A wind-powered vessel equipped 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

DOMAINE TECHNIQUE

[0001] This disclosure relates to the field of naval architecture. More specifically, this disclosure concerns the berthing of a vessel equipped with a lateral extension. ARRIERE-PLAN TECHNOLOGIQUE

[0002] A ship typically consists of a hull, which defines the ship's external shape, and a deck, which defines the ship's usable surface area. Various cargoes can be arranged on the deck. Furthermore, a ship is generally configured to berth at a quay. The quay commonly comprises a structure, such as a platform or piling, raised above the water level on which the ship is configured to float. The quay is usually equipped with a support element extending beyond the quay and configured to cushion the ship's approach without damaging the hull. Additionally, the quay may include facilities, such as a gantry crane and / or cranes, some of which facilitate the transshipment of cargo between the deck and the quay.

[0003] In order to avoid any interaction with quay equipment during berthing, the portion of the hull of some ships that is intended to rest against the quay 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 ship.

[0004] To increase the space available for their payload, some ships, such as aircraft carriers, may include lateral extensions that project outward from the ship's hull, above the waterline. However, these ships cannot usually berth at a conventional quay, as the lateral extensions would then interfere with the quay's infrastructure. Dedicated berthing pontoons are therefore installed for this purpose, which has the disadvantage of complicating berthing and even prohibiting the use of certain ports in the absence of such pontoons.

[0005] Document WO 2010 / 119538 A1 describes a ship configured to float on a liquid medium, the ship extending along a longitudinal direction (XX), the ship having a bow and a stern and comprising: a planking comprising an emergent part intended to be situated outside the midpoint at rest when the ship is floating on the midpoint; an extension adapted to receive a load and projecting outwards from the emergent part of the planking, the extension having an extension length along the longitudinal direction (XX) and a forward end extending towards the bow of the ship; and sail propulsion equipment. EXPOSE GENERAL

[0006] One objective of this disclosure is to increase the available cargo-carrying space of a vessel, for example to equip the vessel with additional functions, without degrading the vessel's quay accessibility and berthing capabilities or changing or reducing its cargo-carrying capacity.

[0007] Another objective of this disclosure is to propose a vessel with additional space suitable for receiving a load, with less impact on navigational quality.

[0008] In this regard, it is proposed, according to one aspect of this 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 hull planking comprising an above-water portion intended to be situated outside the midpoint at rest when the ship is floating on the midpoint; an extension adapted to receive a load and projecting outwards from the above-water portion of the hull planking, the extension having an extension length in the longitudinal direction and a forward end extending towards the bow of the ship; and a fender positioned longitudinally at the level of the extension and comprising: a berthing beam having an external surface adapted to form a bearing surface against a quay for berthing the ship to 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 sail propulsion device and / or a centerboard;the vessel further comprising a plurality of struts, each of the plurality of struts comprising an external end connected to the beam and an internal end opposite the external end and adapted to form a bearing surface against the hull, in which the fender is mounted movable relative to the extension between: a sailing position in which the fender extends at the level of or above the extension relative to a free surface of the midships at rest when the vessel is floating midships; and a berthed position in which the fender extends below the extension relative to the free surface of the midships at rest when the vessel is floating midships, and the external surface of the beam extends in an external position relative to the extension, the sail propulsion equipment and / or the centerboard being mounted on the extension.

[0009] Advantageously, but optionally, the vessel may include at least one of the following characteristics, taken alone or in any combination: the ship has a ship length in the longitudinal direction and the beam length is at least greater than one quarter of the ship length, for example is at least greater than one third or half of the ship length; the external surface of the beam is convex at one end of the beam, preferably at the forward end of the beam; the extension includes a bottom wall having an external surface, a plane tangent to the external surface of the bottom wall being inclined with respect to a free surface of the medium at rest when the ship floats on the medium, preferably with an angle between 10° and 45°, and / or in which the fender includes a bottom wall having an external surface, a plane tangent to the external surface of the bottom wall of the fender being inclined with respect to a free surface of the medium at rest when the ship floats on the medium, preferably with an angle between 10° and 45°;It further includes a lifting system configured to move the fender between the sailing position and the berthing position; it further includes a forward pantoire comprising a first end connected to the forward end of the fender and a second end connected to the ship by being closer to the bow than the forward end of the fender, and a rear pantoire comprising a third end connected to a rear end of the fender extending towards the stern and a fourth end connected to the ship by being closer to the stern than the rear end of the fender;the ship has a ship length in the longitudinal direction, the extension having a lower end extending towards the free surface of the medium at rest when the ship 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 ship is floating on the medium, 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;It comprises a plurality of extensions arranged axially at a distance from each other on the same lateral side of the hull, the plurality of extensions comprising a forward extension and a rear extension, the forward 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, wherein the beam length is greater than or equal to a distance separating a forward end of the forward extension extending towards the bow and a rear end of the rear extension extending towards the stern and, in the berthing position, the external surface of the beam is adapted to extend in an external position relative to each extension of the plurality of extensions; and the fender is provided to float in the middle in the berthing position. DESCRIPTION DES FIGURES

