AU2009200912B2 - Method of Securing Components Together - Google Patents

Abstract

Abstract A method is disclosed of securing a first component 30 to a second component 50, the method comprising the steps of: (a) placing at least one pad 42 on a surface 33 of the first component 30; 5 (b) applying a liquid polymer and a reinforcing material 45 to the pad 33; and (c) placing a surface of the second component 50 on the pad 42 so that the pad 42 conforms to the surface of the first component 30 and the surface of the second component 50, and so that the polymer is able to bond the components 30, 50 10 together. 43'4 3-42 4 4 2\ -33- -43 -33-1 57-57 57 56\ -33-7- 57 FIGURE 6 50 33 _30 55 35\ 5 57 33 54 - 57 56-- 54 3354 3 33 35 54 --- 58 5444

Description

1 METHOD OF SECURING COMPONENTS TOGETHER Field of the Invention The present invention relates generally to a method of securing components together. 5 Although the present invention will be described with particular reference to securing together various fibre-reinforced polymer boat components such as fibre reinforced polymer engine compartment liners and fibre-reinforced polymer hulls, it will be appreciated that this is by way of example only and that the invention may be used to secure other components together. 10 Brief Discussion of the Prior Art Moulded fibre-reinforced polymer boat hulls are formed in large moulds by applying layers of resin and fibreglass to the inside surfaces of the moulds. After the resin and fibreglass layers have cured, various other components of the boat, including 15 its engine, can be installed inside the hull. The inside surface of a moulded fibre-reinforced polymer boat hull is usually quite rough. Instead of installing the engine directly on to the rough inside surface of the hull, some boat manufacturers will firstly install an engine compartment liner in the hull. The liner is manufactured separately from the hull and is usually shaped so 20 that it includes spaces for battery boxes, holes for drive shafts, engine mounts etc. Once the liner has been installed in the hull, the engine and its ancillary equipment are then mounted on the liner. The liner is made from fibre-reinforced polymer and is moulded using a process which is similar to that used to mould the hull. Consequently, the upper 25 surface of the liner has a smooth clean finish, and the lower surface of the liner is rough and unfinished like the inside surfaces of the hull. When the liner is installed in the hull, the rough underside of the liner comes together with the rough inside surfaces of the hull. The liner is usually installed in the hull by securing it to the hull with an 30 adhesive. It is important that there is a strong adhesive bond between the liner and the hull because the engine liner is usually subjected to extreme forces and can delaminate 2 from the hull if the bond is not sufficiently strong. In order to secure the liner to the hull, some manufacturer's simply spray or inject an adhesive into the gaps between the inside surfaces of the hull and the underside of the liner to effectively adhere the liner to the hull. For example, one 5 particular manufacturer is known to apply an adhesive which is marketed under the trade mark Plexusrm into the gaps between the inside surfaces of the hull and the underside of the liner. A problem with this method is that it is usually not possible to visually inspect the area between the surfaces of the liner and the hull that are to be adhered 10 together after the liner has been placed on the hull. This makes it difficult or impossible to determine exactly how much adhesive is required to properly coat the adjacent liner and hull surfaces. As a consequence, it typically happens that an insufficient amount of adhesive is applied between the liner and the hull so that large areas of the surfaces of the liner and the hull that are to be adhered together are not 15 coated with adhesive and therefore cannot bond together. This reduces the strength of adhesion between the liner and the hull so that, over time, the adhesion between the liner and the hull fails, and the liner delaminates from the hull. It would therefore be desirable to have a method of securing a fibre reinforced polymer engine compartment liner to a fibre-reinforced polymer boat hull 20 which is less likely to result in the liner delaminating from the hull. More generally, it would be desirable to have a method of securing two or more components together so that the components are less likely to separate from each other. 25 Summary of the Invention It is an object of the present invention to overcome, or at least ameliorate, one or more of the deficiencies of the prior art mentioned above, or to provide the consumer with a useful or commercial choice. Other objects and advantages of the present invention will become apparent 30 from the following description, taken in connection with the accompanying drawings, wherein, by way of illustration and example, a preferred embodiment of the present 3 invention is disclosed. According to a first broad aspect of the present invention there is provided a method of securing a first component to a second component, the method comprising the steps of: (a) placing at least one pad on a surface of the first component; 5 (b) applying a liquid polymer and a reinforcing material to the pad; and (c) placing a surface of the second component on the pad so that the pad conforms to the surface of the first component and the surface of the second component, and so that the polymer is able to bond the components together. The method according to the present invention enables a stronger and more reliable 