BOAT LIFTING AND STACKING VEHICLE

Abstract

A boat lifting and stacking vehicle having a low profile frame, a carriage connected to a frame via a transverse I-beam track, a mast having a pair of forks protruding therefrom, and a hydraulic suspension system. The vehicle further includes an operating console that moves transversely and vertically with the carriage for enhanced operator visibility. Additionally, the vehicle does not require extra counterweights as the length of the frame and location of the engine equipment and fuel tanks provide adequate rotational balance for even the heaviest boat loads during the boat storage process. Moreover, the front wheel bases include a pair of deployable hydraulic cylinders that work in combination with the wheels as a weight distribution means. For proper loading and unloading alignment, a variety of steering options are available via the computer operated controls.

Description

FIELD OF THE INVENTION

The present disclosure relates to a boat storage vehicle. More particularly, the invention relates to a boat lifting and stacking vehicle having improved control, stability, and versatility.

BACKGROUND OF THE INVENTION

Boat storage facilities continue to experience an increased demand in storage space due to an increase in boat ownership. Additionally, the shortage and high price of waterfront land increases the need for offshore boat storage facilities. These boat storage facilities are the equivalent of large warehouses. Boat storage facility owners endeavor to optimize storage and warehouse space in order to obtain a premium value from the purchased land. Thus, boats are stored on racks stretching horizontally throughout the storage facility. To maximize potential profitability and utilization of space, additional horizontal racks are stacked vertically. This multi-rack configuration is cost effective as more boats are stored in a smaller boat storage facility area footprint. Having the ability to consolidate the number of boats stored within a specific facility footprint reduces the need to purchase additional land to store more boats. The multi-rack configuration in the boat storage facilities are conventionally organized to include a plurality of pallet racks on which the boats are stored.

Two sides of the boat storage facility having oppositely facing racks are typically separated by an aisle dimensioned to permit access to vehicles known as marina forklifts. The marina forklifts load and unload boats for storage. First, the boat is removed from the water by the marina forklift, then transported to the offshore boat storage facility, and lastly placed into one of the plurality of pallet racks where the boat is then stored for any given duration. Accordingly, minimizing the aisle space between two sides of the boat storage facility decreases the area required to store a comparable quantity of boats within a given boat storage facility footprint. Alternatively, decreasing the aisle width also potentially increases the quantity or size of boats stored in an existing boat storage facility footprint. The marina forklift must be able to freely maneuver in the aisle way separating the two sides of the boat storage facility in order to access any given pallet rack. Thus, control, stability, and versatility of the marina forklift is critical to the financial profitability of offshore boat storage facilities.

Current marina forklifts utilize a set of forks protruding from a versatile mast located at one end of the vehicle. The forks are capable of engaging, lifting, and otherwise transporting a boat thereon. Most masts in the marina forklift industry are capable of obtaining both positive and negative lift relative to the ground or support level position. This enables the marina forklift to operate from the side of a loading platform rather than descent down a ramp toward water-level to perform a zero lift. From the side of the platform, the marina forklift forks are lowered to a negative lift position and placed underneath the hull of a boat to be lifted out of the water. The mast then raises the forks having the boat supported thereon to the support or ground level. The weight of the boat is balanced by a heavy counter-weight located near the backend of the marina forklift. This provides balance and stability to prevent the marina forklift from tipping forward.

Increasing the lifting capacity, i.e. increasing the capacity to lift heavier or longer boats, of the marina forklift can be achieved by either shifting the counter-weight farther behind the front wheels or increasing the weight of the counter-weight. Under the first scenario, the marina forklift is longer. Under the second scenario, the marina forklift is heavier. Both situations create additional problems for boat storage facility owners.

Increasing the length of the marina forklift effectively extends the area that the forklift requires for operation. The aisle separating the two sides of the boat storage facility must be increased to accommodate the extra length of the marina forklift plus any extra length of the boats. Increased aisle space decreases storage space. Decreasing storage space translates into less opportunity to return profits on a comparable marina boat storage facility. Due to the limited mobility of current marina forklifts, wide aisles are still required in order to properly orient boats for storage.

