GB2549092A

GB2549092A - Marine vessel

Info

Publication number: GB2549092A
Application number: GB1605496.7A
Authority: GB
Inventors: Johnston Edward
Original assignee: Individual
Current assignee: Individual
Priority date: 2016-03-31
Filing date: 2016-03-31
Publication date: 2017-10-11
Anticipated expiration: 2036-03-31
Also published as: EP3419892A1; NZ747817A; AU2017242811A1; US20200331563A1; CA3019242A1; WO2017167927A1; GB2549092B

Abstract

A marine vessel comprises a propulsion means118, a hull section 102 and a body section 104 connected to the hull section via at least one stanchion 106, 108, 110 and 112. The body section and the hull section are movable relative to each other via said at least one stanchion. The marine vessel may have a plurality of stanchions and the body section may be movable vertically with respect to the hull section. The hull section may comprise a ballast tank 109 and may be provided with hydroplanes 120 and 122. The body section may comprise areas for holding people and/or cargo and the propulsion means may comprise a propeller or a water jet. The hull section may comprise a single section or two or more sections spaced across the width of the vessel in the form of a catamaran.

Description

Marine vessel Field of the Invention

The present invention relates to a marine vessel. More particularly it relates to a marine vessel having more than one configuration.

Background

Known marine vessels include boats and catamarans. Such vessels may be susceptible to capsizing during manoeuvres that place the vessel under excess acceleration or deceleration, such as braking and turning or in high seas.

Known marine vessels including boats and catamarans may also have difficulties in loading/unloading cargo in that it is time consuming and difficult to load individual items of cargo on to the vessels. This can take long periods of time while the vessels are docked in ports, which can be expensive.

Summary of invention

In a first aspect there is provided a marine vessel comprising: propulsion means; a hull section; a body section connected to said hull section via at least one stanchion; and the body section and the hull section being movable relative to each other via said at least one stanchion.

According to some embodiments, said body section is movable on the at least one stanchion.

According to some embodiments, said body section is vertically movable on the at least one stanchion relative to the hull section.

According to some embodiments, the marine vessel comprises a plurality of stanchions.

According to some embodiments, the body section is movable on the plurality of stanchions so as to tilt the body section relative to the hull section.

According to some embodiments, the body section is configured to be tilted during acceleration and/or braking of the marine vessel.

According to some embodiments, a degree of tilt of the body section is dependent upon a magnitude of the acceleration or braking force.

According to some embodiments, the body section is configured to selectively tilt towards a first end or a second end of the marine vessel.

According to some embodiments, the body section is configured to selectively tilt towards a first side or a second side of the marine vessel.

According to some embodiments, said hull section comprises a ballast tank.

According to some embodiments, said ballast tank is configured to control a centre of gravity of said marine vessel.

According to some embodiments, said marine vessel is configured to control an amount of ballast in said ballast tank so as to control a depth of the hull section in water, when in use.

According to some embodiments, said marine vessel is configured to control an amount of ballast in said ballast tank so as to maintain the hull section in an entirely submerged state, when in use.

According to some embodiments, said marine vessel comprises one or more hydroplanes on the hull section to provide control of the hull when the vessel is in motion.

According to some embodiments, an angle of attack of the one or more hydroplanes is variable so as to control the hull.

According to some embodiments, the body section comprises one or more areas for holding people and/or cargo.

According to some embodiments, the body section comprises a bridge portion for accommodating a crew of the marine vessel.

According to some embodiments, the body section comprises a passenger holding area.

According to some embodiments, the marine vessel comprises a detachable module.

According to some embodiments, said marine vessel is configured to mount said detachable module between said body section and said hull section.

According to some embodiments, said body section is configured to be lowered on to said detachable module so as to attach thereto.

According to some embodiments, said marine vessel has a first end and a second end, each of said first and second ends capable of acting as a bow or a stern of the marine vessel in an interchangeable manner and in dependence on a direction of travel of the marine vessel.

According to some embodiments, said propulsion means comprises one or more of: a propeller; a jet.