[0010] Other features, purposes and benefits of this disclosure will become apparent upon reading the detailed description that follows, given by way of non-limiting example, which will be illustrated by the following figures: There figure 1 schematically illustrates a ship. figure 2 is a schematic view of a part of a ship equipped with lateral extensions to which loads are attached. figure 3 is a schematic view of part of a ship equipped with lateral extensions on which loads and fenders are attached, in a berthing position. figure 4 is a view similar to the figure 3 , the ship being docked at a quay. figure 5 is an elevated view of a situation similar to the figure 4 , the ship docking at an angle to the quay. The figure 6 is a view similar to the figure 3 , the defense being in a navigational position. DESCRIPTION DETAILLEE Navire

[0011] There figure 1 illustrates a ship 1 floating on a medium 100 liquid, the medium 100 being shown at rest. More specifically, the ship 1 is configured to remain on the surface of the medium 100 without sinking, that is, without being totally immersed in the environment 100. The middle 100 is preferably formed from a maritime expanse, that is to say a sea or an ocean, but could of course be made up of any body in a liquid state, that is to say, which flows or tends to flow, under normal conditions of temperature and pressure. The medium 100 A body is at rest when it is not animated by any overall movement, as opposed to a 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 the medium 100 is the surface of the medium 100which is subjected to zero parallel shear stress, and in fact corresponds to the interface between the mass of the medium 100 and the air in Earth's atmosphere.

[0012] The ship 1 extends primarily along a longitudinal direction (or axis) X-X and features a bow 10, that is to say, a forward extremity relative to the normal direction of travel of the ship 1, and a stern 11, axially opposite to the bow 10 and forming a rear end relative to the ship's normal direction of travel 1. Thus the ship 1 extends axially from the bow 10 towards the stern 11 and presents 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 seen for example on the figure 4 , the longitudinal axis X-X corresponds roughly to the quay axis 1000. In this disclosure, an axial direction corresponds to a direction along the longitudinal axis X-X while a lateral direction corresponds to a lateral axis Y-Y 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 in the middle 100 liquid. The ship 1 presents a width in the lateral direction, which corresponds to the distance separating the lateral extremities of the ship 1. Similarly, a vertical direction corresponds to a vertical axis Z-Z which is orthogonal to both the longitudinal axis X-X and to 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 in the middle 100. The ship 1presents a height in the vertical direction, which corresponds to the distance separating the vertical ends of the ship 1, the lower end corresponding to the submerged vertical end when the ship 1 floats in the middle 100 at rest, while the upper end corresponds to the vertical end that emerges when the ship 1 floats in the middle 100 at rest. Generally, in this disclosure, a top 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 ship 1. Finally, the exterior and the interior, that is to say, an external part and an internal part of the ship 1, are defined with respect to the longitudinal axis X-X, the external part of the ship 1 being further from the longitudinal axis X-X that the internal part of the ship1.

[0013] The ship 1 includes a border 12, corresponding to all the elements, for example planks and / or sheets, constituting the external cladding of the ship's hull 1. The ship's hull 1 corresponds to the ship's hull 1, consisting, in addition to the edge 12, bulkheads, decks and stiffeners of the ship 1. There figure 1 illustrates in particular the visible part of the hull 12, which is planned to be located outside the middle 100 at rest when the ship 1 floats in the middle 100. Conversely, the submerged part of the hull 12 is planned to be located within the middle 100 at rest, when the ship 1 floats in the middle 100. The above-water and below-water sections of the hull 12 are separated by a waterline. Of course, when the middle 100is not at rest, typically during heavy swell or storm, all or part of the exposed portion of the hull 12 can find themselves within the environment 100.

