Patent Publication Number: US-11021217-B2

Title: Marine vessel with moving control unit

Description:
RELATED APPLICATIONS 
     This disclosure is a Continuation of and claims priority benefit of U.S. patent application Ser. No. 15/980,586 filed on May 15, 2018 incorporated herein by reference. U.S. patent application Ser. No. 15/980,586 is a continuation of and claims priority benefit of U.S. patent application Ser. No. 15/608,736 filed on May 30, 2017, now U.S. Pat. No. 9,969,467 incorporated herein by reference. U.S. patent application Ser. No. 15/608,736 is a Continuation-In-Part of and claims priority benefit of U.S. Ser. No. 15/178,214 filed Jun. 9, 2016, now U.S. Pat. No. 9,663,196 incorporated herein by reference. 
    
    
     BACKGROUND OF THE DISCLOSURE 
     Field of the Disclosure 
     This disclosure relates to the field of marine vessels (boats) with a cabin (space for the crew, cargo, or passengers in the vessel) or other control unit/control panel that can be moved along the vessel and secured in place when desired. 
     BRIEF SUMMARY OF THE DISCLOSURE 
     Disclosed herein is a marine vessel with a cabin (space for the crew, cargo, or passengers in the vessel) or other control unit/console movably secured to the vessel. Wherein the control unit can be moved along the vessel and secured in place when desired at various locations. 
     The marine vessel in one example comprises a hull with a substantially continuous deck having an upper surface. The deck comprising a forward (bow) region continuous with an aft (stern) region. 
     Also disclosed is an example with a plurality of channels in the deck, the channels extending from the forward region to the aft region. The channels may be aligned with the longitudinal axis of the vessel, and may be parallel to each other, the vessel having a cabin movable upon the deck. The cabin or the deck in one example having a plurality of rolling wheels or other friction reducing components attached thereto; wherein the rolling wheels roll upon the deck or against the cabin and allow longitudinal movement of the cabin between the aft region of the deck and the forward region or the deck. A drive unit (motor) may be provided to provide motive force to the cabin relative to the deck. The drive unit optionally mounted to the cabin or the deck and in one example having a drive wheel mounted to the drive unit and configured to rotate the drive wheel. The drive wheel(s) contacting the deck such that rotation of the drive wheel repositions the cabin longitudinally between the aft region and the forward region. 
     A latching (securing) system is also disclosed, in one example comprising at least one actuator, mounted to the cabin, or the hull, utilized to maintain position of the cabin on the deck. The term actuator as known in the art encompasses electrical, hydraulic, pneumatic, and other linear and rotational actuators, solenoids, motors, and equivalents. In one example, each actuator has a pressure rod extending therefrom which secures the cabin in place or releases the cabin to move when the actuator is actuated in either direction. The actuator interoperates with other structures to latch or secure the cabin in position relative to the deck. 
     Also disclosed is an example using at least one plate mounted to the cabin or deck. In the example shown, each plate has a cantilevered arm which extends under a portion of the deck or other structure; wherein the plate hinders movement of the cabin relative to the deck. In one example of the latching system, actuation of the actuator compresses a portion of the deck or structure mounted thereto against the cantilevered arm so as to hinder movement of the cabin relative to the hull. 
     The marine vessel may further comprise: a clamp rail mounted in each channel; wherein the upper surface of the clamp rail is in the plane of the upper surface of the deck. 
     The marine vessel using a clamp rail may be arranged wherein each plate has a cantilevered arm which extends under each horizontal extension of the clamp rail. 
     The marine vessel may further comprise a locking system which may be used in place of or simultaneously with the latching system. The locking system in one example comprising: at least one lock pin attached to the cabin or deck so as to be repositioned relative to the cabin; a surface in the deck or cabin defining at least one lock pin receiver for each lock pin; and wherein each lock pin engages a lock pin receiver and hinders movement of the cabin relative to the deck. 
