Patent Publication Number: US-2012024211-A1

Title: Articulated marine vehicle

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     The instant application claims the benefit of prior U.S. Provisional Application Ser. No. 61/143,104 filed on 7 Jan. 2009, which is incorporated by reference herein in its entirety. 
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS 
     In the accompanying drawings: 
       FIG. 1   a  illustrates an oblique view of a first embodiment of an articulated marine vehicle; 
       FIG. 1   b  illustrates a side cross-sectional view of the first embodiment of the articulated marine vehicle through an associated port airfoil looking starboard; 
       FIG. 1   c  illustrates a bow view of the first embodiment of the articulated marine vehicle; 
       FIG. 1   d  illustrates a stern view of the first embodiment of the articulated marine vehicle; 
       FIG. 1   e  illustrates a top view of the first embodiment of the articulated marine vehicle; 
       FIG. 1   f  illustrates a bottom view of the first embodiment of the articulated marine vehicle; 
       FIG. 1   g  illustrates a fragmentary view of a port portion of the first embodiment of the articulated marine vehicle with an alternative construction detail, viewed from the bow; 
       FIG. 1   h  illustrates a fragmentary view of starboard portion of the first embodiment of the articulated marine vehicle with the alternative construction detail, viewed from the stern; 
       FIG. 2  illustrates top view of a portion of a top hinge connecting a top airfoil portion to either a hull or an associated stanchion of the first embodiment of the articulated marine vehicle; 
       FIG. 3  illustrates bottom view of a portion of a bottom hinge connecting a bottom airfoil portion to either the hull or the associated stanchion of the first embodiment of the articulated marine vehicle; 
       FIG. 4   a  illustrates a transverse cross-sectional view of the first embodiment of the articulated marine vehicle with the associated stabilizers in a level position, viewed from the stern; 
       FIG. 4   b  illustrates a transverse fragmentary cross-sectional view of the first embodiment of the articulated marine vehicle with an associated stabilizer in a lowered position, viewed from the stern; 
       FIG. 4   c  illustrates a transverse fragmentary cross-sectional view of the first embodiment of the articulated marine vehicle with an associated stabilizer in a raised position, viewed from the stern; 
       FIG. 5  illustrates top view of the first embodiment of the articulated marine vehicle and the central portions of the associated control arms thereof; 
       FIG. 6   a  illustrates a fragmentary view of a portion of a port-side front control arm of the first embodiment of the articulated marine vehicle viewed from the stern; 
       FIG. 6   b  illustrates a fragmentary view of the portion of the port-side front control arm of the first embodiment of the articulated marine vehicle viewed from the bow; 
       FIG. 7  illustrates a fragmentary view of a portion of a starboard-side rear control arm of the first embodiment of the articulated marine vehicle viewed from the stern; 
       FIG. 8  illustrates a fragmentary top view of a front control arm of the first embodiment of the articulated marine vehicle; 
       FIG. 9  illustrates a side view of a pair of damper actuators connected to both the front control arm and to a lower pivot shaft of the first embodiment of the articulated marine vehicle; 
       FIG. 10  illustrates a side view of a port stanchion and associated stabilizer of the first embodiment of the articulated marine vehicle viewed from the starboard side thereof; 
       FIG. 11  illustrates a cross-sectional view of the port stanchion and associated stabilizer of the first embodiment of the articulated marine vehicle at a relatively aftward location, viewed from the bow; 
       FIG. 12  illustrates a cross-sectional view of the port stanchion and associated stabilizer of the first embodiment of the articulated marine vehicle at a relatively forward location, viewed from the bow; 
       FIGS. 13   a  and  13   b  illustrate a transverse cross-sectional view and a side view, respectively, of the first embodiment of the articulated marine vehicle operating at a relatively high speed in water with the keel at the top of a first wave and the associated stabilizers at a mid-height of other waves; 
       FIGS. 14   a  and  14   b  illustrate a transverse cross-sectional view and a side view, respectively, of the first embodiment of the articulated marine vehicle with the airfoils locked in a substantially horizontal position; 
       FIGS. 15   a  and  15   b  illustrate a transverse cross-sectional view and a side view, respectively, of the first embodiment of the articulated marine vehicle with the associated stabilizers at their lowest positions; 
       FIGS. 16   a  and  16   b  illustrate a transverse cross-sectional view and a side view, respectively, of the first embodiment of the articulated marine vehicle with the associated stabilizers at their highest positions; 
       FIGS. 17   a  and  17   b  illustrate a transverse cross-sectional view and a side view, respectively, of the first embodiment of the articulated marine vehicle with the associated stabilizers positioned so as to minimize draft; 
       FIG. 18  illustrates a top view of a second embodiment of a top hinge connecting a top airfoil portion to the hull or an associated stanchion; 
       FIG. 19  illustrates a second embodiment of a bottom hinge connecting a bottom airfoil portion to either the hull or an associated stanchion; 
       FIG. 20  illustrates a side cross-sectional view of a slideable attachment used in the second embodiment of the bottom hinge illustrated in  FIG. 19 ; 
       FIG. 21   a  illustrates an oblique view of a second embodiment of an articulated marine vehicle; 
       FIG. 21   b  illustrates a side cross-sectional view of the second embodiment of the articulated marine vehicle through an associated port airfoil looking starboard; 
       FIG. 21   c  illustrates a transverse cross-sectional view of the second embodiment of the articulated marine vehicle with the associated airfoils in a level position; 
       FIG. 21   d  illustrates a fragmentary transverse cross-sectional view of the second embodiment of the articulated marine vehicle with an associated stabilizer in a lowered position; 
       FIG. 21   e  illustrates a fragmentary transverse cross-sectional view of the second embodiment of the articulated marine vehicle with an associated stabilizer in a raised position; 
       FIG. 22   a  illustrates an oblique view of a third embodiment of an articulated marine vehicle; 
       FIG. 22   b  illustrates a side cross-sectional view of the third embodiment of the articulated marine vehicle through an associated port airfoil looking starboard; 
       FIG. 23  illustrates a side cross-sectional view of the associated airfoil of the third embodiment of the articulated marine vehicle; 
       FIG. 24   a  illustrates a transverse cross-sectional view through a relatively forward location of the third embodiment of the articulated marine vehicle with the associated airfoils in a level position; 
       FIG. 24   b  illustrates a transverse cross-sectional view through a relatively aftward location of the third embodiment of the articulated marine vehicle with the associated airfoils in a level position; 
       FIG. 25  illustrates an oblique view of a fourth embodiment of an articulated marine vehicle; 
       FIG. 26  illustrates a side cross-sectional view of the fourth embodiment of the articulated marine vehicle through an associated port airfoil looking starboard; 
       FIG. 27  illustrates a transverse cross-sectional view of the fourth embodiment of the articulated marine vehicle with the associated airfoils in a level position; 
       FIG. 28   a  illustrates a transverse cross-sectional view of the fourth embodiment of the articulated marine vehicle with an associated stabilizer in a lowered position; 
       FIG. 28   b  illustrates a transverse cross-sectional view of the fourth embodiment of the articulated marine vehicle with an associated stabilizer in a raised position; 
       FIG. 29  illustrates an oblique view of a fifth embodiment of an articulated marine vehicle; 
       FIG. 30  illustrates a side cross-sectional view of the fifth embodiment of the articulated marine vehicle through an associated port airfoil looking starboard, absent an associated sail; 
       FIG. 31  illustrates a transverse cross-sectional view of the fifth embodiment of the articulated marine vehicle with the associated airfoils in a level position; 
       FIG. 32   a  illustrates a fore-aft view of a mast used in the fifth embodiment of the articulated marine vehicle; 
       FIG. 32   b  illustrates a side view of the mast used in the fifth embodiment of the articulated marine vehicle; 
       FIG. 33   a  illustrates a fragmentary transverse cross-sectional view of the fifth embodiment of the articulated marine vehicle with an associated stabilizer in a lowered position; 
       FIG. 33   b  illustrates a fragmentary transverse cross-sectional view of the fifth embodiment of the articulated marine vehicle with an associated stabilizer in a raised position; 
       FIG. 34   a  illustrates a top view of an aft portion of a port stabilizer and an associated rudder assembly, with the rudder positioned to turn the associated articulated marine vehicle to port; 
       FIG. 34   b  illustrates a side view of the aft portion of the port stabilizer and associated rudder assembly illustrated in  FIG. 34   a;    
       FIG. 35  illustrates a bottom view of the aft portion of a port stabilizer and the associated rudder assembly from  FIGS. 34   a  and  34   b , but with the rudder positioned to turn the associated articulated marine vehicle to starboard; 
       FIG. 36   a  illustrates an oblique view of a sixth embodiment of an articulated marine vehicle; 
       FIG. 36   b  illustrates a front view of the sixth embodiment of an articulated marine vehicle illustrated in  FIG. 36   a;    
       FIG. 37   a  illustrates an oblique view of a seventh embodiment of an articulated marine vehicle; 
       FIG. 37   b  illustrates a front view of the seventh embodiment of an articulated marine vehicle illustrated in  FIG. 37   a ; and 
       FIG. 37   c  illustrates a rear view of the seventh embodiment of an articulated marine vehicle illustrated in  FIG. 37   a.    
    
    
     DESCRIPTION OF EMBODIMENT(S) 
     Referring to  FIGS. 1   a - 1   f , a first embodiment of an articulated marine vehicle  10 ,  10 . 1  comprises a central hull  12  to which are coupled port  14 . 1  and starboard  14 . 2  stabilizers via associated port  16 . 1  and starboard  16 . 2  linkage assemblies, respectively, that either incorporate or support associated respective port  18 . 1  and starboard  18 . 2  airfoil assemblies. The port  16 . 1  and starboard  16 . 2  linkage assemblies are coupled to the port  14 . 1  and starboard  14 . 2  stabilizers with associated port  20 . 1  and starboard  20 . 2  stanchions, respectively. For example, in the first embodiment of the articulated marine vehicle  10 ,  10 . 1 , the port  16 . 1  and starboard  16 . 2  linkage assemblies comprise associated respective port  16 . 1 ′ and starboard  16 . 2 ′ four-bar linkage assemblies. 
     Referring also to  FIGS. 2 and 3 , the port four-bar linkage assembly  16 . 1 ′ comprises one or more upper links  22  extending between an upper inboard port hinge  24 . 1  and an upper outboard port hinge  26 . 1 , and one or more lower links  28  extending between a lower inboard port hinge  30 . 1  and a lower outboard port hinge  32 . 1 . The upper inboard port hinge  24 . 1  is coupled along and to a port gunwale  34 . 1  of the central hull  12 , the upper outboard port hinge  26 . 1  is coupled along and to the top  36 . 1  of the port stanchion  20 . 1 , the lower inboard port hinge  30 . 1  is coupled along and to the port side  38 . 1  of the central hull  12 , and the lower outboard port hinge  32 . 1  is coupled along and to an inboard side  40 . 1  of the port stanchion  20 . 1 . Similarly, the starboard four-bar linkage assembly  16 . 2 ′ comprises one or more upper links  22  extending between an upper inboard starboard hinge  24 . 2  and an upper outboard starboard hinge  26 . 2 , and one or more lower links  28  extending between a lower inboard starboard hinge  30 . 2  and a lower outboard starboard hinge  32 . 2 . The upper inboard starboard hinge  24 . 2  is coupled along and to a starboard gunwale  34 . 2  of the central hull  12 , the upper outboard starboard hinge  26 . 2  is coupled along and to the top  36 . 2  of the starboard stanchion  20 . 2 , the lower inboard starboard hinge  30 . 2  is coupled along and to the starboard side  38 . 2  of the central hull  12 , and the lower outboard starboard hinge  32 . 2  is coupled along and to an inboard side  40 . 2  of the starboard stanchion  20 . 2 . 
