Wind-driven ship with an extension and a fender

Abstract

The present disclosure relates to a ship (1) comprising: hull planking (12); an extension (2); and a fender (3) movably mounted with respect to the extension (2) such that it can move between a navigation position and a docking position.

Description

[0001] VESSEL EQUIPPED WITH AN EXTENSION AND A FENDER

[0002] TECHNICAL FIELD

[0003] This disclosure relates to the field of naval architecture. More specifically, this disclosure relates to the docking of a vessel equipped with a side extension.

[0004] TECHNOLOGICAL BACKGROUND

[0005] A ship typically consists of a hull, which defines the ship's exterior shape, and a deck, which defines the ship's usable area. Different cargoes can be placed on the deck. In addition, a ship is usually configured to dock at a quay.

[0006] The quay commonly includes a structure, such as a platform or pile, raised above the water surface on which the vessel is configured to float. The quay is usually provided with a support element extending out from the quay and configured to cushion the berthing of the vessel at the quay without damaging the plating. In addition, the quay may include facilities, such as a gantry and / or cranes, some of which facilitate the transfer of cargo between the deck and the quay.

[0007] In order to avoid any interaction with the quayside equipment when berthing, the portion of the planking of certain vessels which is intended to rest against the quayside is vertically straight and smooth, which has the disadvantage of limiting the width of the deck and therefore the space available for loads on the vessel.

[0008] To increase the space available for the payload being carried, other vessels, such as aircraft carriers, may include side extensions that project outward from the ship's side above the waterline. However, these vessels cannot normally berth at a conventional quayside, as the side extensions would then risk interacting with the quayside facilities. Dedicated docking pontoons are therefore provided for this purpose, which has the disadvantage of complicating docking or even prohibiting the use of certain ports in the absence of such docking pontoons.

[0009] GENERAL STATEMENT

[0010] An objective of the present disclosure is to increase the available load-carrying space of a vessel, for example to provide the vessel with additional functions, without degrading the accessibility to the quay and the berthing of the vessel or changing or reducing its carrying capacity.

[0011] Another objective of this disclosure is to provide a vessel with additional space suitable for receiving a load, with less impact on navigation quality.

[0012] In this regard, there is provided, according to one aspect of the present disclosure, a vessel configured to float on a liquid medium, the vessel extending in a longitudinal direction, the vessel having a bow and a stern and comprising: a planking comprising an emerged portion intended to be located outside the medium at rest when the vessel is floating on the medium; an extension adapted to receive a load and extending outwardly from the emerged portion of the planking, the extension having an extension length in the longitudinal direction and a forward end extending towards the bow of the vessel;and a fender positioned longitudinally at the extension and comprising: a docking beam having an outer surface adapted to form a bearing surface against a quay for docking the vessel at the quay, a beam length in the longitudinal direction, the beam length being greater than or equal to the extension length, and a forward end extending towards the bow, the forward end of the beam being closer to or equidistant from the bow than the forward end of the extension;and a plurality of struts, each of the plurality of struts comprising an outer end connected to the beam and an inner end opposite the outer end and adapted to form a bearing surface against the planking, wherein the fender is mounted movable relative to the extension between: a sailing position in which the fender extends at or above the extension relative to a free surface of the medium at rest when the vessel is floating on the medium; and a docking position in which the fender extends below the extension relative to the free surface of the medium at rest when the vessel is floating on the medium, and the outer surface of the beam extends to a position external to the extension.;

[0013] Advantageously, but optionally, the vessel may include at least one of the following characteristics, taken alone or in any combination:

[0014] - the vessel has a vessel length in the longitudinal direction and the beam length is at least greater than one quarter of the vessel length, for example is at least greater than one third or half of the vessel length; - the external surface of the beam is convex at one end of the beam, preferably at the forward end of the beam;

