Viernes.

20-30 min
Sistemas de amarre varios http://www.marimatech.com/products/offshore
http://www.marineinsight.com/marine-navigation/mooring-methods-ships/
Boyas http://www.bluewater.com/products-technology/mooring-systems/spreadmooring/
Encyclopedia http://www.wartsila.com/encyclopedia
Sistemas de amarre multiboya
o Que es
o Cuando
o Como
o Por qu se usan
Diferencia monoboya multiboya
Configuraciones
Componentes
Proa popa ubicacin martima

Glosario
Bow: proa / Stern: popa
Port: babor / Starboard: estribor
Berth: atracar
Bow stopper: tope de proa
Fairlead: gatera (device to guide a line around an object, out of the way or to stop it
from moving laterally. a ring or hook or it could be a hole in the structure. also used
to stop a straight line from vibrating or rubbing a surface. additional use to keep a
loose end from sliding around the deck)
Deadweight (DWT): The deadweight is the difference between the displacement
and the mass of empty vessel (lightweight) at any given draught. It is a measure of
ships ability to carry various items: cargo, stores, ballast water, provisions and
crew, etc.
Hawser: cable, guindaleza
Headway: progreso
Jetty: embarcadero, muelle
Manifold: colector, tubo mltiple
Tug: remolcador, tirn
Weathervane: veleta
Winch: cabestrante
1kts=1,852km/h

-----PRESENTACIN----What is a Mooring Buoy?

A buoy is an object that floats in water and is used in the middle of the seas as
locators or as warning points for the ships. Mooring buoys are a type of buoy, to
which, ships can be moored in the deep oceanic areas.
The mooring buoy is designed in a manner that there is a heavier weight located
right in the bottom of the sea. This weight is like an anchor holding the buoy. A
mooring buoy has loops or chains attached to its top that floats on the water. These
chains are provided so that ships or boats can be effectively moored to them. The
entire application of a mooring buoy works in such a way that the buoy is floating
while the ships are moored to a very firm support without using the anchor system
of halting a ship. In some parts of the world, mooring buoys are also used to moor
boats and ships away from areas where coral reefs thrive.
Mooring buoys have been placed for boaters to secure their boat to without the use
of an anchor. They consist of three elements: a permanent fixture to the bottom, a
floating buoy at the water's surface, and a line that connects the two. Boaters tie up
to the buoys and are afforded a secure way to prevent their boat from drifting away,
crashing into other boats, or running aground on sensitive habitat.
Ships using mooring buoys to protect coral reefs do so because when the
traditional types of anchors are used, they tend to dig and uproot the coral that lie
deep under the water surface. Such mooring buoys in coral reef areas are located
mainly in Australia, Asia and also in some parts of the United States.
The shipping tankers using mooring buoys have to follow regulations set by the Oil
Companies International Marine Forum (OCIMF). This is an official and voluntary
association of companies that engage mainly in oil extraction and shipping across
the world.
Oil tankers use mooring buoys because they are stable and easy when it comes to
unloading the cargo contained in these ships. Instead of a tanker ship going to an
oil rig for loading oil containers, its better if this procedure is carried out in the high
seas so that delay in not caused in the transportation of cargo to the required
areas.
A mooring buoy is being more preferred to the traditional type of anchors in todays
times. In the days to come, because of the increase in awareness towards

environmental protection, the system of a mooring buoy will be the most relevant
equipment in the shipping industry.
http://ocean.floridamarine.org/boating_guides/florida_keys/pages/mooring_buoys.h
tml
http://www.marineinsight.com/marine-navigation/what-is-a-mooring-buoy/