Increasing the weight of the marina forklift also creates a host of other problems for marina boat storage facility owners. First, the marina platform floor must be designed to withstand the increased weight. Cracking of the cement flooring can be a problem if not properly reinforced. Stability of the marina forklift also becomes a concern as increased weight can cause reduction in stability, operation, maneuverability, and braking (especially downhill). Additionally, heavier marina forklifts require larger engines or higher performance engines in order to supply adequate horsepower to maintain requisite performance and capability. All of the aforesaid requirements add additional costs having an adverse effect to the bottom line of any marina boat facility owner.

The marina forklift then transports the boat to the storage facility for storage. Marina forklifts may also incorporate a tandem lift cylinder system and chain in order to achieve the positive and negative lift positions. These devices are typically mounted between the mast uprights and may significantly limit driver forward visibility. Reduced visibility substantially limits the ability of the marina forklift operator to see, orient, and otherwise store the boat. Limited visibility while transporting the boat to the boat storage facility creates additional dangers for platform personnel and vehicles. Limited visibility enhances the potential for boat damage during the lifting, transporting and storing process.

When in the storage facility, the marina forklifts raise the mast, forks, and boat thereon to a positive lift position to store the boat in any one of the plurality of storage racks. Marina forklift operators may also experience limited visibility when attempting to store boats in elevated storage racks. An operator located on the ground level may have difficulty seeing and locating a rack located several rows above ground level.

Additionally, most current marina forklifts have complicated structures that require an intricate knowledge of complicated control functions. Complicated controls require that marina forklift operators receive extensive training before the marina forklift can be effectively and efficiently operated. The manipulation of multiple levers, controls, and buttons requires additional operator navigation time. The productivity of even a skillful operator is therefore sacrificed. Fully automated systems would relieve operators of these tedious tasks.

Thus, there exists a significant need for an improved boat lifting and stacking vehicle that requires less maneuvering space when stacking boats in a storage facility. Such an improved boat lifting and stacking vehicle should not require a counterweight and should include a frame approximately the length of the largest stored boat, multidirectional steering capacities, an extendable and rotatable operator console, hydraulic supports to distribute forces exerted at the front and rear wheels, and improved operator controls. The present invention fulfills these needs and provides further related advantages.

SUMMARY OF THE INVENTION

Herein disclosed is a specially designed boat lifting and stacking vehicle configured to be have improvements in control, stability, and versatility, over other forklifts and similarly configured vehicles.

The above and other objects and the nature and advantages of the present invention will be more apparent from the following detailed description of certain specimens embodiments thereof, taken in conjunction with the drawing, wherein:

BRIEF DESCRIPTION OF THE DRAWINGS

The accompanying drawings illustrate the invention. In such drawings:

FIG. 1 is a rear perspective view of a boat lifting and stacking vehicle having a raised mast;

FIG. 2 is a rear perspective view of a boat lifting and stacking vehicle having a mast in a negative lift position;

FIG. 3 is a rear perspective view of a boat lifting and stacking vehicle having a mast in a carry position;

FIG. 4 is a front perspective view of a boat lifting and stacking vehicle having a mast in the free lift forward position;

FIG. 5 is a front perspective view of a boat lifting and stacking vehicle in the forward drive position;

FIG. 6 is a rear perspective view of a boat lifting and stacking vehicle having a raised mast and raised control seat via a scissors lift;

FIG. 7 is a front perspective view of a boat lifting and stacking vehicle having a raised mast in the stacking position and a raised control seat via a scissors lift;

FIG. 8 is a bottom view of a boat lifting and stacking vehicle carrying a boat in the crab steer position;

FIG. 9 is a bottom view of a boat lifting and stacking vehicle carrying a boat in the side step steer position;

FIG. 10 is a bottom view of a boat lifting and stacking vehicle carrying a boat in the circle steer position;

FIG. 11 is a bottom view of a boat lifting and stacking vehicle carrying a boat in the radius steer position;

FIG. 12 is a bottom view of a boat lifting and stacking vehicle carrying a boat in the standard rear steer position;

FIG. 13 is a side view of a boat lifting and stacking vehicle having a hydraulic cylinder as incorporated into the front and rear wheels;