     Referring also to  FIGS. 4   a - 4   c ,  6   a - 6   b  and  7 - 9 , the port  16 . 1  and starboard  16 . 2  linkage assemblies cooperate with a plurality of associated port  42 . 1  and starboard  42 . 2  actuators, respectively, so as to provide for either raising or lowering the respective associated port  20 . 1  and starboard  20 . 2  stanchions and port  14 . 1  and starboard  14 . 2  stabilizers operatively coupled thereto, wherein the port stanchion  20 . 1  and stabilizer  14 . 1  can be raised or lowered independently of the starboard stanchion  20 . 2  and stabilizer  14 . 2 , and vice versa. For example, the first embodiment of the articulated marine vehicle  10 ,  10 . 1  incorporates forward  44 . 1  and aft  44 . 2  port control arms that pivot about the upper inboard port hinge  24 . 1 , first end portions  46 . 1 ,  46 . 2  of which extend within the port four-bar linkage assembly  16 . 1 ′ and which are operatively coupled to the upper link(s)  22  thereof, and opposing second end portions  48 . 1 ,  48 . 2  of which extend within the central hull  12  and which are operatively coupled through the plurality of corresponding port actuators  42 . 1  to the central hull  12 . Similarly, the first embodiment of the articulated marine vehicle  10 ,  10 . 1  incorporates forward  50 . 1  and aft  50 . 2  starboard control arms that pivot about the upper inboard starboard hinge  24 . 2 , first end portions  46 . 1 ,  46 . 2  of which extend within the starboard four-bar linkage assembly  16 . 2 ′ and which are operatively coupled to the upper link(s)  22  thereof, and opposing second end portions  48 . 1 ,  48 . 2  of which extend within the central hull  12  and which are operatively coupled through a plurality of corresponding starboard actuators  42 . 2  to the central hull  12 . 
     The forward port  44 . 1  and starboard  50 . 1  control arms and associated port  42 . 1  and starboard  42 . 2  actuators are located between a pair of forward bulkheads  52  within a bow portion  54  of the central hull  12  that stiffen the central hull  12  so as to provide for reacting against forces generated responsive to the actuation of the forward port  44 . 1  and starboard  50 . 1  control arms by the associated port  42 . 1  and starboard  42 . 2  actuators, respectively. Referring to  FIG. 9 , the port  42 . 1  and starboard  42 . 2  actuators are each operatively coupled to the central hull  12  with respective pins  56 , for example, constructed of stainless steel, that extend through associated mounting holes  58  in the forward bulkheads  52 , and through associated spacer bushings  59 , for example, constructed of aluminum; and are each operatively coupled to the respective forward port  44 . 1  and starboard  50 . 1  control arms with respective pins  60 , for example, constructed of stainless steel, that extend through mounting holes  62  in the second end portions  48 . 1  thereof, and through associated spacer bushings  63 , for example, constructed of aluminum. Similarly, the aft port  44 . 2  and starboard  50 . 2  control arms and associated port  42 . 1  and starboard  42 . 2  actuators are located between a pair of aft bulkheads  64  within a stern portion  66  of the central hull  12  that stiffen the central hull  12  so as to provide for reacting against forces generated responsive to the actuation of the aft port  44 . 2  and starboard  50 . 2  control arms by the associated port  42 . 1  and starboard  42 . 2  actuators, respectively. The port  42 . 1  and starboard  42 . 2  actuators are each operatively coupled to the central hull  12  with respective pins  56  that extend through associated mounting holes  58  in the aft bulkheads  64 , and are each operatively coupled to the respective aft port  44 . 2  and starboard  50 . 2  control arms with respective pins  60  that extend through mounting holes  62  in the second end portions  48 . 2  thereof. 
     The central hull  12  incorporates a keel  68  that extends downward and forward of the central hull  12  along the full length thereof from the bow  70  to the stern  72  thereof. The keel  68  incorporates a V-shaped surface  74 , that on the bow  70  in cooperation with the remainder of the keel  68  acts has a wave separator to spread waves that are sufficiently large to reach the bow  70  during operation of the articulated marine vehicle  10 ,  10 . 1 . Also, during operation, the keel  68  acts as a ski to provide for riding waves and keeping the articulated marine vehicle  10 ,  10 . 1  relatively level in pitch during operation thereof. In one embodiment, the keel  68  is swept outwards as it extends upward along the bow  70 , so as to mitigate against nose-diving during deceleration of the articulated marine vehicle  10 ,  10 . 1 . Alternatively, the width of the keel  68 ′ may be kept substantially constant along the bow  70 . If and when the articulated marine vehicle  10 ,  10 . 1  is used under sail power, the keel  68 , in cooperation with the port  14 . 1  and starboard  14 . 2  stabilizers, provides for reacting against transverse wind-generated forces so as to mitigate against lateral slippage of the articulated marine vehicle  10 ,  10 . 1  within the water  76  responsive to the transverse wind-generated forces from the sail. A keel  68  is not essential in all variants of the articulated marine vehicle  10 ,  10 . 1 . For example, a keel  68  would not be necessary for some articulated marine vehicles  10 ,  10 . 1  adapted for fishing, and the overall speed potential of the articulated marine vehicles  10 ,  10 . 1  would not likely be substantially affected by the presence or not of a keel  68 . However, the keel  68  improves the ability of the articulated marine vehicles  10 ,  10 . 1  to withstand rough water  76 . 
     Referring again to  FIG. 2 , the upper inboard port  24 . 1  and starboard  24 . 2  hinges each comprise a plurality of sets of first  78  and second  80  bushings located along a corresponding common hinge pin  82 . 1 . The first bushings  78  are operatively coupled to the central hull  12  along respective upper inboard lines  83  that are substantially parallel and proximate to the port  34 . 1  and starboard  34 . 2  gunwales thereof, respectively, and the plurality of second bushings  80  located along respective upper inboard longitudinal beams  84  operatively coupled to the associated upper links  22  of the port  16 . 1 ′ and starboard  16 . 2 ′ four-bar linkage assemblies, respectively. For each set of first  78  and second  80  bushings, either one or a pair of the first bushings  78  is operatively coupled to the central hull  12 , and either a pair or one of the second bushings  80  is operatively coupled to the associated upper inboard longitudinal beam  84 , wherein the pair of fifth  92  or sixth  94  bushings surrounds and captures the associated single first  78  or second  80  bushing along the associated common hinge pin  82 . 1  so as to substantially limit relative longitudinal movement of the port  16 . 1  and starboard  16 . 2  linkage assemblies relative to the central hull  12 , while enabling the upper links  22  of the port  16 . 1  and starboard  16 . 2  linkage assemblies to rotate about their respective hinge pins  82 . As illustrated in  FIG. 2 , every other set of first  78  and second  80  bushings uses a single first bushing  78  surrounded by a pair of second bushings  80 , and the alternate sets of first  78  and second  80  bushings use a pair of first bushings  78  surrounding a single second bushing  80 . 
     Similarly, the upper outboard port  26 . 1  and starboard  26 . 2  hinges each comprise a plurality of sets of third  86  and fourth  88  bushings located along a corresponding common hinge pin  82 . 2 . The third bushings  86  are operatively coupled to the port  20 . 1  and starboard  20 . 2  stanchions along respective upper outboard lines  89  along or proximate the tops  36 . 1 ,  36 . 2  thereof, respectively, and the plurality of fourth bushings  88  located along respective upper outboard longitudinal beams  90  operatively coupled to the associated upper links  22  of the port  16 . 1 ′ and starboard  16 . 2 ′ four-bar linkage assemblies, respectively. For each set of third  86  and fourth  88  bushings, either one or a pair of the third bushings  86  is operatively coupled to the port  20 . 1  or starboard  20 . 2  stanchion, and either a pair or one of the fourth bushings  88  is operatively coupled to the associated upper outboard longitudinal beam  90 , wherein the pair of third  86  or fourth  88  bushings surrounds and captures the associated single third  86  or fourth  88  bushing along the associated common hinge pin  82 . 2  so as to substantially limit relative longitudinal movement of the port  16 . 1  and starboard  16 . 2  linkage assemblies relative to the port  20 . 1  and starboard  20 . 2  stanchions, respectively, while enabling the upper links  22  of the port  16 . 1  and starboard  16 . 2  linkage assemblies to rotate about their respective hinge pins  82 . As illustrated in  FIG. 2 , every other set of third  86  and fourth  88  bushings uses a single third bushing  86  surrounded by a pair of fourth bushings  88 , and the alternate sets of third  86  and fourth  88  bushings use a pair of third bushings  86  surrounding a single fourth bushing  88 . 
     Referring again to  FIG. 3 , the lower inboard port  30 . 1  and starboard  30 . 2  hinges each comprise a plurality of fifth  92  and sixth  94  bushings located along a corresponding common hinge pin  82 . 3 . The fifth bushings  92  are operatively coupled to the central hull  12  along respective lower inboard lines  95  that are sloped downwards from bow to stern, along the port  38 . 1  and starboard  38 . 2  sides of the central hull  12 , respectively, and the plurality of sixth bushings  94  located along respective lower inboard longitudinal beams  96  operatively coupled to the associated lower links  28  of the port  16 . 1 ′ and starboard  16 . 2 ′ four-bar linkage assemblies, respectively. The fifth  92  and sixth  94  bushings are interleaved with respect to one another, and separated from one another, along the respective hinge pins  82 . 3  so as to provide for the fifth  92  and sixth  94  bushings to slide with respect to one another responsive to the rotation of the port  16 . 1 ′ and starboard  16 . 2 ′ four-bar linkage assemblies relative to the central hull  12 , as a result of the lower inboard port  30 . 1  and starboard  30 . 2  hinges not being parallel to the corresponding upper inboard port  24 . 1  and starboard  24 . 2  hinges. 
     Similarly, the lower outboard port  32 . 1  and starboard  32 . 2  hinges each comprise a plurality of sets of seventh  98  and eighth  100  bushings located along a corresponding common hinge pin  82 . 4 . The seventh bushings  98  are operatively coupled to the port  20 . 1  and starboard  20 . 2  stanchions along respective lower outboard lines  101  that are sloped downwards from bow to stern, along the inboard sides  40 . 1 ,  40 . 2  of the port  20 . 1  and starboard  20 . 2  stanchions, respectively, and the plurality of eighth bushings  100  are located along respective lower outboard longitudinal beams  102  operatively coupled to the associated lower links  28  of the port  16 . 1 ′ and starboard  16 . 2 ′ four-bar linkage assemblies, respectively. The seventh  98  and eighth  100  bushings are interleaved with respect to one another, and separated from one another, along the respective hinge pins  82 . 4  so as to provide for the seventh  98  and eighth  100  bushings to slide with respect to one another responsive to the rotation of the port  16 . 1 ′ and starboard  16 . 2 ′ four-bar linkage assemblies relative to the port  20 . 1  and starboard  20 . 2  stanchions, as a result of the lower outboard port  32 . 1  and starboard  32 . 2  hinges not being parallel to the corresponding upper outboard port  26 . 1  and starboard  26 . 2  hinges. 
     The bushings  78 ,  80 ,  86 ,  88 ,  92 ,  94 ,  98 ,  100  can be formed and/or attached in a variety of ways. For example, if the structural portions of the central hull  12  and associated port  16 . 1 ′ and starboard  16 . 2 ′ four-bar linkage assemblies and the port  20 . 1  and starboard  20 . 2  stanchions are constructed of metal, e.g. aluminum, the bushings  78 ,  80 ,  86 ,  88 ,  92 ,  94 ,  98 ,  100 , for example, also constructed of aluminum, can be welded to the associated structural elements in accordance with the above-described structure. Alternatively, the bushings  78 ,  80 ,  86 ,  88 ,  92 ,  94 ,  98 ,  100  could be integrally formed in the central hull  12  and associated port  16 . 1 ′ and starboard  16 . 2 ′ four-bar linkage assemblies and port  20 . 1  and starboard  20 . 2  stanchions, for example, by molding or composite lamination. In one alternative, the port  16 . 1  and starboard  16 . 2  linkage assemblies could be of what is known as any of unitized, unibody or monocoque construction, with the associated bushings  80 ,  88 ,  94  and  100  attached to or incorporated in the surface thereof. The associated hinge pins  82 . 1 ,  82 . 2 ,  82 . 3  and  82 . 4  can be constructed of either metallic, e.g. stainless steel, or composite rods. 