[0014] The ship 1 includes an upper deck 13 extending mainly along the longitudinal axis X-X and defining a usable surface area of ​​the ship 1, at least part of the bridge 13 being substantially flat 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 in the middle 100 without heeling. The usable surface area is designed to support various cargoes. 14 that the ship 1 is configured for transport by sea, as seen on the figure 1 . This is not exhaustive, however, since in some ships, such as oil tankers or bulk carriers, the cargoes 14are mostly stored below the upper deck 13, the usable surface area defined by the bridge 13 being then more intended to support equipment necessary for the ship's operation. Similarly, some ships, such as container ships, do not have an upper deck, but their hull is open and includes a bottom designed to support containers. In any case, the upper deck 13 indicates, vertically, the level of the upper edge of the bevel. 12.

[0015] The ship 1 is configured to dock at a quay 1000, visible on the figure 4 and on the figure 5 , which is a section of bank, shore or bank of a port or waterway designed to allow the berthing of the ship 1, the embarkation or disembarkation of passengers and / or the loading or unloading of goods. As also illustrated on the figure 4 and on the figure 5 , the quay 1000 is equipped with supports 1001 (sometimes called quay fenders) projecting outwards from the quay 1000 and which help to cushion the impact of docking and provide smooth bearing surfaces for the ship 1. Extension

[0016] As seen from the figure 2 to the figure 6 , the ship 1 includes at least one extension 2 extending outwards from the exposed part of the planking 12, preferably by extending laterally in relation to the ship 1. The extension 2 ship 1 allows for additional space beyond that already provided by the bridge 13. Thus, the total space of the ship 1 The available space to store a load is increased.

[0017] The extension 2 extends preferentially at the level of the bridge 13,along the vertical direction, in order to increase the usable surface area of ​​the bridge 13. More generally, particularly in the case where the ship 1 does not include an upper deck, the extension 2 extends to the level of the upper edge of the bevel 12. The extension 2 can be one piece with the planking 12, or be attached and fixed, for example by welding, to an external surface of the planking 12, or even directly on the bridge 13, typically by means of reinforcements or directly through the internal surface of the extension 2. The extension 2 presents an extension length along 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 front end 21 of the extension 2 from the rear end 22 of the extension 2.

[0018] Furthermore, the extension 2 advantageously presents a lower extremity 23 extending towards the free surface of the medium 100 at rest when the ship 1 floats in the middle 100. A distance separating the lower end 23 of the extension 2 of the free surface of the medium 100 at rest, when the ship 1 floats in the middle 100, is greater than or equal to 1.5% of the ship's length, for example, is greater than or equal to 3% of the ship's length. This helps to limit interactions between the environment 100 and the extension 2, in order to reduce the environmental stresses on the ship, even when the environment 100is choppy, typically when sailing offshore. Furthermore, the extension 2 This does not impede navigation or degrade the ship's buoyancy. 1, even if, in the event of agitation in the environment 100, All or part of extension 2 may sometimes be submerged within the environment 100, typically in the case of heavy swell.

[0019] Furthermore, the extension 2 may include a background 24 forming the base of the extension. A back wall 24 presents an external surface, a plane tangent to the external surface of the bottom wall 24 of the extension 2 being inclined with respect to a free surface of the medium 100 at rest, when the ship 1 floats in the middle 100, preferably at least 10°, for example between 15° and 45°. The background 24 of the extension 2 extends in relation to the free surface of the medium 100at rest, when the ship 1 floats in the middle 100. The shape of the bottom wall 24 allows for better shock absorption in case of environmental disturbances 100, especially when the swell is likely to hit the seabed 24 of the extension 2. Preferably the bottom 24 of the extension 2 is convex, that is to say that the external surface of the bottom wall 24 of the extension 2 can be convex or concave.

[0020] The extension 2 is adapted to receive a load, for example a payload for the operation of the ship 1. As can be seen in particular on the figure 2 and on the figure 6 , Examples of loads could include sail propulsion equipment 25 and / or a drift 26, each mounted on the extension 2, the sail propulsion equipment 25preferably being mounted at the level of a higher surface of the extension 2, while the drift 26 is mounted mobile relative to the extension 2, as seen on the figure 2 and on the figure 6 . Each of the figure 2 , figure 3 And figure 4 illustrates each of the sail propulsion equipment 25 and drifting 26 in a retracted configuration, while the figure 6 illustrates each of the sail propulsion equipment 25 and drifting 26 in a deployed configuration.

[0021] The sail propulsion equipment 25 This could be a rotor, a wing, a sail, or more generally any system that transmits thrust to the ship. 1 from the wind.