According to some embodiments, the hull section comprises a single section. According to some embodiments, the hull section comprises two or more separate sections spaced apart across a width of the marine vessel.

According to some embodiments, the hull section is in the form of a catamaran.

Brief description of Figures

Figure 1 is a side view of a marine vessel having a body section and a hull section separated by stanchions, according to an embodiment of the invention.

Figure 2 is a front view of the marine vessel depicted in Figure 1.

Figure 3 is a side view of a marine vessel having a body section and a hull section separated by stanchions, which shows how the body section of the marine vessel is vertically movable on the stanchions.

Figure 4 is a side view of a marine vessel as depicted in Figure 1 and a detachable module, where the marine vessel and detachable module are in a first configuration.

Figure 5 is a side view of a marine vessel as depicted in Figure 1 and a detachable module, where the marine vessel and detachable module are in a second configuration.

Figure 6 is a front view of a marine vessel and detachable module in the second configuration of Figure 5.

Figure 7 is a side view of the marine vessel where the body section is angled on the stanchions relative to the hull portion.

Figure 8 is a side view of the marine vessel where the body section is angled on the stanchions relative to the hull portion, in the opposite direction to that shown in Figure 7.

Figure 9 is a front view of the marine vessel where the body section of the marine vessel is tilted in a first direction relative to the hull section.

Figure 10 is a front view of the marine vessel where the body section of the marine vessel is tilted in a second direction relative to the hull section.

Figure 11 schematically shows computer hardware according to an embodiment.

Detailed description

Figure 1 is a side view of a marine vessel 100 according to an embodiment. The marine vessel comprises a hull section 102 and a body section 104. The hull section 102 and body section 104 are separated by stanchions 106,108,110 and 112. In some embodiments there may be a first bank of stanchions on the port side of the marine vessel 100, and a corresponding set of stanchions on the starboard side of the vessel (see Figure 2). Therefore in the embodiment of Figure 1, four stanchions on the port side are shown, which in the view of Figure 1 obscure another four stanchions on the starboard side, giving eight stanchions in total. It will of course be understood that a different number of stanchions can be provided, on either or both sides. Transverse and/or longitudinal spacing between stanchions may also differ between embodiments. In one embodiment a single stanchion may be provided. In such an embodiment the single stanchion may be centrally located along the hull section 102 and body section 104.

The water line is shown by dotted line 114. As shown in this embodiment, the hull section 102 can be completely submerged below the water line 114. For example the hull section 102 can be submerged to an extent that a top surface 116 of the hull 102 is a distance x below the water line 114. The hull can be submerged to a depth such that the hull is positioned below the most turbulent areas of the water. This helps to maintain the hull, and consequently the stanchions and body section 104, in a relatively stable manner, even in rough seas. The water line 114 may be considered a nominal water line, in as much as in reality there will usually be waves or swell and the water line will not be completely horizontal. The "surface of the sea" is typically graded according to wave height, i.e. from 0 to 9, and swell character from low to heavy. Typically sea state 5, rough, has wave heights from 2.5 to 4.0 metres. Sea state 7 may have wave heights in the region of 6 to 9 metres in height. Sea states above this may have bigger waves again. In some embodiments the vessels may be graded as to which sea states they can operate in. For example only larger vessels may be allowed to operate in the higher sea states. For example the determination of whether the vessel can operate in certain sea states may be dependent upon a height upon which the main body (and optionally module - see Figure 5) can be lifted above the waves on the stanchions. Referring back to Figure 1, in a condition of sea state 5 where the waves are between 2.5 and 4 metres in height, then the sea may be considered reasonably non-turbulent at a depth of 3 metres below the nominal surface of the sea. In such a case the hull may be lowered in the water to a depth where x = 3m, by way of example.

The hull section 102 may comprise one or more forms of ballast to control the depth of the hull 102 below the water line 114. The ballast may comprise permanent forms of ballast, for example one or more weighted sections in the hull, shown schematically at 103. The hull 102 may also comprise one or more chambers into and out of which water can be selectively pumped to provide variable ballast. Such a chamber is shown schematically at 109, connected to pump 111. To this end the hull section 102 may be considered a submarine section. In some conditions the variable ballast can be varied to an extent that the hull is raised to a relatively high position in the water, so that the top surface 116 is just below, or even above, the water line 114. This may be useful in shallow waters.

