Emergency hull breach cover for a speedboat

Abstract

An emergency hull breach cover for a speedboat comprises opposed side covers and a top cover that converge at a forward apex to define a bow-engaging pocket. The side covers are formed from shaped panels that converge toward a keel line and are configured to cover the port and starboard sides of the forward hull. In use, the cover is placed over the bow, and upon forward propulsion, water pressure unfurls and presses the side covers into sealing engagement with the hull. The cover requires no external fasteners or inflation systems and is rapidly deployable in emergencies to at least partially occlude water ingress at the forward portion of the hull.

Description

Emergency Hull Breach Cover for a SpeedboatField of the Invention

[0001] The present invention relates generally to marine safety equipment. More particularly, it relates to a deployable cover configured to seal or partially occlude hull breaches in speedboats by conforming to the hull under hydrodynamic pressure.Background of the Invention

[0002] Hull breaches in marine vessels, particularly in smaller craft such as speedboats, pose an immediate threat to buoyancy, stability, and occupant safety. In the event of a collision, grounding, or impact with submerged objects, water ingress through the forward hull can rapidly flood compartments, compromise operability, and increase the risk of sinking. Various emergency patching and sealing solutions have been developed to address such scenarios.

[0003] One such prior art arrangement is described in US 5009180 A (HOLT) 23 April 1991 , which discloses a hull hole closure system primarily for use with oil tankers. The system includes a flexible, substantially waterproof sheet designed to extend from the port to the starboard side beneath the keel of the vessel. The sheet is secured to the hull using ropes or cables connected to deck-mounted cleats. Inflatable hoses and bladders are integrated along the sheet’s lateral and upper edges. When inflated, these elements press the sheet against the hull surface, sealing the breach area to prevent the escape of oil and the ingress of seawater.

[0004] Although effective in its intended context, the system of US 5009180 A relies on deck-based mechanical securing and an active inflation system, which increases deployment complexity. The bulkiness of the apparatus, the dependence on external rigging and cleat access, and the operational steps required to position and inflate the system limit its suitability for use on smaller, fast-moving vessels such as speedboats, where rapid deployment, low profile, and minimal manual intervention are critical.

[0005] The present invention seeks to address these limitations by providing an emergency hull breach cover specifically designed for speedboats and similarvessels. The cover may be deployed quickly and requires no cleat attachments, tensioning cables, or active inflation. Instead, it utilises shaped panels that conform to the hull surface under the influence of hydrodynamic pressure alone during forward propulsion. This approach offers a passive sealing mechanism that enables fast, intuitive deployment in emergency conditions, even by untrained users. The invention therefore provides an alternative to large-scale tanker systems and offers improved practicality and reliability for small craft applications.

[0006] It is to be understood that, if any prior art information is referred to herein, such reference does not constitute an admission that the information forms part of the common general knowledge in the art, in Australia or any other country.Summary of the Disclosure

[0007] Disclosed herein is an emergency hull breach cover for a speedboat comprising a pair of opposed side covers and a top cover that converge at a forward apex to define a bow-engaging pocket. The bow-engaging pocket is configured to receive and retain a forward point of the hull, while the side covers are shaped and positioned to cover respective port and starboard sides of a forward portion of the hull. Each side cover comprises a plurality of shaped panels that converge at a keel line defined by the hull.

[0008] The cover is reconfigurable between a stowed configuration and a deployed configuration. In the stowed configuration, the side covers are furled from a rear edge, with the bow-engaging pocket remaining accessible to enable rapid placement. In the deployed configuration, the bow-engaging pocket is placed over the forward point of the hull and the side covers are released to fall below the waterline. Upon application of forward propulsion, water pressure acts on the side covers to progressively unfurl them along the hull. This pressure urges the side covers into sealed engagement with the respective port and starboard sides of the hull’s forward portion, thereby at least partially occluding a hull breach located at or adjacent the forward point of the hull.

[0009] This arrangement provides several technical advantages. The use of hydrodynamic pressure alone to urge the cover into sealing engagement eliminates the need for external securing hardware, cleats, or inflation mechanisms. The pre-shaped panel configuration allows the cover to conform closely to the three- dimensional curvature of the hull, enabling a reliable seal under dynamic conditions. The design supports intuitive deployment in emergency situations, with minimal handling and no requirement for complex rigging. By covering the forward portion of the hull in a conforming manner, the cover offers an effective, low-profile, and rapidly deployable solution for managing water ingress resulting from hull breaches in small craft such as speedboats.

[0010] In some embodiments, the side covers may be rolled in the stowed configuration rather than folded. Rolling enables a more compact and uniform bundle that can be readily secured and deployed. When each side cover is rolled in a direction such that the free edge is exposed to the direction of water flow, forward propulsion assists in unrolling the side covers cleanly, avoiding bunching or entrapment against the hull, and improving the reliability of automatic deployment under hydrodynamic pressure.

