolted to the winch mounting plate  318 , as shown in  FIG. 27   a.  For the 6×4 Gator™ of the exemplary embodiments described, the currently available winch accessory is available in various sizes and pulling capacities from multiple suppliers.  FIG. 27 b    shows the current version of the winch  344  for use with a standard 6×4 Gator™. Winch  344  is mounted to a winch plate  345 . Together, winch  344  and wing plate  345  are mounted, via bolts  348 , to the lower portion of front end mounting assembly  300  via a receiver tube assembly  346 . Winch  344  is currently available from John Deere as Part No. 8003M. The winch plate  345  is available as Part No. VG10902, and the receiver tube assembly  346  is available as Part No. BM19972. 
         [0103]    The front end mounting assembly&#39;s upper portion  350  is described now with reference to  FIGS. 28-32 . Upper portion  350  includes a base platform  352  that is provided with plurality of mounting holes  353 ( 1 )- 353 ( 4 ) which receive fasteners, so that upper portion  350  can be secured to the lower portion as described above with reference to  FIG. 22 . Left and right stirrups  354  and  364  are supported above base plate  352 . Left stirrup  354  includes a pedestal  356 , a left sidewall  358 , a right sidewall  360  and a cover plate  362 . Right stirrup  364  similarly includes an associated pedestal  366 , an outer right wall  368 , an inner left wall  370  and a cover plate  372 . Left and right foot receiving regions,  355  and  365  respectively, are thus formed. 
         [0104]    Spanning interiorly between walls  360  and  370  are vertical and horizontal brush guard mounting plates,  374  and  376  respectively. Vertical plate  374  includes mounting holes  375 ( 1 ) and  375 ( 2 ), while horizontal mounting plate  376  has associated mourning holes  377 ( 1 ) and  377 ( 2 ). As shown in  FIG. 32 , this allows the front end mounting assembly  300 , and specifically its upper portion  350 , to have a brush guard accessory  380  fastened thereto. Brush guard accessory  380 , which for the 6×4 Gator™ is available as accessory Part No. BM21537, includes left and right angle brackets  382  and  384 , respectively, which are provided with mounting holes. These mounting holes are alignable with the upper portions mounting holes  375 ( 1 ) and ( 2 ),  377 ( 1 ) and ( 2 ), so that brush guard  380  can be fastened thereto via suitable bolt fasteners  383 ( 1 )- 384 ( 4 ) and serve as a handlebar for a person 
         [0105]    As also shown in various ones of figures, the upper portion of wall  360  includes a left lobe plate  390  welded thereto, and the upper portion of right wall  370  includes a right lobe plate  392  welded thereto. Left lobe plate  390  includes an eyelet  391  that is axially aligned with an associated eyelet  393  formed through right lobe plate  392 . As illustrated in  FIGS. 27 a    &amp;  27   b , a weight securement rod  394  is sized and adapted to pass through eyelets  391  and  393 . Weight securement rod  394  has a length “L H ” which is greater than the distance between lobed brackets  390  and  392 . Left and right apertures  395  and  397 , respectively, are formed through weight securement rod  394 . Once inserted, left and right cotter pins  396 ( 1 ) and  396 ( 2 ) can be inserted through the apertures  395  and  397  to prevent dislodgement of the weight securement rod  394 . Once inserted, one or more weights (generally  398 ) can be suspended from vertical mounting plate  399  and retained by weight securement rod  394 , such that the weights span between walls  360  and  370  and are prevented from rotating counter clockwise in  FIG. 27 a    by virtue of the slot  398 ( 1 ) used to allow hanging of the weights on vertical mounting plate  399 . Additionally, weight rod  394  engages the ledge  398 ( 2 ) by passing over the ledge in close proximity to prevent accidental dislodgement of the weights in rough terrain situations. Weights  398  are also accessory items available from John Deere as Part No. R66949. Such weights are commonly used in conjunction with lawn and garden tractor vehicles, but it has been found that they can be used on the front end mounting assembly described in order to counter the weight of the utility vehicle&#39;s cargo load and installed options and maintain a low center of gravity. The artisan would recognize that a longer vertical mounting plate  399  and a longer weight securement rod  394  could be employed so that additional weights could be suspended externally of the upper portion&#39;s lobe plates  360  and  370  on either or both of the left and right sides. The artisan would recognize that extension of vertical mounting plate  399  and weight securement rod  394  would be consistent with the intent of the invention and would be contemplated in size and exact length and implementation as required to produce an appropriate counter weight in reference to the options described herein. Weights beyond the 5 units shown in  FIG. 27 a    can provide additional offset weighting, for example, during transport of an individual situated in a transport apparatus on either the driver side or passenger side of the vehicle. Further, as shown in  FIG. 35  if needed, additional weight can be provided by having a user  60  stand on the front end mounting assembly with his/her left and right feet received within foot receiving regions  355  and  365  and with his/her hands grasping the brush guard  380 . 