     In one set of embodiments, a conventional marine vehicle can be adapted as an articulated marine vehicle  10 ,  10 . 1  by adding structure to the port  38 . 1  and starboard  38 . 2  sides of the central hull  12  sufficient to support the associated pluralities of first  78  and seventh  98  bushings. For example, referring to  FIGS. 1   g  and  1   h , in one embodiment, upper  104  and lower  106  channel sections were welded to the port  38 . 1  and starboard  38 . 2  sides of a central hull  12  of a conventional aluminum boat, with the upper channel sections  104  on the port  38 . 1  and starboard  38 . 1  sides substantially parallel and proximate to the port  34 . 1  and starboard  34 . 2  gunwales, and with the lower channel sections  106  sloping downwards from bow to stern, wherein the associated outboard surfaces  108  on the port side  38 . 1  are co-planar in a port-side plane  110 . 1 , for example, in a substantially vertical port-side plane  110 . 1 , and the outboard surfaces  108  on the starboard side  38 . 2  are co-planar in a starboard-side plane  110 . 2 , for example, in a substantially vertical starboard-side plane  110 . 2 . Alternatively, a single channel section with a tapered width profile—providing for a channel height that increases from bow to stern—could be used instead of the separate upper  104  and lower  106  channel sections. 
     The upper side of the upper links  22  and the upper inboard  84  and outboard  90  longitudinal beams of the port four-bar linkage assembly  16 . 1 ′ is covered by an upper port airfoil surface  112 , for example, a corresponding planar surface  112 ′, and the lower side of the lower links  28  and the lower inboard  96  and outboard  102  longitudinal beams of the port four-bar linkage assembly  16 . 1 ′ is covered by a lower port airfoil surface  114 , for example, a corresponding planar surface  114 ′, wherein the upper  112  and lower  114  port airfoil surfaces joined by an associated port leading edge  115 . 1  on the bow ends thereof constitute the primary active surfaces of the port airfoil assembly  18 . 1 . Similarly, the upper side of the upper links  22  and the upper inboard  84  and outboard  90  longitudinal beams of the starboard four-bar linkage assembly  16 . 2 ′ is covered by an upper starboard airfoil surface  116 , for example, a corresponding planar surface  116 ′, and the lower side of the lower links  28  and the lower inboard  96  and outboard  102  longitudinal beams of the starboard four-bar linkage assembly  16 . 1 ′ is covered by a lower starboard airfoil surface  118 , for example, a corresponding planar surface  118 ′, wherein the upper  112  and lower  114  starboard airfoil surfaces joined by an associated starboard leading edge  115 . 2  on the bow ends thereof constitute the primary active surfaces of the starboard airfoil assembly  18 . 2 . 
     The port  14 . 1  and starboard  14 . 2  stabilizers are tubular structures that provide for either piercing through waves, bridging across the crests of adjacent waves, or cutting through the crests of waves, depending upon the associated height of the waves and the wavelength of the waves, and depending upon the speed and attitude of the articulated marine vehicle  10 ,  10 . 1 . For example, in one embodiment, the stabilizers,  14 . 1 ,  14 . 2  are constructed from cylindrical tubes  14 ′ that provides a portion of the buoyancy necessary to float the central hull  12 , for example, about 85% of the buoyancy necessary to float the central hull  12 . Generally, the buoyancy provided by the stabilizers,  14 . 1 ,  14 . 2  as a percentage of that necessary to float the central hull  12  could range from 50% to 90%, wherein, for example, the particular amount of this buoyancy within this range is inversely related to the roughness of the water in which the articulated marine vehicle  10 ,  10 . 1  is intended to be operated. Alternatively to, or in addition to providing floatation, the port  14 . 1  and starboard  14 . 2  stabilizers could be adapted as hydrofoils so as to provide for hydrodynamic lift. Referring to  FIG. 1   b , when moving through waves  76 ′ of sufficient height, e.g. higher than the height of the stabilizers  14 . 1 ,  14 . 2 , the stabilizers  14 . 1 ,  14 . 2  tend to pierce through the wave, for example, at about the height center thereof depending upon the position of the port  16 . 1  and starboard  16 . 2  linkage assemblies and the amount of aerodynamic lift from the port  18 . 1  and starboard  18 . 2  airfoil assemblies. As the stabilizers  14 . 1 ,  14  pierce the waves  76 ′, they tend to draw in atmospheric air  120  that contributes to a the boundary layer on the submerged surface of the stabilizers,  14 . 1 ,  14 . 2 , which provides for reducing associated hydrodynamic drag. In one embodiment, the bows  122  of the stabilizers  14 . 1 ,  14 . 2  are sloped upwards so as to prevent nose-diving. In the first embodiment of the articulated marine vehicle  10 ,  10 . 1 , the stabilizers  14 . 1 ,  14 . 2  are substantially longer than the length of the central hull  12 , extending both forward of the bow  70  and aftward of the stern  72  of the central hull  12 , which provides for maintaining a relatively level pitch during the operation thereof in rough water. Furthermore, the aftward extension of the stabilizers  14 . 1 ,  14 . 2  aftward of the stern  72  of the central hull  12  provides for dampening or cancelling the wake that would be generated by the propeller or water jet of either an inboard, outboard or inboard/outboard powered embodiment with the associated propeller located forward of the sterns  123  of the stabilizers  14 . 1 ,  14 . 2 . For example, the length of the stabilizers  14 . 1 ,  14 . 2  could range from 100% to 250% of the length of the central hull  12 . The diameter of the stabilizers,  14 . 1 ,  14 . 2  is adapted given the length so as to provide for setting the buoyancy of the stabilizers,  14 . 1 ,  14 . 2 . The stabilizers,  14 . 1 ,  14 . 2  pierced through the central portions of the waves  76 ′ provides a substantial resistance to lift, which counteracts both aerodynamic and hydrodynamic lift forces acting on the port  18 . 1  and starboard  18 . 2  airfoil assemblies and the keel  68 , respectively. For example, substantial hydrodynamic downward drag forces would be generated responsive to any lift-induced upward motion of the stabilizers  14 . 1 ,  14 . 2  within the pierced waves  76 ′. Depending upon the embodiment, the stabilizers,  14 . 1 ,  14 . 2  may be sealed hollow or foam filled structures, or adapted to incorporate one or more compartments or tanks that are sealed from water instruction. For example, the stabilizers,  14 . 1 ,  14 . 2  may be adapted to incorporate fuel tanks, potable water tanks, waste water tanks, live wells for holding fish or other storage areas, for example, for storing sails or an associated mast. Furthermore, the stabilizers,  14 . 1 ,  14 . 2  may incorporate one or more ballast tanks so as to provide for adjusting or controlling associated buoyancy, for example, by pumping water into or out of the one or more ballast tanks in the stabilizers,  14 . 1 ,  14 . 2 . The stabilizers,  14 . 1 ,  14 . 2  may also be configured so as to provide for controlling or adjusting the length thereof, for example, using telescoping tubes that are adapted to slide relative to one another. For example, the length of the stabilizers,  14 . 1 ,  14 . 2  could be controlled or adapted responsive to the speed of the articulated marine vehicle  10 ,  10 . 1 , the associated sea state or weather, or the weight of the central hull  12 . 
     Referring to  FIGS. 4   a - 4   c ,  5 ,  6   a - 6   c  and  7 - 9 , the port actuators  42 . 1  provide for setting the angular position of the forward  44 . 1  and aft  44 . 2  port control arms and the starboard actuators  42 . 2  provide for setting the angular position of the forward  50 . 1  and aft  50 . 2  starboard control arms. For example, referring to  FIGS. 5 and 9 , in one embodiment, the port  42 . 1  and starboard  42 . 2  actuators comprise a pair of automotive-style air shock absorbers  42 ′ for each control arm  44 . 1 ,  44 . 2 ,  50 . 1 ,  50 . 2 , with an automotive-style air shock absorber  42 ′ located on each side of each control arm  44 . 1 ,  44 . 2 ,  50 . 1 ,  50 . 2 . In  FIG. 5 , the starboard actuators  42 . 2  are not illustrated, but are similar to the port actuators  42 . 1  that are illustrated. The height of the automotive-style air shock absorbers  42 ′, and therefore the angular position of the control arm  44 . 1 ,  44 . 2 ,  50 . 1 ,  50 . 2  attached thereto, is controlled by the pressure of the air therein, which is controlled, for example, by either admitting air thereinto from an air pump  124  through an inlet valve  126 , or exhausting air therefrom to the atmosphere  120  through an exhaust valve  128 . For example, the inlet  126  and exhaust  128  valves could be controlled either manually, or by an associated controller  130 , for example, responsive to either manual inputs  132  or by automatic control responsive to one or more vehicle sensors  134 . For example, in one embodiment, the controller  130  provides for automatically dumping air from the automotive-style air shock absorbers  42 ′ if the extension thereof exceeds a limit—as might occur if the articulated marine vehicle  10 ,  10 . 1  were to become excessively lifted out of the water  76  responsive to excessive aerodynamic lift—so as to prevent the articulated marine vehicle  10 ,  10 . 1  from flipping. The automotive-style air shock absorber  42 ′ incorporates an air spring in parallel with a hydraulic damper, wherein the pressure of the air in the air spring controls the nominal length of the automotive-style air shock absorber  42 ′. The associated damper provides for dampening during the extension thereof, but not during compression. Alternatively, the port  42 . 1  and starboard  42 . 2  actuators could be implemented with a pneumatic or hydraulic actuator in series with a spring and damper, wherein the damper could comprise either a fixed hydraulic damper; or a controllable hydraulic damper, for example, using ferrofluid, and electrofluid, or a servo-controlled valve. 
     Referring to  FIG. 4   a , the port  42 . 1  and starboard  42 . 2  actuators are illustrated in a partially extended position with the associated forward  44 . 1  and aft  44 . 2  port control arms and the forward  50 . 1  and aft  50 . 2  starboard control arms both substantially level, and as a result, the upper links  22  of the port  16 . 1  and starboard  16 . 2  linkage assemblies and the associated upper port  112  and starboard  116  airfoil surfaces also substantially level, thereby providing a platform for fishing, diving or other recreational activities. 
     Referring to  FIG. 4   b , the starboard actuator  42 . 2  is illustrated in an extended position, which provides for lowering the starboard stabilizer  14 . 2  relative to the central hull  12 , and thereby raising the central hull  12  in the water  76  to the extent possible, so as to provide for either raising the keel  68  relative to the waves  76 ′, narrowing the beam to facilitate trailering the articulated marine vehicle  10 ,  10 . 1  or navigating a relatively narrow passage, or tilting the central hull  12  towards the port side  38 . 1  relative to the water  76 , for example, so as to facilitate a turn to port or to provide for maintaining a level attitude when traveling parallel to a wave  76 ′. 
     Referring to  FIG. 4   c , the starboard actuator  42 . 2  is illustrated in a retracted position, which provides for raising the starboard stabilizer  14 . 2  relative to the central hull  12 , and thereby lowering the central hull  12  in the water  76  to the extent possible, so as to provide for either closer access to the water  76  from the central hull  12 , or tilting the central hull  12  towards the starboard side  38 . 2  relative to the water  76 , for example, so as to facilitate a turn to starboard or to provide for maintaining a level attitude when traveling parallel to a wave  76 ′. 