[0011] The shaped panel configuration may optionally include a pair of uppermost panels that converge to the forward apex and define the top edges of the side covers. These panels may taper from a wider rear section to a narrow forward point, contributing to the hydrodynamic shaping and directing pressure flow during deployment. Additionally, the side covers may include one or more lower shaped panels joined by elongate seams that follow the keel line. In some configurations, the lowermost panels are joined together along their entire lengths to form a continuous keel-facing seam, offering improved central alignment and forming a structural spine that aids in symmetrical engagement with the hull.

[0012] To enhance the three-dimensional form of the cover, intermediate panels may be provided between the uppermost and lowermost panels. These panels may be joined along angled join lines radiating from the keel line, and may also be joined to each other along longitudinal seams that follow the keel. This layered panel architecture helps shape the cover to conform closely to the compound curvature of the bow, which improves sealing integrity and reduces drag-inducing wrinkles during use.

[0013] The top cover may be formed from a pair of shaped panels which, when stitched together, create a domed or arched profile. This configuration lifts the top surface of the cover away from deck-mounted fixtures such as cleats or handrails and helps maintain tension across the cover during hydrodynamic engagement. In some cases, the top cover may define an aperture through which a bow cleat can protrude, allowing the cover to be deployed without obstruction or requiring removal of permanent hardware.

[0014] It may be preferable that the cover is configured for deployment without any reliance on cleats, lines, or mechanical fasteners to secure the side covers to the hull. Instead, the conforming panel shapes and their engagement under water pressure alone are sufficient to create a sealing effect. This passive sealing mechanism enhances reliability and dramatically reduces the time and complexity involved in deploying the cover during an emergency.

[0015] The cover may be formed from a flexible, water-impermeable fabric such as polyurethane-coated nylon or polyester. These materials provide a balance of strength, abrasion resistance, and environmental durability suitable for marine conditions. Reinforced fibres or ripstop weaves may be included to prevent tearing under high stress and to maintain performance across multiple uses.

[0016] For added structural resilience in high-stress regions, the bow-engaging pocket may be reinforced with additional panels. These reinforcements may include triangular arrangements of fabric layered over the forward portions of the side covers and the top cover, converging around the apex of the pocket. This configuration distributes pressure loads more evenly and enhances the cover’s ability to maintain its shape and resist deformation at the point of impact or breach.

[0017] In some implementations, the side covers may extend rearwardly to cover more than half the length of the hull. This increased coverage area not only allows the cover to address a wider range of potential breach locations but also generates increased drag and tension under propulsion. The resulting tension draws the forward portion of the cover tighter against the hull, particularly around the bow-engaging pocket, improving the sealing engagement in that critical region.

[0018] The cover may also be designed to accommodate various bow configurations. For instance, the top cover may be shaped to fit in front of the foremost pair of handrail stanchions, where present. In alternative arrangements, the cover may be adapted for use with vessels lacking such stanchions or may include a fastenable joint (e.g., a zip or releasable seam) to allow installation around a single central stanchion, offering flexibility across a range of vessel designs.

[0019] Other aspects of the invention are also disclosed.Brief Description of the Drawings

[0020] Notwithstanding any other forms which may fall within the scope of the present invention, preferred embodiments of the disclosure will now be described, by way of example only, with reference to the accompanying drawings in which:

[0021] Figure 1 shows a perspective view of an emergency hull breach cover in a deployed configuration on a speedboat.

[0022] Figure 2 shows a side view of the speedboat fitted with the cover in the deployed configuration.

[0023] Figure 3 shows a stowed configuration of the emergency hull breach cover.

[0024] Figure 4 shows a front view of the emergency hull breach cover.

[0025] Figure 5, in its entirety, illustrates a sequence of assembly stages for constructing one side of the emergency hull breach cover from shaped panels. Figure 5a shows the panel outlines. Figure 5b shows the positioning and profile of the uppermost shaped panels. Figure 5c shows the stitching of intermediate shaped panels to the uppermost shaped panels. Figure 5d shows the stitching of the lowermost panels to complete the panel assembly for one side of the cover.

[0026] Figure 6 shows a flat layout of the shaped panels prior to assembly.

[0027] Figure 7 shows a perspective view of the emergency hull breach cover with reinforcing panels at the bow-engaging pocket.

[0028] Figure 8 shows a side view of the reinforcing panel arrangement forming a triangular configuration at the bow.Description of Embodiments

[0029] Figure 1 illustrates an emergency hull breach cover 100 for a speedboat 200, which is shown in Figure 2. Figure 1 provides a perspective view of the cover 100 in a deployed configuration, while Figure 3 shows the cover 100 in a stowed configuration according to one embodiment.