0 bond between the first component and the second component to be achieved. In one embodiment, the first component is a first structural component, and the second component is a second structural component. According to a second broad aspect of the present invention there is provided a method of securing a first structural component to a second structural component, the method .5 comprising the steps of: (a) placing at least one pad on a surface of the first structural component; (b) applying a liquid polymer and a reinforcing material to the pad, such that the liquid polymer and the reinforcing material contacts the first structural component; and (c) placing a surface of the second structural component on the liquid polymer and 0 the reinforcing material applied to the pad so that the pad conforms to the surface of the first structural component and the surface of the second structural component, and so that the polymer is able to bond the components together. Preferably, both the first component and the second component are fabricated from a fibre-reinforced polymer. For example, the components may be fabricated from carbon fibre 25 reinforced polymer or Kevlar fibre-reinforced polymer. It is particularly preferred that the components are fabricated from fibreglass-reinforced polymer. The method may be used to secure any type of components together. In a preferred form, the first component and the second component are boat components. For example, the first component and the second component may be selected from the group comprising the 30 following pairs of boat components: an engine compartment liner and a boat hull; a fuel tank and a boat hull; a water tank and a boat hull; a headliner and a deck; a headliner and a fly bridge; a headliner and a fly bridge roof; a 3a headliner and one or more fly bridge wings; targa components; or a bulkhead and a boat hull; and a bulkhead and a deck. Preferably, the method also comprises the step of smoothing either or both of the components to remove any surface imperfections that may prevent the 5 components from being properly located relative to each other. The smoothing may be done in any number of different ways. For example, the components may be smoothed by grinding or sanding them either by hand or with a suitable grinding or sanding machine. The pad may be any suitable type of pad. Preferably, the pad is a piece of 4 soft foam. For example, the pad may be a piece of polyurethane foam. In a particular preferred form the pad is a piece of open cell foam. The pad may be any suitable size and shape. For example, the pad may have a trapezoidal profile with a pair of parallel surfaces, and a pair of converging surfaces 5 extending between the parallel surfaces. One of the parallel surfaces is preferably 25 mm wider than the other parallel surface. In a particular preferred form, one of the parallel surfaces is 20 mm wide, and the other parallel surface is 45 mm wide. It is particularly preferred that the parallel surfaces are separated from each other by 75 mm. Preferably, the pad is placed on the surface of the first component such that the 10 wider of the two parallel surfaces rests on the surface of the first component. It is preferred that the method also comprises the step of securing the pad relative to the first component to prevent unwanted movement of the pad relative to the first component before the mixture is applied. The pad may be secured relative to the first component in any suitable manner. For example, the pad may be secured 15 relative to the first component with an adhesive. In a particular preferred form, the pad is secured relative to the first component with an adhesive tape. The polymer and the reinforcing material may be applied to the pad in any suitable manner. For example, the polymer and the reinforcing material may be poured or brushed on to the pad. In a particular preferred form, the polymer and the 20 reinforcing material are sprayed on to the pad. The polymer and the reinforcing material may be sprayed on to the pad in any suitable manner. For example, the polymer and the reinforcing material may be sprayed on to the pad using any suitable type of spray gun. However, it is particularly preferred that the polymer and the reinforcing material are sprayed on to the pad using a chopper gun. 25 In a preferred form, the polymer and the reinforcing material is applied to the pad so that the pad is soaked with the polymer. The polymer and the reinforcing material is preferably applied to the pad such that it at least partially covers the pad. However, the polymer and the reinforcing material may be applied to the pad such that they substantially or completely coat the 30 pad. Preferably, the step of applying the polymer and the reinforcing material to 5 the pad also comprises applying the polymer and the reinforcing material to a surface of the first component which is adjacent to the pad. In this way the polymer and the reinforcing material is able to bond the pad to the first component. The polymer may be any suitable type of polymer. Preferably, the polymer 5 is a thermosetting polymer. For example, the polymer may be polyester resin or an epoxy resin or a vinyl ester resin. Preferably, the reinforcing material is a fibre-based reinforcing material. For example, the reinforcing material may be fibreglass, carbon fibre, or Kevlar. The method preferably also comprises the step of consolidating the polymer 10 and the reinforcing material prior to the first component and the second component being secured together. The polymer and the reinforcing material are preferably consolidated by hand. For example the polymer and the