     The marine vessel may further comprise a spring. The spring biasing the lock pin into or away from the lock pin receiver. 
     The marine vessel may further comprise a flexible umbilical positioned above the deck and extending from the hull to the movable cabin or control panel. The umbilical housing and protecting power and/or control conduits connecting the cabin or control panel to a vessel drive and/or steerage mechanism. 
     The marine vessel may further comprise a surface defining a deck drain extending from within each channel through the hull. This deck drain positioned below the upper surface of the deck so as to allow fluids on the deck to drain therefrom. In one example, the deck drain extends through the transom of the vessel. 
     The marine vessel may further comprise a malleable bumper positioned within a forward end of each channel. Each malleable bumper configured to mitigate impact of the plate with the forward end of the channel. 
     The marine vessel may further comprise a malleable bumper positioned within a rearward end of each channel. Each malleable bumper configured to mitigate impact of the plate with the rearward end of the channel. 
    
    
     
       BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS 
         FIG. 1  is a rear perspective view of one example of the disclosed marine vessel with the moving cabin in a forward position. 
         FIG. 2  rear perspective view of one example of the disclosed marine vessel with the moving cabin in an aft position. 
         FIG. 3  is a detail view of the region  3  of  FIG. 1 . 
         FIG. 4  is a view of  FIG. 3  with a removable cap lifted. 
         FIG. 5 a    is a cutaway view taken along line  5 - 5  of  FIG. 3  with the actuator in an extended position. 
         FIG. 5 b    is a cutaway view taken along line  5 - 5  of  FIG. 3  with the actuator in a withdrawn position. 
         FIG. 6  is a top perspective view of the example of  FIG. 1  with the cabin in a median longitudinal position on the deck of the vessel. 
         FIG. 7  is a rear perspective view of a region of the example shown in  FIG. 1  from the opposing lateral side. 
         FIG. 8  shows the portions of  FIG. 7  from a different angle. 
         FIG. 9  is a cutaway view of the example shown in  FIG. 3 . 
         FIG. 10  is a view of the example shown in  FIG. 3  with the deck, channel, and clamp rail removed to show the remaining components. 
         FIG. 11  is a perspective view of another example of the hull shown in  FIG. 1  where the control panel if movably attached to the hull. 
         FIG. 12  is an enlarged view of several components of the device shown in  FIG. 11 . 
         FIG. 13  is another view of the device shown in  FIG. 12  with the control panel in a raised or rotated position. 
         FIG. 14  is a highly schematic end view of another clamping system used in the Example of  FIG. 11 . 
     
    
    
     DETAILED DESCRIPTION OF THE DISCLOSURE 
     Disclosed herein is a vessel cabin  20  and control panel  202  which in one example is movably mounted to a marine vessel (boat) hull  22  so as to allow for changes to the deck space available for use forward of the cabin  20  and aft of the cabin  20  as desired. The hull  22  of one example is configured to float on water and often utilizes one or more propulsion motors  24  ( 24   a  and  24   b ) to move the vessel in water. The propulsion motors  24  in the example shown are outboard motors mounted to the transom  26  of the hull  22 , although inboard motors, inboard/outboard motors, sails, or other propulsion methods/devices may also be utilized. 
     Before continuing, an axes system  10  is disclosed, comprising a transverse axis  12 , longitudinal axis  14 , and lateral axis  16  as shown by way of example in  FIG. 1 . 