---SBM - Single buoy mooring (SBM) or single point

mooring (SPM):
Larger ships which cannot approach ports are berthed outside the port limits or in
with the help of Single point or single buoy moorings. The principle of the buoy is to
keep position of the vessel with respect to the buoy steady and allow vessels to
swing to wind and sea. A tug at the aft keeps the ship at a fixed angle and distance
from the buoy. The buoy is fixed by positioning it in the center of four anchors
connected to it. The ship is made fast to the buoy with the help of a single chain or
two which is secured onboard to the bow stopper. Weather is a major criteria in
determining whether to berth the vessel. Low swell and wind force below 15kts are
favorable to make an approach. Strong tidal currents limit the interval for berthing
and unberthing. The approach has to be slow gradually hauling in the buoy
messenger rope and pulling the vessel slowly using engine kicks at short intervals
with mooring winches when she nears about 150-200 meters from the buoy. For
unberthing the chain is released from the bow stopper and a short kick on the
engines going astern swings the bow to starboard for right handed propellers thus
clearing the vessel of the buoy. Tugs assistance can also be sued to pull the
vessel astern and clear it of the buoy.
SPM allows handling of liquid cargo such as petroleum products for tanker ships.
SPM is mainly used in areas where a dedicated facility for loading or unloading
liquid cargo is not available. Located at a distance of several kilometers from the
shore-facility and connected using sub-sea and sub-oil pipelines can handle VLCC.

1. Benefits
Ability to handle extra-large vessels (VLCC)
Doesnt require ships to come to the port and thus save fuel and time
Ships with high drafts can be moored easily
Large quality of cargo can be easily handled single point mooring
2.Components
The offshore-anchored loading buoy is divided into different parts having dedicated
functionality. There are four groups of parts in the total mooring system: the body of
the buoy, mooring and anchoring elements, product transfer system and other
components.
SPM diagram

Buoy body
The buoy body may be supported on static legs attached to the seabed, with
a rotating part above water level connected to the (off) loading tanker. The two
sections are linked by a roller bearing, referred to as the "main bearing".
Alternatively the buoy body may be held in place by multiple radiating anchor
chains. The moored tanker can freely weather vane around the buoy and find a
stable position due to this arrangement.
The part of the Single Point Mooring System (buoy body) which is floating above
the water has a rotating part which connects to the tanker. The rotating part allows
the tanker to get stable at its desired positon around the buoy.
Mooring and anchoring parts
Moorings fix the buoy to the sea bed. Buoy design must account for the
behavior of the buoy given applicable wind, wave and current conditions and
tanker sizes. This determines the optimum mooring arrangement and size of the
various mooring leg components. Anchoring points are greatly dependent on local
soil condition.
Mooring components
Anchors or piles - To connect the mooring to the seabed
Sinker or anchor chain joint to buoy (SPM)
Anchor chain
Chain stoppers - To connect the chains to the buoy
Hawser arrangement
A tanker is moored to a buoy by means of a hawser arrangement.
Oil Companies International Marine Forum (OCIMF) standards are
available for mooring systems.
The hawser arrangement usually consist of nylon rope, which is
shackled to an integrated mooring uni-joint on the buoy deck. At the
tanker end of the hawser, a chafe chain is connected to prevent damage
from the tanker fairlead. A load pin can be applied to the mooring unijoint on the buoy deck to measure hawser loads.
Hawser systems use either one or two ropes depending on the
largest size of vessel which would be moored to the buoy. The ropes
would either be single-leg or grommet leg type ropes. These are usually
connected to an OCIMF chafe chain on the export tanker side (either
type A or B depending on the maximum size of the tanker and the