reinforcing material may be consolidated by being rolled with a roller to remove entrapped air bubbles. Preferably, after the polymer and the reinforcing material have been 15 consolidated, and before the surface of the second component is placed on the pad, additional polymer is applied to ensure bonding between the pad and the components. The method may also comprise the step of forcing the components together to prevent the components from pulling away from each other as the polymer bonds the components together. For example, a weight may be placed on one of the 20 components so that the two components are thereby forced together. According to a third broad aspect of the present invention there is provided an assembly comprising a first component, and a second component secured to the first component, the assembly being characterised in that the first component and the second component are secured together using the method according to the first or 25 second broad aspects of the present invention. According to a fourth broad aspect of the present invention there is provided an assembly comprising a first component, and a second component secured to the first component, wherein the first component and the second component are secured together using the method according to the first or second broad aspects of the present 30 invention. Brief Description of the Drawings In order that the invention may be more fully understood and put into 5a practice, a preferred embodiment thereof will now be described with reference to the accompanying drawings, in which: Figure 1 depicts the inside of a fibreglass-reinforced polymer boat hull after 6 foam strips have been positioned on the surfaces of the hull on which a fibreglass reinforced polymer engine compartment liner is to be mounted; Figure 2 depicts the inside of the boat hull after a fibreglass and polymer mixture has been sprayed over the foam strips and adjacent surfaces of the hull, and 5 after a polyester adhesive has been applied around a pair of cylindrical protrusions on the inside of the hull; Figure 3 is an enlarged view of the polyester adhesive applied around the cylindrical hull protrusions; Figure 4 depicts a fibreglass-reinforced polymer engine compartment liner 10 being lowered into the hull on top of the foam strips and cylindrical hull protrusions; Figure 5 depicts the engine compartment liner after it has been lowered into the hull; Figure 6 depicts the front bulkhead and bottom of the engine compartment liner being secured to the hull; 15 Figure 7 depicts the bottom of the engine compartment liner being secured to the hull; Figure 8 depicts the rear bulkhead of the engine compartment liner being secured to the hull; Figure 9 depicts a lifting bulkhead being secured to the hull and the engine 20 compartment liner; Figure 10 depicts a plurality of beams being secured to the hull; Figure 11 depicts the inside of the boat hull after foam strips have been positioned on the surfaces of the hull on which a fibre-glass reinforced polymer fuel tank is to be mounted; 25 Figure 12 depicts the inside of the boat hull illustrated in figure I1 while a fibreglass and polymer mixture that has been sprayed over the foam strips and adjacent surfaces of the hull is being consolidated with a roller; Figure 13 depicts the fuel tank being lowered into position on the boat hull; Figure 14 depicts a wedge being hammered into place to lock the fuel tank 30 into position relative to the boat hull; Figure 15 depicts a surface of a liner for a boat fly bridge after foam strips 7 have been positioned on the liner surface and after a fibreglass and polymer mixture has been sprayed over the foam strips and adjacent surfaces of the liner; Figure 16 depicts a polyester adhesive being applied to a flange of the liner illustrated in figure 15; 5 Figure 17 depicts a fibreglass-reinforced polymer top mould being lowered onto the liner illustrated in figure 15; and Figure 18 depicts the top mould and the liner being bolted together. Detailed Description of the Drawings 10 Referring to figure 1, a moulded fibreglass-reinforced polymer boat hull 30 is formed in a mould 31 by applying layers of resin and fiberglass to the inside surfaces of the mould 30. Hull 30 includes a bottom 32 that includes an inner surface 33, a keel 34, a pair of cylindrical water inlet protrusions 35, a pair of drive shaft recesses 36, and a 15 pair of arched drive shaft tunnel protrusions 37. Inner surface 33 is rough, while the outer surface (not depicted) of the hull 30 is smooth. A pair of opposing sides 38 extends upwardly from the hull bottom 32. The intersection of each side 38 with the bottom 32 defines a respective chine 39. A transom 40 is located at the stern of the hull 30 and extends upwardly from 20 the bottom 32 and between the sides 38 of the hull 30. A plurality of parallel stringers 41 extend along the bottom 32 from the transom 40 towards the bow (not depicted) of the hull 30. A plurality of pre-cut soft open cell foam strips 42 are placed on the inner surface 33 of the hull 30 at various locations where an engine compartment liner is to 25 be secured to the hull 30. In particular, a plurality of foam strips 42 are located adjacent the keel 34, cylindrical protrusions 35, recesses 36, arched protrusions 37, chines 39 and stringers 41 as depicted in figure 1. Each foam strip 42 has a trapezoidal profile with parallel bottom and top surfaces, and a pair of nonparallel sides converging from the bottom surface to the top 30 surface. The top surface has a width of 20 mm, the bottom surface has a width of 45 mm, and the top surface is separated from the bottom surface by 75 mm.