FIG. 14 is a side view of a boat lifting and stacking vehicle suspension in depressed and lifted positions;

FIG. 15 is a

FIG. 16 is an outside perspective view of a boat lifting and stacking vehicle wheel bridge;

FIG. 17 is a side view of a boat lifting and stacking vehicle wheel bridge;

FIG. 18 is a top view of a boat lifting and stacking vehicle wheel bridge;

FIG. 19 is a front view of a boat lifting and stacking vehicle wheel bridge; and

FIG. 20 is an inside perspective view of a boat lifting and stacking vehicle wheel bridge.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

As shown in the exemplary drawings for purposes of illustration, the present disclosure for the boat lifting and stacking vehicle is referred to generally by the reference number 100. Turning now to the representative figures in the specification, FIG. 1 illustrates the boat lifting and stacking vehicle 100 in a rear perspective view having mast 102 with a raised carriage 104 and forks 106. The vehicle 100 operates similar to a conventional marina forklift or crane in many ways, except that vehicle 100 is capable of lifting and stacking longer boats in buildings with narrower aisles. Additionally, vehicle 100 of the present disclosure can better rack full length boats in the end racks. This provides the marina owner with the opportunity to maximize income for a given facility layout. As will be shown in the proceeding illustrations, the vehicle 100 is illustrated without cargo so as to better disclose the subject matter.

The marina forklift or vehicle 10c of the present disclosure does not require a counterweight when lifting boats. The lightweight frame 108 of the vehicle 100 should be approximately ten feet longer than the longest boat that needs to be stored. By placing the majority of the equipment (i.e. engines, fuel tanks, etc.) near the rear 110 of the vehicle 100, this weight, in combination with the length of the frame 108 provides for adequate balancing of any moment exerted on the forks 106 that protrude away from the mast 102. Thus, the vehicle 108 is lightweight when compared to other types of marina forklifts.

As with conventional marina forklifts or cranes, the vehicle 100 is able to drive up to the side of a seawall for retrieving boats from the water with the mast 102, carriage 104, and forks 106 in the negative lift position (FIG. 2). The negative lift position is particularly useful for lifting boats out of the water as the vehicle 100 is able to reach below the underside of a boat hull to secure transportation via the two forks 106 that protrude out from the mast 102 of the vehicle 100. The mast 102 is then raised (FIG. 4) until the bottom of the boat hull is completely removed from the threshold water level. Once in this position, the boat may be transported about the marina platform and into the storage facility.

The vehicle 100 uses its own frame 108 as a counterweight to counteract the large loads exerted at the end of the mast 102 and on the forklift forks 106. The forks 106 are any that are well known in the art. It is conceived that additional weights could be placed at the rear 110 of vehicle 100, but as it will become clear from this specification, the weight advantages of the present disclosure offer significant advantages over the prior art. A sturdy I-beam rail 112 configuration is used to reinforce and stabilize the vehicle 100 to ensure that the vehicle 100 can raise even the largest boats.

The frame 108 itself is a structural box having an integral I-beam rail 112 welded along the inside surface of the frame 108. Integral hydraulic tanks 114 line each main frame 108 section on the left 108a and right 108b sides of the vehicle 100 with suction and return directly under a pump and valve manifold, respectively. Each frame section 108a, 108b supports one engine 116 and a fuel tank 118. These devices are placed substantially at the rear 110 of the vehicle 100 as the only counterweight required to support the rotational forces exerted via a moment arm created by the boat over the forks 106 and mast 102. A cable management system (not shown) is carried by one side of the frame 108a, 108b and feeds signal wires between the frame 108 and the traverse carriage 104. A removable (for shipping) rear cross member 120 provides torsional structural support between the two I-beam frame sections 108a, 108b. A set of removable structural tubes 122 called cross members hold the frame 108 spacing constant and provide additional torsional stiffness to the frame sections 108a, 108b. A shorter set of cross members (not shown) also hold the two frame sections close together for shipping.