mooring loads). This chafe chain would then be held in the chain
stopper on board the export tanker.
A basic hawser system would consist of the following (working from
the buoy outwards):
Buoy-side shackle and bridle assembly for connection to the padeye on
the buoy; Mooring hawser shackle; Mooring hawser; Chafe chain
assembly; Support buoy; Pick-up / messenger lines; Marker buoy for
retrieval from the water.
Under OCIMF recommendations, the hawser arrangement would
normally be purchased as a full assembly from a manufacturer.
The tanker is usually moored to the buoy by means of a hawser arrangement,
which consists of nylon or polyester ropes shacked to an integrated hook on the
buoy deck. Chafe chains are connected at the tanker end of the hawser to prevent
damage from tanker fairlead. The mooring systems used for such offshore
operations follow the standards put forth by Oil Companies International Marine
Forum (OCIMF). The SPM is moored to the seabed using mooring arrangement
which includes anchors, anchor chains, chain stoppers etc. The mooring
arrangement is such that it permits the buoy to move freely within defined limits,
considering wind, waves, current, and tanker ship conditions. The buoy is
anchored to the seabed using anchor chains (legs) which are attached to the
anchor point (gravity based or piled) on the seabed. Chain stoppers are used to
connect the chains to the buoy.
Product transfer system
The heart of each buoy is the product transfer system. From a geostatic
location, e.g. a pipeline end manifold (PLEM) located on the seabed, this system
transfers products to the offtake tanker.The basic product transfer system
components are:
Flexible subsea hoses, generally referred to as risers
Floating hose string(s)
Marine Breakaway Coupling
Product swivel, valves and piping
Risers. The risers are flexible hoses that connect the subsea piping to the
buoy. Configuration of these risers can vary depending on water depth, sea
state, buoy motions, etc.
Floating hose string
Floating hose string(s) connect the buoy to the offloading tanker. The hose
string can be equipped with a breakaway coupling to prevent rupture of
hoses/hawser and subsequent oil spills.
Product swivel. The product swivel is the connection between the geostatic
and the rotating parts of the buoy. The swivel enables an offloading tanker to
rotate with respect to the mooring buoy. Product swivels range in size
depending on the size of attached piping and risers. Product swivels can
provide one or several independent paths for fluids, gases, electrical signals
or power. Swivels are equipped with a multiple seal arrangement to minimise
the possibility of leakage of product into the environment.

The product transfer system is located at the heart of the mooring buoy. The
system transfers products to the tanker from the Pipeline End and Manifold (PLEM)
(geostatic location) located on the seabed. Flexible hoses known as risers connect
the subsea pipelines to the buoys product transfer system. The buoy is connected
to the tankers using floating hose strings, which are provided with breakaway
couplings (A special type of coupling with a break point which will break at a predetermined break load, activating internals valves which will automatically close at
both ends and prevent further release of products.) to prevent oil spills. Single
Point Mooring Systems use a swivel system which connects the Pipeline End and
Manifold (PLEM) to the buoy. The product swivel system provides flexibility of
movement to the tankers during transfer of products. This movable pipe-connection
system prevents premature hose failure due to traction or bending stresses.
Other components
Other possible components of SPMs are:
A boat landing, providing access to the buoy deck,
Fendering to protect the buoy,
Lifting and handling equipment to aid materials handling,
Navigational aids for maritime visibility, and fog horn to keep moving vessel
alert.
An electrical subsystem to enable valve operation and to power navigation
aids or other equipment.

3. How SBM system works

1.The tanker ship is moored to the buoy for loading or unloading of cargo.
2.A boat landing space on the buoy deck provides access to the buoy for
setting up the connections and securing the ship.
3.Fenders are used to protect the buoy from unexpected movement of the ship
due to bad weather.
4.Lifting and handling equipment on the buoy allows handling of hoses
connections and safety tools.
5.Once the connections are made, valves are operated from the electrical
substation.
6.Necessary alarm systems and navigational aids are provided as safety
precautions.
7.Liquid cargo is transferred from geostatic location (Pipeline End and Manifold
(PLEM)) to the tanker using product transfer system of the single point
mooring system.
Additional Reference
Single Point Mooring Maintenance and Operations Guide
Single Point Mooring Maintenance and Operations Guide sets out guidelines for
operators of SPM terminals and provides a framework and set of procedures that
are based on the extensive experience of several companies. It primarily deals with

the two most common types of SPM, the CALM (Catenary Anchor Leg Mooring)
and the SALM (Single Anchor Leg Mooring).
http://www.marineinsight.com/marine-navigation/mooring-methods-ships/
http://www.marineinsight.com/offshore/how-single-point-mooring-spm-offshoreoperation-works/