     The hull  22  of this example has a port side bulkhead  28   a  and a starboard side bulkhead  28   b . A deck  30  extends laterally from the port side bulkhead  28   a  to the starboard side bulkhead  28   b . The deck  30  is utilized for cargo, storage, movement about the vessel, mounting of hardware, passenger space, etc. The deck  30  of this example also extends longitudinally from the transom  26  to the bow  32  at a forward end  34  of the marine vessel  36 . The deck  30  may have attachments thereto such as for example anchor windlasses, access hatches, cleats, winches, blocks, bollards, etc. but it will generally be desired to have the deck  30  free of obstructions. The longitudinal position of the vessel cabin  20  upon the deck  30  significantly affects the amount of unobstructed space on the forward deck region  38  relative to the amount of unobstructed space on the aft deck region  40 . In other terms, a forward positioned cabin  20  reduces the space available on the forward deck  38 , and a rearward positioned cabin  20  reduces the space available on the aft deck  40 . Thus, is disclosed herein a system for changing and securing the position of the cabin  20  on the deck  30 . In prior art vessels, a balance between deck space forward of the cabin and aft of the cabin has been achieved and set dependent on the intended use of the vessel  36 . For example, many fishing boats have a forward positioned cabin to provide as much aft deck space as can be achieved with a given hull, deck, and cabin size. A forward positioned cabin however may reduce performance (maneuverability) of the vessel when moving through the water. For example, as the vessel floats in water, significant weight in the forward deck region  38  may longitudinally pivot the vessel downward in the bow, and vertically lift the transom  26 . This rotation predictably reducing stability of the vessel as it moves through the water, and possibly reducing the thrust available from the propulsion motors  24  ( a  and  b ). Thus, it is often desired to have a substantial percentage of the weight in the stern  42  or aft region  40  of the vessel so as to improve maneuverability, stability, etc. as the marine vessel  36  moves through the water. This is often especially relevant at high speeds where with a V-shaped hull  22 , there is less wetted surface (volume of the hull  22  in the water). Thus, it is often desired to have the cabin  20  positioned far aft. As the marine vessel  36  moves through the water the vessel pitches (rotates) forward/aft, and lists (tilts) port/starboard considerably especially in wind, waves, or during active steering movements. Thus, it is often desired to secure the vessel cabin  20  to the hull  22  to avoid unwanted movement of the cabin  20  on the deck  30 . In addition, a control panel  44  is often provided inside the vessel cabin  20 , or otherwise attached to the hull  22  to provide indicators to the operator of the vessel  36  as well as controls/actuators to allow the operator to determine and/or adjust functionality of the drive (propulsion) units  24 , steerage, anchor windlasses, lights, horns, pumps, motor temperature, depth of the water under the vessel, speed of the vessel through the water. The control panel  44  may include components which require connection in some manner to other devices exterior of the cabin  20  it has previously been desired to rigidly mount the cabin  20  and control panel  44  to the hull  22  to facilitate connection between the control panel  44  and the sensors and/or components coupled thereto. 
     In the example shown in  FIG. 1 , the vessel cabin  20  utilizes aft roller wheels  46   a  and on the starboard side of the cabin  20  and aft roller wheels  46   b  on the port side of the cabin  20 . Likewise, as can be seen in  FIG. 6 , the vessel cabin  20  utilizes forward roller wheels  48   a  on the starboard side of the cabin  20  and forward roller wheels  48   b  on the port side of the cabin  20 . These roller wheels roll upon the upper surface of the deck  30  and allow longitudinal  14  movement of the vessel cabin  20 . For example,  FIG. 1  shows the vessel  36  in a substantially forward position  52  whereas  FIG. 2  shows the vessel cabin  20  in a substantially aft position. This position shown in  FIG. 2  maximizes the space available in the forward deck region  38  and thus minimizes the space available in the aft deck region  40 . 
     Looking to  FIG. 3  is shown a detail view of the area  3  of  FIG. 1 . In this view, a housing  50   a  is shown. In this example the housing  50  contains at least one roller  46  and a latching mechanism. The housing  50  of this example is attached to the aft surface  53  of the vessel cabin  20 . The housing  50   a  of this example having a removable cap  54   a  which allows access to the components therein which may include a roller, latching mechanism, and/or locking mechanism. Looking to  FIGS. 5 a  and 5 b    (which are sectional views taken along line  5 - 5  of  FIG. 3 ) can be seen the roller  46  having an axle  56   a  attached inside the housing  50   a  to facilitate rolling of the roller  46   a  upon the upper surface of the deck  30  or other structure. 