         [0106]    Reference is now made to the remaining figures to describe an alternative embodiment for a cargo bed insert which can also be used separate, or in conjunction with, the front end mounting assembly described above to transport injured players. This embodiment of the cargo bed insert preferably utilizes the base John Deere Gator™ equipped with optional turf tires for significantly reducing the possibility of damage to the playing surface—whether natural grass or artificial turf—and an integrated electric lift for placing the cargo bed insert at a desirable angle to allow the player to be situated at an optimum angle based on the injury. When a Gator™ is equipped in such a manner, and further equipped with the player transport assembly described below, the vehicle becomes capable of transporting an injured player in comfort who has sustained one or more injuries related, for example, to the ankle, knee, tendons, thigh or hip. Of course, for more severe injuries which have been sustained an ambulance may be required as determined by trained medical staff, so that the injured player transport utility vehicle described herein is not intended as a substitute in such situations. 
         [0107]    Initial reference is made to  FIGS. 35 a  and 35 b    which show a modified version of a decking  420  for a cargo bed insert. Decking  420  is similar to decking  120  discussed above but, here, includes a fixed portion  430 ( 1 ) and a removable hitch panel portion  430 ( 2 ). More particularly, decking  420  as above includes a pair of longitudinally extending left and right deck beams  421  and  422 , respectively, a pair of longitudinally extending medial deck beams  423  and  424 , and a pair of transversely extending front and rear deck beams  425  and  426 , respectively. Rear transverse beam  426  is associated with the removable hitch panel section  430 ( 2 ). Decking  420  additionally includes two medial, transversely extending beams  428 ( 1 ) and  428 ( 2 ). The ¾″ thick plywood panel for decking  420  is comprised of two portions  427 ( 1 ) and  427 ( 2 ), as best seen in  FIG. 35 b   . Angle brackets  429 ( 1 )- 429 ( 4 ) are mounted to the underside of the decking sections so that hitch panel portion  430 ( 2 ) can be removably secured to the decking&#39;s primary section  430 ( 1 ) by fasteners (not shown). Such fasteners preferably include matable nuts, bolts and washers. 
         [0108]    With the removable hitch panel portion  430 ( 2 ) in place as shown in  FIG. 35 a   , it should be understood by the ordinarily skilled artisan that the revised&#39;cargo bed insert, despite having a modified decking  420 , can function as described above and accommodate all of the available options. Thus, for example, while the modified decking  420  may be used for a utility vehicle in a sports environment, the available options will allow for use during the off season, or between games, by facility staff for purposes other than transporting injured players. 
         [0109]    However, advantageously, once the hitch panel portion  430 ( 2 ) is removed as is shown in  FIG. 35 b   , a cargo bed insert  400  having such a modified decking  420  can be used to accommodate a player transport assembly  440 , as perhaps best shown in  FIGS. 36, 37   a  and  37   b . In such a manner, the utility vehicle  410  can now serve as a “field ambulance” for injuries primarily from the waste down. 
