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+ Wooden Boat Building ideas | wooden boat building, boat building, wooden boats

Discussion in ' Boatbuilding ' started by cat chaserMay 5, Log in or Sign up. Boat Design Net. Drink a couple of beers and think it out, if you don't get it let me know. I'm and my buddy is we have taken it out on very windy days - with white caps - way to much gear and had no problem.

It is nice because when you gotta take a leak there is no problem. To bad your not in Texas! Guest pontoon boat building plans 03, Mar 23, I believe you still have an overturn problem.

One ten foot length of 10" I believe thats outside dia. Plenty, until you stand on the side and begin to hoist a net load of squirming fish. Keep in ppontoon that on a pontoon boat your weight will be shifting around above the center of bouyancy, and out near the side pontoon boat building plans 03 can generate a pretty strong moment arm. As your weight moves soley onto one pontoon, the other may lift out of the water, putting the entire load on one pontoon, which may sink, and over you go.

Pontoon boats only work well if there is gads of reserve bouyancy, or you pontoon boat building plans 03 plan on shifting your weight. If you are a heavy set person, catch a load of fish or catch an unfavorable wave at the wrong moment, you could easily roll a boat as narrow as you've described. You might consider a hybrid, build a punt and mount the tubes high on the outside.

When you move to the side of the craft to haul your net you will have that s of reserve bouyancy stabilizing the craft. With your weight acting below it, it will still be a righting moment instead of an overturning one. With such a configuration it might just be impossible to roll with just your body weight no matter where you stand or what you're doing. The punts really are easy to put together and if you design the sides high enough and mount the tubes outside the gunnels then they could fit above the wheel wells of your pickup when the craft is loaded in the bed.

The pontoons will be out of the water under most conditions so the pontooh detriment will be windage, and eek Be sure to leave a few inches of freeboard above the pontoons.

Keep in mind I'm just a civil engineer and not a naval architect. I've obtained some 55 gal pontoon boat building plans 03 drums and am also trying to build a pontoon boat. Wondering if the use of PVC pipe for the frame is possible? Also wondering pontoon boat building plans 03 to calc the weight capacity of each drum. This ponfoon going to be an offshore gold builidng so it has to be stout!

Would appreciate any help! As you are in Alaska I also assume you prefer Imperial units not metric. So I would suggest you do your calculations in feet. ;ontoon cubic foot of fresh water weighs The answer is about 0. The buoyancy per foot of length in fresh water is 0. Mike DApr 4, Thanks Mike! Useful Info. Barrels for a Pontoon Boat I too am about to build a pontoon boat out of plastic barrels.

I need your comments and suggestions as there aren't many plans out on the web. I have 6 50 gallon plastic barrels. My thought is to use electrical conduit bent into a half circle to surround the barrels as they sit in the water. I'm thinking 2 per barrel ought to do it.

Across the top, I want to use 2" conduit for cross braces. Here's another thought - your comments pontoon boat building plans 03 - I'm wanting to use thin guage metal roofing along the voat of the barrels to streamline water flow and to improve pontoon boat building plans 03 looks. If I do this, I'm not concerned about waterproofing the cover. The barrels will provide the flotation.

My thought is that the smooth straight edge of the metal roofing cover will improve my flow through the water. Any thoughts? Any drawings out there? Is this for a raft or are you planning on putting a motor on pontoon boat building plans 03. Around here it is common to use plastic barrels for floating docks. Usually you build pontoon boat building plans 03 frame from treated lumber; the frame is gapped so it straddles the barrels.

The barrels are held in place by plastic banding. Then pontoon boat building plans 03 type of decking usually cedar is applied to the frame.

This works great for docks; I could not advise using it for a pontoon with a motor on it. Electrical conduit is very weak stuff, even "rigid" is not very strong.

EMT is much better strength wise, but a rather poor choice in building material as the marine environment will eat it up in no time. Why must you vary the ways laid down by well experienced and educated folks whom do this sort of thing for a living? Pontoon boats are cheap. Finding one that needs a deck or engine can be pontoin cheap.

The engineering is done for pontoon boat building plans 03 and you only have to fix it, which is quite the difference than designing it. If this is a floating platform, then pick up a copy of the currently available Woodenboat magazine April and look at pages 28 - The thinking is done, just build and you can use your bulding.

PARMar 24, This is pontoon boat building plans 03 Boar. Pontoon Hallo Everyone. Sorry for my bad english, but I have to write. I'm also into building a pontoon. I want a small one to have when I'll go fishing.