     Referring to  FIGS. 5 ,  6   a - 6   b ,  7  and  8 , the forward  44 . 1  and aft  44 . 2  port control arms and the forward  50 . 1  and aft  50 . 2  starboard control arms each incorporate an associated brake system  136  comprising a brake actuator  138  on one side of each control arm  44 . 1 ,  44 . 2 ,  50 . 1 ,  50 . 2  proximate to the second ends  48 . 1 ′,  48 . 2 ′ thereof, and a pair of brake rods  140  on the opposite side of control arm  44 . 1 ,  44 . 2 ,  50 . 1 ,  50 . 2 , in opposition to each brake actuator  138 , wherein upon actuation of the brake actuators  138 , the brake actuators  138  and brake rods  140  press against the forward  52  or aft  64  bulkheads within which the brake actuators  138  and brake rods  140  are located, so as to provide for either locking the associated control arms  44 . 1 ,  44 . 2 ,  50 . 1 ,  50 . 2  in position, or so as to provide for frictional damping of the motion thereof. For example, in one embodiment, the brake actuators  138  comprise pneumatic pancake cylinders  138 ′, for example, that can be actuated using air from a central air pump  124  that is also used to control the port  42 . 1  and starboard  42 . 2  actuators, for example, as illustrated in  FIG. 9 . The brake actuators  138  and brake rods  140 , for example, constructed of stainless steel, are each capped with brake pads  142 , for example, plastic or rubber brake pads  142 ′ that interact with the inner surfaces  144  of the forward  52  and aft  64  bulkheads. Referring to  FIGS. 5 ,  6   a - 6   b ,  7  and  8 , in one embodiment, the brake actuators  138  and associated brake rods  140  of the forward port  44 . 1  and starboard  50 . 1  control arms are located relatively outboard with respect to the corresponding attachments  146  of the associated port  42 . 1  and starboard  42 . 2  actuators, whereas the brake actuators  138  and associated brake rods  140  of the aft port  44 . 2  and starboard  50 . 2  control arms are located relatively inboard with respect to the corresponding attachments  146  of the associated port  42 . 1  and starboard  42 . 2  actuators. In  FIG. 5 , the port brake actuators  138  and associated brake rods  140  are not illustrated, but are similar to the starboard brake actuators  138  and associated brake rods  140  that are illustrated. 
     Referring to  FIGS. 10-12 , in accordance with one embodiment, the port stanchion  20 . 1  illustrated therein comprises a foam core  148  within a plywood shell  150  faced with an aluminum face on the outboard side  152  thereof, and surrounded by a welded aluminum channel frame  154  around the periphery thereof and comprising top  154 . 1  and bottom  154 . 2  stanchion caps. A plurality of stanchion supports  156 , for example, constructed of aluminum square tubing, are substantially uniformly distributed across the length of the stanchion  20 . 1  on the inboard side  40 . 1  thereof, each being set into to corresponding notches  158  in the top  154 . 1  and bottom  154 . 2  stanchion caps on the inboard side  40 . 1  thereof, and fastened to the stanchion  20 . 1  with either fasteners, e.g. bolts therethrough, or welds thereto. The third bushings  86  of the upper outboard port hinge  26 . 1  are welded to the stanchion supports  156  along an upper outboard line  89  substantially parallel and proximate to the top  36 . 1  of the stanchion  20 . 1 , and the seventh bushings  98  of the lower outboard port hinge  32 . 1  are welded to the stanchion supports  156  along a lower outboard line  101  below the upper outboard line  89  and sloping downwards from bow  70  to stern  72 . Accordingly, the distance between corresponding fourth  88  and seventh  98  bushings increases from the bow  70  to the stern  72 . The bottom stanchion cap  154 . 2  is operatively coupled, for example, welded, to the associated stabilizer  14 . 1 , so as to provide for supporting the stanchion  20 . 1  from the stabilizer  14 . 1  and transferring forces and motion therebetween. The corresponding starboard stanchion  20 . 2  for the same embodiment is symmetric with respect to the central hull  12  in respect of that described hereinabove for the port stanchion  20 . 1 . 
     Referring to  FIGS. 1   b ,  13   a  and  13   b , the first embodiment of the articulated marine vehicle  10 ,  10 . 1  is powered by either an inboard engine, an outboard engine  160  or inboard engine/outboard drive driven propeller or jet pump. As the articulated marine vehicle  10 ,  10 . 1  moves forward, air flows into the cavities  162  over the surface of the water  76 , respectively under the port  18 . 1  and starboard  18 . 2  airfoil assemblies, between the respective port  20 . 1  and starboard  20 . 2  stanchions and the central hull  12 , resepctively, and becomes pressurized therein responsive to the forward motion of the articulated marine vehicle  10 ,  10 . 1  and the associated sloped lower port  114  and starboard  118  airfoil surfaces, which acts to lift the articulated marine vehicle  10 ,  10 . 1  upwards in the water  76 —a first component of lift, which is also referred to herein as a ground effect. Furthermore, as the articulated marine vehicle  10 ,  10 . 1  moves forward, the keel  68  of the central hull  12  slices through the waves  76 ′ and tends to ride up and plane on the surface of the water  76 , thereby contributing to a second component of lift acting on the articulated marine vehicle  10 ,  10 . 1 . The albeit limited buoyancy of the port  14 . 1  and starboard  14 . 2  stabilizers contributes a third component of lift depending upon the amount to which these are below the surface of the water  76 . Under some conditions, counteracting the first, second and third components of lift, the port  14 . 1  and starboard  14 . 2  stabilizers pierce the waves  76 ′ at about mid-height, from which location a substantial amount of lift force would be required to move the port  14 . 1  and starboard  14 . 2  stabilizers up through the waves  76 ′. Furthermore, the weight of the articulated marine vehicle  10 ,  10 . 1  opposes the first, second and third components of lift, and thereby help to resist either a high speed flip or the port  14 . 1  or starboard  14 . 2  stabilizers leaving the surface of the water  76 . The port  42 . 1  and starboard  42 . 2  actuators can be used to control the angle of the associated forward  44 . 1  and aft  44 . 2  port control arms and forward  50 . 1  and aft  50 . 2  starboard control arms, which controls the attitude of the port  16 . 1 ′ and starboard  16 . 2 ′ four-bar linkage assemblies relative to the central hull  12 , which controls the relative height and angle of the associated port  18 . 1  and starboard  18 . 2  airfoil assemblies and the relative height of the port  20 . 1  and starboard  20 . 2  stanchions, which controls the relative height of the port  14 . 1  and starboard  14 . 2  stabilizers relative to the central hull  12  and associated keel  68 . Relatively lowering the port  14 . 1  and starboard  14 . 2  stabilizers relatively raises the central hull  12  and keel  68  relative to the surface of the water  76 , given the buoyancy of the port  14 . 1  and starboard  14 . 2  stabilizers. However, given that the buoyancy of the port  14 . 1  and starboard  14 . 2  stabilizers is less than the weight of the central hull  12 , the buoyancy of the port  14 . 1  and starboard  14 . 2  stabilizers is insufficient on its own to lift the keel  68  out of the water  76 . Furthermore, as the central hull  12  is lifted relative to the surface of the water  76 , the gap between the sloped lower port  114  and starboard  118  airfoil surfaces and the surface of the water  76  increases, which reduces the pressure within the associated cavities  162  at a given forward speed, thereby reducing the ground-effect second component of lift. Accordingly, the position of the port  42 . 1  and starboard  42 . 2  actuators can be adjusted to control the lift forces and adjust the height of the port  14 . 1  and starboard  14 . 2  stabilizers relative to the waves  76 ′, for example, so that, for sufficiently large-sized waves  76 ′, the port  14 . 1  and starboard  14 . 2  stabilizers nominally pierce the height-centers of the waves  76 ′, and so that the keel  68  planes on the surface of the water  76 /waves  76 ′ with the remainder of the central hull  12  traveling thereabove. Forces from the water  76 /waves  76 ′ acting upon the port  14 . 1  and starboard  14 . 2  stabilizers are transmitted through the port  20 . 1  and starboard  20 . 2  stanchions, to the port  16 . 1 ′ and starboard  16 . 2 ′ four-bar linkage assemblies, to the forward  44 . 1  and aft  44 . 2  port control arms and the forward  50 . 1  and aft  50 . 2  starboard control arms, and to the port  42 . 1  and starboard  42 . 2  actuators. With automotive-style air shock absorbers  42 ′ used as the port  42 . 1  and starboard  42 . 2  actuators, vibrations associated with the forces from the water  76 /waves  76 ′ are damped thereby, which in combination with the substantial length of the port  14 . 1  and starboard  14 . 2  stabilizers provides for a relatively stable platform even in rough water at relatively high speeds.  FIGS. 13   a  and  13   b  illustrate the articulated marine vehicle  10 ,  10 . 1  traveling a relatively high speed in rough water  76 , with the attitude of the port  16 . 1 ′ and starboard  16 . 2 ′ four-bar linkage assemblies adjusted so that the port  14 . 1  and starboard  14 . 2  stabilizers pierce the waves nominally at the center height of the associated waves  76 ′, and so that the keel  68  of the central hull  12  planes the top of the waves  76 ′. The associated ground-effect lift of the central hull  12  relative to the water  76  provides for reducing drag, as does the air-entrained boundary layer around the port  14 . 1  and starboard  14 . 2  stabilizers when piercing waves  76 ′, which collectively provides for reducing overall drag in comparison with a conventional central hull  12  alone, which provides for substantially improving fuel economy at relatively high speeds in rough water relative to that achievable with the central hull  12  alone. Referring to  FIGS. 14   a  and  14   b , the port  42 . 1  and starboard  42 . 2  actuators may be used to position the port  16 . 1 ′ and starboard  16 . 2 ′ four-bar linkage assemblies so that the associated upper port  112  and starboard  116  airfoil surfaces are substantially level, or horizontal, and substantially locked in that position with the brake systems  136  associated with each of the associated forward  44 . 1  and aft  44 . 2  port control arms and forward  50 . 1  and aft  50 . 2  starboard control arms, for example, by pressurizing the associated pneumatic pancake cylinders  138 ′ of the associated brake actuators  138 , which causes the associated brake pads  142  on the associated brake rods  140  and brake actuator  138  to press against the inner surfaces  144  of the forward  52  and aft  64  bulkheads, thereby frictionally locking the forward  44 . 1  and aft  44 . 2  port control arms and forward  50 . 1  and aft  50 . 2  starboard control arms in a substantially level position, which substantially locks the port  16 . 1 ′ and starboard  16 . 2 ′ four-bar linkage assemblies and the associated upper port  112  and starboard  116  airfoil surfaces in a substantially level position, for example, so as to provide for fishing, diving, or other water sport activities. For example, the upper port  112  and starboard  116  airfoil surfaces could be carpeted to facilitate such activities. 
     Referring to  FIGS. 15   a  and  15   b , the articulated marine vehicle  10 ,  10 . 1  is illustrated with the associated port  14 . 1  and starboard  14 . 2  stabilizers in their lowest positions, for example, as may be used to lift the central hull  12  above the surface of the water  76  to the maximum extent possible, for example, so as to provide for clearing waves  76 ′ in rough seas, for example, for improved ride comfort; or to provide for a better view of the surroundings. The port  14 . 1  and starboard  14 . 2  stabilizers might also be placed in their lowest positions in order to minimize the beam of the articulated marine vehicle  10 ,  10 . 1 , for example, so as to either facilitate trailering, or to provide for navigating relatively narrow channels or passages. 
     Alternatively, referring to  FIGS. 16   a  and  16   b , the articulated marine vehicle  10 ,  10 . 1  is illustrated with the associated port  14 . 1  and starboard  14 . 2  stabilizers in their highest positions, for example, as may be used to lower the central hull  12  into the water  76  to the maximum extent possible, for example, so as to provide for closest access to the surface of the water  76  from inside the central hull  12  of the articulated marine vehicle  10 ,  10 . 1 . 
     The articulated marine vehicle  10 ,  10 . 1  can also be operated with one of the port  14 . 1  and starboard  14 . 2  stabilizers positioned as illustrated in  FIGS. 15   a  and  15   b , and the other of the starboard  14 . 2  and port  14 . 1  stabilizers positioned as illustrated in  FIGS. 16   a  and  16   b ,—with the articulated marine vehicle  10 ,  10 . 1  either moving or stationary,—for example, so as to provide for banking the articulated marine vehicle  10 ,  10 . 1  in a turn; operating the articulated marine vehicle  10 ,  10 . 1  on the side of a large wave  76 ′ pointed along a direction parallel to the crest thereof; or for letting one or more large waves  76 ′ pass sideways under the articulated marine vehicle  10 ,  10 . 1 ; or for tilting the articulated marine vehicle  10 ,  10 . 1  when operating under sail so as to place the associated mast and sail at a beneficial angle relative to the water  76  and wind for sailing. 