8 Before the foam strips 42 are placed on the rough inner surface 33 of the hull 30, the surface 33 is partially smoothed by grinding or sanding it, for example, to remove any surface imperfections that may prevent the liner from being properly located relative to the hull 30. 5 Also, the engine compartment liner is trimmed and sanded, and all edges and holes of the liner that will directly contact the hull surface 33 are marked with a suitable marking pen such as a texta pen. The liner is then dry fitted into the hull 30 so that the pen markings on the surfaces of the liner that contact the hull surface 33 rub off onto the surface 33. The resultant pen markings on the hull surface 33 indicate 10 the regions of the surface 33 onto which the foam strips 42 are not to be placed. The liner is then removed from the hull 30 and the foam strips 42 are then placed at appropriate locations on the hull surface 33 that are located between the pen markings on the surface 33. The foam strips 42 are held in place with a suitable adhesive tape 43 so as to 15 inhibit the strips 42 from being moved relative to the hull 30. Polyester glue 44 is applied to the surface 33 around the cylindrical protrusions 35. Glue 44 may be polyester glue such as ProBondir polyester glue, or any other suitable glue. 1200 - 1800gms of gun applied glass is sprayed over the foam strips 42 and 20 adjacent portions of the inner surface 33. The gun applied glass is a fibreglass and polymer resin mixture. A chopper gun is used to spray the mixture over the strips 42 and adjacent portions of the inner surface 33 so that they are coated with the mixture. A chopper gun is a spray gun which combines dispensing of resin with mixing therein of chopped fibreglass. 25 After the fibreglass and resin mixture has been consolidated by rolling it to remove entrapped air bubbles, and prior to placing the engine compartment liner in the hull 30, additional resin is applied to the foam strips 42 to ensure bonding is able to occur between the liner and the strips 42 when the liner is lowered on to the strips 42. 30 Figures 2 and 3 depict the hull 30 after the various fiberglass and resin coats 45 have been applied to the foam strips 42 and adjacent portions of the inner surface 9 33. Figure 2 also depicts a moulded fibreglass-reinforced polymer engine compartment liner 50 suspended above the hull 30 prior to being lowered into the hull 30 on top of the foam strips 42 and cylindrical protrusions 35. Similarly to the hull 30, the liner 50 is formed in a mould (not depicted) by 5 applying layers of polymer resin and fibreglass to the inside surfaces of the mould. Referring to figure 4, before the glue 44 as well as the additional resin applied to the strips 42 sets, the engine compartment liner 50 is lowered into the hull 30 using a hoist (not depicted) which is secured to the liner 50 by straps 51. Referring to figure 5, liner 50 includes a bottom 52 which has various 10 recessed compartments 53 and openings 54. It also includes a rear bulkhead 55 that extends upwardly from the bottom 52, and a front bulkhead 56 that also extends upwardly from the bottom 52. The liner 50 is lowered into the hull 30 so that it rests on the hull bottom 32 and is properly aligned with the hull 30. In particular, the liner 50 is lowered into the 15 hull 30 so that the bottom surface of the liner 50 rests on top of the foam strips 42 and on the glue 44 so that the wet resin 45 on the strips 42 and the glue 44 bond with the liner 50 and thereby secure or join the liner 50 relative to the hull 30. When the liner 50 rests on the foam strips 42, the foam strips 42 compress and conform to the shape of the surfaces of the hull 30 and the liner 50 that they contact. Moreover, the liner 50 20 is lowered into the hull 30 so that the rear bulkhead 55 abuts against the stringers 41, and so that each cylindrical protrusion 35 is received by a respective circular opening (see figure 7) in the liner 50. Upon drying, the glue 44 forms a seal between the liner 50 and the hull bottom 32. A weight (not depicted) is preferably placed on top of the liner 50 after it has 25 been inserted into the hull 30. The weight presses the liner 50 against the inner surface 33 of the hull 30 to ensure proper bonding between the hull 30 and the liner 50. The hull 30 is left in the mould 31 while this is being done so as to prevent the hull 30 from being distorted. The next step is to hand "glass in" the liner 50 with the hull 30 using two 30 layers of 900gm double fibreglass mat. This involves applying layers of resin and fibreglass mat to adjacent surfaces of the liner 50 and the hull 30.