[0022] The sail propulsion equipment 25 can be a rigid system extending mainly along a sail axis V-V. Wind propulsion equipment 25 Rigid is typically used to improve aerodynamic efficiency. Sail propulsion equipment 25 It is said to be rigid insofar as it resists the torsional and shear forces exerted by the wind without bending. The wind propulsion equipment 25 can be mounted pivoting around a sleeping pivot axis P-P between a raised position suitable for navigation and a reclining position. The sail propulsion equipment 25 can be moved between the hoisted position (or deployed configuration), visible on the figure 6 , and the reclining position (or retracted configuration), visible on the figure 2 , by pivoting approximately 90° around the sleeping pivot axis P-P. When the sail propulsion equipment 25 is in the hoisted position, the sail axis V-V may be substantially perpendicular to the plane of the bridge 13 of the ship 1, that is to say, it can extend considerably in the vertical direction. The pivoting shown is not limiting; the sail propulsion equipment 25 it can be mounted pivoting around an axis extending laterally or mounted sliding in a plane substantially parallel to the bridge 13 on the upper surface of the extension 2. These pivoting or sliding movements facilitate the loading and unloading operations of the ship. 1 by moving the obstacle between the dock 1000 and the bridge 13 formed by the sail propulsion equipment 25.

[0023] The drift 26 is a mobile piece of equipment, at least a part of which, intended to be submerged, in the deployed configuration generally has the shape of a slender hydrodynamic profile 260,and placed along the vertical axis Z-Z to improve the ship's lateral resistance 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 on the figure 2 , none or only a small portion of the drift 26 protrudes below the hull of the ship 1. In the deployed configuration, illustrated on the figure 6 , a significant portion of the drift 26, preferably the major part of the hydrodynamic portion of the drift 26, that is to say, the one with the shape of a slender profile 260, extends under the lower end of the ship's hull in the middle 100. The drift 26 can be mounted sliding through the extension 2, as illustrated on the figure 2 and on the figure 6 , or pivoting relative to the extension 2.

[0024] Preferably, the ship 1 includes a plurality of extensions 2, typically extending on both sides of the ship 1 in a lateral direction. In this way, the ship 1 can carry a larger quantity of loads 25, 26. The extensions 2 are advantageously arranged axially, spaced apart from each other on the same lateral side of the hull. 12, as seen on the figure 2 , on the figure 3 and on the figure 6 , typically on each of the two lateral sides of the hull 12, as seen on the figure 5 . That's how the ship 1 may include at least two wind propulsion devices 25 adapted to be placed on the deck 13 of the ship 1 or on one (or more) extension(s) 2 of the ship 1spaced apart along the longitudinal axis X-X. The remote arrangement of the extensions 2 prevents any interaction between the charges 25, 26. Among the multitude of extensions 2 There is 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 extension 2 rear being closer to the stern 11 than the others in the plurality of extensions 2. Défense

[0025] As seen from the figure 3 to the figure 6 , the ship 1 includes in addition a defense 3, which is positioned longitudinally at the level of the extension 2. The defense 3 Its function is to facilitate the docking of the ship 1 to a dock 1000, without, however, the extension 2 and / or the charges 25, 26that she is wearing is unlikely to collide with the elements already present on the platform 1000.

[0026] For the same reasons as those already presented with reference to the extension 2, the defense 3 may include a back wall 30 presenting an external surface, a plane tangent to the external surface of the bottom wall 30 of the defense 3 being inclined with respect to a free surface of the medium 100 at rest, when the ship 1 floats in the middle 100, preferably at least 10°, for example between 15° and 40°. The bottom 30 of the defense 3 extends in relation to the free surface of the medium 100 at rest, when the ship 1 floats in the middle 100. Preferably the bottom 30 of the defense 3 is convex, that is to say that the external surface of the bottom wall 30 of the defense 3 is convex.

[0027] The defense 3 includes a beam 31 docking and a plurality of spacers 32.

[0028] The beam 31 forms a supporting element that is elongated and whose cross-section is designed to provide a certain resistance to bending. The beam 31 is configured to serve as a support for the ship 1 on the platform 1000 and expected to extend substantially in the longitudinal direction X-X. Furthermore, the beam 31 presents an external surface 310 adapted to form a support surface against a quay 1000 for the docking of the ship 1 at the dock 1000. To do this, the external surface 310 is preferably vertical and continuous, and of sufficient height to distribute the bearing force across the supports 1001 or directly on the platform 1000, in the absence of support. Furthermore, the beam 31presents a beam length along the longitudinal direction X-X, 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.