The marine vessel comprises propulsion means for driving or propelling the marine vessel through the water. In the embodiment of Figure 1 the propulsion means is in the form of a propeller 118 located on the hull section 102 at end 132 of the vessel. The propeller can be driven selectively in forward and reverse directions, to enable the marine vessel to be selectively driven in forward and reverse directions. The propulsion means may also be selectively angled so as to steer the marine vessel 100. Although the embodiment of Figure 1 shows the propulsion means in the form of a propeller, it will of course be understood that other forms of propulsion may be provided. For example the propulsion may be additionally or alternatively provided by one or more jets. Where a jet is used a deflector plate, or nozzle, may also be provided in conjunction with the jet so that the water from the jet can be directed which can impart a sideways movement to the marine vessel, effectively acting like a rudder. Additionally a mechanical "bucket" may be provided which drops over the water jet and promptly diverts the water jet forwards (or in a direction opposite to that of the initial water jet thrust), which effectively counteracts the forward motion of the vessel and eventually reverses the direction of motion of the vessel. In one embodiment the vessel is provided with a water jet at each longitudinal end of the vessel, which can act in opposition with each other. This allows the water jets to be selectively activated so as to selectively drive the vessel in a forward or reverse direction. Lloyds Register, various International Marine Organisations have set up requirements for new vessels such that they must show their ability to 'Return to Port' in case of accident and provide duplication of as much equipment as possible. In embodiments where two reversible propulsion means are provided both can be used together to gain higher speeds whilst still being able to drive and brake should one of them completely fail. With directional nozzles fitted to both water jets comprehensive manoeuvrability can be obtained. For example the vessel can turn in its own length or move sideways parallel to a dock if necessary.

The propulsion means (e.g. the driving means 118) may be powered by an engine, shown schematically at 115. In some embodiments the engine is a diesel engine. The engine may also power other aspects of the ship, for example the ship's electrical system.

One or more hydroplanes may be provided on the vessel. For example Figure 1 schematically shows hydroplanes 120 and 122. These can guide the hull as it is being driven through the water. The direction can be upordown. In some embodiments the angle of attack of the hydroplanes 120 and 122 can be adjusted so that the hull can be controlled and kept horizontal. Of course, the opposite side of the hull to that shown in Figure 1 will also be provided with an equivalent set of hydroplanes. By adjusting the hydroplanes the depth of the hull in the water can be trimmed as required. Therefore it may be considered that the hydroplanes effectively act like horizontal rudders guiding the hull. In embodiments the hydroplanes are configured to automatically keep the hull horizontal in the water.

The body section 104 may comprise one or more areas for holding people and/or cargo. These areas may be substantially enclosed. The body section 104 may comprise a passenger area 124. The passenger area 124 may comprise one or more seating areas, as well as other amenities such as cafes, restaurants, cinemas etc. The body section 104 may also comprise a bridge section 126 of the marine vessel 100. The bridge 126 comprises a room, platform or area from which the marine vessel 100 can be commanded by the ship's Captain and crew. The body section can also comprise one or more further sections. For example a vehicle loading bay may be provided in the body section 104. Additionally or alternatively one or more cargo and/or luggage bays may be provided. The body section 104 may also comprise one or more outdoor areas, such as a viewing deck and/or one or more walkways. In some embodiments a length of the body section 104 is approximately the same as a length of the hull section 102. In some embodiments a breadth of the body section 104 is approximately the same as a breadth of the hull section 102. That is in some embodiments it may be considered that the body section 104 substantially overlays the hull section 102.