[0015] - the extension comprises a bottom wall having an external surface, a plane tangent to the external surface of the bottom wall being inclined relative to a free surface of the medium at rest when the vessel is floating on the medium, preferably with an angle of between 10° and 45°, and / or wherein the fender comprises a bottom wall having an external surface, a plane tangent to the external surface of the bottom wall of the fender being inclined relative to a free surface of the medium at rest when the vessel is floating on the medium, preferably with an angle of between 10° and 45°;

[0016] - it also includes:

[0017] * sail propulsion equipment mounted on the extension; and / or

[0018] * a drift mounted on the extension;

[0019] - it further comprises a lifting system configured to move the fender between the navigation position and the docking position;

[0020] - it further comprises a forward fender comprising a first end connected to the forward end of the fender and a second end connected to the vessel being closer to the bow than the forward end of the fender, and a rear fender comprising a third end connected to a rear end of the fender extending towards the stern and a fourth end connected to the vessel being closer to the stern than the rear end of the fender;

[0021] - the vessel has a vessel length in the longitudinal direction, the extension having a lower end extending towards the free surface of the medium at rest when the vessel is floating on the medium, and in which a distance separating the lower end of the extension from the free surface of the medium at rest, when the vessel is floating on the medium, is greater than or equal to 1.5% of the vessel length, for example is greater than or equal to 3% of the vessel length;

[0022] - it comprises a plurality of extensions arranged axially at a distance from each other on the same lateral side of the planking, the plurality of extensions comprising a front extension and a rear extension, the front extension being closer to the bow than the others of the plurality of extensions and the rear extension being closer to the stern than the others of the plurality of extensions, in which the beam length is greater than or equal to a distance separating a front end of the front extension extending towards the bow and a rear end of the rear extension extending towards the stern and, in the docking position, the external surface of the beam is adapted to extend to an external position relative to each extension of the plurality of extensions; and

[0023] - the fender is designed to float on the middle in the docking position. DESCRIPTION OF FIGURES

[0024] Other characteristics, aims and advantages of the present disclosure will appear on reading the detailed description which follows, given by way of non-limiting example, which will be illustrated by the following figures:

[0025] Figure 1 schematically illustrates a ship.

[0026] Figure 2 is a schematic view of part of a ship fitted with side extensions to which loads are attached.

[0027] Figure 3 is a schematic view of part of a vessel fitted with side extensions to which loads are attached and a fender in a berthing position.

[0028] Figure 4 is a view similar to Figure 3, with the vessel berthed at a quay.

[0029] Figure 5 is an elevated view of a situation similar to Figure 4, with the vessel berthing at an angle to the quay.

[0030] Figure 6 is a view similar to Figure 3, with the fender in a sailing position.

[0031] DETAILED DESCRIPTION

[0032] Ship

[0033] Figure 1 illustrates a ship 1 floating on a liquid medium 100, the medium 100 being illustrated at rest. More precisely, the ship 1 is configured to remain on the surface of the medium 100 without sinking, that is to say without being totally immersed within the medium 100. The medium 100 is preferably formed of a maritime expanse, that is to say a sea or an ocean, but could of course be made up of any body in the liquid state, that is to say which flows or tends to flow, under normal conditions of temperature and pressure. The medium 100 is at rest when it is not animated by any overall movement, as opposed to an agitated state, corresponding for example to a swell or currents. At rest, the free surface of the medium 100 forms a plane.The free surface of medium 100 is the surface of medium 100 which is subject to zero parallel shear stress, and in fact corresponds to the interface between the mass of medium 100 and the air of the Earth's atmosphere.