     The housing  50  optionally includes a removable cap  54  which protects the roller wheel  46 , latching mechanism, as well as protects personnel and cargo upon the deck  30  from accidentally pinching between the roller wheels and the deck  30 . As shown, a gap  58  is between the lower edge  60  of the vessel cabin  20  and the upper surface of the deck  30 . This gap  58  allows freedom of movement of the vessel cabin  20  without scraping or rubbing against the deck  30  as the cabin is repositioned longitudinally  14  upon the deck  30 . 
     In one example, the cabin  20  may be repositioned longitudinally by an operator (person) pushing and or pulling on the cabin  20 . In another example, a drive unit  62  utilizes an electric motor  64 , hydraulic actuator, pneumatic actuator, or similar device to provide motive force to at least one drive wheel  66 , commonly having a tire  68  thereon which rides upon the upper surface of the deck  30 . The drive wheel  66  of this example may be independent of the roller wheels  46 . In one example, the drive unit  62  is actuated through the control panel  44 , other positions within or exterior of the cabin  20 , or may alternatively be operated from positions along the hull  22  or through a control held by a user. As the drive unit  62  is actuated, rotating the drive wheel(s)  66  the vessel cabin  20  is moved longitudinally  14  along the deck. In other examples, the drive unit comprises other devices such as linear actuators, cables, winches, geared devices, etc. 
     In one example, additional traction may be desired between the drive wheel  66  and the deck  30 . Thus, a tire runner  70  may be provided. The tire runner  70  may be affixed to the deck  30 . The tire runner  70  provides additional traction to the drive wheel  66  against the deck  30 . 
     As the connections between the control panel  44  and the components within the hull  22  commonly require a wire and/or fluid conduit there between, a hollow tubular conduit umbilical  72  may be provided in which pass the wire and/or fluid conduits. The umbilical  72  as shown in  FIG. 7  has a first end  74  (umbilical hull entry) attached to the hull  22  and a second end  76  (umbilical cabin entry) attached to the vessel cabin  20 . Additional connections may be required or desired, such as between the motors  24  and the cabin  20 , between storage batteries and the cabin  20 , and in one example the motor  64 . Fluid conduits may be desired, such as to provide water, coolant, hydraulic fluid, or other fluids to or from the vessel cabin  20  through the umbilical  72 . In one example, the umbilical  72  is a length of flexible/reinforced hose. In one example the umbilical  72  is circumferentially rigid such that a user stepping thereupon or other weighted object will not damage any wires or conduits therein and additionally; movement of the vessel cabin  20  longitudinally will not kink, sharply bend, or sever the wires/conduits within the umbilical  72 . In one example, flexible corrugated pipe such as PVC (polyvinyl chloride) pipe commonly used in yard drainage systems may be utilized for the umbilical  72 . In one example, only the ends of the umbilical are attached to the vessel, the remaining portions of the umbilical slide or roll upon the deck as the cabin  20  repositions longitudinally. 
     The umbilical  72  is often positioned above the deck and in one example rests upon the deck so as to eliminate any fixed deck obstructions, such as channels, hatches, and outlets in the deck  30 . 
     Once the desired longitudinal position of the vessel cabin  20  is achieved, it will be desired to maintain this position relative to the deck  30 . Although other securement devices and methods can be utilized, a latching system and a locking system are disclosed herein to maintain the position of the vessel cabin  20  at a desired longitudinal position. The latching system and locking system may be operated independent of each other. 