[0029] The beam length actually corresponds 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 equidistant from the bow 10 that the front end 311 of the extension 2. This is particularly advantageous in the situation illustrated in the figure 5 , in which the ship 1 docks at the quay 1000 at an angle, that is to say the longitudinal axis X-X being inclined relative to the main extension axis of the quay 1000. Indeed, this ensures that the defense 3 will touch the platform anyway 1000 or the quay supports 1001 first, before other elements, and in particular extensions 2 or charges 25, 26 mounted on the extensions 2, cannot come directly above the quay 1000. Furthermore, the beam length is at least one-quarter of the ship's length, and preferably at least one-third, for example, half, of the ship's length. This provides greater capacity for extension installations. 2 along the edge 12, but also ensures that the beam length is greater than the distance separating two supports 1001, thus avoiding the defense 3 do not fit between the supports 1001 from the quay 1000, which would eliminate the function of the supports 1001.Furthermore, to slide along the supports 1001 dock 1000 in case of an angled docking, and without risk of damaging the supports 1001 dock 1000. To do this, in a more advantageous way when the ship 1 includes a plurality of extensions 2, and as notably visible on the figure 3 and on the figure 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 on the figure 3 and on the figure 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 ends 311 and the rear end 312 of the beam 31.This convexity can take the form of a curve or a chamfer. If applicable, 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, at an angle between 1° and 90°, or even between 1° and 45°. This makes it easier to perform the angled docking shown in the illustration. figure 5 . Finally, the beam 31 includes the fund 30 of the defense 3, whose properties have already been described.

[0030] Each of the spacers 32 forms a connecting piece between the beam 31 and the outer surface of the planking 12 and, to achieve this, is designed to extend substantially in the lateral direction Y-Y, or more generally in a direction transverse to the direction of extension of the beam 31,and this is to maintain a constant spacing between the beam 31 and the outer surface of the planking 12. More specifically, each of the plurality of spacers 32 includes an external end 322 connected to the beam 31 and an internal end 321, opposite the outer end 322, adapted to form a support surface for the defense 3 against the edge 12, and more specifically against the outer surface of the planking 12. The length of each spacer 32, that is to say the distance separating the inner end 321 of the outer end 322 of the spacer 32, is specifically chosen so that the external surface 310 of the beam 31 extends to a position external to the extension 2 at least when the defense 3is in a docking position, as will be detailed below. This allows, among other things, for the function of defense to be ensured. 3, by preventing the extension 2 so that it cannot collide with the quay 1000 or any element placed on the platform 1000, at the time of docking. The spacers 32 are spaced apart along the longitudinal direction, which notably allows the beam's support force to be distributed. 31 against the edge 12.

[0031] The defense 3 is mobile relative to the extension 2, between a navigation position, illustrated on the figure 6 , and a docking position, illustrated on the figure 3 et on the figure 4 . In the navigation position, the defense 3 extends to the level of or above the extension 2 relative to the free surface of the medium 100at rest when the ship 1 floats in the middle 100. In the docking position, the defense 3 extends below the extension 2 relative to the free surface of the medium 100 at rest when the ship 1 floats in the middle 100, preferably extends to the level of the free surface of the medium 100, or even floats in the middle 100, as illustrated on the figure 3 and on the figure 4 . To do this, all or part of the defense 3 may include volumes adapted for defense 3 can float in the middle 100. The volumes can be made of air or any material of suitable density. Furthermore, at least in the docking position of the defense 3, the external surface 310 of the beam 31 extends to an external position relative to the extension 2 and, when the ship 1includes a plurality of extensions 2, compared to each extension 2 of the plurality of extensions 2. More specifically, the external surface 310 of the beam 31 forms a berthing front, preferably continuous, allowing both berthing and moving the ship away 1 from the quay 1000 in the docking position, and sufficiently so that the extension 2 extends entirely above the middle 100, without the extension 2 does not extend above the quay 1000, once the ship 1 docked at the quay 1000. Furthermore, in navigation position, the defense 3 can surround the extension 2 of the ship 1 and / or the charges 25, 26 that it supports so that, also in navigation position, the external surface 310 of the beam 31 extends to an external position relative to the extension2 and, when the ship 1 includes a plurality of extensions 2, compared to each extension 2 of the plurality of extensions 2. This is not, however, a limiting factor, since, in the navigation position, it can also be laterally recessed towards the inside, relative to an outer edge of the extension. 2.