On the outside of the frame 108, a series of frame support stairs and rails 124 are mounted from the ground to the top of the wheel support bridges 126 to allow access to the operator console 128. FIGS. 13-20 illustrate the wheel support structures 126 that bridge a wheel well 130 in the sides of the frame 108. These structures 126 also enable each wheel 132 to turn perpendicular to the frame 108 (FIG. 9). As specifically disclosed in FIG. 14, the wheel support 126 covers a series of components that regulate wheel 132 turn and the vehicle 100 suspension.

FIG. 14 illustrates a detailed view of the wheel support structure 126. A series of multidirectional steering mechanisms (not shown) are configured into the vehicle's 100 computer system (not shown) for enhanced mobility. The configuration of the wheel support bridges 126 enables 180 degree rotation of the wheels 132 such that the vehicle 100 is capable of engaging in circle steer, crab steer, and side steer, as described below. With these enhanced steering mechanisms, boat storage owners can build storage warehouses with smaller aisles for the marina forklift 100. Furthermore, stacking boats on end racks is simplified when in side steer because the marina forklift 100 of the present disclosure is capable of moving laterally when in side steer. The wheel 132 is connected to a drive motor, gear box, and drive system (not shown). The wheel 132 is mechanically coupled to the wheel support 126 by an L-shaped support beam 134. Movement of the L-shaped support beam 134 is regulated by a rotatable shaft mechanism 136. The shaft mechanism 136 along with wheel steer (not shown) and drive support systems (not shown) maintain tire orientation and enable 180 degrees of steering. The internal computer system of the vehicle 100 regulates the shaft mechanism 136 to obtain the different steering positions as herein disclosed.

The width of the tire well 130 must be wide enough to enable unrestricted rolling motion of the tire 132 when turned perpendicular to the frame 108 of the vehicle 100 (i.e. a 90 degree rotation). The structural members of the wheel support 126 are run though a vertical plate that connects to the frame 108 by a five studded plate 138. The wheel support structures 126 also support the wheel brake (not shown) and gearbox drive system (not shown).

Further illustrated in FIG. 14 is a support bar 140 that is mechanically coupled to a hydraulic suspension system 142 (also FIG. 36). When the vehicle 100 traverses across a plane, such as a marina platform, the wheel support bar 140 of the disclosed suspension system 142 is capable of absorbing upward and downward movement. The suspension system 142 rotates around a center of rotation located at the pin 144 adjacent the support bridge 126. The downward and upward movement of the hydraulic suspension system 142 is transferred to the L-shaped support beam 134 and other components. FIG. 14 illustrates these parts being slightly displaced from equilibrium. It is conceived that only one such suspension system 142 is required to properly relieve the stresses exerted on the frame 108 of the vehicle 100 when transporting heavy loads across a marina platform (i.e. the suspension system 142 need only be incorporated into one wheel support bridge 126). Although, the disclosed suspension system 142 could be incorporated into every wheel support bridge 126.

Further incorporated into the wheel support structures 126 are bearings and structures to react to loads from the wheels 132. A pair of hydraulic supports 146 are incorporated into the front two wheel support bridges 126. When placing a boat in a rack, significant forces are exerted on the front 111 of the vehicle 100. Before deployment of the hydraulic supports 146, all of the frontal forces are exerted via the two contact points of the two front wheels 132. The deployment of the hydraulic supports is not intended to eliminate the wheels 132 as a contact point. Rather, the hydraulic supports 146 help distribute the frontal forces over a larger surface area. Thus, better force distribution alleviates the need for strong reinforced concrete floors. Front wheel loads are displaced by a pair of hydraulic supports 146. When either loading or unloading, the hydraulic supports 146 are deployed (FIG. 13) such that the impact pressure at the front wheels 132 is displaced through the hydraulic supports 146. The hydraulic supports 146 are not meant to eliminate the loads being exerted on the wheels 132, but rather redirect and displace those loads. When deployed, the hydraulic supports 146 effectively displace wheel forces over a broader area. Accordingly, approximately thirty percent less concrete (14 to 16 inches compared to 24 inches in one case) reinforcement is required to support the vehicle 100 during the loading or unloading process.