[0030] As used throughout this specification, the term “speedboat” refers to a relatively small, planing-type vessel typically designed for high-speed recreational or light commercial use. Speedboats are generally constructed with a streamlined hull, often made of fibreglass or aluminium, and are powered by outboard or inboard motors. Unlike large displacement vessels such as oil tankers, which operate at low speeds and have extensive underhull surface area and deep draughts, speedboats are characterised by their relatively short hull lengths, shallow draughts, and limited deck infrastructure. In particular, speedboats typically lack the large cleated working decks and fixed rigging systems common to commercial ships. This distinction is important because emergency repair systems designed for tankers and other large vessels — such as that described in US 5009180 A — are generally unsuited to the scale, handling characteristics, and deployment requirements of speedboats. The present invention is specifically configured for rapid and passive deployment in the context of such small, fast, and often minimally-crewed vessels.

[0031] With reference to the front view in Figure 4, the cover 100 comprises a pair of opposed side covers 101 and a top cover 102, each converging at a forward apex 103 to define a bow-engaging pocket 104. As shown in Figure 3, the bow-engaging pocket 104 is configured to receive and retain a forward point of a hull 105 of the speedboat 200. The side covers 101 are configured to cover the respective port and starboard sides of a forward portion of the hull 105.

[0032] As further shown in Figure 4, the side covers 101 are formed from a plurality of shaped panels 106, each of which converges towards a keel line 107 defined along the bottom centreline of the hull 105.

[0033] The cover 100 is designed to be compactly stowed while remaining rapidly deployable in the event of an emergency hull breach. Such breaches commonly occur in the exposed forward portion of the hull 105, particularly along the keel line 107.

[0034] In the stowed configuration shown in Figure 3, the side covers 101 are furled — i.e., folded or rolled up — from a rear edge 108, leaving the bow-engaging pocket 104 exposed and accessible. In the embodiment shown, the side covers 101 are rolled from the rear edge 108 and may be further folded across themselves to reduce the overall volume of the stowed cover 100.

[0035] In some embodiments, and as shown in Figure 3, the side covers 101 may be rolled in the stowed configuration rather than folded. Rolling the side covers 101 may assist with compact storage and facilitate rapid deployment. In such embodiments, each side cover 101 is preferably rolled in a direction such that a free edge is exposed to the direction of water flow during forward propulsion. This orientation ensures that the oncoming water flow during deployment assists in unrolling the cover smoothly along the hull 105, rather than causing the rolled material to become trapped or compressed against itself. This configuration improves the likelihood of full and even deployment under the influence of hydrodynamic pressure alone.

[0036] With reference to Figure 4, each side cover 101 is preferably formed from a plurality of shaped panels 106. In a preferred but non-limiting arrangement, the shaped panels 106 include a pair of uppermost panels 106A, which converge to a point 109 at the forward apex 103. These uppermost panels 106A may define respective top edges 1 10 of the side covers 101 and may taper from a relatively wide rear edge to the forward point 109. The tapering geometry helps direct hydrodynamic forces inwardly and downwardly during deployment, assisting in contouring the cover 100 snugly to the shape of the hull 105.

[0037] In addition to the uppermost panels 106A, the shaped panels 106 may further comprise one or more lower shaped panels 106B or 106C, each joined along respective elongate edges 1 1 1 extending longitudinally along the keel line 107. These lower panels are preferably shaped to follow the curvature of the hull in the forward keel region, ensuring a conforming fit to the lower-most portions of the hull 105.

[0038] As shown in Figure 4 and more clearly in Figure 6, the shaped panels 106 may optionally include a pair of lowermost panels 106C. These panels may be joined together along their entire lengths at respective elongate edges 1 1 1 B, with the joined seam configured to lie directly along the keel line 107 of the hull 105. The continuous seam formed by edges 1 1 1 B may provide a central longitudinal reference that facilitates accurate alignment during both manufacturing and deployment.

[0039] In some embodiments, the shaped panels 106 may further comprise at least one pair of intermediate panels 106B. These intermediate panels 106B may be joined to the uppermost panels 106A and the lowermost panels 106C along respective side join lines 1 12. The join lines 1 12 may radiate outwardly from the keel line 107 toward the upper edges 1 10 of the side covers 101 , giving the overall panel arrangement a fan-like structure. The intermediate panels 106B may also be joined to one another along respective elongate edges 1 1 1 A, which lie adjacent or directly along the keel line 107. These intermediate panels 106B contribute to the tailored shaping of the side covers 101 and facilitate a more conforming engagement with the compound curvature of the hull’s forward bottom section.