Configurations
CALM
A commonly used configuration is the catenary anchor leg mooring (CALM), which
can be capable of handling very large crude carriers. This configuration uses six or
eight heavy anchor chains placed radially around the buoy, of a size to suit the
designed load, each about 350 metres (1,150 ft) long, and attached to an anchor or
pile to provide the required holding power. The anchor chains are pre-tensioned to
ensure that the buoy is held in position above the PLEM. As the load from the
tanker is applied, the heavy chains on the far side straighten and lift off the seabed
to apply the balancing load. Under full design load there is still some 27 metres
(89 ft) of chain lying on the bottom. A floating buoy that performs the dual function
of keeping a tanker moored on a single point and transferring fluids (generally
crude oil or refined products) while allowing the ship to weathervane. It consists of
a circular floating buoy anchored by means of multiple chain legs fixed to the
seabed by either conventional anchor legs or piles. The buoy itself is free to move
up and down, sideways and in pitching and rolling motions. The tanker is moored
via hawsers to the turntable on the buoy. The tanker is loaded or offloaded by
means of flexible marine hoses from the buoy to the vessels manifold. The
connection between the piping inside the buoy and the subsea pipeline is by
means of flexible hoses.

SALM
Single anchor leg mooring (SALM), which can be used in both shallow and deep
water. A single anchor leg mooring system consists of an anchoring structure with
built-in buoyancy at or near the water surface and is anchored to the seabed by an
articulated connection. A SALM can be employed as an unmanned tanker loading
or discharge terminal with multiple fluid transfer circuits. The configuration of a
SALM is highly elastic over a very wide range of water depths. This inherent
elasticity enables cargo transfer operations to continue under adverse weather and
sea-state conditions. This built-in resiliency also enables the SALM to yield in the
event of collision thus minimising impact forces and structural damage.

Vertical anchor leg mooring

Which is seldom used.

Single point mooring tower

Consists of a number of mooring legs attached to a turret that is part of the vessel,
allowing only for angular relative movement so that the vessel may weathervane.
The turret may be mounted internally or externally. Two types:
Jacket type, which has a jacket piled to the seabed with a turntable on top which
carries the mooring gear and pipework

Spring pile type, which has steel pipe risers in the structure

ELSBM
Exposed location single buoy mooring (ELSBM). This configuration stores the
mooring line and cargo hose on drums when not in use. Suitable for use in rough
conditions. Buoy specially designed for exposed locations, to have a better up-time
performance in such conditions.

ALP y FLP
Articulated loading platform (ALP). Also suited for rough conditions. Articulated
Loading Platform (also known as Articulated Columns). Mooring system which
stands on the seabed and can incline under mooring force via a uni-joint between
base and column. Floating Loading Platform: Basically the same as an ALP, but
anchored to the seabed with a catenary mooring system.
The flexible hose riser may be in one of three basic configurations, all designed to
accommodate tidal depth variation and lateral displacement due to mooring loads:

Chinese lantern
In which two to four mirror symmetrical hoses connect the PLEM with the buoy,
with the convexity of the curve facing radially outwards.

Lazy-S
In which the riser hose leaves the PLEM at a steep angle, then flattens out before
gradually curving upwards to meet the buoy approximately vertically, in a flattened
S-curve.

Steep-S
In which the hose first rises roughly vertically to a submerged float, before making
a sharp bend downwards followed by a slow curve through horizontal to a vertical
attachment to the buoy.
https://en.wikipedia.org/wiki/Single_buoy_mooring
Bevan, John, ed. (2005). "Section 1.10". The Professional Divers's Handbook
(second ed.).
http://www.wartsila.com/encyclopedia
http://www.sbmoffshore.com/wp-content/uploads/2013/09/SBMO-Glossary_Original_2045.pdf

---MBM - Conventional buoy or multi buoy mooring:

In this method the bow of the ship is secured using both her anchors whereas the
stern is secured to buoy around it. In the approach firstly vessel approaches the
final berthing position from forward at an angle of 90 degrees to her final direction
of berthing. The starboard anchor is then let go first at a pre decided spot while the
ship is making headway. Required amount of cable is paid and the astern
propulsion too operated simultaneously to stop the vessel. Once the vessel is
stopped in water port anchor is let go and thus vessel positions her stern along the
centerline bifurcating the buoys. For aligning the vessel along this centerline port
cable is paid out and starboard cable heaved in with astern propulsion. The helm
and engines to be carefully used during this maneuver to ensure the stern is