     Referring to  FIGS. 17   a  and  17   b , the articulated marine vehicle  10 ,  10 . 1  is illustrated with the associated port  14 . 1  and starboard  14 . 2  stabilizers positioned so as to minimize draft, i.e. so that the port  14 . 1  and starboard  14 . 2  stabilizers and the keel  68  are at about the same depth within the water  76 . For example the draft of the articulated marine vehicle  10 ,  10 . 1  can be less than about 4% of the overall length thereof. 
     Referring to  FIG. 18 , a second embodiment of an upper inboard port  24 . 1 ′ or starboard  24 . 2 ′ hinge comprises a pair of first bushings  78  straddling each of the forward  44 . 1  and aft  44 . 2  port control arms, or straddling each of the forward  50 . 1  and aft  50 . 2  starboard control arms, respectively, and a pair of second bushings  80  straddling the pair of first bushings  78 , with an associated hinge pin  82 . 1 ′, for example, constructed of stainless steel, extending between and at least partially through the pair of second bushings  80 , through the pair of first bushings  78  located therebetween, and through the associated forward  44 . 1  or aft  44 . 2  port control arm located therebetween, wherein each pair of first bushings  78  is operatively coupled to or a part of—for example, welded to—the central hull  12 , and each pair of associated second bushings  80  is coupled to or a part of—for example, welded to—the associated upper inboard longitudinal beam  84  of the associated port  18 . 1  or starboard  18 . 2  airfoil assemblies. The second embodiment of the upper inboard port  24 . 1 ′ or starboard  24 . 2 ′ hinge further comprises a strap hinge  164 , for example, constructed of stainless steel and bolted to the central hull  12  and to the port  18 . 1  or starboard  18 . 2  airfoil assemblies, adapted to provide for hinging the port  18 . 1  or starboard  18 . 2  airfoil assemblies to the central hull  12  along remaining portions thereof therebetween. 
     Similarly, a second embodiment of an upper outboard port  26 . 1 ′ or starboard  26 . 2 ′ hinge comprises a pair of third bushings  86  straddling each of the forward  44 . 1  and aft  44 . 2  port control arms, or straddling each of the forward  50 . 1  and aft  50 . 2  starboard control arms, respectively, and a pair of fourth bushings  88  straddling the pair of third bushings  86 , with an associated hinge pin  82 . 2 ′, for example, constructed of stainless steel, extending between and at least partially through the pair of fourth bushings  86 , through the pair of third bushings  86  located therebetween, and through the associated forward  44 . 1  or aft  44 . 2  port control arm located therebetween, wherein each pair of third bushings  86  is operatively coupled to or a part of—for example, welded to—the port  20 . 1  or starboard  20 . 2  stanchion, and each pair of associated fourth bushings  86  is coupled to or a part of—for example, welded to—the associated upper outboard longitudinal beams  90  of the associated port  18 . 1  or starboard  18 . 2  airfoil assemblies. The second embodiment of the upper outboard port  26 . 1 ′ or starboard  26 . 2 ′ hinge further comprises a strap hinge  164 , for example, constructed of stainless steel and bolted to the port  20 . 1  or starboard  20 . 2  stanchion and to the port  18 . 1  or starboard  18 . 2  airfoil assemblies, respectively, adapted to provide for hinging the port  18 . 1  or starboard  18 . 2  airfoil assemblies to the port  20 . 1  or starboard  20 . 2  stanchions along remaining portions thereof therebetween. 
     Referring to  FIGS. 19 and 20 , a second embodiment of a lower inboard port  30 . 1 ′ or starboard  30 . 2 ′ hinge comprises a continuous strap hinge  166  between the port  38 . 1  or starboard  38 . 2  side of the central hull  12  and the associated lower inboard longitudinal beam  96  of the port  18 . 1  or starboard  18 . 2  airfoil assemblies, with a first portion  166 . 1  of the lower inboard port  30 . 1 ′ or starboard  30 . 2 ′ hinge rigidly fastened to the port  38 . 1  or starboard  38 . 2  side of the central hull  12 , for example with fasteners or rivets, or by welding, and a second portion  166 . 2  of the lower inboard port  30 . 1 ′ or starboard  30 . 2 ′ hinge fastened to the associated lower inboard longitudinal beam  96  of the port  18 . 1  or starboard  18 . 2  airfoil assemblies using shoulder bolts  168 , or bolts  168 . 1  with associated shouldered bushings  168 . 2 , through slots  170  in the second portion  166 . 2  of the lower inboard port  30 . 1 ′ or starboard  30 . 2 ′ hinge and fastened to the associated lower inboard longitudinal beam  96  so as to provide for the second portion  166 . 2  of the lower inboard port  30 . 1 ′ or starboard  30 . 2 ′ hinge to slide relative to the lower inboard longitudinal beam  96  responsive to the changes in the attitude of the port  18 . 1  or starboard  18 . 2  airfoil assemblies. Alternatively, the first portion  166 . 1  of the lower inboard port  30 . 1 ′ or starboard  30 . 2 ′ hinge could incorporate the slots  170 , and the second portion  166 . 2  of the lower inboard port  30 . 1 ′ or starboard  30 . 2 ′ hinge could be rigidly fastened, or both the first  166 . 1  and second  166 . 2  portions of the lower inboard port  30 . 1 ′ or starboard  30 . 2 ′ hinge could each incorporate slots  170 . 
     Similarly, a second embodiment of a lower outboard port  32 . 1 ′ or starboard  32 . 2 ′ hinge comprises a continuous strap hinge  166  between the inboard side  40 . 1 ,  40 . 2  of the port  20 . 1  or starboard  20 . 2  stanchion and the associated lower outboard longitudinal beam  102  of the port  18 . 1  or starboard  18 . 2  airfoil assemblies, with a first portion  166 . 1  of the lower outboard port  32 . 1 ′ or starboard  32 . 2 ′ hinge rigidly fastened to the inboard side  40 . 1 ,  40 . 2  of the port  20 . 1  or starboard  20 . 2  stanchion, for example with fasteners or rivets, or by welding, and a second portion  166 . 2  of the lower outboard port  32 . 1 ′ or starboard  32 . 2 ′ hinge fastened to the associated lower outboard longitudinal beam  102  of the port  18 . 1  or starboard  18 . 2  airfoil assemblies using shoulder bolts  168  through slots  170  in the second portion  166 . 2  of the lower outboard port  32 . 1 ′ or starboard  32 . 2 ′ hinge and fastened to the associated lower outboard longitudinal beams  102  so as to provide for the second portion  166 . 2  of the lower outboard port  32 . 1 ′ or starboard  32 . 2 ′ hinge to slide relative to the lower outboard longitudinal beams  102  responsive to the changes in the attitude of the port  18 . 1  or starboard  18 . 2  airfoil assemblies. Alternatively, the first portion  166 . 1  of the lower outboard port  32 . 1 ′ or starboard  32 . 2 ′ hinge could incorporate the slots  170 , and the second portion  166 . 2  of the lower outboard port  32 . 1 ′ or starboard  32 . 2 ′ hinge could be rigidly fastened, or both the first  166 . 1  and second  166 . 2  portions of the lower outboard port  32 . 1 ′ or starboard  32 . 2 ′ hinge could each incorporate slots  170 . 
     Referring to  FIGS. 21   a - 21   e , a second embodiment of articulated marine vehicle  10 ,  10 . 2  comprises a central hull  12  from which associated port  172 . 1  and starboard  172 . 2  stabilizer assemblies are operatively coupled to the central hull  12  proximate to the corresponding port  34 . 1  and starboard  34 . 2  gunwales with associated port  174 . 1  and starboard  174 . 2  hinges, for example, in accordance with the first embodiment of the upper inboard port  24 . 1  or starboard  24 . 2  hinges illustrated in  FIG. 2 . The port  172 . 1  and starboard  172 . 2  stabilizer assemblies comprise port  14 . 1  and starboard  14 . 2  stabilizers that are connected to associated port  20 . 1  and starboard  20 . 2  stanchions that are in turn connected to, or which incorporate, associated port  176 . 1  and starboard  176 . 2  arms, or associated port  176 . 1 ′ and starboard  176 . 2 ′ platform structures extending inboard thereof and operatively coupled to the associated upper inboard port  24 . 1  or starboard  24 . 2  hinges. For example, in one embodiment, the associated port  176 . 1  and starboard  176 . 2  arms, or associated port  176 . 1 ′ and starboard  176 . 2 ′ platform structures are braced at about right angles to the corresponding port  20 . 1  and starboard  20 . 2  stanchions with associated diagonal braces  178 . One or more port actuators  180 . 1 , for example, a pair, external of the central hull  12  are operative between the central hull  12  and the port stabilizer assembly  172 . 1  so as to provide for raising or lowering the port stabilizer  14 . 1  relative to the central hull  12 , and one or more starboard actuators  180 . 2 , for example, a pair, external of the central hull  12  are operative between the central hull  12  and the starboard stabilizer assembly  172 . 2  so as to provide for raising or lowering the starboard stabilizer  14 . 2  relative to the central hull  12 , wherein the attitudes of the port  172 . 1  and starboard  172 . 2  stabilizer assemblies relative to central hull  12  can be controlled independently of one another. For example, in one embodiment, each port actuator  180 . 1  is operative between a corresponding inboard pivot  182  below the port hinge  174 . 1  on the central hull  12 , for example, just above the floating water level, and a corresponding outboard pivot  184  operatively coupled to the port arm  176 . 1  or platform structure  176 . 1 ′ at a location of an associated diagonal brace  178 ; and each starboard actuator  180 . 2  is operative between a corresponding inboard pivot  182  below the starboard hinge  174 . 2  on the central hull  12 , for example, just above the floating water level, and a corresponding outboard pivot  184  operatively coupled to the starboard arm  176 . 2  or platform structure  176 . 2 ′ at a location of an associated diagonal brace  178 . For example, the port  180 . 1  and starboard  180 . 2  actuators may comprise automotive-style air shock absorbers  180 ′. The port  172 . 1  and starboard  172 . 2  stabilizer assemblies could incorporate or support associated port  18 . 1  and starboard  18 . 2  airfoil assemblies, or the port  172 . 1  and starboard  172 . 2  stabilizer assemblies could be adapted to provide for the stabilization benefits provided by the port  14 . 1  and starboard  14 . 2  stabilizers without necessarily providing for substantial associated ground effect lift during the operation of the articulated marine vehicle  10 ,  10 . 2 , which would still be of benefit in fishing and pleasure craft to provide for the comfort of passengers and crew, particularly when cruising in rough water. Alternatively, the second embodiment of articulated marine vehicle  10 ,  10 . 2  could incorporate control arms  44 . 1 ,  44 . 2 ,  50 . 1 ,  50 . 2  that cooperate with associated actuators  42 . 1 ,  42 . 2  located within the central hull  12 , as described hereinabove for the first embodiment of an articulated marine vehicle  10 ,  10 . 1 , instead of or in addition to external actuators  180 . 1 ,  180 . 2 . 
     Referring to  FIG. 21   c , the port  180 . 1  and starboard  180 . 2  actuators are illustrated in a partially extended position with the associated port  176 . 1  and starboard  176 . 2  arms, or associated port  176 . 1 ′ and starboard  176 . 2 ′ platform structures, both substantially level, thereby providing a platform for fishing, diving or other recreational activities. 
     Referring to  FIG. 21   d , the starboard actuator  180 . 2  is illustrated in a retracted position, which provides for lowering the starboard stabilizer  14 . 2  relative to the central hull  12 , and thereby raising the central hull  12  in the water  76  to the extent possible, so as to provide for either raising the keel  68  relative to the waves  76 ′, narrowing the beam to facilitate trailering the articulated marine vehicle  10 ,  10 . 1  or navigating a relatively narrow passage, or tilting the central hull  12  towards the port side  38 . 1  relative to the water  76 , for example, so as to facilitate a turn to port or to provide for maintaining a level attitude when traveling parallel to a wave  76 ′. 
     Referring to  FIG. 21   e , the starboard actuator  180 . 2  is illustrated in an extended position, which provides for raising the starboard stabilizer  14 . 2  relative to the central hull  12 , and thereby lowering the central hull  12  in the water  76  to the extent possible, so as to provide for either closer access to the water  76  from the central hull  12 , or tilting the central hull  12  towards the starboard side  38 . 2  relative to the water  76 , for example, so as to facilitate a turn to starboard or to provide for maintaining a level attitude when traveling parallel to a wave  76 ′. 