[0032] As illustrated on the figure 3 , the ship 1 may include a lifting system 4 configured to move the defense 3 between the navigation position and the berthing position. The lifting system 4 also allows to support the weight of the defense 3 between the sailing position and the berthing position. This system advantageously comprises a set of cables operated by lifting winches or jacks attached to fixed-mounted brackets on the ship 1and extending outward from the edge 12, outwards from the extensions 2.

[0033] As seen on the figure 3 and on the figure 6 , the ship 1 may also include a front pannier 41 including a first end connected to the front end 311 of the defense 3 (or to the spacer) 32 fixed at the front end 311 of the defense 3) and a second end connected to the ship 1, typically at the edge 12, by being closer to the bow 10 that the front end 311 of the defense 3. Furthermore, the ship 1 may include a rear pannier 42 including a third end connected to a rear end 312 of the defense 3 (or to the spacer) 32 fixed at the rear end 312 of the defense3) extending towards the stern 11 and a fourth end connected to the ship 1, typically at the edge 12, by being closer to the stern 11 that the rear end 312 of the defense 3. The pantoires can take the form of cables and allow, in particular, for the longitudinal positioning of the defense 3 in the docking position. More precisely, when supported by the quay. 1000 towards the rear, the front pannier 41 transmits the defense support effort 3 towards the ship 1, and in the case of support on the quay 1000 forwards, the rear pannier 42 transmits the defense support effort 3 towards the ship 1.

[0034] Advantageously, an upper border of the external surface of the extension 2 ship 1may have dimensions substantially similar to the dimensions of an upper edge of the inner surface of the defense 3 ship 1. Thus, when the defense 3 ship 1 is located at the extension level 2 ship 1, the upper surface of the defense 3 ship 1 can extend the upper surface of the extension 2, so as to form a total upper surface area of ​​extension 2 essentially continues.

[0035] Furthermore, the presence of the defense 3 avoids an increase in the ship's waterline width 1 by allowing the extension to be present during navigation 2, which improves the ship's navigation performance 1, by reducing its drag. In other words, thanks to the defense 3 and to the extension 2,It is possible to preserve a hull, that is to say, a submerged part of the ship's hull 1, which is narrow, and therefore efficient, without causing a significant risk of bridge congestion 13 of the ship 1.

[0036] It should be noted that the extension 2 and the defense 3 described in this disclosure have the advantage of being able to be installed on a ship at the same time 1 existing and on a ship 1 nine.

Claims

1. A ship (1) configured to float on a liquid medium (100), the ship (1) extending in a longitudinal direction (X-X), the ship (1) having a bow (10) and a stern (11) and comprising: a planking (12) comprising an above-water portion adapted to be located outside the medium (100) at rest when the ship floats on the medium (100); an extension (2) adapted to receive a load (25, 26) and extending outwardly from the above-water portion of the planking (12), the extension (2) having an extension length in the longitudinal direction (X-X) and a front end (21) extending towards the bow (10) of the ship (1); and a sailing propulsion equipment (25) and / or a drift (26), characterized in that the ship further comprises a fender (3) positioned longitudinally at the extension (2) and comprising: a docking beam (31) having an outer 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 (X-X), 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 at the same distance from the bow (10) as 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 navigation 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 ship (1) floats 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) floats on the medium (100), and the outer surface (310) of the beam (31) extends in an outer position relative to the extension (2); the sailing propulsion equipment (25) and / or the drift (26) being mounted on the extension (2).

2. Ship (1) according to claim 1, wherein the ship (1) has a ship length in the longitudinal direction (X-X) and the beam length is at least greater than a quarter of the ship length, for example is at least greater than one third or one half of the ship length.

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

5. Ship (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 forward pendant (41) comprising a first end connected to the forward end (311) of the fender (3) and a second end connected to the ship (1) closer to the bow (10) than the forward end (311) of the fender (3), and a rear pendant (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) 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 (X-X), the extension (2) having a lower end (23) extending towards the free surface of the medium (100) at rest when the ship (1) floats 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) 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.

8. Ship (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 plating (12), the plurality of extensions (2) comprising a forward extension and an aft extension, the forward extension being closer to the bow (10) than the others of the plurality of extensions (2) and the aft extension being closer to the stern (11) than the others of the plurality of extensions (2), wherein the beam length is greater than or equal to a distance between 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 outer surface (310) of the beam (31) is adapted to extend in an outer position relative to each extension (2) of the plurality of extensions (2).

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

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