In some embodiments, the marine vessel 100 may comprise a second bridge section 128 at an opposite end of the body section 104 from the first bridge section 126. This means that the marine vessel 100 can be driven in either direction, without having to turn the ship around in harbour. The crew can simply move from one bridge section to the other dependent upon which direction the ship is being driven. For example the marine vessel 100 may be considered to have a first end 130 and a second end 132. The first and second ends 130 and 132 can interchangeably act as the front (bow) and rear (stern) of the marine vessel 100. That is both directions A and B may selectively be forward or reverse. The marine vessel 100 may be substantially symmetrical about a centre line Y-Y of the marine vessel 100. The propulsion means 118 may provide for the motion in direction A and direction B, for example by being selectively rotated or driven in reverse or opposite directions. Alternatively or additionally a further propulsion means 134 (shown in phantom in Figure 1) may be provided at the first end 130 of the marine vessel, opposite the second end 132 where the propulsion means 118 is located. In such an embodiment the propulsion means 118 can be driven to drive the marine vessel 100 in the direction of arrow A, and the propulsion means 134 can be driven to drive the marine vessel 100 in the direction of arrow B.

Figure 2 shows the marine vessel 100 viewed from the first end 130 in the direction of arrow B. The marine vessel 100 comprises a first side 136 and a second side 138. The first and second sides 136 and 138 can interchangeably be considered port and starboard sides dependent upon a direction of travel, as previously discussed.

First and second rows or banks of stanchions are shown at 106 and 106'. The two banks of stanchions are separated by a distance C, which may be considered a transverse distance across the breadth of the vessel. The first bank of stanchions 106 is provided on the first side 136, and the second bank of stanchions 106' is provided on the second side 138 of the marine vessel 100. In embodiments where there is a single stanchion, or a single bank of stanchions, then such a stanchion or bank of stanchions may be centrally located in the breadth direction of the hull 102.

In the embodiments shown in Figures 1 and 2 the hull section 102 is of generally unitary construction (although of course may be made up of one or more sections connected together, for example by welding or riveting). Therefore as shown in Figure 2 the hull section 122 generally spans the entire width of the marine vessel 100.

The provision of a singular, wide hull is strong mechanically and therefore can be of light construction. The hull design can also carry relatively more dead weight ballast thus lowering the centre of gravity and improving the stability of the vessel. The hull design also provides a more stable platform i.e. a large flat surface area resulting in a more stable ride thus requiring less energy to control. The hull shape is also suitable for applying supercavitation, in which air bubbles are emitted from the hull and attach themselves to an outer surface thereof. This allows the top and under surfaces of the hull to be covered with a thin film of air in use. This may improve the speed and efficiency of the vessel when travelling. The hull section may have a height h which is less than its width w. In some embodiments the height h is considerably less than the width w. Forexample the height h may be approximately a fifth of the width w. This slim design is hydrodynamically efficient.

In another embodiment (not shown), the hull section 102 may comprise two or more hull sections separated in the breadth direction of the marine vessel. For example a first hull section may be provided on the first side 136 of the marine vessel, and a second hull section may be provided on the second side 138 of the marine vessel 100. . In such an embodiment the marine vessel may be considered to be in the form of a catamaran.

In embodiments, the hull section 102 and body section 104 are movable relative to each other via the one or more stanchions. In some embodiments the body section 104 can be raised and lowered on the stanchions so as to move the body section 104 towards the hull section 102, or away from the hull section 102. This enables the height of the body section 104 above the water line 114 to be adjusted. In other embodiments the hull section may additionally or alternatively be movable on the stanchions to effect the relative movement between the hull and main body section.

This is shown for example in Figure 3. The main body portion 104 is shown in solid lines at a first position or configuration where an underside 105 of the body portion 104 is a height hi above the water line 114. This may be considered a fully extended position or configuration of the body portion 104, where the body portion 104 is at its fully extended position away from the hull section 102. The body portion 104 is also shown in phantom in a second position where the underside of the body portion 104 is a height H2 above the water line 114. This may be considered a fully retracted position of the main body portion 104, where it is at a minimum distance from the hull section 102. Height h2 is less than HI. The body portion 104 can of course take any position between the fully extended and fully retracted positions. The fully retracted position may also be closer to the hull 102 than shown in phantom in Figure 3. In some embodiments, in the fully retracted position the body portion 104 may be proximate to or flush with the hull section 104. In some embodiments this configuration may only be permitted when at least a top surface of the hull 104 is clear of the water line. The retracted configuration can provide a compact overall outline of the ship. This may be useful in certain situations, for example when the vessel 100 needs to pass under a bridge.