[0034] The ship 1 extends mainly along a longitudinal direction (or axis) XX and has a bow 10, that is to say a front end relative to the normal direction of advancement of the ship 1, and a stern 11, axially opposite the bow 10 and forming a rear end relative to the normal direction of advancement of the ship 1. Thus the ship 1 extends axially from the bow 10 towards the stern 11 and has a ship length, along the longitudinal direction, which corresponds, in fact, to the distance separating the bow 10 from the stern 11. Once docked at a quay 1000, as visible for example in FIG. 4, the longitudinal axis XX corresponds substantially to the quay axis 1000.In the present disclosure, an axial direction corresponds to a direction along the longitudinal axis XX while a lateral direction corresponds to a lateral axis YY which is orthogonal to the longitudinal axis X-X and belonging to a plane parallel to the plane of the free surface of the medium 100 at rest, when the ship 1 floats on the liquid medium 100. The ship 1 has a width along the lateral direction, which corresponds to the distance separating the lateral ends of the ship 1. Similarly, a vertical direction corresponds to a vertical axis ZZ which is orthogonal to both the longitudinal axis XX and the lateral direction, and belonging to a plane orthogonal to the plane of the free surface of the medium 100 at rest, when the ship 1 floats on the medium 100.The vessel 1 has a height in the vertical direction, which corresponds to the distance separating the vertical ends of the vessel 1, the lower end corresponding to the submerged vertical end when the vessel 1 floats on the medium 100 at rest, while the upper end corresponds to the emerged vertical end when the vessel 1 floats on the medium 100 at rest. Generally, in the present disclosure, an upper element is closer to the upper vertical end of the vessel 1 than a lower element, which is closer to the lower vertical end of the vessel 1. Finally, the exterior and the interior, that is to say an external part and an internal part of the vessel 1, are defined with respect to the longitudinal axis XX, the external part of the vessel 1 being further from the longitudinal axis XX than the internal part of the vessel 1.

[0035] The ship 1 comprises a planking 12, corresponding to all the elements, for example planks and / or sheets, constituting the external covering of the hull of the ship 1. The hull of the ship 1 corresponds to the carcass of the ship 1, consisting, in addition to the planking 12, of the bulkheads, decks and stiffeners of the ship 1. Figure 1 illustrates in particular the emerged part of the planking 12, which is intended to be located outside the environment 100 at rest when the ship 1 floats on the environment 100. Conversely, the submerged part of the planking 12 is intended to be located within the environment 100 at rest, when the ship 1 floats on the environment 100. The emerged part and the submerged part of the planking 12 are separated by a waterline. Of course, when the middle 100 is not at rest, typically during a strong swell or storm, all or part of the emerged part of the planking 12 may end up within the middle 100.

[0036] The ship 1 comprises an upper deck 13 extending mainly along the longitudinal axis XX and defining a useful surface of the ship 1, at least a portion of the deck 13 being substantially planar and extending along a plane substantially parallel to the plane of the free surface of the medium 100 at rest, when the ship 1 floats on the medium 100 without listing. The useful surface is provided to support different cargoes 14 that the ship 1 is configured to transport by sea, as visible in FIG. 1. This is however not limiting since, in certain ships, such as oil tankers or bulk carriers, the cargoes 14 are rather stored under the upper deck 13, the useful surface defined by the deck 13 then being more intended to support equipment necessary for the operation of the ship.Similarly, some ships, such as container ships, do not have an upper deck, but have an open hull with a bottom designed to support the containers. In any case, the upper deck 13 indicates, vertically, the level of the upper edge of the planking 12.

[0037] The ship 1 is configured to dock at a quay 1000, visible in Figure 4 and Figure 5, which is a section of bank, shore or shore of a port or waterway arranged to allow the docking of the ship 1, the embarkation or disembarkation of passengers and / or the loading or unloading of goods. As also illustrated in Figure 4 and Figure 5, the quay 1000 is provided with supports 1001 (sometimes called quay fenders) extending outwardly from the quay 1000 and which make it possible to absorb the docking impact and provide smooth bearing surfaces for the ship 1.

[0038] Extension

[0039] As visible from Figure 2 to Figure 6, the ship 1 comprises at least one extension 2 extending projecting outwards from the emerged part of the planking 12, preferably extending laterally relative to the ship 1. The extension 2 of the ship 1 makes it possible to provide additional space to that already provided by the deck 13. Thus, the total space of the ship 1 available for storing a load is increased.