     Looking to  FIG. 9  is shown an example wherein recessed channels  78  are provided at port and starboard regions of the deck  30 . The port channel  78   a  and starboard channel  78   b  may be identical or mirror images of each other and may be aligned parallel to each other while substantially aligned with the longitudinal axis  14  of the vessel. In the example shown, each channel  78  comprises vertical walls  80  extending downward from the upper surface of the deck  30 . The walls  80  having a lower surface  82  extending there between. A clamp rail  84  having a vertical extension  86  extending from the lower surface  82  of the channel  78  is shown within the channel. The clamp rail  84  having a horizontal cross member  88  with an upper surface  90  which the locking and/or latching mechanisms may engage. In one example, the upper surface  90  of the clamp rail  84  is substantially in the same plane as the upper surface of the deck  30 , to provide little or no obstruction to the deck  30 . As shown, a gap  92  is provided on one or both lateral sides of the cross member  88  to allow for passage of part of a latching system and/or part of the locking system. In the example of  FIG. 9 , the clamp rail  84  further comprises a lower cross member  94 . 
     Movement of the vessel cabin  20  upon the deck  30  changes the weight distribution of the vessel  36  and changes the available open cargo/open space on the forward and aft regions of the deck  30 . As securement of the vessel cabin  20  is often desired once the desired position is achieved; a latching system  140  and a separate locking system  114  will be described. The latching system  140  is provided for ease in securing the vessel cabin  20  at any (non-indexed) desired longitudinal position along the channels  78 . The locking system  140  is provided for a more secure (and optionally indexed) system for securing the vessel cabin  20  along the channels  78 . 
     Looking to  FIGS. 5 a  and 5 b   , a latch actuator  98  is shown attached to the vessel cabin  20  inside the actuator housing  50 . The actuator  98  comprising an actuator housing  100  and a pressure rod  102  extending therefrom. The pressure rod  102  of this example has a distal end  104  which in this example is attached to a first wedge  150 . The term wedge is used in this disclosure to identify a tool, generally an inclined plane. Such a wedge can be used to separate two objects or portions of an object, lift up an object, or hold an object in place. A wedge functions by converting a force applied to its blunt end into forces generally perpendicular (normal) to its inclined surfaces. The mechanical advantage of a wedge is given by the ratio of the length of its slope to its width. In this in this example, linear force exerted by the actuator  98  is translated to gripping of the clamp rail  84  between cantilevered arm(s)  112  of a latch plate  106  fixed to the cabin and the first wedge  150 , thus hindering movement of the cabin  20  on the deck  30 . 
     The first wedge  150  interoperates with a surface  152  to control movement of the cabin  20  on the deck  30 . In other terms, activating of the latch actuator  98  results in a portion of the clamp rail  84  of the deck  30  or hull  22  pressing against the latch plate  106  and the wedge  150  so as to hinder movement of the cabin relative to the hull. 
     Although the first wedge  150  is shown as triangular components in cross-section, other shapes may work equally as well. Also, the first wedge  150  is shown moving horizontally relative to the deck  30  in this example and may be arranged in other orientations. The contact surfaces are shown as planar, although curved surfaces also function. In the example shown, movement of the first wedge  150  against the surface  152  in direction of travel  154  drives the first wedge  150  against the upper surface of the deck. Conversely, movement of the first wedge  150  against the surface  152  in direction of travel  154  reduces and relieves tension between the first wedge  150  and the surface of the deck  30 . 
     In one example as shown, the actuator interoperating with the first wedge provides sufficient pressure to move at least a portion of the cabin  20  away from the deck  30 . This movement then drives a (latch) plate  106  (securely mounted to at least one roller/actuator housing  50 ) into contact with the underside  108  of the cross member  88  and thus securely engages the cabin in position upon the deck  30 . Looking to  FIG. 10 , it can be seen that in this example, the latch plate  106  has a plurality of downward extending portions  110  ( a  and  b ). These vertically downward extending portions  110  also restrict lateral movement of the cabin  20  relative to the deck  30  when these extending portions  110  engage the sides of the cross member  88 . Also shown are a plurality of cantilevered arm  112   a  and  112   b  which extend under the cross member  88  and contact the underside  108  of the cross member  88  when the latch actuator  98  is engaged. 
     As the latch actuator  98  is released or pressurized in the opposing direction, the first wedge  150  moves away from the surface  152  and the cabin  20  moves toward the deck  30 , engaging the rollers on the deck, and the cabin is free to reposition. 