         [0110]    As the ordinarily skilled artisan will appreciate, player transport assembly  440  can be constructed from a broad variety of materials, such as wood or plastic reinforced with metal, to name a representative combination. Transport assembly  440  broadly includes a padded full width bench seat  442  construction. Once hitch panel portion  430 ( 2 ) has been removed, bench seat  442  may be dropped into place in an interior of the revised cargo bed insert  400  so that it is supported by both the decking (namely beams  423 ,  424 ,  428 ( 1 ) and plywood panel portion  427 ( 1 )) and the left and right side walls. To this end, as shown in  FIGS. 38 a  and 38 b   , bench seat assembly  442  includes left and right posts  448 ( 1 ) and  448 ( 2 ) which drop into place in available option slots to obtain a secure fit within cargo bed insert  400 . Bench seat  442  includes a seat pad  444  that is preferably 20″ deep and a backrest  446  that is preferably 27″ tall. As shown in  FIGS. 38 a  and 33 b   , backrest  446  includes a reclining mechanism  447  so that it can recline at selected positions, in much the same manner as what is encountered with driver&#39;s seat of diesel pickup trucks or reclining lawn chairs. Easy access large utility handles  449 ( 1 ) and  449 ( 2 ) facilitate the installation and removal of bench seat  442 . 
         [0111]    Player transport assembly  440  also Includes left and right leg injury supports  450  and  460 , respectively, which are removably insertable into the cargo bed. These supports can be moved from a stowed position in a forward region of the cargo bed insert  400 , such as shown with respect to right leg support  460  in  FIG. 39 a   , to a use position shown in  FIG. 39 b   . It can be appreciated that each of  FIGS. 36, 37   a  &amp;  b,  and  38   a  &amp;  b  depict the left and right leg supports  450  and  460  placed in the use position towards the rear of the cargo bed insert  400 , and particularly in the two rearmost opposed option slots thereof. 
         [0112]    For purposes of explanation, the right leg support  460  is described, with the understanding that left leg support  450  is constructed in similar fashion. The construction for right leg support  460  is perhaps best appreciated with reference to  FIGS. 39 through 42   b.  As perhaps best seen in  FIGS. 39 and 41   b,  right leg support  460  includes upper and lower hanger bracket assemblies, generally  462 ( 1 ) and  462 ( 2 ), respectively. Each of the upper and lower hanger bracket assemblies includes forward and rear beveled posts having associated hanger brackets mounted thereto. More particularly, upper hanger bracket assembly  462 ( 1 ) includes a forward post  464 ( f ) having an associated hanger bracket  465 ( f ) and a rear post  464 ( r ) having an associated hanger bracket  465 ( r ). Similarly, lower portion  462 ( 2 ) includes a forward post  466 ( f ) having an associated hanger bracket  467 ( f ), and a rear post  466 ( r ) having an associated hanger bracket  467 ( r ). Each of the posts are beveled as shown in various ones of the figures so that they follow the geometry of the option slots associated with the cargo bed insert&#39;s right (or driver&#39;s side) sidewall construction, all as discussed previously. When in the stowed position shown in  FIG. 39  the lower hanger bracket assembly  462 ( 2 ) is received within available ones of the right side bed&#39;s slots. When in the use position shown, for example, in  FIG. 40 , the upper hanger assembly  462 ( 1 ) is removably inserted into available slots on the rear portion of the cargo bed insert so that the right leg support hangs in a suspended fashion. 
         [0113]    Right leg support  460  includes a primary brace wall  470 , preferably of plywood material, to which the various hanger brackets and posts are secured via suitable screws, as shown in various ones of the FIGURES. Conveniently, as illustrated in  FIGS. 42 a  and 42 b   , brackets  467 ( f ) and  467 ( r ) are each received in an associated slit formed within primary brace wall  470  so that all four of the post and bracket constructions can be constructed the same and used Interchangeably. A foot support, generally  472 , can be suitably secured to a lower portion of the primary brace wall  470 , for example, via mounting screws (not shown). Footrest  472  includes a cam-actuated hinged upper footplate  474 . More particularly, footrest  472  is a box-like construction as shown in various ones of the figures and includes the upper footplate  474  upon which the player rests his/her right foot, a lower base plate  476 , and a surrounding sidewall (generally  478 ) extending there between. Footplate  474  is hinged to sidewall  478  via a conventional hinge  479 , as shown in  FIGS. 42 a    and  42   b.  Footplate  474  is cam-actuated to provide an inclined orientation (not shown), much like that used on the pedestals for old-style wheelchairs. To this end, a rotatable camming mechanism  480  is provided. Camming mechanism  480  includes a rotatable wheel  482  which is rotatably retained in at least two positions via a removable pin  484 . Rotation of camming wheel  482  causes a lobed internal cam  485  ( FIG. 41 c   ) to urge footrest  474  upwardly into the inclined position, or to allow the footrest to resume its horizontal position shown throughout various FIGURES. 