swinging clear of any of the buoys. During unberthing the anchor cables are
heaved in to move the vessel forward and the weight is taken on windward lines
while casting off other lines to prevent swinging of the stern into the other buoys.
This manoeuvre requires skill and efficient operation of ships crew as well as of
the mooring equipments as often weight of the lines can be immense.
Multiple Buoy Mooring (MBM) is a relatively simple and inexpensive type of
mooring facility, which usually consists of three to seven permanently anchored
buoys. Usually the bow of the vessel is held in position by the ships own anchors
while the ships mooring lines secure its stern to the mooring buoys, with the help of
tug boats. As soon as the tanker has maneuvered into the berth a launch crew
takes the tankers lines, one at a time, and tows them to the various mooring
buoys.
The mooring line will be placed on the buoys Hook by the launch crew or the buoy
may be boarded to secure the lines on a shackle. When leaving the berth the
mooring procedure is reversed. The connection at the manifold is released,
mooring lines slackened and the Hook on the buoys are released locally or
remotely.
Conventional Buoy Mooring (CBM) systems, sometimes referred to as Multiple
Buoy Mooring (MBM) systems, are in use for the transfer of products such as
crude and LPG between tankers and shore facilities all over the world.
considerations foremost in the design, and a design life of 20 to 25 years.
Conventional Buoy Mooring Systems. A Conventional Buoy Mooring (CBM) system
restricts tankers from weathervaning and, as such, it is often applied on projects
where smaller tankers are employed, in areas where the environmental conditions
are moderate or directional and / or where the frequency of loading / offloading
operations is limited. The system can be designed to berth all sizes of tankers but,
in general, tanker size typically ranges from 5,000 to 60,000 DWT.

1. Benefits
The CBM system allows the tankers to safely maintain position for the period
required to load or offload their products. Typically, 3 or 4 mooring buoys are used
for station keeping of the tanker. When berthed, the tanker remains on location
without using its own anchors. On the tanker side, the ships mooring ropes are
connected on either side to the bow and the stern and on the buoy side to the
quick release hooks on the buoy. After mooring the tanker to the buoys, picking up
a submerged hose string and connecting this hose to its midship manifold, the
loading or offloading operation may start. The other end of the hose string is
connected to a Pipeline End Manifold (PLEM), which in turn is fixed to a subsea
pipeline, transferring the product to or from any installation located onshore.
On completion of the loading operation, the hose string is laid down on the seabed,
ready for being picked up again when the next tanker arrives.

2. Components
A Conventional Buoy Mooring (CBM) system typically consists of the following
main components:
Mooring system with buoys, mooring legs and anchor points
Pipeline End Manifold (PLEM) and pipeline to shore
Subsea control system
Hose string with pick-up arrangement
Mooring System
The mooring system comprises Mooring Buoys and
Mooring Legs, where the buoys are generally moored to the seabed with chain
legs and high holding power anchors or piles, depending on soil characteristics. A
typical CBM includes 3 or 4 buoys and each buoy has a mooring assembly through
the centre of the unit, terminating in a mooring eye on the bottom and padeyes on
top for the fitting of quick release hooks. On the buoy structure, ladder access is
provided to the deck level in order to safely access the utility equipment, including
marine lantern, radar reflector and a solar power system. To allow safe and easy
access by boats, safety handrails, mooring bollards and fendering are also
provided.
Pipeline End Manifold
Located on the seabed, the Pipeline End Manifold (PLEM) serves to connect the
subsea hose string to the submarine pipeline(s). By means of valves on the PLEM,
the hose string can be isolated and the pipeline closed off.
The PLEM structure consists of a base frame, a protective structure, piping, valves,
a subsea control module, and if required, pressure and temperature indicators.
Subsea Control System
Certain controls are required to ensure safe operation of the system and these can
range from a simple umbilical attached to the loading hose and operated by the
tanker crew, to a sophisticated Subsea Control System installed on the PLEM.
However, for any such control system, a primary purpose will be control and
operation of the ESD valve(s). For a shore-based control system, there will either
be a cable running from shore to the PLEM or a telemetry link with an antenna
located on a small control buoy moored above the PLEM. This allows an onshore
control station to monitor product flow, pressure and temperature and to operate
the ESD valve(s).
Offloading Hose String
The hose string provides the interface between the midship loading manifold on the
berthed tanker and the PLEM. Its total length depends on the possible excursions
of the moored tanker, which in turn are determined by the water depth and the
environmental conditions expected during loading / offloading activities. When the
system is not in use, the hose string is laid down on the seabed away from the
influence of the waves. The end of the hose is provided with a pick-up line and a
marker buoy. The hose string is picked-up by a small support vessel that also