10 Figure 6 depicts the glassing in of the bottom 52 and front bulkhead 56 of the liner with the hull 30 with lengths of 900gm fibreglass mat 57 which is stored on rolls such as the roll 58. Resin is sprayed on to adjacent surfaces of the hull 30 and liner 50 using a spray gun 59, and pieces of mat 57 are then laid on top of the resin such that 5 the mat 57 extends between the adjacent surfaces. Another layer of resin is applied on top of the first layer of mat 57, and a second layer of mat 57 is then laid on top of that resin. Figure 7 is another view of the hull 30 and liner 50 while the bottom 52 and front bulkhead 56 of the liner 50 are being glassed in with the hull 30. 10 Figure 8 depicts the rear bulkhead 55 of the liner 50 after it has been glassed in with the hull 30. It also depicts a 12 mm bilge pad 60 after it has been glassed in with the hull 30 and the liner 50. Bilge pad 60 covers a portion of the keel 34 which is not covered by the liner 50. Referring to figure 9, 18 mm ply lifting bulkheads 66 are also glassed in with 15 the hull 30 and the liner 50. With reference to figures 8 and 10, a plurality of foam beams 62 are secured to the hull 30 between the stringers 41 with adhesive tape 63. Each beam 62 is 100 mm wide. The beams 62 are then glassed in with the hull 30 using resin and two layers of fibreglass mat. 20 Referring to figure 11, after the engine compartment liner 50 has been inserted into and secured to the hull 30, a plurality of pre-cut soft open cell foam strips 70 are placed on the inner surface 33 of the hull 30 between the front bulkhead 56 of the engine compartment liner 50 and a bulkhead 70 of the hull 30. Foam strips 70 are laid transversely across the hull surface 33 such that they extend between the keel 34 25 and the sides 38. Strips 70 are secured to the hull surface 33 with adhesive tape (not depicted) so as to prevent the strips 70 from being inadvertently moved relative to the hull 30. A moulded fibreglass-reinforced polymer conformal fuel tank 80 is hoisted above the hull 30 so that it is ready to be lowered onto the hull 30 between the front 30 engine compartment liner bulkhead 56 and the hull bulkhead 71. Fuel tank 80 has an upper surface 81, a rear surface 82, a front surface (not I1 depicted), and a lower surface 83 that is substantially conformal to the surfaces of the bottom 32 and sides 38 of the hull 30. Referring to figure 12, 1800 gm of gun applied glass 90 is sprayed over the foam strips 70 and adjacent portions of the hull surface 33. The gun applied glass 5 mixture which is sprayed over the strips and adjacent portions of the hull surface 33 is a fibreglass and polymer resin mixture. A roller 91 is then used to consolidate the gun applied glass 90 to remove any entrapped air bubbles from it. While the glass 90 is still wet, the fuel tank 80 is lowered onto the hull 30 as 10 depicted in figure 13 so that the tank 80 is positioned between the engine compartment liner front bulkhead 56 and the hull bulkhead 71, and so that the lower surface 83 comes to rest on the hull bottom 32 and the foam strips 70. Tank 80 is also leveled relative to the hull 30 as it is lowered into position. The foam strips 70 are compressed between the hull 30 and the fuel tank 80 15 so that the strips 70 conform to the shape of the surfaces of the hull 30 and the fuel tank 80 that they are in contact with. Once the tank 80 has been lowered onto the hull 30, the wet glass 90 on the strips 70 bonds with the tank 80 and thereby secures or joins the tank 80 and the hull 30 together. 