     Referring to  FIGS. 22   a ,  22   b ,  23  and  24   a - 24   b , a third embodiment of an articulated marine vehicle  10 ,  10 . 3  comprises a central hull  12  to which are coupled port  14 . 1  and starboard  14 . 2  stabilizers via associated port  16 . 1  and starboard  16 . 2  linkage assemblies, respectively, that either incorporate or support associated respective port  18 . 1  and starboard  18 . 2  airfoil assemblies. The port  16 . 1  and starboard  16 . 2  linkage assemblies are coupled to the port  14 . 1  and starboard  14 . 2  stabilizers with associated port  20 . 1  and starboard  20 . 2  stanchions, respectively. For example, in the third embodiment of the articulated marine vehicle  10 ,  10 . 3 , the port  16 . 1  and starboard  16 . 2  linkage assemblies comprise associated respective port  16 . 1 ′ and starboard  16 . 2 ′ four-bar linkage assemblies. The port four-bar linkage assembly  16 . 1 ′ comprises one or more upper links  22  extending between an upper inboard port hinge  24 . 1  and an upper outboard port hinge  26 . 1 , and one or more lower links  28  extending between a lower inboard port hinge  30 . 1  and a lower outboard port hinge  32 . 1 . The upper inboard port hinge  24 . 1  is coupled along and to a location proximate to a port gunwale  34 . 1  of the central hull  12 , the upper outboard port hinge  26 . 1  is coupled along and to the top  36 . 1  of the port stanchion  20 . 1 , the lower inboard port hinge  30 . 1  is coupled along and to the port side  38 . 1  of the central hull  12 , and the lower outboard port hinge  32 . 1  coupled along and to an inboard side  40 . 1  of the port stanchion  20 . 1 . Similarly, the starboard four-bar linkage assembly  16 . 2 ′ comprises one or more upper links  22  extending between an upper inboard starboard hinge  24 . 2  and an upper outboard starboard hinge  26 . 2 , and one or more lower links  28  extending between a lower inboard starboard hinge  30 . 2  and a lower outboard starboard hinge  32 . 2 . The upper inboard starboard hinge  24 . 2  is coupled along and to a location proximate to a starboard gunwale  34 . 2  of the central hull  12 , the upper outboard starboard hinge  26 . 2  is coupled along and to the top  36 . 2  of the starboard stanchion  20 . 2 , the lower inboard starboard hinge  30 . 2  is coupled along and to the starboard side  38 . 2  of the central hull  12 , and the lower outboard starboard hinge  32 . 2  coupled along and to an inboard side  40 . 2  of the starboard stanchion  20 . 2 . 
     The port  16 . 1  and starboard  16 . 2  linkage assemblies cooperate with a plurality of associated port  42 . 1  and starboard  42 . 2  actuators, respectively, so as to provide for either raising or lowering the respective associated port  20 . 1  and starboard  20 . 2  stanchions and port  14 . 1  and starboard  14 . 2  stabilizers operatively coupled thereto, wherein the port stanchion  20 . 1  and stabilizer  14 . 1  can be raised or lowered independently of the starboard stanchion  20 . 2  and stabilizer  14 . 2 . For example, the third embodiment of the articulated marine vehicle  10 ,  10 . 3  incorporates forward  44 . 1  and aft  44 . 2  port control arms that pivot about the upper inboard port hinge  24 . 1 , first end portions  46 . 1 ,  46 . 2  of which extend within the port four-bar linkage assembly  16 . 1 ′ and which are operatively coupled to the upper link(s)  22  thereof, and opposing second end portions  48 . 1 ,  48 . 2  of which extend within the central hull  12  and which are operatively coupled through the plurality of corresponding port actuators  42 . 1  to the central hull  12 . Similarly, the third embodiment of the articulated marine vehicle  10 ,  10 . 3  incorporates forward  50 . 1  and aft  50 . 2  starboard control arms that pivot about the upper inboard starboard hinge  24 . 2 , first end portions  46 . 1 ,  46 . 2  of which extend within the starboard four-bar linkage assembly  16 . 2 ′ and which are operatively coupled to the upper link(s)  22  thereof, and opposing second end portions  48 . 1 ,  48 . 2  of which extend within the central hull  12  and which are operatively coupled through a plurality of corresponding starboard actuators  42 . 2  to the central hull  12 . 
     The forward port  44 . 1  and starboard  50 . 1  control arms and associated port  42 . 1  and starboard  42 . 2  actuators, and the aft port  44 . 2  and starboard  50 . 2  control arms and associated port  42 . 1  and starboard  42 . 2  actuators are similar in construction and operation to that described herinabove in respect of the first embodiment of the articulated marine vehicle  10 ,  10 . 1 . 
     In contradistinction with the first embodiment of the articulated marine vehicle  10 ,  10 . 1 , in the third embodiment of the articulated marine vehicle  10 ,  10 . 3 , the upper inboard port  24 . 1  and starboard  24 . 2  hinges are substantially parallel to the lower inboard port  30 . 1  and starboard  30 . 2  hinges, and the upper outboard port  26 . 1  and starboard  26 . 2  hinges are substantially parallel to the lower outboard port  32 . 1  and starboard  32 . 2  hinges, so that, for example, the lower inboard port  30 . 1  and starboard  30 . 2  hinges and the lower outboard port  32 . 1  and starboard  32 . 2  hinges may be constructed similar to the upper inboard port  24 . 1  and starboard  24 . 2  hinges and the upper outboard port  26 . 1  and starboard  26 . 2  hinges, respectively, for example, as illustrated in  FIG. 2  or  18 , i.e. without needing to provide for axial relative motion of the separate portions of the lower inboard port  30 . 1  or starboard  30 . 2  hinges relative to one another, or the separate portions of the lower outboard port  32 . 1  and starboard  32 . 2  hinges relative to one another, responsive to changes in attitude of the port  18 . 1  or starboard  18 . 2  airfoil assemblies. 
     Furthermore, in order to provide for ground effect lift, in accordance with the third embodiment of the articulated marine vehicle  10 ,  10 . 3 , the port  16 . 1  and starboard  16 . 2  linkage assemblies may be provided with associated port  18 . 1  and starboard  18 . 2  airfoil assemblies comprising associated port  186 . 1  and starboard  186 . 2  aircraft-style wing-like airfoil surfaces, each comprising a relatively rounded leading edge  188  and tapering to a relatively sharp trailing edge  190 . In one embodiment, the trailing edge  190  of the port  186 . 1  and starboard  186 . 2  aircraft-style wing-like airfoil surfaces is incorporated in associated adjustable flaps, elevators, ailerons or trim tabs so as to provide for adjusting or controlling associated aerodynamic lift when the articulated marine vehicle  10 ,  10 . 3  is operated at high speeds. The attitude of the port  186 . 1  and starboard  186 . 2  aircraft-style wing-like airfoil surfaces is adjustable with the associated port  42 . 1  and starboard  42 . 2  actuators similar to that described hereinabove for the first embodiment of the articulated marine vehicle  10 ,  10 . 1 , so as to provide for controllable relatively high speed flying at water level by the third embodiment of the articulated marine vehicle  10 ,  10 . 3 . 
     Referring to  FIGS. 25-27  and  28   a - 28   b  a fourth embodiment of an articulated marine vehicle  10 ,  10 . 4  is adapted for military-style use by adding stealth-providing radar reflecting, absorbing or cancelling panels  192 , or by adding armor plating  194 , or a combination of the two, for example, to the first embodiment of the articulated marine vehicle  10 ,  10 . 1 . For example, referring to  FIGS. 25 ,  27  and  28   a - 28   b , stealth-providing radar reflecting, absorbing or cancelling panels  192  or armor plating  194 , or a combination of the two, may be incorporated in any one of the port  20 . 1  or starboard  20 . 2  stanchions, or the upper port  112  or starboard  116  airfoil surfaces, as associated shields  196  that, for example, may be either fixed, or deployable with associated actuators  198  as illustrated in  FIG. 27 . For example, in  FIG. 27 , an upper port airfoil surface  112 ′ constructed as a first shield  196 . 1  is illustrated in a normal position, an outboard side  152 ′ of the port stanchion  20 . 1  constructed as a second shield  196 . 2  is also illustrated in a normal position, an upper starboard airfoil surface  116 ′ constructed as a third shield  196 . 3  is illustrated in an extended position as actuated by at least one first actuator  198 . 1 , for example, a hydraulic, pneumatic or electric actuator, operative between the starboard linkage assembly  16 . 2  and the third shield  196 . 3 , and an outboard side  152 ′ of the starboard stanchion  20 . 2  constructed as a fourth shield  196 . 4  is illustrated in an extended position as actuated by at least one second actuator  198 . 2 , for example, a hydraulic, pneumatic or electric actuator, operative between the starboard stanchion  20 . 2  and the fourth shield  196 . 4 . In their extended positions, the third  196 . 3  and fourth  196 . 4  shields provide for either reflecting incoming fire if configured as armor plating  194 , or reflecting incoming radar signals away from their source if configured as a stealth-providing radar reflecting, absorbing or cancelling panels  192 .  FIGS. 28   a  and  28   b  illustrate the starboard stanchion  20 . 2  and associated starboard linkage assembly  16 . 2  in the lowered and raised positions, respectively, with the associated third  196 . 3  and fourth  196 . 4  shields in their normal positions. 
     Referring to  FIGS. 25 and 26 , fixed portions of stealth-providing radar reflecting, absorbing or cancelling panels  192  or armor plating  194  may be added at the bow  70  or stern  72  of the articulated marine vehicle  10 ,  10 . 4 , for example, supported from the bow portion  54  or the transom  200  of the articulated marine vehicle  10 ,  10 . 4 , respectively, at fixed angles thereto so as to provide for fixed fifth  196 . 5  or sixth  196 . 6  shields that provide for either reflecting incoming fire if configured as armor plating  194 , or reflecting incoming radar signals away from their source if configured as a stealth-providing radar reflecting, absorbing or cancelling panels  192 . Furthermore, additional deployable stealth-providing radar reflecting, absorbing or cancelling panels  192  or armor plating  194  may be added as seventh  196 . 7  or eighth  196 . 8  shields in cooperation with the fifth  196 . 5  or sixth  196 . 6  shields so as to provide for deploying additional protection above the top of the central hull  12 . For example, the seventh  196 . 7  or eighth  196 . 8  shields may be deployed with corresponding third  198 . 3  or fourth  198 . 4  actuators, for example, hydraulic, pneumatic or electric actuators, adapted to act between the central hull  12  and the associated seventh  196 . 7  or eighth  196 . 8  shields so that in their extended positions, the seventh  196 . 7  or eighth  196 . 8  shields are aligned with the corresponding fixed fifth  196 . 5  or sixth  196 . 6  shields and provide for either reflecting incoming fire if configured as armor plating  194 , or reflecting incoming radar signals away from their source if configured as a stealth-providing radar reflecting, absorbing or cancelling panels  192 . For example,  FIG. 25  illustrates the articulated marine vehicle  10 ,  10 . 4  configured with fifth  196 . 5 , sixth  196 . 6  and seventh  196 . 7  shields, with the seventh shield  196 . 7  in a normal position; and  FIG. 26  illustrates the articulated marine vehicle  10 ,  10 . 4  configured with fifth  196 . 5 , sixth  196 . 6 , seventh  196 . 7  and eighth  196 . 8  shields, with the seventh  196 . 7  and eighth  196 . 8  shields in their extended positions. 