Embodiments are not limited to any particular manner in which the main body portion and hull portion 102 can be moved relative to each other. For example movement of the body portion 104 can be effected by one or more electric, pneumatic or hydraulic motors. The power source for those motors may in some embodiment be the ship's main power source e.g. the diesel engine located in the hull portion 102. In one embodiment a rack and pinion system is used to effect movement between the body 104 and a hull 102. In one such embodiment, each stanchion comprises a rack portion, which correspond with one or more pinion wheels located on the body portion 104. The body portion 104 can therefore lift and lower itself on the stanchions via the rack and pinion system. Of course, in another embodiment the rack can be provided on the body portion 104, with the pinion wheels on the stanchions. Once the body portion 104 is at the desired height above the hull 102, then it can be securely maintained at this height. This may be by means of a locking means or locking system which locks the body portion 104 at the desired height once it has been reached. An automated fail-safe system may also be provided which ensures that the body portion 104 cannot unexpectedly fall or slip on the stanchions. In some embodiments the fail-safe system comprises the locking means or locking system.

The body portion 104 can be raised and lowered to suit the given conditions. For example, in harbour the body portion 104 may be set at its fully extended state to give the pilot a commanding view of the surroundings. In high crosswinds and/or on the open seas the body portion 104 may be lowered to reduce swaying of the marine vessel in the wind and to give a more aerodynamic outline. The height of the body portion above the water line 114 may also be adjusted to account for wave heights. In embodiments the height of the body portion 104 can be adjusted on the move or "on-the-fly". The height of the body portion 104 may also be adjusted to facilitate the attachment of attachable and detachable modules. The raising and lowering mechanism is generally referenced 107. This is discussed further below.

According to some embodiments the body section 104 can pitch and/or roll relative to a longitudinal axis of the marine vessel 100. This pitching and/or rolling motion can counteract acceleration, deceleration, and side to side movements of the vessel when in use. This makes for a more comfortable experience for passengers in the passenger area 124, as well as preventing or reducing undesired movement of other items in the passenger area or bridge, such as furniture, cutlery etc. This is described in more detail in Figures 7 to 10.

Figure 4 shows a marine vessel 100 as previously described adjacent to a port or dock 140. Located on the dock 140 is a module 142. The module 142 is attachable to and detachable from the marine vessel 100. In embodiments, the module 142 is attachable to and detachable from an underside 105 of the body section 104.

In this embodiment the marine vessel 100 approaches the port in the direction of arrow A, collects the module 142, and then departs the port 140 in the direction of arrow B. In some embodiments, the module 142 comprises a vehicle carrying module. Cars and/or other vehicles can be driven into the container module 142 at port before the marine vessel 100 arrives. When the vessel arrives it can then pick up the vehicle carrying module 142 before beginning its journey. Therefore the time-consuming step of vehicle loading can be carried out whilst the ship is remote from the port. Once the module 142 is securely attached to the body section 104, passengers can alight their vehicles and move from the module 142 to the passenger area 124 of the body section 104, via appropriately provided stairways and/or elevators.

In some embodiments, the port comprises an appropriate inlet area enabling the marine vessel to drive over and substantially surround the container module 142 before picking it up. The body section 104 can then be lowered onto the module 142 by lowering the body portion 104 on the stanchions as previously discussed. Suitable attachment means are provided on the module 142 and the body section 104 for attachment.

Alternatively, the marine vessel can approach the port until the vessel is proximate to and longitudinally aligned with the module 142. The module can then be slid in the direction of arrow B onto suitable attachment means on the body portion 104, until the module 142 is securely attached to the underside of the body section 104.