After lifting the boat to a point where the keel and props clear the cross members 122 of the frame 108, the carriage 104 retracts and brings the boat over the frame 108 (FIG. 5) (boat not shown). The carriage 104 supports the combined mast/fork system 102/106, tilt cylinders (not shown), operator console 128, a third engine 148, fuel tank 150, and hydraulic tanks 152. Tilt cylinders (not shown) are mounted high on lightweight, but strong tilt towers (not shown), due to the short length of the tilt cylinders (not shown) themselves. The traverse carriage 104 is as long as possible to reduce loads, yet short enough to allow overall length of the vehicle 100 to extend only ten feet longer than the longest boat it carries. As presently disclosed, no additional counterweights are needed to support the frame 108 from tipping when the two frame engines 116 and two frame fuel tanks 118 are located near the rear of the vehicle 100. Thus, the overall length of the vehicle 100 is comparatively short—only approximately ten feet longer than the longest boat endeavored to be stored. A drive system (not shown) controls the speed and location of the traverse carriage such that rollers (not shown) in the rear and bearing pads (not shown) in the front optimize performance.

The traverse carriage 104 then secures the boat to the rear of the frame 108 for transporting a boat across a marina platform. As shown in FIGS. 3, 4 and 7, the operator console 128 moves along the frame 108 of the vehicle 100 with the traverse carriage 104. During the process of loading and unloading, the operator, located in the operator console 128, has a better and closer view of the boat and its position in relation to the forks 106 of the vehicle 100, thus providing optimum visibility.

The vehicle 100 incorporates a moveable operator console 128. During loading and unloading, the operator console 128 moves with the traverse carriage 104. Additionally, when the vehicle 100 is transporting boats across a marina platform, the operator console 128 is capable of 180 degree rotation, such that the operator has an unobstructed view, as described herein. Moreover, the operator console 128 is also capable of moving vertically with the mast 102 when boat storage and placement requires stacking, as described herein. Thus, the operator has better visibility when transporting and stacking the boats.

After the boat cargo is secured to the rear of the frame 108, the operator console 128 is capable of rotating 180 degrees. Thus, the operator console of the present disclosure has two modes: (1) facing the boat for seawall operations (FIG. 1) and racking (FIG. 6); and (2) facing the away from the boat for unobstructed driving visibility (FIG. 5). Additionally, the operator console 128 elevates up to half the lift height of the mast 102 to maximize visibility during stacking or warehousing (FIG. 6). A scissors lift 154 or other suitable lifting or raising mechanism in the art may be used to perform elevation of the operator console 128. Operator console lift position may be governed by the internal computer system program to react to raising of the mast 102. Alternatively, the operator may have separate controls to raise or lower the console 128 independent of the mast 102. Furthermore, the operator console 128 contains operator controls for engines, drive systems, and the lift systems.

A variety of electronics and controls regulate the mechanical operations of the vehicle 100. The vehicle 100 uses a CAN bus instrumentation and control system for the engines, hydrostatic drive, traverse carriage drive, steering, and stability control. Sensors include speed pedal, brake pedal, hydraulic function pressures, temperatures, distance/location, rotation angle encoders, and locking mechanism indicators. Control algorithms include engine/pump speeds, steering modes (front wheel steer, rear wheel steer, 4 wheel radius steer, crab steer, Side Step steer, and circle steer), stability, Drive Mode, Rack Mode, Park and Place Mode, Idle Mode, Start, Shutdown, Diagnostics, and Maintenance. Furthermore, the control algorithms are capable of engaging the wheels in four by four movement.

Once the operator console 128 is in the drive position (i.e., facing away from the boat), the operator may drive the vehicle 100 across the marina platform to the storage facility. While driving, the tire loads on the concrete are nearly half those of a traditional marina forklift or crane. This is due to the unique lightweight design of the vehicle 100 and absence of counterweights found in current marina forklift designs. The combination of the overall length of the frame 108, being only approximately ten feet longer than the largest boat, and the balancing loads of the operating equipment (rear engines, rear pumps, intake filter muffler, etc) alone counter the forces exerted on the forks and transferred to the end of the mast 102 of the vehicle 100. Counterweights are used on traditional marina forklifts or cranes to prevent the forklift or crane from tipping due to the large moment arms on the end of the forks. Since the frame 108 of the vehicle 100 is able to counter the moment arm of even the largest boat loads, additional weights are unneeded. Furthermore, while the frame 108 absorbs the majority of the distributed boat weight forces, the interior welded I-beams 112 provide relief as well.