     Referring to  FIGS. 29-35 , a fifth embodiment of an articulated marine vehicle  10 ,  10 . 5  is adapted from any of the above-described embodiments of articulated marine vehicles  10 ,  10 . 1 ,  10 . 2 ,  10 . 3 ,  10 . 4  as a sailboat with propulsion by wind power by incorporating a socket  202  in the central hull  12 , inserting a mast  204  in the socket  202 , and adding a sail  206  with associated sheets  208  and rigging  210 , and one or more rudders  212  with an associated steerage system  214 . The keel  68  provides for substantially reducing side drift of the articulated marine vehicle  10 ,  10 . 5  while under sail power. The port  14 . 1  and starboard  14 . 2  stabilizers also inherently provide for resisting lateral drift, and may be adapted with associated keels  216 , for example, running as far as the full length of the respective port  14 . 1  and starboard  14 . 2  stabilizers, so as to further resist lateral drift while under sail power. Alternatively, or additionally, the associated port  14 . 1  and starboard  14 . 2  stabilizers could be constructed with vertically elongated shapes, for example, with oval or elliptical cross-sections, that would result in a deeper draft that would provide for increased resistance to lateral drift. 
     The socket  202  is formed from two inclined planar surfaces  218  located between, and operatively coupled to, for example, welded to, the forward bulkheads  52 , which also provides for reinforcing the forward bulkheads  52  between the forward port  44 . 1  and starboard  50 . 1  control arms, for example, so as to provide for resisting associated braking forces from the associated brake system  136  during operation thereof, and to strengthen the forward bulkheads  52  against loads from the port  42 . 1  and starboard  42 . 2  actuators coupled to the forward port  44 . 1  and starboard  50 . 1  control arms. The mast  204  comprises a tapered base  220  adapted to mate with and wedge into the socket  202 . For example, in one embodiment, the width  220 . 1  of the tapered base  220  is substantially the same as the separation distance between the inner surfaces  144  of the forward bulkheads  52 . The mast  204  is secured to the articulated marine vehicle  10 ,  10 . 5  with four bolts through a flange  222  extending laterally from the top of the tapered base  220  and into the structure  224  surrounding the socket  202 . The same four bolts may be used to secure a cover plate above the socket  202  when the mast  204  is not being used. The mast  204  includes a ring  226  on the top thereof used with associated rigging to hoist the sail  206 . The mast  204 , sail  206  and associated rigging  210  may be stored together within a storage compartment  228  within either one of the port  14 . 1  or starboard  14 . 2  stabilizers or within the port  18 . 1  or starboard  18 . 2  airfoil assemblies. 
     Alternatively—for example, on larger versions of the articulated marine vehicle  10 ,  10 . 5 —the mast  204  could be pivoted aftward from a pivot mounted to the forward bulkheads  52  and stowed in a cradle that, for example, could be clamped to the top of the transom  200 . The levels of the pivot and associated cradle could be adapted to provide for sufficient headroom below the sail  206  or an associated sail boom. 
     Referring to  FIGS. 34   a - 34   b  and  35 , the articulated marine vehicle  10 ,  10 . 5  further comprises a planing board  230  that is connected with an associated planing board hinge  232  to the base of the stern  123  each of the stabilizers  14 . 1 ,  14 . 2 . Alternatively, or additionally, the planing board  230  could be hinged off the aft of an associated outboard engine  160 . The planing board  230  is operatively coupled to an associated automotive-style air shock absorbers  233  preloaded with sufficient pressure to hold the planing board  230  substantially parallel to the surface of the water  76 . In the event of an emergency, such as a high speed lift of the bow  70 , the automotive-style air shock absorbers  180 ′ may be quickly pressurized, for example, from a pressurized tank or air pump  124 , so as to quickly drop the planing board(s)  230  deeply into the water so as to force the bow  70  down. One or more planing board(s)  230  may be also incorporated in any of the above-described embodiments of the articulated marine vehicles  10 ,  10 . 1 ,  10 . 2 ,  10 . 3 ,  10 . 4 , for example, high-speed variants thereof. 
     The articulated marine vehicle  10 ,  10 . 5  further comprises a rudder mechanism  234  operatively associated with one or more of the planing boards  230 . Each rudder mechanism  234  comprises a rudder  212  that is pivoted from the associated planing board  230  about a vertical axis  236  proximate to the forward end  212 . 1  of the rudder  212 , and proximate to the center of the forward end  230 . 1  of the planing board  230 , aft of the planing board hinge  232 . For example, in one embodiment, a shouldered shaft  238  at the forward end  212 . 1  of the rudder  212  extends through a hole at the forward end of the forward end  230 . 1  of the planing board  230  and is pivotally secured to the planing board  230  by an associated first nut  240 . Accordingly, the rudder  212  can pivot from side-to-side from the planing board  230 , and also rotates with the planing board  230  as the planing board  230  rotates about the planing board hinge  232  at the stern  123  the associated stabilizer  14 . 1 ,  14 . 2 . The planing board  230  incorporates a radial slot  242  that cooperates with a shouldered guidepost  244  extending vertically from an aft portion of the rudder  212 . The aft portion of the rudder  212  incorporates a flange  246  that rides against the lower surface  248  of the planing board  230 , and which is held in cooperative relationship therewith by a second nut  250  and associated washer  252  on the shouldered guidepost  244  against the upper surface  254  of the planing board  230 , wherein the flange  246  and washer  252  acting against the lower  248  and upper  254  surfaces of the planing board  230 , respectively, provide for keeping the rudder  212  substantially perpendicular to the associated planing board  230 . The position of the rudder  212  is controlled by a hydraulic cable  256 , for example, of a type commonly used for marine engine or steering systems, which acts between a first pivot  258 , for example, depending from the associated stabilizer  14 . 1 ,  14 . 2 , and a second pivot  260  on a link  262  depending from the rudder  212 . For example, in one embodiment, the first pivot  258  is located proximate to the pivot axis  264  of the planing board hinge  232 . The rudder mechanism  234  may be also incorporated in any of the above-described embodiments of the articulated marine vehicles  10 ,  10 . 1 ,  10 . 2 ,  10 . 3 ,  10 . 4 , for example, high-speed variants thereof. 
     In addition its application for sailing, the articulated marine vehicle  10 ,  10 . 5  with the mast  204  may be used, for example, with or without a sail  206 , as a platform for mounting a camera or other equipment, wherein the relatively stabilized motion of the articulated marine vehicle  10 ,  10 . 5 , even in relatively rough water  76 , provides a relatively stable platform, for example, for still or moving film or video photography, for example, for filming movies, or for other observational equipment, radar equipment, a spotlight mount, or an armament mount. 
     Referring to  FIGS. 36   a  and  36   b , a sixth embodiment of an articulated marine vehicle  10 ,  10 . 6  is adapted from the first embodiment of the articulated marine vehicle  10 ,  10 . 1  illustrated in  FIGS. 1   a - 1   f , but with adjustable bow planes  266  on the port  14 . 1  and starboard  14 . 2  stabilizers that can provide additional lift, for example, to assist in planing the articulated marine vehicle  10 ,  10 . 6  when the floatation of the port  14 . 1  and starboard  14 . 2  stabilizers is otherwise insufficient for a particular weight loading of the articulated marine vehicle  10 ,  10 . 6 . For example, in one embodiment, the adjustable bow planes  266  comprise associated inboard  266 . 1  and outboard  266 . 2  planing surfaces that are interconnected with a shaft  268  extending through and across the associated port  14 . 1  or starboard  14 . 2  stabilizer. The angle of each adjustable bow plane  266  is set by an associated actuator  270 , for example, a pneumatic actuator  270 ′, for example, that is operatively coupled to an inboard side  40 . 1 ,  40 . 2  of the associated port  20 . 1  or starboard  20 . 2  stanchion, and which acts on a pivot  272  attached to the associated inboard planing surface  266 . 1 . In operation, the angle of the inboard  266 . 1  and outboard  266 . 2  planing surfaces is set so as to prevent the bows  122  of the port  14 . 1  and starboard  14 . 2  stabilizers from digging into the water  76  below the waves  76 ′. 
     Referring to  FIGS. 37   a - c , a seventh embodiment of an articulated marine vehicle  10 ,  10 . 7  incorporates port  12 . 1  and starboard  12 . 2  central hulls operatively coupled to and supporting a platform  274 , wherein the port central hull  12 . 1  comprises a central port pontoon  276 . 1  and an associated central port stanchion  278 . 1 , the starboard central hull  12 . 2  comprises a central starboard pontoon  276 . 2  and an associated central starboard stanchion  278 . 2 , wherein the central port  278 . 1  and starboard  278 . 2  stanchions are interconnected with a framework  280  having a drop from the platform  274  that increases from bow  70  to stern  72 . The underside of the framework  280  supports an associated central lower airfoil surface  282  that slopes downwards from bow  70  to stern  72 , and provides for generating central ground-effect lift. The articulated marine vehicle  10 ,  10 . 7  further comprises port  14 . 1  and starboard  14 . 2  stabilizers that are operatively coupled to the respective port  12 . 1  and starboard  12 . 2  central hulls via associated respective port  16 . 1  and starboard  16 . 2  linkage assemblies, respectively, that either incorporate or support associated respective port  18 . 1  and starboard  18 . 2  airfoil assemblies. The port  14 . 1  and starboard  14 . 2  stabilizers may comprise respective port  276 . 3  and starboard  276 . 4  pontoons similar to the central port  276 . 1  and starboard  276 . 2  pontoons, or some other form of stabilizer as described hereinabove in accordance with the first embodiment of an articulated marine vehicle  10 ,  10 . 1 . The size of the port  276 . 3  and starboard  276 . 4  pontoons need not be the same as that of the central port  276 . 1  and starboard  276 . 2  pontoons. For example, relatively smaller, i.e. less buoyant, port  276 . 3  and starboard  276 . 4  pontoons relative to the central port  276 . 1  and starboard  276 . 2  pontoons would be expected to provide for increasing the potential maximum operating speed of the seventh embodiment of an articulated marine vehicle  10 ,  10 . 7 . 
     The port  16 . 1  and starboard  16 . 2  linkage assemblies are coupled to the port  14 . 1  and starboard  14 . 2  stabilizers with associated port  20 . 1  and starboard  20 . 2  stanchions, respectively. For example, in the seventh embodiment of the articulated marine vehicle  10 ,  10 . 7 , the port  16 . 1  and starboard  16 . 2  linkage assemblies comprise associated respective port  16 . 1 ′ and starboard  16 . 2 ′ four-bar linkage assemblies, for example, constructed as described hereinabove for the first embodiment of an articulated marine vehicle  10 ,  10 . 1 , with associated upper inboard port  24 . 1  and starboard  24 . 2  hinges operatively coupled to respective upper portions of the outboard sides of the central port  278 . 1  and starboard  278 . 2  stanchions, respectively; associated upper outboard port  26 . 1  and starboard  26 . 2  hinges operatively coupled to respective inboard sides  40 . 1 ,  40 . 2  of the port  20 . 1  and starboard  20 . 2  stanchions, respectively, and parallel to the respective upper inboard port  24 . 1  and starboard  24 . 2  hinges; associated lower inboard port  30 . 1  and starboard  30 . 2  hinges operatively coupled to respective outboard sides of the central port  278 . 1  and starboard  278 . 2  stanchions, respectively, and sloped downwards from bow to stern; and associated lower outboard port  32 . 1  and starboard  32 . 2  hinges operatively coupled to respective inboard sides  40 . 1 ,  40 . 2  of the port  20 . 1  and starboard  20 . 2  stanchions, respectively, and parallel to the respective lower inboard port  30 . 1  and starboard  30 . 2  hinges. The port  18 . 1  and starboard  18 . 2  airfoil assemblies incorporated or supported by the port  16 . 1  and starboard  16 . 2  linkage assemblies comprise respective lower port  114  and starboard  118  airfoil surfaces, for example, respective planar surfaces  114 ′,  118 ′, that provide for generating a ground-effect air pressure within the cavities  162  bounded from above thereby, bounded laterally by the respective inboard surfaces of the port  20 . 1  and starboard  20 . 2  stanchions and by the respective outboard surfaces of the central port  278 . 1  and starboard  278 . 2  stanchions, and bounded from below by the water  76 , responsive to a forward motion of the articulated marine vehicle  10 ,  10 . 7  over the water  76 . The angular orientation of the port linkage assembly  16 . 1 , and the associated port airfoil assembly  18 . 1 , and the height of the port stabilizer  14 . 1 , are controlled by forward  284 . 1  and aft  284 . 2  port actuators, for example, automotive-style air shock absorbers  42 ′, that depend from the platform  274  and are operatively coupled to respective outboard portions of the port linkage assembly  16 . 1 , with pivotal connections either directly to respective outboard portions of associated upper links  22  of the port linkage assembly  16 . 1 , or indirectly to upper outboard longitudinal beams  90  associated therewith. Similarly, the angular orientation of the starboard linkage assembly  16 . 2 , and the associated starboard airfoil assembly  18 . 2 , and the height of the starboard stabilizer  14 . 2 , are controlled by forward  286 . 1  and aft  286 . 2  starboard actuators, for example, automotive-style air shock absorbers  42 ′, that depend from the platform  274  and are operatively coupled to respective outboard portions of the starboard linkage assembly  16 . 2 , with pivotal connections either directly to respective outboard portions of associated upper links  22  of the starboard linkage assembly  16 . 2 , or indirectly to upper outboard longitudinal beams  90  associated therewith. In the seventh embodiment of an articulated marine vehicle  10 ,  10 . 7 , the upper range of motion of the port  16 . 1  and starboard  16 . 2  linkage assemblies is limited by the platform  274  to a substantially level position. Otherwise, the port  16 . 1  and starboard  16 . 2  linkage assemblies and associated port  14 . 1  and starboard  14 . 2  stabilizers may be controlled as described hereinabove for the first embodiment of the articulated marine vehicle  10 ,  10 . 1 , for example, as illustrated in  FIGS. 13   a - b ,  14   a - b ,  15   a - b  and  17   a - b.    