[0040] The extension 2 preferably extends at the level of the deck 13, in the vertical direction, in order to increase the useful surface area of ​​the deck 13. More generally, in particular in the case where the ship 1 does not include an upper deck, the extension 2 extends at the level of the upper edge of the planking 12. The extension 2 may be in one piece with the planking 12, or be added and fixed, for example by welding, on an external surface of the planking 12, or even directly on the deck 13, typically by means of reinforcements or directly by the internal surface of the extension 2. The extension 2 has an extension length in the longitudinal direction, a front end 21 of the extension 2 extending towards the bow 10 of the ship 1 and a rear end 22 of the extension 2 extending towards the stern 11 of the ship 1, the extension length corresponding, in fact, to the distance separating the end front 21 of extension 2 of rear end 22 of extension 2.Furthermore, the extension 2 advantageously has a lower end 23 extending towards the free surface of the medium 100 at rest when the ship 1 floats on the medium 100. A distance separating the lower end 23 of the extension 2 from the free surface of the medium 100 at rest, when the ship 1 floats on the medium 100, is greater than or equal to 1.5% of the ship length, for example is greater than or equal to 3% of the ship length. This makes it possible to limit the interactions between the medium 100 and the extension 2, in order to reduce the forces of the medium on the ship, even when the medium 100 is agitated, typically during offshore navigation. Furthermore, the extension 2 does not hinder navigation or degrade the flotation of the vessel 1, even if, in the event of agitation of the environment 100, all or part of the extension 2 may sometimes be submerged within the environment 100, typically in the event of a strong swell.

[0041] Furthermore, the extension 2 may comprise a bottom 24 forming the base of the extension. A bottom wall 24 has an external surface, a plane tangent to the external surface of the bottom wall 24 of the extension 2 being inclined relative to a free surface of the medium 100 at rest, when the ship 1 floats on the medium 100, preferably by at least 10°, for example between 15° and 45°. The bottom 24 of the extension 2 extends opposite the free surface of the medium 100 at rest, when the ship 1 floats on the medium 100. The shape of the bottom wall 24 makes it possible to better absorb shocks in the event of agitation of the medium 100, in particular when the swell is likely to strike the bottom 24 of the extension 2. Preferably, the bottom 24 of the extension 2 is curved, that is to say that the external surface of the wall of the bottom 24 of the extension 2 can be convex or concave.

[0042] The extension 2 is adapted to receive a load, for example a payload useful for the operation of the vessel 1. As notably visible in FIG. 2 and in FIG. 6, examples of loads may be a sail propulsion equipment 25 and / or a centerboard 26, each mounted on the extension 2, the sail propulsion equipment 25 being preferably mounted at an upper surface of the extension 2, while the centerboard 26 is mounted movably relative to the extension 2, as visible in FIG. 2 and in FIG. 6. Each of FIG. 2, FIG. 3 and FIG. 4 illustrates each of the sail propulsion equipment 25 and the centerboard 26 in a retracted configuration, while FIG. 6 illustrates each of the sail propulsion equipment 25 and the centerboard 26 in a deployed configuration.

[0043] The sail propulsion equipment 25 may be a rotor, a wing, a sail, or more generally any system for transmitting thrust to the ship 1 from the wind. The sail propulsion equipment 25 may be a rigid system extending mainly along a sail axis VV. Rigid sail propulsion equipment 25 is conventionally used to improve aerodynamic efficiency. The sail propulsion equipment 25 is said to be rigid insofar as it resists the torsional and shear forces exerted by the wind, without bending. The sail propulsion equipment 25 may be mounted pivoting about a lying pivot axis PP between a hoisted position suitable for navigation and a lying position.The sail propulsion equipment 25 can be moved between the hoisted position (or deployed configuration), visible in Figure 6, and the lying position (or retracted configuration), visible in Figure 2, by pivoting substantially 90° around the lying pivot axis PP. When the sail propulsion equipment 25 is in the hoisted position, the sail axis VV can be substantially perpendicular to the plane of the deck 13 of the ship 1, that is to say can extend substantially in the vertical direction. The pivoting presented is not limiting, the sail propulsion equipment 25 can just as easily be mounted pivoting around an axis extending in the lateral direction or be mounted sliding in a plane substantially parallel to the deck 13 on the upper face of the extension 2.These pivots or slides facilitate the loading and unloading operations of the ship 1 by moving the obstacle between the quay 1000 and the deck 13 formed by the sail propulsion equipment 25.