In one embodiment the port 140 comprises a pontoon. The pontoon will be approximately module sized, and will move up and down with the tide. In one embodiment, for a ferry sized marine vessel an approximate maximum vertical height between the top surface of the hull and the underside of the body will be at least ten metres. A typical two-storey module height would be in the region of 7 metres. A module 100 metres long by 30 metres wide could carry possibly 50 articulated trucks weighing 44 tonnes each maximum load. A typical weight of the module including full cargo would be in the region of 2500 tonnes. A pontoon 120 metres long by 30 metres wide and 1 metre deep could have a buoyancy capacity of at least 3,500 tonnes. This would be more than enough to support the module and its cargo. For pick-up the module could be loaded with cargo and closed-up, waiting on the pontoon to be picked up by a vessel.

In another embodiment, the same size of module could carry containers. The module in this case may consist of a simple platform, no roof, no walls, but locked to the stanchions.

The containers (for example one hundred of them) could be arranged as ten lanes of five per lane stacked two high. All containers may have a twist lock arrangement to secure them to a flat bed and similarly lock to each other when stacked. Typically shipping containers come in several 'standard sizes'.

Some embodiments may utilise the most popular sizes, 20 feet and 40 feet lengths. Widths and heights are the same for both. Therefore a 100 metre by 30 metre container platform could carry three hundred and twenty (320) 20 feet containers, stacked two high, or one hundred and sixty (160) 40 feet containers, stacked two high.

Figure 5 shows the detachable module 142 securely attached to the marine vessel 100, on the underside 105 of the body section 104. A process of detaching the module 142 when arriving at or returning to port is a reverse of the process of attaching a module. For example, a marine vessel 100 comprising passengers in the passenger area 124 and vehicles in the detachable module 142 can arrive at a first docking area of a port to drop off the detachable module 142. The passengers will of course be instructed to return to their vehicles in the detachable module 142 before the detachable module is detached from the marine vessel 100. The marine vessel 100 can then drive to a second dock at the port to pick up a new container module 142 containing pre-loaded vehicles. The marine vessel 100 can then start a new voyage and so on.

Figure 6 is a view from the first end 130 of the vessel 100, with the detachable module 142 attached in place on the underside 105 of the body portion 104. The detachable module 142 is positioned above the water line 114. The detachable module 142 is in this view bounded by the stanchions, the hull 102 and the body section 104.

Figure 7 shows a marine vessel 100 travelling (or about to travel) in the direction of arrow A. A propulsive force or further propulsive force is provided by propulsion means 118 to effect this movement. This causes acceleration of the marine vessel 100 in the direction of arrow A. Any loose items (including passengers) in the body section 104 will tend to be "left behind" during this accelerative movement, and these loose items will seem to move relative to the frame of reference of the marine vessel. In order to counteract this, the body section 104 is caused to be tilted such that one end is lowered relative to the other. In this example end 126 is lowered relative to end 128. This can be achieved by lowering or raising the body portion 104 on respective stanchions.

Turning to Figure 8, the same principle can be used when the ship undergoes a braking or deceleration force. This is shown for example in Figure 8 where the marine vessel 100 is initially travelling in the direction of arrow A. Marine vessel 100 is then subjected to a deceleration force in the direction of arrow B. This braking force may for example be the result of reverse thrust from the propulsion means 118. This causes people or items in the passenger area 104 to experience a force in the direction of arrow B. To counteract the effects of this force, the body section 104 is tilted such that the end 126 is raised relative to end 128. This can again be achieved by raising/lowering the different portions of the body portion 104 on the respective stanchions.

Figures 9 and 10 show this principle applied to side to side movements of the marine vessel 100. In Figure 9 the marine vessel has experienced a side force in the direction of arrow E. This could for example be due to the vessel turning or a cross wind. This causes people and items in the body section 104 to experience a force in the direction of arrow D. In order to counter this, the side 138 of the body portion 104 is raised relative to side 136.

The reverse of this is shown in Figure 10 where the marine vessel 100 experiences a side force in the direction of arrow D. This causes passengers and items in the body section 104 to experience a force in the direction of arrow E. In order to counter this the side 138 of the vessel 100 is lowered relative to side 136.