assists the tanker with mooring to the buoys. CBMs can be operated with up to 3
or 4 separate product lines.
http://www.marineinsight.com/marine-navigation/mooring-methods-ships/
http://www.marimatech.com/products/offshore
http://www.bluewater.com/wp-content/uploads/2013/03/CBMooringSystems.pdf

Ubicacin martima
This list of ship directions explains dozens of related terms such as fore, aft,
astern, aboard, or topside. For background, see below: Origins.
abaft: at or toward the stern of a ship, or further back from a location.
aboard: onto or within a ship, or in a group.
above: a higher deck of the ship.
aft: toward the stern of a ship.
adrift: floating in the water without propulsion.
aground: resting on the shore or wedged against the sea floor.[3]
ahull: with sails furled and helm lashed alee.[4]
alee: on or toward the lee (the downwind side).[5]
aloft: the stacks, masts, rigging, or other area above the highest solid structure.
amidships: near the middle part of a ship.
aport: toward the port side of a ship (opposite of "astarboard").[6]
ashore: on or towards the shore or land.[7]
astarboard: toward the starboard side of a ship (opposite of "aport").[8]
astern: toward the rear of a ship (opposite of "forward").[9]
athwartships: toward the sides of a ship.
aweather: toward the weather or windward side of a ship.[10]
aweigh: just clear of the sea floor, as with an anchor.[11]
below: a lower deck of the ship.
belowdecks: inside or into a ship, or down to a lower deck.[12]
bilge: the underwater part of a ship between the flat of the bottom and the vertical
topsides[13]
bottom: the lowest part of the ship's hull.
bow (or stem): front of a ship (opposite of "stern")
centerline: an imaginary, central line drawn from the bow to the stern.
fore or forward: at or toward the front of a ship or further ahead of a location
(opposite of "aft")
inboard: attached inside the ship.[14]
keel: the bottom structure of a ship's hull.[15]
leeward: side or direction away from the wind (opposite of "windward").[16]
on deck: to an outside or muster deck (as "all hands on deck").[17]
on board: somewhere on board the ship.[18]
outboard: attached outside the ship.[19]
port: the left side of the ship, facing forward (opposite of "starboard").
starboard: the right side of the ship, when facing forward (opposite of "port").
stern: the rear of a ship (opposite of "bow").

topside: on the ship's main weather deck.

underdeck: a lower deck of a ship.[20]
yardarm: an end of a yard spar below a sail.
waterline: where the water surface meets the ship's hull.
weather: side or direction from which wind blows (same as "windward").[16]
windward: side or direction from which wind blows (opposite of "leeward").[16]
https://en.wikipedia.org/wiki/List_of_ship_directions
Merriam-Webster Dictionary, May 2012
Dentro de los apuntes para el PER, definimos en este artculo las partes de un
barco; la proa,popa, las amuras, las aletas, los costados del barco, la obra viva,
la obra muerta, la carena, lalnea de cruja, la lnea de flotacin, el casco y
la cubierta.

Estribor: Es en nombre que recibe el costado o parte derecha de una

embarcacin.
Babor: Es el nombre que recibe el costado o parte izquierda de una embarcacin.
Proa: Es la parte delantera del barco que con forma de cua corta las aguas en
marcha avante.
Popa: Es la parte trasera o posterior del barco. Es el final de la estructura donde
va instalado el timn y las hlices.
Costado: Es cada uno de los lados verticales que resultan al dividir el barco en un
plano longitudinal vertical. Un barco tiene dos costados, el costado de estribor en
la parte derecha y el costado de babor en la parte izquierda.
Travs: Es cada lado o costado del barco en la mediana de la eslora.
Amura: Es la parte del costado donde el casco se estrecha formando la proa del
barco. Hay dos amuras, la de estribor y la de babor.