[0040] As shown in Figure 6, the shaped panels 106 may be laid out in a somewhat flat configuration prior to final assembly. In this preassembled layout, the panels are aligned and stitched along the respective elongate edges 1 1 1 , which define the interface between adjoining panels. Each side cover 101 , in this flat configuration, may define a general triangular shape with rounded edges converging at the respective forward point 109. This configuration enables efficient cutting and assembly using flat-sheet materials, while still producing a contoured three- dimensional form that conforms to the hull 105 when deployed.

[0041] Figures 5B through 5D collectively illustrate a preferred sequence for assembling one side cover 101 of the emergency hull breach cover 100 by progressively stitching together the shaped panels 106. As shown in Figure 5a, the overall outline of the shaped panels 106 is defined. Figure 5b illustrates the placement and profile of the uppermost panels 106A, which are shaped to taper inwardly toward the forward apex 103 and define the top edges 1 10 of the side cover101. These panels are preferably aligned with a wide rear base and a converging forward point to optimise hydrodynamic shaping when deployed.

[0042] Figure 5c shows the attachment of the intermediate panels 106B to the uppermost panels 106A. Each intermediate panel 106B is joined to its adjacent uppermost panel 106A along a side join line 1 12 that radiates outward from the keel line 107, thereby continuing the shaping of the side cover 101 from top to bottom. The edge geometry of the intermediate panels 106B may include slight curvature or angular tapering to promote a compound curvature in the final assembled cover, supporting a three-dimensional fit conforming to the hull 105.

[0043] As shown in Figure 5d, the final stage of assembly involves stitching the lowermost panels 106C to the lower edges of the intermediate panels 106B and then joining the lowermost panels 106C together along their respective elongate edges 1 1 1 B. This seam runs along the keel line 107 and forms the central structural spine of the completed side cover 101. In a preferred embodiment, the side covers 101 for both the port and starboard sides are constructed in this same manner, and each is then stitched to the top cover 102 and reinforced around the forward apex 103 to complete the full enclosure.

[0044] To ensure robust and durable connections between the panels 106, particularly in high-load regions such as along the keel line 107 and the forward apex 103, the panels are preferably joined using a flat-felled seam or double-stitched lap seam for enhanced mechanical strength and resistance to unravelling, even under dynamic tension. A UV- and saltwater-resistant synthetic thread, such as bonded polyester or PTFE thread, is preferably used to withstand marine exposure and maintain seam integrity during repeated deployments or prolonged immersion. The stitching pattern may further include reinforced bar-tacking at key junctions — such as the intersection of multiple panels or at the forward apex 103 — to provide additional resistance against tearing or seam separation under pressure.

[0045] The illustrated method of progressive stitching allows for efficient manufacturing while producing a form-retaining, hydrodynamically responsive cover surface. This technique not only promotes precision in shaping but also ensures thecover remains lightweight, foldable, and strong enough to withstand the fluid forces encountered during emergency deployment.

[0046] The shaped panels 106 of the preferred embodiment shown in the figures not only define the geometry of the side covers 101 in the stowed condition, but also play an assistive role in how the side covers 101 conform to the shape of the hull 105 during deployment. The profile imparted by the shaped panels 106 — particularly through their angular arrangement and dimensional tapering — serves to preform the side covers 101 in a manner that closely follows the compound curvature of the bow region of the hull 105.

[0047] The arrangement of uppermost panels 106A, intermediate panels 106B, and lowermost panels 106C in accordance with one embodiment creates a multisegmented structure wherein each panel section transitions smoothly into the next along join lines 1 12 and elongate seams 1 1 1 , which serve as fold lines or preferential bend axes during deployment. This construction enables the cover 100 to assume a three-dimensional contour that mirrors the external surface of the hull 105 in the forward region, including the flare and taper typically present in the bow.

[0048] In use, once the cover 100 is deployed and the bow-engaging pocket 104 is placed over the forward point of the hull 105, the shaped configuration of the side covers 101 allows them to naturally orient themselves toward a flush engagement with the port and starboard surfaces of the hull 105. The water pressure generated during forward propulsion acts directly against the exterior surfaces of the side covers 101 , urging them inward toward the hull. Because the side covers 101 have a contoured form derived from the profiled shaped panels 106, the panels do not simply press against the hull in a loose or baggy state — instead, they adopt a smooth, snug fit along the hull surface.

[0049] This preformed conformance provided by the panel shaping according to the preferred embodiment significantly enhances the sealing efficacy of the cover 100. The shaped side covers 101 , when urged by water pressure alone, exhibit tight engagement with the hull surfaces without the need for external fasteners or tiedowns. The integrity of the seal is further supported by the minimisation of wrinkles,folds, or loose flaps, which might otherwise act as drag-inducing elements or allow water ingress around the edges of a hull breach.