20 Also, referring to figure 14, a wedge 92 is hammered into place between the hull bulkhead 70 and the fuel tank 80 to lock the tank 80 into position relative to the hull 30. Referring to figure 15, a moulded fibreglass-reinforced polymer liner 100 for a boat fly bridge includes a surface 101. Before a fibreglass-reinforced polymer top 25 mould is secured to the liner 100, a template (not depicted) is placed on the surface 101 such that the template is correctly positioned and oriented relative to the liner 100. The design of the template is such that, once it has been correctly positioned relative to the liner 100, a marking pen such as a texta can then be used to mark out lines around the template which define areas where a plurality of pre-cut open cell 30 foam strips 102 are to be placed on the surface 10 1. After the foam strips 102, which have a height of 75 mm, have been placed at 12 appropriate locations on the surface 101, the strips 102 are secured to the surface with adhesive tape (not depicted). A chopper gun (not depicted) is then used to spray a fibreglass and polymer resin mixture onto the strips 102 and adjacent portions of the surface 101. 5 With reference to figure 16, polyester glue 104 is applied to the surface 101 along the entire length of a flange 105 of the liner 100. Glue 104 may be a polyester glue such as ProBondTM polyester glue, or any other suitable glue. While the fibreglass and polymer resin mixture 103 and glue 104 are still wet, a hoist is used to lower a fibreglass-reinforced polymer top mould 110 onto the 10 liner 100 as depicted in figure 17. Top mould 110 is placed on top of the liner 100 such that a lower surface (not depicted) of the top mould 110 contacts the foam strips 102 as well as the surface 101 of the liner 100. Moreover, the top mould 110 is also placed on the liner 100 such that a flange I11 of the top mould 110 rests against the flange 105 of the liner 100. 15 The foam strips 102 are compressed between the liner 100 and the top mould 110 so that the strips 102 conform to the shapes of the surfaces of the liner 100 and the top mould I 10 that they contact. Referring to figure 18, a plurality of aligned holes are drilled through the flanges 105, 111, and the liner 100 and the top mould 110 are bolted together. The 20 liner 100 and the top mould 110 are bolted together by firstly inserting a respective bolt through each of the holes drilled in the flanges 105, 111. A respective nut is then threaded onto an end of each bolt, and then tightened using a pneumatic wrench 120 and a spanner 121. The polymer and fibre mixture that is applied to the foam strips that are 25 positioned between the various components that are secured together is allowed to dry and cure so that it secures the various components together. Throughout the specification and the claims, unless the context requires otherwise, the term "comprise", or variations such as "comprises" or "comprising", will be understood to apply the inclusion of the stated integer or group of integers but 30 not the exclusion of any other integer or group of integers. Throughout the specification and claims, unless the context requires 13 otherwise, the term "substantially" or "about" will be understood to not be limited to the value for the range qualified by the terms. It will be appreciated by those skilled in the art that variations and modifications to the invention described herein will be apparent without departing 5 from the spirit and scope thereof. The variations and modifications as would be apparent to persons skilled in the art are deemed to fall within the broad scope and ambit of the invention as herein set forth. It will be clearly understood that, if a prior art publication is referred to herein, that reference does not constitute an admission that the publication forms part 10 of the common general knowledge in the art in Australia or in any other country.