[0044] The centerboard 26 is a mobile equipment, at least a part of which is intended to be submerged in the deployed configuration generally has the shape of a slender hydrodynamic profile 260, and is placed in the vertical axis ZZ to improve the lateral resistance of the ship 1 and thus prevent it from drifting under the action of the wind transmitted by the sail propulsion equipment 25. In the retracted configuration, illustrated in FIG. 2, none or only a small portion of the centerboard 26 protrudes under the hull of the ship 1. In the deployed configuration, illustrated in FIG. 6, a significant portion of the centerboard 26, preferably the major part of the hydrodynamic portion of the centerboard 26, i.e. that having the shape of a slender profile 260, extends under the lower end of the hull of the ship in the middle 100.The drift 26 may be slidably mounted through the extension 2, as illustrated in Figure 2 and Figure 6, or pivotally mounted relative to the extension 2.

[0045] Preferably, the ship 1 comprises a plurality of extensions 2, typically extending on either side of the ship 1 in a lateral direction. In this way, the ship 1 can carry a greater quantity of loads 25, 26. The extensions 2 are advantageously arranged axially at a distance from each other on the same lateral side of the planking 12, as visible in FIG. 2, in FIG. 3 and in FIG. 6, typically on each of the two lateral sides of the planking 12, as visible in FIG. 5. Thus, the ship 1 can comprise at least two sail propulsion equipment 25 adapted to be arranged on the deck 13 of the ship 1 or on one (or more) extensions 2 of the ship 1 at a distance from each other along the longitudinal axis XX. The remote arrangement of the extensions 2 makes it possible to avoid any interaction between the loads 25, 26.Among the plurality of extensions 2 are a front extension and a rear extension, the front extension being closer to the bow 10 than the others of the plurality of extensions and the rear extension 2 being closer to the stern 11 than the others of the plurality of extensions 2.

[0046] As can be seen from Figure 3 to Figure 6, the ship 1 further comprises a fender 3, which is positioned longitudinally at the level of the extension 2. The function of the fender 3 is to facilitate the docking of the ship 1 at a quay 1000, without however the extension

[0047] 2 and / or the loads 25, 26 that it carries does not risk colliding with the elements already present on platform 1000.

[0048] For the same reasons as those already presented in reference to extension 2, the defense

[0049] 3 may comprise a bottom wall 30 having an external surface, a plane tangent to the external surface of the bottom wall 30 of the fender 3 being inclined relative to a free surface of the medium 100 at rest, when the ship 1 floats on the medium 100, preferably by at least 10°, for example between 15° and 40°. The bottom 30 of the fender 3 extends opposite the free surface of the medium 100 at rest, when the ship 1 floats on the medium 100. Preferably the bottom 30 of the fender 3 is curved, that is to say that the external surface of the bottom wall 30 of the fender 3 is convex.

[0050] The fender 3 comprises a docking beam 31 and a plurality of spacers 32.