[0050] The converging geometry of the intermediate panels 106B according to the preferred embodiment, in particular, promotes a central gathering of fabric along the keel line 107, ensuring that pressure is evenly distributed from the keel line 107 to the side covers 101 and upward to the top edges 1 10. This results in a clinging action that anchors the cover 100 against the hull contours, even during dynamic operating conditions such as wave impact or variable speeds. The panel structure thus provides not only a mechanical shaping function but also a fluid-dynamic compatibility that ensures the cover 100 operates reliably without ancillary retention mechanisms.

[0051] With reference to Figure 4, the top cover 102 may be formed from a pair of shaped panels 1 13, which are joined together to define a contoured top surface. Each of the shaped panels 1 13 may be mirror images of one another and extend inwardly from respective lateral sides toward a central seam. This arrangement allows the top cover 102 to adopt an arched or domed profile when deployed, lifting the top cover 102 above the bow and minimising interference with deck-mounted fittings such as cleats or rails.

[0052] As shown in Figure 6, the shaped panels 1 13 may be stitched along their rear edges to the front outer edges of the uppermost side panels 106A. This stitching forms a continuous seam that transitions from the side covers 101 into the top cover 102, resulting in a unified structure that enhances overall fit and hydrodynamic conformity when in use. The shaping of the panels 1 13 assists in tension distribution and provides a resilient upper surface that is less prone to sagging or deformation under hydrodynamic loading.

[0053] The front edges of the shaped panels 1 13 define respective forward edges 1 14. These edges may be brought together and stitched to form a joint line 1 15, as seen in Figure 4. The joint line 1 15 runs rearward from the forward apex 103, typically along the longitudinal centreline of the top cover 102, and which may serve an aesthetic function in reinforcing the most forward portion of the top cover 102 wherefluid pressures are highest and also defines a clean seam that helps maintain the domed shape during operation.

[0054] The use of contoured, shaped panels for the top cover 102 according to the preferred embodiment allows the emergency hull breach cover 100 to more effectively conform to the three-dimensional geometry of the bow, while avoiding obstructions and ensuring the cover remains hydrodynamically and hydrodynamically stable when subjected to forward water pressure. This contributes to reliable sealing performance and reduces the risk of fouling or displacement during emergency use.

[0055] In some embodiments, the top cover 102 may define an aperture configured to accommodate a bow cleat of the speedboat 200. This aperture may be positioned such that, when the cover 100 is deployed, the cleat protrudes through the top cover 102 without interfering with the engagement of the bow-engaging pocket 104 or the side covers 101 . This allows the cover 100 to be installed without requiring the removal of existing deck hardware.

[0056] The aperture may take the form of a reinforced opening integrated into one of the shaped panels 1 13 of the top cover 102, or it may be formed at the seam between the shaped panels 1 13 along the joint line 1 15. The edges of the aperture are preferably finished with a stitched or bonded hem, and may optionally include a stretchable or gasketed lining to provide a degree of sealing around the cleat structure, reducing water ingress at that location.

[0057] Providing a cleat aperture improves compatibility with a wider range of vessel configurations, particularly where bow cleats are permanently mounted and not readily removable. It also allows the cleat to remain accessible for securing lines even when the cover 100 is in place, which may be useful for tethering the vessel during emergency deployment or transport.

[0058] The cover 100 is preferably configured to be deployed without reliance on cleats, fasteners, or securing lines to attach the side covers 101 to the hull 105. Instead, the cover is designed to rely solely on hydrodynamic water pressure generated during forward motion of the vessel to hold the side covers 101 firmly against the hull.

[0059] When the cover 100 is deployed, and the vessel is propelled forward — either under its own power or while being towed — the water pressure increases along the submerged surfaces of the side covers 101 . Due to the contoured shaping imparted by the stitched panels 106 according to the preferred embodiment, this pressure acts uniformly across the outer surfaces of the side covers, pressing them tightly against the corresponding port and starboard sides of the hull 105. The self-conforming nature of the covers, shaped to match the hull geometry, allows the pressure to create a snug and sealing engagement, which at least partially occludes a hull breach without additional manual intervention or hardware.

[0060] This configuration according to the preferred embodiment offers significant advantages in emergency situations, as it eliminates the need for manual attachment steps or access to cleats, which may be submerged, obstructed, or otherwise inaccessible. It also reduces deployment time and simplifies operation, allowing even untrained individuals to effectively apply the cover 100 by placing the bow-engaging pocket 104 and initiating forward motion. The result is a passive, self-securing system that improves reliability and speed of response in critical situations.

[0061] The cover 100 is preferably formed from a flexible, water-impermeable fabric material suitable for prolonged exposure to marine environments. The selected material should possess sufficient tensile strength to withstand the hydrodynamic forces experienced during deployment, while also maintaining flexibility to allow compact folding or rolling when stowed.