A stabilization system measures the weight and center of load, speed and amount of steering used, calculates acceptable speed and braking parameters to maintain stability under drive and steering conditions. This stabilization system also monitors the vehicle 100 when in Park and Place Mode, adjusts pressure of in-rigger cylinders that serve to spread the load when racking or lifting boats. Additionally, a set of hydraulics located on each wheel provides hydrostatic drive, lift and load sensors, controlled braking, steering function, suspension, and stability control. Each frame mounted engine 116 drives two pumps (not shown), one large load sense pump for the drive motors and one small fixed displacement pump for steering and accessory functions. The traverse carriage 104 mounted engine 148 drives a large load sense pump (not shown) for lifting, tilting, fork positioning, traverse carriage drive, and operator console lift. Additionally, a set of hydraulic tanks 114 on the frame 108 contain a divider and baffles (not shown) to maximize ambient cooling by routing oil down one side, then down the other side of the divider.

When driving along the platform to the storage facility, the vehicle 100 is in a rear turn drive position (FIG. 5). Once inside the storage facility, the operator has the option of selecting from a variety of drive positions for precise alignment depending on the layout of the storage facility. Each of the following drive positions increase maneuverability so that facility owners may build smaller aisles and drive spaces, while increasing storage space. Such steering positions might include side step steer (FIG. 9), crab steer (FIG. 8), circle steer (FIG. 10), radius steer (FIG. 11), or standard rear steer (FIG. 12). In circle steer, the vehicle 100 turns around its own center. Additionally the side step steer allows the vehicle 100 to move perpendicular to the direction of the storage racks. This provides a mechanism to precisely align and place boats on racks—especially end racks. Boat storage facility owners can build storage warehouses having aisles slightly larger than the overall width of the vehicle 100, when equipped with the array of steering mechanisms as disclosed herein.

Once the vehicle 100 having a boat thereon is lined up with the intended storage bay, the mast 102 and forks 106 carrying the boat are raised (see FIG. 6). As further shown in FIG. 6, the operator console 128 is also raised with the mast 102. Presently, it is conceived that the operator console 128 will be raised by a scissors lift 154 (FIG. 6), although any suitable lifting mechanism in the art could be integrated into the vehicle 100. At the elevated position disclosed in FIG. 6, the operator has improved visibility of the storage rack, bottom of the boat, and relative fork placement.

Once the boat is aligned with the proper storage bay, the operator selects Park and Place Mode, which allows the traverse carriage to move the boat forward into the rack bunk (FIG. 7). Again, the design of the vehicle 100 reduces the floor or aisle space required to place the boat in a rack because the mast 102 is able to traverse from the position shown in FIG. 6 to the extended position shown in FIG. 7. When in the extended position shown in FIG. 7 the boat (not shown) on the forks would effectively be located in the storage bay. The rest of the vehicle 100 would be aligned in the aisle. It is conceived, therefore, that the aisle need only be approximately the length of the boat plus 10 feet. The operator console 128 is shown in a raised position to give the operator a better view when placing the boat in the storage rack (also not shown).

An active stability control system integrated into the computer system ensures that the operator can concentrate on the safe placement of the boat into the rack. Hydraulic load supports 146 (FIG. 13) extend from the front of the frame 108 to the bridge support 126 to reduce tire loading on the concrete and also increases the solid feel during side shift. Such hydraulic load supports 146 may be included on any or all of the bridge supports 126. The racking cycle is complete when the traverse carriage 104 returns to the position depicted in FIG. 5 with the mast 102, forks 106, and operator console 128 retuned to the lower, drive positions.