     The sides of the port  20 . 1  and starboard  20 . 2  stanchions are illustrated extended above the upper outboard port  26 . 1  and starboard  26 . 2  hinges so as to provide for a safety wall or rail  288 . Alternatively, the tops of the port  20 . 1  and starboard  20 . 2  stanchions could be aligned with the upper outboard port  26 . 1  and starboard  26 . 2  hinges, and associated safety walls or rails could be incorporated on the platform  274 . 
     Generally, the articulated marine vehicle  10  may be constructed or adapted in various ways. For example, an existing aluminum- or fiberglass-hulled boat, particularly, boats with relatively deep hulls, including sailboats, off-shore racing boats, water sports boats, and military boats, may be readily adapted as an articulated marine vehicle  10  adding provisions to the side of the associated central hull  12  to support the port  16 . 1  and starboard  16 . 2  linkage assemblies and associated port  20 . 1  and starboard  20 . 2  stanchions and port  14 . 1  and starboard  14 . 2  stabilizers, and by adding the associated central keel  68 . 
     Generally, the articulated marine vehicle  10  operating on a body of water may be powered either by action of a propeller or a water jet against water of the body of water, by action of wind on a sail or other aerodynamic surface, or by an associated powerplant-driven propeller—for example, as used in an air boat,—or a jet or rocket engine, acting on the atmospheric air  120 . 
     Furthermore, the articulated marine vehicle  10  may be adapted to provide for controlling or adjusting the width, i.e. the transverse extent, of the port  18 . 1  and starboard  18 . 2  airfoil assemblies or the associated port  186 . 1  and starboard  186 . 2  aircraft-style wing-like airfoil surfaces, depending upon the embodiment, for example, with actuator-driven telescoping port  18 . 1  and starboard  18 . 2  airfoil assemblies or associated port  186 . 1  and starboard  186 . 2  aircraft-style wing-like airfoil surfaces, while simultaneously controlling or adjusting the transverse spacing of the port  20 . 1  and starboard  20 . 2  stanchions and associated port  14 . 1  and starboard  14 . 2  stabilizers. For example, the width of the port  18 . 1  and starboard  18 . 2  airfoil assemblies could be controlled or adapted responsive to the speed of the articulated marine vehicle  10 , the associated sea state or weather, or the weight of the central hull  12 . 
     In one embodiment of an articulated marine vehicle  10 , the lower portion of the central hull  12  is thermo-formed from a relatively thick ultraviolet stabilized LEXAN® clear plastic sheet. A tubular aluminum framework is fitted to the inside of the LEXAN® lower portion of the central hull  12  and glued in place thereto, and used to support or form the upper portion of the central hull  12  that is sealed to the LEXAN® lower portion of the central hull  12 . The port  18 . 1  and starboard  18 . 2  airfoil assemblies are constructed from Hexcel HexWeb® Honeycomb. The center keel  68  and port  14 . 1  and starboard  14 . 2  stabilizers are both filled with foam, for example, closed-cell urethane foam, for flotation, wherein the total flotation of the central hull  12 , port  16 . 1  and starboard  16 . 2  linkage assemblies, port  20 . 1  and starboard  20 . 2  stanchions, and port  14 . 1  and starboard  14 . 2  stabilizers is adapted to float twice the weight of the articulated marine vehicle  10 . In one anticipated commercial embodiment, the central hull is about 18.5 feet in length, with the port  14 . 1  and starboard  14 . 2  stabilizers each  25  feet long. The port  14 . 1  and starboard  14 . 2  stabilizers are adapted with associated trolling motor drives to provide for docking, slow cruising, and fishing activities such as trolling and bass fishing. When used for fishing, the port  14 . 1  or starboard  14 . 2  stabilizers or the port  18 . 1  or starboard  18 . 2  airfoil assemblies may be adapted with live wells and/or minnow compartments, for example, under a carpeted upper port  112  or starboard  116  airfoil surface. Dual fuel tanks may be mounted in the port  18 . 1  and starboard  18 . 2  airfoil assemblies and adapted to be filled from the outside of the corresponding port  20 . 1  and starboard  20 . 2  stanchions. Accordingly, this feature provides for locating all the fuel and associate fumes outside the central hull  12 , so that associated fuel and fumes are not able to otherwise accumulate within the central hull  12  which could pose a safety or heath problem. The ground effect lift and associated reduction in drag on the central hull  12 , and the relatively low drag of the port  14 . 1  and starboard  14 . 2  stabilizers when piercing waves  76 ′ provides for reducing the amount of power needed to propel the articulated marine vehicle  10  in comparison with a conventional marine vehicle of equal length. 
     In another embodiment, the articulated marine vehicle  10  is adapted as an inflatable, high-speed tri-hull marine vehicle, for use as a life raft, a rescue vessel, a fishing vessel, a stealth vessel, a reconnaissance vessel, a sailing vessel, or a vessel for water sports, and particularly suited for use in rough water. In this embodiment, an inflatable keel  68  is attached to a relatively lightweight, waterproof rigid foam reinforced deck. This deck is attached with waterproof fabric—for example, fabrics coated with HYPALON®, Neoprene, PVC or polyurethane—and bonded with glue or plastic welded, using strap hinges coupled to rigid foam sides that are reinforced both longitudinally and vertically. The bow  70  and stern  72  are constructed of a relatively tough, flexible waterproof material capable of flexing out of the way when the articulated marine vehicle  10  is folded for storage or travel. After the articulated marine vehicle  10  is unfolded for use, reinforced rigid foam panels are dropped-in for the bow  70  and the stern  72 . The sides of the articulated marine vehicle  10  are then connected to the associated port  18 . 1  and starboard  18 . 2  airfoil assemblies using the same type of flexible fabric used to skin the remainder of the articulated marine vehicle  10 . The port  18 . 1  and starboard  18 . 2  airfoil assemblies are constructed of reinforced rigid foam and covered on both sides with waterproof flexible material. The upper and lower inboard port and starboard hinges  24 . 1 ,  24 . 2 ,  30 . 1 ,  30 . 2  are constructed with bonded strap hinges of waterproof material extending the full length of the central hull  12 . The port  18 . 1  and starboard  18 . 2  airfoil assemblies are constructed from reinforced rigid foam covered top and bottom with waterproof material, the top being of skid-resistant material. The width of each of the port  18 . 1  and starboard  18 . 2  airfoil assemblies is about half that of the deck of the central hull  12 . The leading and trailing edges of each of the port  18 . 1  and starboard  18 . 2  airfoil assemblies taper at about a  45  degree angle both fore and aft from the central hull  12  to the corresponding fore and aft ends of the port  20 . 1  and starboard  20 . 2  stanchions, and are connected thereto with the upper and lower outboard port and starboard hinges  26 . 1 ,  26 . 2 ,  32 . 1 ,  32 . 2  constructed with bonded strap hinges of waterproof material extending the full length of each of the port  20 . 1  and starboard  20 . 2  stanchions. Tubular inflatable port  14 . 1  and starboard  14 . 2  stabilizers constructed of flexible, laterally reinforced waterproof fabric are connected to the bases of the port  20 . 1  and starboard  20 . 2  stanchions, respectively. Each port  14 . 1  and starboard  14 . 2  stabilizer is about 20 percent longer than the base of the corresponding port  20 . 1  and starboard  20 . 2  stanchion, and incorporates an upwardly tapered bow portion. The stern  72  is constructed from two sheets of reinforced rigid foam so as to provide sufficient strength for mounting an outboard engine  160  thereto, with one of the sheets removable from each side. 
     The port  18 . 1  and starboard  18 . 2  airfoil assemblies incorporate air adjustable fore and aft automotive-style air shock absorbers  42 ′ that extend underneath the outboard end of the lower port  114  and starboard  118  airfoil surfaces, to the base of the side of the central hull  12 , and which may be removably connected using spring-loaded ball-lock pins. The automotive-style air shock absorbers  42 ′ provide for adjusting ride height independent of passenger and cargo weight to adapt to wave conditions and provide for ride comfort. All of the inflatable elements of the articulated marine vehicle  10 , including the associated automotive-style air shock absorbers  42 ′/air cylinders, could be rapidly pressurized using a CO2 cartridge or some other type of gas generator, for example, as used for aircraft emergency slides. A set of four braces, one on each side of the automotive-style air shock absorbers  42 ′, is provided between each of the port  18 . 1  and starboard  18 . 2  airfoil assemblies and the corresponding port  20 . 1  and starboard  20 . 2  stanchions so as to provide for nominally holding the port  18 . 1  and starboard  18 . 2  airfoil assemblies at about ninety degrees relative to the corresponding port  20 . 1  and starboard  20 . 2  stanchions. The entire port airfoil assembly  18 . 1 , stanchion  20 . 1  and stabilizer  14 . 1 , and the entire starboard airfoil assembly  18 . 2 , stanchion  20 . 2  and stabilizer  14 . 2 , could then each be independently moved up and down relative to the central hull  12  by the associated automotive-style air shock absorbers  42 ′ so as to provide for the central hull  12  to rise above the waves  76 ′ with the keel  68  riding on the tops of the waves  76 ′, and with the associated port  14 . 1  and starboard  14 . 2  stabilizers piercing the waves. 
     When operated, the attitude of the articulated marine vehicle  10  in the water  76  can be controlled by controlling the pressure in the associated automotive-style air shock absorbers  42 ′ of the associated forward  44 . 1 ,  50 . 1  and aft  44 . 2 ,  50 . 2  control arms relative to one another, fore to aft. Also, the fore and aft location of the center-of-gravity of the articulated marine vehicle  10  may be set or adjusted by setting or adjusting the relative position of the stabilizers  14 . 1 ,  14 . 2 , fore and aft, relative to the central hull  12 . For example, the location of the stabilizers  14 . 1 ,  14 . 2  in an articulated marine vehicle  10  with an outboard engine  160  would generally be aft of the corresponding location of the stabilizers  14 . 1 ,  14 . 2  in an articulated marine vehicle  10  with a center-mounted inboard engine. 
     The articulated marine vehicle  10  can also adapted for large vessel applications, for example, high-speed fuel-efficient container ships and warship applications, including aircraft carriers. 
     While specific embodiments have been described in detail in the foregoing detailed description and illustrated in the accompanying drawings, those with ordinary skill in the art will appreciate that various modifications and alternatives to those details could be developed in light of the overall teachings of the disclosure. It should be understood, that any reference herein to the term “or” is intended to mean an “inclusive or” or what is also known as a “logical OR”, wherein the expression “A or B” is true if either A or B is true, or if both A and B are true. Accordingly, the particular arrangements disclosed are meant to be illustrative only and not limiting as to the scope of the invention, which is to be given the full breadth of the appended claims, and any and all equivalents thereof.