Aleta: Es la parte del costado donde la manga va disminuyendo para cerrar y

formar la popa del barco. Hay dos aletas, la de estribor y la de babor.

Obra viva: Es la parte sumergida del casco.

Obra Muerta: Es la parte emergente del casco sobre la lnea de flotacin hasta la
borda del buque.
Carena: La carena es lo mismo que la obra viva.
Lnea de flotacin: Es la lnea imaginaria que separa la obra viva de la obra
muerta, es decir, es la lnea que forma la interseccin del agua con el casco. La
lnea de flotacin es arbitrrea ya que cambia segn el estado de carga de la
embarcacin. Con frecuencia tambin llamamos lnea de flotacin a la lnea que
est pintada en los costados del barco.
Sentina: Es la parte ms baja del casco donde van a parar las aguas y restos
oleosos. Lleva instalada las bombas de achique para poder expulsar las aguas al
exterior.
Plan: El plan es el piso de la embarcacin en su parte ms baja, sobre la quilla y
las sentinas.
Cubierta: Es el cierre del casco en posicin horizontal por su parte superior
haciendo estanco al casco. En otras palabras la cubierta es el piso del barco en su
parte superior.
Casco: El casco es el vaso o forro externo del barco, es lo que envuelve e
impermeabiliza la estructura del barco, formando as el armazn de la
embarcacin. El casco de un barco puede ser de diferentes materiales, madera,
hierro, aluminio, fibra de vidrio, hormign, etc.
El casco de un barco puede tener diferentes formas dependiendo del uso al que
est destinado. Las embarcaciones multi cascos son los catamaranes o los
trimaranes.
Artculos relacionados:

Tecnologa Naval I: Dimensiones: Definimos la eslora, eslora de flotacin, eslora

mxima, manga, puntal, calado, fracobordo, asiento, desplazamiento y arqueo.
Tecnologa naval III: Estructura de un barco: Definimos las cuadernas, los baos, el
trancanil, la roda, el codaste, la quilla, la borda, la regala, los mamparos, el plan, la
sentina y los imbornales.
http://sailandtrip.com/partes-de-un-barco/
Sotavento y barlovento son trminos de la marinera. Hacia dnde el viento se
dirige se llama sotavento y de dnde sopla el viento se llama barlovento, que
aluden a los lugares desde donde sopla el viento y se proyecta sobre las
embarcaciones, aunque en la cacera, la climatologa, la geomorfologa, la
ventilacin en incendios y, en general, en geografa fsica y otras industrias
humanas se usa esta terminologa, tambin con el mismo sentido.

https://es.wikipedia.org/wiki/Sotavento_y_barlovento#cite_ref-2
Real Academia Espaola (2014). barlovento. Diccionario de la lengua espaola
(23. edicin). Madrid: Espasa. Consultado el 18 de diciembre de 2014.
Maniobras bsicas de navo
http://www.todoababor.es/vida_barcos/maniob_nav.htm

-----PASANTA----Normas internacionales y buenas prcticas de

ingeniera en el diseo de sistemas de amarre por
multiboyas.
Ensayos: traccin, dureza, qumicos ASTM

Estndares de calidad ISO9001

Estndares ABS
DNV-OS
IALA Maritime Buoyage System
https://en.wikipedia.org/wiki/International_Association_of_Marine_Aids_to_Navigati
on_and_Lighthouse_Authorities
Oil Companies International Marine Forum (OCIMF)

Estudios previos e informes de diseos de boyas de

amarre.
Informacin de los elementos y el funcionamiento de
los sistemas de amarre por multiboyas.
Configuraciones tpicas de los sistemas multiboyas
(patrn de amarre patrn de anclaje).
Informacin metaocenica y batimtrica de la zona de
estudio.
Informacin de los tanqueros servidos por sistemas
multiboyas.
Datos
Acero A-36

Libros
Guidelines for the Design, Operation and Maintenance of Multi-Buoy Moorings
(MBM)
Professional divers handbook

Programas
http://www.ultramarine.com/index.htm