[0051] The beam 31 forms a support element which is elongated and whose section is intended to provide a certain resistance to bending. The beam 31 is configured to serve as a support for the ship 1 on the quay 1000 and is intended to extend substantially in the longitudinal direction XX. Furthermore, the beam 31 has an external surface 310 adapted to form a support surface against a quay 1000 for the docking of the ship 1 at the quay 1000. To do this, the external surface 310 is preferably vertical and continuous, and of a sufficient height to distribute the support force on the supports 1001 or directly on the quay 1000, in the absence of support. Furthermore, the beam 31 has a beam length in the longitudinal direction XX, a front end 311 of the beam 31 extending towards the bow 10 and a rear end 312 of the beam 31 extending towards the stern 11.The beam length corresponds, in fact, to the distance separating the front end 311 of the beam 31 from the rear end 312 of the beam 31 and is greater than or equal to the extension length, the front end 311 of the beam 31 being closer to or at an equal distance from the bow 10 than the front end 311 of the extension 2. This is particularly advantageous in the situation illustrated in Figure 5, in which the ship 1 is berthing at the quay 1000 at an angle, i.e. the longitudinal axis XX being inclined relative to the main extension axis of the quay 1000. Indeed, this guarantees that the fender 3 will in any case touch the quay 1000 or the quay supports 1001 first, before other elements, and in particular the extensions 2 or the loads 25, 26 mounted on the extensions 2, can come directly above platform 1000.Furthermore, the beam length is at least greater than a quarter of the ship length, preferably is at least greater than a third, for example half, of the ship length. This provides greater capacity for extensions 2 to be installed along the planking 12, but also ensures that the beam length is greater than a distance separating two supports 1001, thus preventing the fender 3 from being inserted between the supports 1001 of the quay 1000, which would eliminate the function of the supports 1001. In addition, from sliding along the supports 1001 of the quay 1000 in the event of berthing at an angle, and this without risk of damaging the supports 1001 of the quay 1000.To do this, more advantageously when the ship 1 comprises a plurality of extensions 2, and as can be seen in particular in FIG. 3 and in FIG. 4, the beam length is greater than or equal to a distance separating a front end 311 of the front extension and a rear end of the rear extension. As illustrated in particular in FIG. 3 and in FIG. 5, the external surface 310 of the beam 31 is convex at one end of the beam 31, preferably at the front end 311 of the beam 31, for example at each of the front end 311 and the rear end 312 of the beam 31. This convexity can take the form of a curvature or a chamfer. Where appropriate, a plane tangent to the external surface 310 at the end 311, 312 is inclined relative to the main extension axis of the beam 31, by an angle of between 1° and 90°, or even between 1° and 45°.This makes it possible in particular to facilitate the oblique docking illustrated in figure 5. Finally, the beam 31 advantageously comprises the bottom 30 of the fender 3, the properties of which have already been described.

[0052] Each of the spacers 32 forms a connecting piece between the beam 31 and the external surface of the plating 12 and, to do this, is designed to extend substantially in the lateral direction YY, or more generally in a transverse direction relative to the direction of extension of the beam 31, and this to maintain a constant spacing between the beam 31 and the external surface of the plating 12. More precisely, each of the plurality of spacers 32 comprises an external end 322 connected to the beam 31 and an internal end 321, opposite the external end 322, adapted to form a bearing surface of the fender 3 against the plating 12, and more precisely against the external surface of the plating 12.The length of each spacer 32, that is to say the distance separating the inner end 321 from the outer end 322 of the spacer 32, is notably chosen so that the outer surface 310 of the beam 31 extends in an outer position relative to the extension 2 at least when the fender 3 is in the docking position, as will be detailed below. This makes it possible, among other things, to ensure the function of the fender 3, by preventing the extension 2 from colliding with the quay 1000 or any element arranged on the quay 1000, at the time of docking. The spacers 32 are spaced from each other in the longitudinal direction, which notably makes it possible to distribute the bearing force of the beam 31 against the planking 12.