Claims (20)

1. A method of securing a first structural component to a second structural component, the method comprising the steps of: (a) placing at least one pad on a surface of the first structural component; (b) applying a liquid polymer and a reinforcing material to the pad, such that the liquid polymer and the reinforcing material contacts the first structural component; and (c) placing a surface of the second structural component on the liquid polymer and the reinforcing material applied to the pad so that the pad conforms to the surface of the first structural component and the surface of the second structural component, and so that the polymer is able to bond the components together.

2. The method of claim 1, wherein the first structural component and the second structural component are fabricated from fibre-reinforced polymer.

3. The method of any one of the preceding claims, wherein the first structural component and the second structural component are boat components.

4. The method of claim 3, wherein the first structural component and the second structural component are selected from the group consisting of the following pairs of boat components: an engine compartment liner and a boat hull; a fuel tank and a boat hull; a water tank and a boat hull; a headliner and a deck; a headliner and a fly bridge; a headliner and a fly bridge roof; a headliner and one or more fly bridge wings; targa components; a bulkhead and a boat hull; and a bulkhead and a deck.

5. The method of any one of the preceding claims, further comprising the step of smoothing the first structural component prior to step (a) or smoothing the second structural component prior to step (c).

6. The method of any one of the preceding claims, wherein the pad has a trapezoidal profile.

7. The method of any one of the preceding claims, further comprising the step of securing the pad relative to the first structural component.

8. The method of claim 7, wherein the pad is secured relative to the first structural 15 component with an adhesive, preferably with an adhesive tape.

9. The method of any one of the preceding claims, wherein the applying step comprises: - pouring or brushing the liquid polymer and the reinforcing material on to the pad; or - spraying the liquid polymer and the reinforcing material on to the pad.

10. The method of claim 9, wherein the applying step comprises spraying the liquid polymer and the reinforcing material on to the pad and wherein the polymer and the reinforcing material are sprayed on to the pad using a chopper gun.

11. The method of any one of the preceding claims, wherein the pad is a piece of soft foam.

12. The method of claim 11, wherein the pad is a piece of polyurethane foam and/or open cell foam.

13. The method of claim 11 or 12, wherein the polymer and the reinforcing material are applied to the pad so that the pad is soaked with the polymer.

14. The method of any one of the preceding claims, wherein the polymer is a thermosetting polymer, and is preferably selected from the group consisting of: polyester resin; epoxy resin; and vinyl ester resin.

15. The method of any one of the preceding claims, wherein the reinforcing material is a fibre-based reinforcing material.

16. The method of claim 15, wherein the reinforcing material is selected from the group consisting of: fibreglass; carbon fibre; and Kevlar.

17. The method of any one of the preceding claims, further comprising the step of consolidating the polymer and the reinforcing material prior to step (c).

18. The method of claim 17, further comprising the step of applying additional liquid polymer to the pad after the consolidating step and before step (c).

19. The method of any one of the preceding claims, further comprising the step of forcing the first structural component and the second structural component together. 16

20. An assembly comprising a first structural component, and a second structural component secured to the first structural component, wherein the first structural component and the second structural component are secured together using the method of any one of the preceding claims. Dated: 10 November 2014