         [0114]    A pivoting calf rest  486  is also provided and can be maneuvered into a plurality of orientations via a rack and pinion mechanism, generally  488 . A horizontal position for the calf rest  486  is shown, for example, in  FIG. 40 a   , while an extreme inclined position is shown in  FIG. 42 b   . Projecting from primary brace wall  470  is a calf rest mounting wall  490  as shown in various FIGURES. Calf rest mounting wall  490  has a toe opening  492  formed there through ( FIG. 39 ). As perhaps best illustrated in  FIGS. 42 a    and  42   b,  calf rest  486  includes a slotted mounting bracket  487  which is received over a portion of mounting wall  490  as shown. 
         [0115]    When both of the left and right leg supports  450  and  460  are attached within the available option slots such that they hang down in a suspended manner as shown in  FIGS. 36-38   b,  they offer adjustability for assisting with the transport of players, particularly large players, whose injuries require comfortable support for the injured limb. The selectively positionable footrests with associated toe holes are enlarged to accommodate large sized shoes with field spikes. Further, the adjustable calf rest can be used for an injured leg to provide multiple options for training staff to position an injured leg/ankle for maximum comfort. 
         [0116]    Conveniently, the leg supports are stowable behind the bed-mounted seat in a secure position until the appropriate leg support(s) is selected to accommodate the injured player. It is anticipated that either or both of the leg supports could be used at any given time. Prior to installation, the player transport assembly can be moved proximately to the player&#39;s position to allow the vehicle to approach the player with no impediments to the ability of situating the player in seat assembly  442 . When required, the vehicle&#39;s electric lift mechanism can position the cargo bed Insert at an angle optimum for the player to sit down. Additionally, activating the lift can assist the player to stand up from the transported position once he has arrived at the location of treatment. 
         [0117]    Finally, as shown in  FIGS. 36-38   b , a tray assembly  492  can be installed after the player is situated in seat assembly  442 . Tray assembly  492  includes a horizontal load bar assembly  494  that is provided with a plurality of spaced apart arms  495 ( 1 )- 495 ( 3 ) (see  FIG. 38 b   ) which support a padded cushion  496  secured thereto. Tray assembly  492  can serve multiple purposes. If desired by the medical/training staff, the on-board tray  496  can be stored between laterally opposed slots in the front of the cargo bed insert behind the seat. Once the injured player is situated, it can then be moved in front of the player to allow him/her to rest one or both arms. Optionally also, it can be used to support a pillow that can provide a comfortable resting place in the case of an arm or shoulder injury. Further still, it can provide a location for medical staff or their equipment to be situated, if needed. 
         [0118]    Having described the player transport assembly, it can be appreciated that the front end mounted assembly discussed above with reference to  FIGS. 21-34  can be used to provide sufficient counter balance weight, as needed. Further, the ability to optionally locate the weights either centered or offset from center can enhance the steering efficiency and loading of the vehicle for safe and effective transport from the point of injury on the playing field. For example, if a player has a right leg injury and is situated on the driver&#39;s side of the vehicle, then suitable counter weights can be provided on the passenger side of the vehicle at the front end to offset this. 
         [0119]    Accordingly, the present invention has been described with some degree of particularity directed to the exemplary embodiments of the present invention. It should be appreciated, though, that the present invention is defined by the following claims construed in light of the prior art so that modifications or changes may be made to the exemplary embodiments of the present invention without departing from the inventive concepts contained herein.