[0053] The fender 3 is movable relative to the extension 2, between a navigation position, illustrated in Figure 6, and a docking position, illustrated in Figure 3 and Figure 4. In the navigation position, the fender 3 extends at or above the extension 2 relative to the free surface of the medium 100 at rest when the ship 1 floats on the medium 100. In the docking position, the fender 3 extends below the extension 2 relative to the free surface of the medium 100 at rest when the ship 1 floats on the medium 100, preferably extends at the free surface of the medium 100, or even floats on the medium 100, as illustrated in Figure 3 and Figure 4. To do this, all or part of the fender 3 may comprise volumes adapted so that the fender 3 can float on the medium 100. The volumes may be made up of air or any material of suitable density.Furthermore, at least in the docking position of the fender 3, the external surface 310 of the beam 31 extends to an external position relative to the extension 2 and, when the ship 1 comprises a plurality of extensions 2, relative to each extension 2 of the plurality of extensions 2. More precisely, the external surface 310 of the beam 31 forms a docking front, preferably continuous, allowing both docking but also moving the ship 1 away from the quay 1000 in the docking position, and this sufficiently so that the extension 2 extends entirely above the middle 100, without the extension 2 extending above the quay 1000, once the ship 1 is docked at the quay 1000.Furthermore, in the navigation position, the fender 3 may surround the extension 2 of the ship 1 and / or the loads 25, 26 that it supports so that, also in the navigation position, the outer surface 310 of the beam 31 extends to an outer position relative to the extension 2 and, when the ship 1 comprises a plurality of extensions 2, relative to each extension 2 of the plurality of extensions 2. This is not, however, limiting, since, in the navigation position may also be laterally set back inward, relative to an outer edge of the extension 2. As illustrated in FIG. 3, the ship 1 may comprise a lifting system 4 configured to move the fender 3 between the navigation position and the docking position. The lifting system 4 also makes it possible to support the weight of the fender 3 between the navigation position and the docking position.This system advantageously comprises a set of cables operated by lifting winches or jacks fixed to jibs mounted fixed on the ship 1 and extending projecting from the planking 12, towards the outside of the extensions 2.

[0054] As seen in Figure 3 and Figure 6, the ship 1 may also comprise a front fender 41 comprising a first end connected to the front end 311 of the fender 3 (or to the spacer 32 fixed at the front end 311 of the fender 3) and a second end connected to the ship 1, typically to the planking 12, being closer to the bow 10 than the front end 311 of the fender 3. Furthermore, the ship

[0055] I may comprise a rear fender 42 comprising a third end connected to a rear end 312 of the fender 3 (or to the strut 32 fixed at the rear end 312 of the fender 3) extending towards the stern 11 and a fourth end connected to the vessel 1, typically to the planking 12, being closer to the stern.

[0056] II that the rear end 312 of the fender 3. The pantories can take the form of cables and in particular make it possible to position the fender 3 longitudinally in the docking position. More precisely, in the case of support on the quay 1000 towards the rear, the front pantory 41 transmits the support force of the fender 3 towards the ship 1, and in the case of support on the quay 1000 towards the front, the rear pantory 42 transmits the support force of the fender 3 towards the ship 1.

[0057] Advantageously, an upper edge of the external surface of the extension 2 of the ship 1 may have dimensions substantially similar to dimensions of an upper edge of the internal surface of the fender 3 of the ship 1. Thus, when the fender 3 of the ship 1 is arranged at the level of the extension 2 of the ship 1, the upper surface of the fender 3 of the ship 1 may extend the upper surface of the extension 2, so as to form a substantially continuous total upper surface of the extension 2.

[0058] Furthermore, the presence of the fender 3 avoids an increase in the waterline width of the ship 1 when sailing by allowing the presence of the extension 2, which improves the sailing performance of the ship 1, by reducing its drag. In other words, thanks to the fender 3 and the extension 2, it is possible to keep a hull, that is to say a submerged part of the hull of the ship 1, which is narrow, and therefore efficient, without however causing a risk of significant congestion of the deck 13 of the ship 1. It should be noted that the extension 2 and the fender 3 described in the present disclosure have the advantage of being able to be installed both on an existing ship 1 and on a new ship 1.