It will be understood that the body section 104 can tilt in more than one direction simultaneously. For example, the body section can pitch in one of the directions of Figures 7 and 8 at the same time as rolling in a direction as shown in one of Figures 9 and 10. This may occur when the marine vessel experiences multiple forces simultaneously.

In order to facilitate the tilting of the body section 104 on the stanchions, the connections between the stanchions and the body portion 104 (and/or the hull 102) may comprise one or more articulated joints to enable this movement.

Although the detachable module 142 is not shown in Figures 7 to 10, it will be understood that the body section 104 can be tilted as described in Figures 7 to 10 whilst the module 142 is attached. This also helps to counteract movement of items in the detachable module (such as vehicles) when forces such as acceleration and deceleration are applied.

It will be understood that the angle to which the body section 104 is tilted in Figures 7 to 10 may be dependent upon a size of the detected force. For example a small force may result in a relatively small tilt angle, whereas a larger force may result in a larger tilt angle. It will also be understood that the tilt angles may be greater or less than those shown in Figures 7 to 10. By way of example, if the marine vessel accelerated to 40 knots from a standing start in 20 seconds that would be approximately O.lg. To balance this horizontal acceleration the marine vessel would tilt by approximately 6 degrees to the horizontal. Similarly if a marine vessel of length 100 metres (by way of example) brakes to a halt in twice its own length that would be a deceleration of 1 metre per second per second, again requiring a tilt of 6 degrees. This is equivalent to a slope of approximately 1 in 10.

Computer apparatus may be provided to provide or enable various functionalities of the marine vessel 100. An example of such computer apparatus is shown in Figure 11. The computer apparatus 200 comprises at least one memory 202 and at least one processor 204. Together, the memory and processor can carry out one or more computer aided tasks. The memory 202 may have loaded thereon one or more computer programs enabling those tasks. The computer hardware is operable to control one or more aspects of the marine vessel. For example the computer apparatus may control the propulsion means 118 and 134. The computer hardware may also control the raising and lowering mechanism 107, and accordingly the computer hardware may control the tilting of the main body portion as described in Figures 7 to 10. The computer apparatus 200 can also receive feedback. For example the computer apparatus 200 may receive information from the propulsion means, for example information of their current power output. The computer apparatus 200 may also receive information from the raising and lowering mechanism 107, for example information of an extent of raising, lowering and/or tilting. The computer apparatus 200 may also be in communication with one or more sensors 206. These sensors may provide further information to the computer hardware such as direction of travel of the marine vessel, speed of travel, depth of the hull, weather conditions including wave height, wind speed etc.

The computer apparatus 200 is also connected to or comprises a display 208 for displaying information. This information may be displayed to staff on the bridge, such as the captain. Input means 210 is also provided which enables one or more inputs to be provided to the computer apparatus 200. For example the input means may comprise a steering wheel, joystick, keyboard etc. enabling crew on the bridge to control the marine vessel 100. The computer apparatus 200 receives these inputs, processes them and provides the necessary outputs to the various mechanisms such as the propulsion means and the raising and lowering mechanism.

The computer apparatus 200 may also enable a degree of automation of the marine vessel. For example the pilot may be able to program in a destination for the vessel, using which the computer apparatus can plot a course for the marine vessel to follow. The computer apparatus 200 may also act to maintain the hull in a generally horizontal position to maintain stability of the marine vessel 100. It may do this for example by controlling the hydroplanes and receiving feedback therefrom as part of a control loop.

In embodiments the various elements of the vessel are easily detachable from each other. For example the hull, main body portion and stanchions can all be detached from each otherfor maintenance. For example the hull and/or stanchions can be removed for de-fouling and regular maintenance. The main body can then be attached to a reconditioned hull. A typical out-of-service time may be in the region of 24 hours. Damaged items, the hull, stanchions, propulsion elements, depth keeping units (e.g. ballast, hydroplanes etc) could be dealt with in the same way, in order to reduce the amount of out-of-service time of the main body and modules to a minimum.