[0062] In a preferred embodiment, the fabric material may comprise a reinforced polyurethane-coated nylon or polyester. These materials offer a desirable balance between durability, weight, and resistance to degradation from UV radiation, saltwater exposure, and abrasion. The polyurethane coating enhances water impermeability and may also assist in resisting microbial growth or mould, which is beneficial for equipment stored in confined, humid compartments such as a forepeak locker.

[0063] The reinforcement within the fabric may take the form of a ripstop weave or internal mesh layer, which limits tear propagation and contributes to the overall robustness of the cover 100. The use of such reinforced marine-grade fabric materialsensures that the cover retains its structural integrity during emergency deployment and continues to perform its sealing function even under repeated or extended use conditions.

[0064] As shown in Figure 7, the cover 100 may include additional reinforcing panels 116 positioned at the bow-engaging pocket 104 to enhance structural integrity in this high-stress region. These reinforcing panels 116 are preferably layered externally over the front portions of the side covers 101 and the top cover 102. Figure 8 illustrates a side view of the reinforcing arrangement, in which the panels 1 16 form a generally triangular configuration that conforms to the profile and shape of the bowengaging pocket 104.

[0065] In this arrangement, the reinforcing panels 1 16 may comprise a pair of side reinforcing panels 1 16B applied over the front sections of the side covers 101 , and a top reinforcing panel 1 16A applied over the forward portion of the top cover 102. These panels may be stitched or bonded in place and may extend from the forward apex 103 rearwardly along the side and top covers, thereby distributing stress and reducing the likelihood of material deformation or seam failure at the point of maximum water pressure during deployment.

[0066] The triangular reinforcing layout defined by the side reinforcing panels 1 16B and the top reinforcing panel 1 16A not only reinforces the structure mechanically, but also visually and structurally defines the entry point of the bow-engaging pocket 104. The forward edges of the reinforcing panels may align with or overlap the seam lines between the shaped panels 113 and 106A, providing additional seam protection and stiffness in areas subjected to repeated folding, pulling, or impact.

[0067] These reinforcing panels are preferably made from the same or similar fabric as the main cover, albeit with added layers or higher denier reinforcement, and may incorporate additional treatments such as edge binding or double-stitching for increased durability. The inclusion of this reinforcing assembly enhances the reliability of the cover 100 during emergency use and contributes to its long-term resilience in harsh marine environments.

[0068] As illustrated in Figure 2, the side covers 101 may be dimensioned to extend rearwardly along the hull 105 so as to cover more than half the overall length of the vessel. This extended coverage not only increases the surface area available for occluding potential hull breaches, but also improves the overall sealing and stability performance of the cover 100 once deployed.

[0069] By increasing the length of the side covers 101 , the cover 100 is able to address hull breaches that may occur not only at the bow but also in forward and midship regions of the hull 105. The elongated configuration ensures that the side covers 101 remain engaged with the hull along a greater surface area, thereby enhancing the hydrodynamic adhesion effect generated during forward propulsion.

[0070] The extended length of the side covers 101 also contributes to a higher drag coefficient when submerged and subjected to water flow. This increased drag creates greater tension along the length of the side covers, particularly in the longitudinal direction. As a result, this tension draws the material forward and inward, pressing the forward portions of the side covers more firmly against the hull in the region of the bow-engaging pocket 104.

[0071] This mechanical effect is especially advantageous for addressing hull breaches located at or adjacent to the forward portion of the hull 105, where the initial water ingress is likely to occur in high-speed impacts or collisions. The rearwardly extending sections of the side covers 101 act as dynamic anchors, resisting displacement and holding the forward end of the cover 100 in sealed engagement with the breach area through a combination of hydrodynamic pressure and rearward tension.

[0072] In some embodiments, the cover 100 may be configured to have a width substantially greater than the beam of the speedboat 102. This additional width allows the cover 100 to be pulled across the hull 105 and positioned asymmetrically, thereby enabling strategic placement over one side of the vessel. Such lateral adjustability may be particularly beneficial in circumstances where the hull breach occurs off- centre, or where prevailing wave direction, current, or vessel list makes it advantageous to bias the cover 100 toward a particular side. By facilitating off-centredeployment, the increased width provides improved versatility and sealing effectiveness under varying marine conditions.

[0073] As shown in Figure 2, the speedboat 102 may comprise a front handrail 1 17 supported by a series of upright stanchions 1 18. In the illustrated configuration, the forward-most pair of stanchions 1 18 define a space at the bow that is forward of the handrail structure. The emergency hull breach cover 100 is configured such that the top cover 102, and accordingly the bow-engaging pocket 104, can be positioned to fit within this forward space — i.e., in front of the foremost pair of stanchions 1 18. This arrangement enables the cover 100 to be deployed without interference from the handrail or its supporting structure, making it suitable for vessels of this configuration.