Claims

CLAIMS 1. A ship (1) configured to float on a liquid medium (100), the ship (1) extending in a longitudinal direction (XX), the ship (1) having a bow (10) and a stern (11) and comprising: a hull (12) comprising an emerged portion intended to be located outside the medium (100) at rest when the ship is floating on the medium (100); an extension (2) adapted to receive a load (25, 26) and extending outwardly from the emerged portion of the hull (12), the extension (2) having an extension length in the longitudinal direction (XX) and a front end (21) extending towards the bow (10) of the ship (1);and a fender (3) positioned longitudinally at the extension (2) and comprising: a docking beam (31) having an external surface (310) adapted to form a bearing surface against a quay (1000) for docking the ship (1) at the quay (1000), a beam length in the longitudinal direction (XX), the beam length being greater than or equal to the extension length, and a front end (311) extending towards the bow (10), the front end (311) of the beam (31) being closer to or equidistant from the bow (10) than the front end (21) of the extension;and a plurality of struts (32), each of the plurality of struts (32) comprising an outer end (322) connected to the beam (31) and an inner end (321) opposite the outer end (322) and adapted to form a bearing surface against the planking (12), wherein the fender (3) is mounted movably relative to the extension (2) between: a sailing position in which the fender (3) extends at or above the extension (2) relative to a free surface of the medium (100) at rest when the vessel (1) is floating on the medium (100); a docking position in which the fender (3) extends below the extension (2) relative to the free surface of the medium (100) at rest when the ship (1) is floating on the medium (100), and the outer surface (310) of the beam (31) extends to an outer position relative to the extension (2);and a sail propulsion equipment (25) mounted on the extension (2) and / or a drift (26) mounted on the extension (2).; 2. Ship (1) according to claim 1, wherein the ship (1) has a ship length in the longitudinal direction (XX) and the beam length is at least greater than a quarter of the ship length, for example is at least greater than a third or half of the ship length.

3. Ship (1) according to one of claims 1 and 2, wherein the external surface (310) of the beam (31) is convex at one end of the beam (31), preferably at the front end (311) of the beam (31).

4. Ship (1) according to one of claims 1 to 3, wherein the extension (2) comprises a bottom wall (24) having an external surface, a plane tangent to the external surface of the bottom wall (24) being inclined relative to the free surface of the medium (100) at rest when the ship is floating on the medium (100), preferably with an angle of between 10° and 45°, and / or wherein the fender (3) comprises a bottom wall (30) having an external surface, a plane tangent to the external surface of the bottom wall (30) of the fender (3) being inclined relative to the free surface of the medium (100) at rest when the vessel is floating on the medium (100), preferably with an angle of between 10° and 45°.

5. Vessel (1) according to one of claims 1 to 4, further comprising a lifting system (4) configured to move the fender (3) between the navigation position and the docking position.

6. Ship (1) according to one of claims 1 to 5, further comprising a front fender (41) comprising a first end connected to the front end (311) of the fender (3) and a second end connected to the ship (1) while being closer to the bow (10) than the front end (311) of the fender (3), and a rear fender (42) comprising a third end connected to a rear end (312) of the fender (3) extending towards the stern (11) and a fourth end connected to the ship (1) while being closer to the stern (11) than the rear end (312) of the fender (30).

7. Ship (1) according to one of claims 1 to 6, wherein the ship (1) has a ship length in the longitudinal direction (XX), the extension (2) having a lower end (23) extending towards the free surface of the medium (100) at rest when the ship (1) is floating on the medium (100), and wherein a distance separating the lower end (23) of the extension (2) from the free surface of the medium (100) at rest, when the ship (1) is floating on the medium (100), is greater than or equal to 1.5% of the ship length, for example is greater than or equal to 3% of the ship length.

8. Vessel (1) according to one of claims 1 to 7, comprising a plurality of extensions (2) arranged axially at a distance from each other on the same lateral side of the planking (12), the plurality of extensions (2) comprising a front extension and a rear extension, the front extension being closer to the bow (10) than the others of the plurality of extensions (2) and the rear extension being closer to the stern (11) than the others of the plurality of extensions (2), in which the beam length is greater than or equal to a distance separating a front end of the front extension extending towards the bow (10) and a rear end of the rear extension extending towards the stern (11) and, in the docking position, the external surface (310) of the beam (31) is adapted to extend in an external position relative to each extension (2) of the plurality of extensions (2).

9. Ship (1) according to one of claims 1 to 8, wherein the fender (3) is provided to float on the medium (100) in the docking position.

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