Furthermore, vehicle 100 also features four wheel hydrostatic drive, digital hydraulics, in-rigger cylinders, and other lift and stability sensors in order to rack boats using smaller aisles. Thus, marina owners are capable of storing larger numbers of longer boats on higher racks in smaller building footprints

A variety of modifications and improvements to the boat lifting and stacking vehicle of the present disclosure will be apparent to those skilled in the art. Accordingly, those skilled in the art will appreciate that such changes may be made without departing from the underlying principles of the present disclosure. The above-described disclosure is not intended to limit the scope of the invention. Accordingly, the scope of the present invention is determined only by the following claims.

Claims

1. A boat lifting and stacking vehicle, comprising:

an elongated frame including parallel side rails; and

a carriage mounted on the rails and moveable along the length thereof, said carriage having an upright mast and an operator console mounted thereon, the operator console being moveable with said carriage from the front of the frame to the rear of the frame.

2. The boat lifting and stacking vehicle of claim 1, wherein the operator console is capable of positive lift when the mast is in positive lift.

3. The boat lifting and stacking vehicle of claim 1, wherein the frame has cross-members and structural tubing to rigidly maintain the frame in a planar-rectangular form in use.

4. The boat lifting and stacking vehicle of claim 1, wherein said operator console is pivotal through 180 degrees to selectively face the front of the frame or the rear of the frame.

5. The boat lifting and stacking vehicle of claim 2, including an operator console lifting mechanism.

6. The boat lifting and stacking vehicle of claim 5, wherein the operator console lifting mechanism comprises a scissor-type lift.

7. The boat lifting and stacking vehicle of claim 1, including a plurality of independently steerable ground-engaging wheels associated with the frame.

8. The boat lifting and stacking vehicle of claim 7, including means for driving the wheels associated with each rail.

9. The boat lifting and stacking vehicle of claim 7, wherein each wheel is independently driven and steered by input from the operator console.

10. The boat lifting and stacking vehicle of claim 7, wherein each wheel is mounted on an L-shaped support beam connected to a rotatable shaft mechanism, which is connected to a wheel support bridge on the frame.

11. The boat lifting and stacking vehicle of claim 10, further comprising a support bar pivotally connected to each wheel support bridge and engaged by a hydraulic suspension system, the shaft mechanism engaging the support bar.

12. The boat lifting and stacking vehicle of claim 10, further comprising hydraulic supports on the wheel support bridges.

13. The boat lifting and stacking vehicle of claim 10, further comprising stairs and rails on the wheel support bridge adjacent the operator console.

14. The boat lifting and stacking vehicle of claim 7, wherein the vehicle is capable of circle steering, crab steering, and side steering.

15. A boat lifting and stacking vehicle, comprising:

an elongated frame including parallel side rails;

a carriage mounted on the rails and moveable along the length thereof, said carriage having an upright mast and an operator console mounted thereon; and

a plurality of independently steerable, ground-engaging wheels associated with the frame, each of said wheels rotatable through 180 degrees.

16. The boat lifting and stacking vehicle of claim 15, wherein each wheel is mounted on an L-shaped support beam connected to a rotatable shaft mechanism, which is connected to a wheel support bridge on the frame.

17. The boat lifting and stacking vehicle of claim 16, further comprising a support bar pivotally connected to each wheel support bridge and engaged by a hydraulic suspension system, the shaft mechanism engaging the support bar.

18. The boat lifting and stacking vehicle of claim 16, further comprising hydraulic supports on the wheel support bridges near a front of the frame.

19. The boat lifting and stacking vehicle of claim 16, further comprising stairs and rails on the wheel support bridge adjacent the operator console.

20. The boat lifting and stacking vehicle of claim 15, wherein the frame has cross-members and structural tubing to rigidly maintain the frame in a planar-rectangular form in use.

21. The boat lifting and stacking vehicle of claim 15, including means for driving the wheels associated with each rail.

22. The boat lifting and stacking vehicle of claim 21, wherein each wheel is independently driven and steered by input from the operator console.

23. The boat lifting and stacking vehicle of claim 15, wherein the vehicle is capable of circle steering, crab steering, and side steering.

24. The boat lifting and stacking vehicle of claim 15, wherein the carriage is moveable along the length of the frame and the operator console is moveable with said carriage.