     Looking to  FIG. 3  is shown example of a cooperating locking system  114 . The locking system secures the cabin  20  in place on the deck. In this example, the locking system  114  is attached (mounted) to the roller/actuator housing  50  although it may alternatively be attached to other components or surfaces of the vessel cabin  20  or vessel  36 . The locking system  114  of this example comprises a lock pin  116  which passes through an upper lock pin plate  118  and lower lock pin plate  120 . Each lock pin plate of this example having a surface defining a void ( 122  and  124 ) there through to allow movement of the lock pin  116  relative to the lock plates  118  and  120 . The lock pin  116  in this example comprises a user engagement portion  126  which allows a user to easily grasp the lock pin  116  and reposition it  12 , away from the upper surface  90  of the clamp rail  84  to release the locking system  114 . Mechanical devices such as linear or rotational actuators and magnetic latches may alternatively be used. When released, (assuming the latching system  140  is also released), the vessel cabin  20  is free to be repositioned along the deck  30 . 
     The lock pin  116  may include a protrusion  128  so sized and configured to pass through a surface defining an opening  130  in either lock plate when rotationally aligned. When rotationally offset, the protrusion  128  contacts the lock plate and prohibits longitudinal repositioning of the lock pin  116 . 
     In one example, a biasing spring  132  or equivalent may be provided to keep the locking system  114  from inadvertently engaging or disengaging. In one example the spring  132  is a compression spring extends from the underside  134  of either the upper lock plate  118  or the lower lock plate  120  and engages a surface  136  such as a ring, protrusion, or step in the lock pin  116 . A compression spring in this position would bias the lock pin  116  toward the deck  30 . When protrusion  128  is aligned with the opening  130 , the protrusion may pass the lock plate  118 . 
     To utilize the locking system  114 , the vessel cabin  20  is repositioned such that at least one lock pin  116  is aligned with a lock pin receiver  138 . In example shown, the lock pin receiver  138  is a surface defining a hole in the surface  90  of the clamp rail  84 , deck  30 , or other portion of the vessel  36 . Once these components are so aligned, the lock pin  116  of the example shown may be repositioned so as to be inserted into the lock pin receiver  138  further prohibiting movement of the cabin  20  relative to the deck  30 . 
     As can be seen in  FIG. 1 , lock pin receivers  138  may operate in pairs on laterally opposing sides of the cabin  20 . 
     The locking system  114  may be utilized in conjunction with (simultaneously with) the latching system  140  previously described. 
     In one example the indexed locking system may utilize lock pin receivers  138  at specific desired positions along the deck  30 . For example, as it is often desired to have the vessel cabin  20  at an aft position as shown in  FIG. 2 , lock pin receivers  138  (see  FIG. 1 ) are provided to facilitate locking of the cabin in this aft position. This aft position allows a maximum amount of unobstructed deck space  38  forward of the cabin  20  for cargo, crew, passengers, and equipment, and in some hull configurations provides maximum maneuverability at high-speed. Other lock pin receivers may be placed to coincide with a full forward position of the cabin  20 , and intermediate positions as desired. 
     As the vessel cabin  20  is repositioned forward and rearward, it may be desired in some examples to provide a shock absorbing structure at the forward end  142  and rearward end  144  of each channel  78 . In one example, the shock absorbing structure may be a malleable bumper  146 , spring, or equivalent. The shock absorbing structure may be positioned below the deck  30  at each end ( 142 / 144 ) of each channel  78 . Each malleable bumper  146  may be composed of closed cell foam, polymer, rubber, plastic, wood, springs, etc. and combinations thereof. The malleable bumper  146  in one example engages the protruding portion of the latch plate  106  or other component of the cabin which extends into each channel  78 . 