It will of course be understood that the embodiments described are by way of example only and are not intended to limit the scope of the invention. The term "marine vessel" does not place any limitations on the size or application of the vessel. For example the marine vessel may be a cruise ship, cross-channel ferry, fishing boat etc. The marine vessel may be used in seas, lakes, rivers etc. The marine vessel may also be in the form of a toy, for example a remote controlled boat. The Figures are schematic in nature and not necessarily drawn to scale. It will be further understood that aspects of the described embodiments can be combined in any way.

Claims

1. A marine vessel comprising: propulsion means; a hull section; a body section connected to said hull section via at least one stanchion; and the body section and the hull section being movable relative to each other via said at least one stanchion.

2. A marine vessel as set forth in claim 1, wherein said body section is movable on the at least one stanchion.

3. A marine vessel as set forth in claim 2, wherein said body section is vertically movable on the at least one stanchion relative to the hull section.

4. A marine vessel as set forth in claim 2 or claim 3, wherein the marine vessel comprises a plurality of stanchions.

5. A marine vessel as set forth in claim 4, wherein the body section is movable on the plurality of stanchions so as to tilt the body section relative to the hull section.

6. A marine vessel as set forth in claim 5, wherein the body section is configured to be tilted during acceleration and/or braking of the marine vessel.

7. A marine vessel as set forth in claim 6, wherein a degree of tilt of the body section is dependent upon a magnitude of the acceleration or braking force.

8. A marine vessel as set forth in any of claims 5 to 7, wherein the body section is configured to selectively tilt towards a first end or a second end of the marine vessel.

9. A marine vessel as set forth in any of claims 5 to 8, wherein the body section is configured to selectively tilt towards a first side or a second side of the marine vessel.

10. A marine vessel as set forth in any preceding claim, wherein said hull section comprises a ballast tank.

11. A marine vessel as set forth in claim 10, wherein said ballast tank is configured to control a centre of gravity of said marine vessel.

12. A marine vessel as set forth in claim 10 or claim 11, wherein said marine vessel is configured to control an amount of ballast in said ballast tank so as to control a depth of the hull section in water, when in use.

13. A marine vessel as set forth in claim 10, claim 11 or claim 12, wherein said marine vessel is configured to control an amount of ballast in said ballast tank so as to maintain the hull section in an entirely submerged state, when in use.

14. A marine vessel as set forth in any preceding claim, comprising one or more hydroplanes on the hull section to provide control of the hull when the vessel is in motion.

15. A marine vessel as set forth in claim 14, wherein an angle of attack of the one or more hydroplanes is variable so as to control the hull.

16. A marine vessel as set forth in any preceding claim, wherein the body section comprises one or more areas for holding people and/or cargo.

17. A marine vessel as set forth in any preceding claim, wherein the body section comprises a bridge portion for accommodating a crew of the marine vessel.

18. A marine vessel as set forth in any preceding claim, wherein the body section comprises a passenger holding area.

19. A marine vessel as set forth in any preceding claim, comprising a detachable module.

20. A marine vessel as set forth in claim 19, wherein said marine vessel is configured to mount said detachable module between said body section and said hull section.

21. A marine vessel as set forth in claim 19 or claim 20, wherein said body section is configured to be lowered on to said detachable module so as to attach thereto.

22. A marine vessel as set forth in any preceding claim, wherein said marine vessel has a first end and a second end, each of said first and second ends capable of acting as a bow or a stern of the marine vessel in an interchangeable manner and in dependence on a direction of travel of the marine vessel.

23. A marine vessel as set forth in any preceding claim, wherein said propulsion means comprises one or more of: a propeller; a jet.

24. A marine vessel as set forth in any preceding claim, wherein the hull section comprises a single section.

25. A marine vessel as set forth in any of claims 1 to 24, wherein the hull section comprises two or more separate sections spaced apart across a width of the marine vessel.

26. A marine vessel as set forth in claim 25, wherein the hull section is in the form of a catamaran.

27. A marine vessel substantially as described herein with respect to the accompanying drawings.