[0074] Alternatively, the cover 100 may also be well suited to vessels that are entirely free of stanchions or bow handrails. In such cases, the top cover 102 may lie directly against the deck surface or the smooth curvature of the bow, allowing for even simpler deployment without the need to navigate around fixed protrusions.

[0075] While it is uncommon for speedboats to feature only a single central stanchion at the bow, such configurations may still be accommodated by the design of the cover 100. In particular, the shaped panels 1 13 forming the top cover 102 may, in some embodiments, be joined by a zip-fastened seam rather than permanent stitching. The zip may be positioned to open at the forward apex 103 and extend rearward along the joint line 1 15 between the panels 1 13. This configuration would allow the top cover 102 to be temporarily separated and placed around the base of a single central stanchion, after which the zip could be closed behind it. While this approach slightly complicates the deployment process, it offers flexibility in adapting the cover 100 to a broader range of vessel geometries, including those with fixed bow-mounted hardware.

[0076] These options provide versatility in the application of the emergency hull breach cover 100 across different types of speedboat designs, accommodating typical and atypical handrail and stanchion configurations without compromising the integrity or function of the cover.

[0077] An exemplary method of use for the emergency hull breach cover 100 is now described with reference to the preferred embodiment shown in the figures. In an emergency scenario in which the hull 105 of the speedboat 102 becomes compromised — such as through a collision, grounding, or impact with submerged debris — the cover 100 can be rapidly deployed to at least partially stem the ingress of water at the affected region. The design of the cover 100 enables it to be stowed in a compact configuration, such as within a forepeak compartment or locker, where it remains readily accessible.

[0078] To deploy the cover 100, the user retrieves it from the stowed configuration, in which the side covers 101 are furled or rolled from the rear edge 108 and secured in a compact bundle. In this configuration, the bow-engaging pocket 104 remains exposed and easily identifiable, enabling intuitive orientation. The user places the bow-engaging pocket 104 over the forward point of the hull 105, aligning it so that the side covers 101 hang freely to either side.

[0079] Upon initiating forward propulsion — either by restarting the engine, using auxiliary power, or by towing — the hydrodynamic pressure of the water against the cover 100 urges the side covers 101 downward and rearward. The shaping of the panels 106 facilitates this deployment, as the preformed curvature of the side covers 101 assists in conforming them against the compound surface of the forward hull. The side covers 101 unfurl progressively along the port and starboard sides of the hull 105 and are pressed into engagement by the action of water flow alone.

[0080] Because the cover 100 does not require cleats or external securing lines to remain in position, deployment can be completed rapidly, even in situations where access to deck fittings is limited or visibility is impaired. The water pressure alone is sufficient to maintain a sealing engagement, aided by the contoured shaping of the side covers 101 , which reduces gaps and loose areas that could compromise performance.

[0081] In configurations where the side covers 101 extend rearwardly to cover more than half the length of the hull 105, the resulting increase in surface area and drag coefficient enhances this engagement further. The rearward extension effectivelyanchors the side covers 101 , creating forward-directed tension that reinforces contact at the forward portion of the hull, particularly in the region of the bow-engaging pocket 104 where a breach is most likely to occur.

[0082] If the vessel includes handrails supported by stanchions 118, the cover 100 may be configured such that the top cover 102, formed from shaped panels 1 13, fits forward of the foremost pair of stanchions. This allows the cover to seat cleanly over the bow without entangling or snagging on hardware. In other vessel configurations where no stanchions are present, the cover may lie flush against the foredeck. In uncommon cases where a single central stanchion is present, the top cover 102 may optionally include a zip-fastened joint along the seam line 115, permitting it to be secured around the base of the stanchion during deployment.

[0083] The preferred triangular reinforcement panels 116 layered over the bowengaging pocket 104 enhance the structural durability of the cover 100, especially in the forward-most area subjected to the greatest tension. These reinforcements assist in maintaining the shape and integrity of the pocket, preventing deformation or seam failure during use.

[0084] Overall, the described method of use highlights how the structural design, material choice, panel shaping, and deployment sequence of the cover 100 combine to provide a technically advantageous solution for addressing hull breaches. The passive sealing behaviour, the ability to conform to the hull under water pressure alone, and the compatibility with various deck configurations all contribute to the cover’s practical utility and operational reliability in time-critical emergency situations.