     In addition, as water and other fluids often accumulate on an open deck  30  either from wind, waves, rain, spillage, etc., a deck drain  148  may be provided. Each deck drain  148  comprising a surface defining a void through the transom  26  or other region of the hull  22 . Each deck drain  148  of the example shown in  FIG. 1  fluidly coupling with a channel  78  so as to drain a channel  78  through the transom  26  or other region of the hull  22  without the requirement of a pump or equivalent apparatus. A flapper (backwater) valve or similar structure may be provided in each deck drain  148  to reduce the amount of back flow through the deck drain  148 . This arrangement allows the laterally and vertically open region of each channel  78  to form a fluid conduit, open at the top, for fluids to drain off of the deck  30  and out of the vessel. 
     Looking to  FIG. 11  is shown another example  200  wherein a control panel  202  is mounted to the bulkhead  28  or other structure of the vessel such as the transom  26  in such a way as to allow longitudinal and/or lateral and/or transverse repositioning. In the example shown in  FIG. 11  movement is facilitated longitudinally from the aft region of the hull  22  to the forward region of the hull  22 . In this example  200 , a cabin (an enclosure in which the operator and optionally passengers are protected) may not be provided, although a bimini cover (see U.S. Pat. No. 6,983,716 for an example), umbrella, roof, or windshield, etc. may be provided attached to the marine vessel  36  optionally to cover the region of the control panel  202 . 
     In this example, the control panel  202  is mounted to the upper edge  204  of the bulkhead  28 . In one example the control panel  202  is configured to be longitudinally repositioned about the vessel  36 . In one example this movement may be made in either a forward direction  206  or in a rearward direction  208 . This movement allows the cargo, passengers, and operator of the control panel  202  to be positioned in varying positions along the deck  30  has desired. 
     In the example  200  shown, the control panel  202  is attached to the starboard bulkhead  28   b  although it could be attached to the port bulkhead  28   a , transom  26 , bow  32 , or other structure. Alternatively, separate control panels  202  could be attached at various positions on the hull  22 . 
     In the example  200  shown in  FIG. 11-13 , the control panel  202  is movably, and optionally removably attached to a clamp rail  210 . The clamp rail  210  of this example extends longitudinally along the hull  22  allowing for longitudinal movement, although it may be attached laterally, or transversely in other examples. In this example, the clamp rail  210  is attached to an upper edge of the bulkhead  28  ( a/b ) although it could also be attached to other components of the hull  22 , directly or indirectly. 
     In the example shown, the clamp rail  26  comprises an inner guide rail  212  and an outer guide rail  214  horizontally offset from the inner guide rail  212 . In other examples, the guide rails may be offset vertically, or both vertically and horizontally offset. 
     Looking to  FIG. 13  it can be seen that the control panel  202  comprises a clamping or securing apparatus/system  216  fixed thereto for releasable connection to the clamp rail  210 . The clamping apparatus  216  of this example comprising an inner clamp  218  mounted to the inner guide rail  212 , and an outer clamp  220  mounted to the outer guide rail  214 . 
     In example shown in  FIG. 13 , the outer guide rail  214  is substantially circular in cross-section. Such a circular cross section may be a straight cylinder, or curved cylinder as shown in  FIG. 12 . Other cross-sectional shapes may be used or combined with regions of cylindrical guide rail. Such a cylindrical guide rail allows the control panel  202  to be rotated  222  upward, and outward out of the way. This position is accomplished when the control panel is not needed, such as when it is desired to move cargo or passengers upon the deck  30  without impacting or being obstructed by the control panel  202 . To accomplish this, in the example shown, the inner clamp  218  is released and optionally the outer clamp  220  is loosened to allow rotation of the control panel  202  around the guide rail  214  such that the inner edge and most of the control panel  202  rotates upward and outward. Alternatively, the outer clamp  220  is released and optionally the inner clamp  218  is loosened to allow rotation of the control panel  202  around the guide rail  212  downward. In one example, the inner clamp  218  and outer clamp  220  each comprise one or more releasable connectors. By way of example, one such releasable connector is shown in U.S. Pat. No. 3,705,737 incorporated herein by reference. 
     In the example shown in  FIG. 11 , the clamp rail  210  extends from the transom  26  to the bow  32 . In one example, the clamp rail  210  may be sectional, or may extend only along a portion of the hull  22 . As shown, the clamp rail  210  is offset from the  28  by way of a plurality of supports  224 . Where the paired guide rail arrangement described above is utilized, offsets  226  may also be used, to maintain the offset between the guide rails. 
       FIG. 13  also shows an umbilical  228  extending from the control panel  202  equivalent to the umbilical  72  described above. Alternatively, the umbilical  228  may be a simple wire bundle providing signal and power between the steering mechanism, throttle, indicators, switches, etc. of the control panel  202  to components fixed to the hull  22 . 
       FIG. 12  also shows an example utilizing a powered locking mechanism  250 . In this example, a switch  252  is connected to an actuator  254  so as to reposition a locking pin  256  into surfaces defining holes  258  in the hull  22 . The actuator  254  may be a linear actuator such as a hydraulic or pneumatic solenoid or maybe a rotary actuator such as a rack and pinion driven by a rotary motor or rotary device with a piston arm. Other embodiments may also be utilized. 
     Looking to  FIG. 14  is shown an example where the clamping system  270  has a first portion  272  fixed to the control panel  202  and a second portion  274  fixed to the actuator pin  256 . When released, as shown, the control panel  202  is free to be lifted from the hull  22 , and when placed onto the guide rail(s) or bulkhead  28 , and the switch  252  is actuated, the second portion  274  moves toward the first portion  272  and the control panel  202  is thus clamped to the guide rail  210 . 
     In another example the clamping apparatus  216  is configured to mount directly to the hull  22 . In one example the clamping apparatus  216  clamps to the upper edge  204  of the bulkhead(s)  28  without an additional guide rail(s). 
       FIG. 11  shows a floatation aid system  300  used to provide buoyancy to the vessel  36  in either configuration. The floatation aid system  300  conceived to increase buoyancy of the vessel, especially in the event of damage to the hull  22 . For example, a projectile or spearing object puncturing the hull may result in water intrusion into the hull  22 . The floatation aid system  300  conceived to reduce the airspace volume into which water may intrude by filling this space with a water impermeable component. The floatation aid system  300  comprising a flexible container  302 . Water impermeable dry bags, mesh bags, fabric bags, etc. work well for such a container as they easily fit through bulkhead hatches  308 , deck hatches  310 , and equivalents where they can be contained within sections of the hull  22 . The flexible containers  302  can be stored within the hull  22  or attached thereto as needed. Each flexible container  304  closeable by way of a closable opening  304 . Each flexible container  302  containing a plurality of independently buoyant, water impermeable vessels  306 . A projectile or spearing object puncturing the hull  22  may also puncture one or more of the vessels  306  but is unlikely to result in water intrusion into enough of the vessels  306  to result in sinking of the hull  22 , given that sufficient water impermeable vessels  306  are provided. While hollow balls such as tennis balls, soccer balls, tennis balls etc. Would well in such applications, non-spherical shapes may also be effective such as cylinders, irregular shapes such as closed cell foam, etc. The containers  302  once filled are easily stored in the hull  22  yet still maintain airflow reducing water retention, oxidation, water absorption, and electrolysis. 
     While the present invention is illustrated by description of several embodiments and while the illustrative embodiments are described in detail, it is not the intention of the applicants to restrict or in any way limit the scope of the appended claims to such detail. Orientations such as horizontal, vertical, longitudinal, transverse, and lateral are used to describe relative axes and are not intended to imply that the apparatus is limited to a specific orientation. Additional advantages and modifications within the scope of the appended claims will readily appear to those sufficed in the art. The invention in its broader aspects is therefore not limited to the specific details, representative apparatus and methods, and illustrative examples shown and described. Accordingly, departures may be made from such details without departing from the spirit or scope of applicants&#39; general concept.