[0085] The foregoing description, for purposes of explanation, used specific nomenclature to provide a thorough understanding of the invention. However, it will be apparent to one skilled in the art that specific details are not required in order to practise the invention. Thus, the foregoing descriptions of specific embodiments of the invention are presented for purposes of illustration and description. They are not intended to be exhaustive or to limit the invention to the precise forms disclosed as obviously many modifications and variations are possible in view of the above teachings. The embodiments were chosen and described in order to best explain theprinciples of the invention and its practical applications, thereby enabling others skilled in the art to best utilize the invention and various embodiments with various modifications as are suited to the particular use contemplated. It is intended that the following claims and their equivalents define the scope of the invention.

Claims

Claims1 . An emergency hull breach cover for a speedboat, comprising: a pair of opposed side covers and a top cover converging at a forward apex to define a bow-engaging pocket, the bow-engaging pocket being configured to receive and retain a forward point of the hull; the side covers being configured to cover respective port and starboard sides of a forward portion of the hull, and each side cover comprising a plurality of shaped panels that converge at a keel line defined by the hull; wherein the cover is reconfigurable between:(a) a stowed configuration, in which the side covers are furled from a rear edge and the bow-engaging pocket remains accessible; and(b) a deployed configuration, in which the bow-engaging pocket is placed over the forward point of the hull and the side covers are released to fall below the waterline, wherein, upon application of forward propulsion, water pressure acts on the side covers to progressively unfurl them along the hull, thereby urging the side covers into sealed engagement with the respective port and starboard sides of the forward hull portion to at least partially occlude a hull breach at or adjacent the forward point of the hull.

2. The emergency hull breach cover of claim 1 , wherein the side covers are rolled in the stowed configuration.

3. The emergency hull breach cover of claim 2, wherein each side cover is rolled in a direction such that a free edge of the rolled side cover is exposed to the direction of water flow during forward propulsion, thereby facilitating unrolling and preventing the side cover from becoming trapped against itself.

4. The emergency hull breach cover of claim 1 , wherein the shaped panels comprise a pair of uppermost panels that each converge to a point at the forward apex anddefine respective top edges of the side covers, and one or more lower shaped panels that are joined by elongate edges along the keel line of the hull.

5. The emergency hull breach cover of claim 4, wherein the shaped panels comprise a pair of lowermost panels that are joined together along their entire lengths at respective elongate edges, the joined elongate edges being configured to lie along the keel line of the hull.

6. The emergency hull breach cover of claim 5, wherein the shaped panels further comprise a pair of intermediate panels joined between the uppermost panels and the lowermost panels along respective side join lines that radiate outwardly from the keel line, and wherein the intermediate panels are joined together along respective elongate edges that lie along the keel line of the hull.

7. The emergency hull breach cover of claim 1 , wherein the top cover comprises a pair of shaped panels.

8. The emergency hull breach cover of claim 7, wherein the pair of shaped panels are contoured to form an arched profile when deployed.

9. The emergency hull breach cover of claim 7, wherein the top cover defines an aperture configured to receive a bow cleat therethrough.

10. The emergency hull breach cover of claim 1 , wherein the cover is configured to be deployed without any cleats or securing lines attaching the side covers to the hull, and wherein the side covers are held against the port and starboard sides of the forward portion of the hull by water pressure alone during forward propulsion.1 1 . The emergency hull breach cover of claim 1 , wherein the cover is formed from a flexible, water-impermeable fabric material.

12. The emergency hull breach cover of claim 1 1 , wherein the fabric material comprises reinforced polyurethane-coated nylon or polyester.

13. The emergency hull breach cover of claim 1 , wherein the cover is reinforced at the bow-engaging pocket.

14. The emergency hull breach cover of claim 13, wherein the reinforcement comprises additional panels layered over the top cover and front portions of the side covers, the additional panels forming an open three-sided triangular configuration converging at the bow-engaging pocket.

15. The emergency hull breach cover of claim 1 , wherein the side covers have a length sufficient to extend rearwardly to cover more than half the length of the hull.

16. The emergency hull breach cover of claim 1 , wherein the top cover is configured to fit in front of a pair of foremost handrail stanchions of the speedboat in use.

17. A method of deploying the emergency hull breach cover of claim 1 , the method comprising: retrieving the cover from a stowed configuration in which the opposed side covers are furled from a rear edge and the bow-engaging pocket remains accessible; placing the bow-engaging pocket over a forward point of a hull of the speedboat; and releasing the side covers to fall below the waterline.

18. The method of claim 17, further comprising propelling the speedboat forward to generate water pressure that progressively unfurls the side covers and urges them into sealed engagement with respective port and starboard sides of a forward portion of the hull.

19. The method of claim 17, wherein each side cover is rolled in a direction such that a free edge is exposed to the direction of water flow during forward propulsion, thereby facilitating unrolling and preventing the side cover from becoming trapped against itself.

20. The method of claim 17, wherein the side covers extend rearwardly to cover more than half the length of the hull, such that the hydrodynamic drag and resulting tension hold forward portions of the side covers tightly against the hull.

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