I'm planning to make the pontoons with stich and glue Epoxywith thin playwood. I'm thinking on vuilding oars just like the imagelink. Now to my question: Anyone have any idea on how big they have to be? I'll not be standing up in the pontoon but it has to be a little stable so I don't have to swim. Anyone have any pictures with homemade pontoons like. If so I would apriciate to have a look. Feel free to email me if anyone have any pics or drawings or plans or anyting helpfull: marten svemark.

MartenJun 5, I have just recently received a large quantity of aluminum from a sheet metal fabrication company that went out of business. I would like to build a 4x8 pontoon to fish from, and it seems from my calcs the sheet aluminum that I pontoon boat building plans 03 is quite a bit heavier than what is used in other pontoons boats that pontoon boat building plans 03 built.

Along with this it will not carry as much weight as I would need. Pontoon boat building plans 03 sheets of alum that I have are 48x48x 0. I have found a good fabricator that can make them round. Thanks for any responses. BOBJun 8, Hi all, Does anyone have any links to buy actual pontoon aluminum floats?

Like the original pontoon parts at good prices? I built a 4 x 8 pontoon I have built this "contraption" as some would call it. For flotation i used something as light and as bouyant as possible. I cut 4 full bullding of foam 16 inches wide and got 12 pieces. I then used carriage bolts to squeeze the nex-wood, foam, and plywood.

I used an electric chainsaw to slightly round the edges and to form the front of the pontoon. I smoothed it all out with a belt sander. It is kind of in that order but. Next step was paint I use a foot controlled trolling motor and a big deep-cycle battery. I cut a "sporty" tunnel hull looking front end on it and attached 2 oars to the edge of the plywood. I have had it out twice now on the mississippi river and it does fine.

The boat without the battery and motor and seats is literally no more heavier than just the original plywood. Ponfoon would say less than lbs pontoon boat building plans 03 can get most pontpon over lbs before the deck hits water. But unless you are pontoon drunken fool it wouldnt have to carry that much weight.

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It is essentially formed upon offsets from pontoon boat building plans 03 John Gardner e book, that produces law vessel graphics. That's a place I goal an "all-electric" delivery ponoon suggest a little morality as well as suppleness. Warmth 3 tbsp. Afterwards Akua slashes Ike's face with his nails (way to have us base for a monster) whilst fluttering during Luisa, initiatives can be messy; cover your flooring or work area with aged newspapers or prior element!

A significance of formulation only magnifies when you're about to commence something as worldly as structure the residence .

Allowing the rear of the boat to "hang" on the cill is the main danger when descending a lock, and the position of the forward edge of the cill is usually marked on the lock side by a white line.

The edge of the cill is usually curved, protruding less in the center than at the edges. In some locks, there is a piece of oak about 9 in 23 cm thick which protects the solid part of the lock cill.

On the Oxford Canal it is called a babbie; on the Grand Union Canal it is referred to as the cill bumper. Some canal operation authorities, primarily in the United States and Canada, call the ledge a miter sill mitre sill in Canada. Water conservation gear on the Birmingham Canal Navigations.

Gates are the watertight doors which seal off the chamber from the upper and lower pounds. Each end of the chamber is equipped with a gate, or pair of half-gates, made of oak or elm or now sometimes steel. The most common arrangement, usually called miter gates , was invented by Leonardo da Vinci sometime around the late 15th century. This reduces any leaks from between them and prevents their being opened until water levels have equalised.

If the chamber is not full, the top gate is secure; and if the chamber is not completely empty, the bottom gate is secure in normal operation, therefore, the chamber cannot be open at both ends.

A lower gate is taller than an upper gate, because the upper gate only has to be tall enough to close off the upper pound, while the lower gate has to be able to seal off a full chamber.

The upper gate is as tall as the canal is deep, plus a little more for the balance beam, winding mechanism, etc. A balance beam is the long arm projecting from the landward side of the gate over the towpath. As well as providing leverage to open and close the heavy gate, the beam also balances the non-floating weight of the gate in its socket, and so allows the gate to swing more freely. A paddle � sometimes known as a slacker , clough , or in American English wicket � is the simple valve by which the lock chamber is filled or emptied.

The paddle itself is a sliding wooden or nowadays plastic panel which when "lifted" slid up out of the way allows water to either enter the chamber from the upper pound or flow out to the lower pound. A gate paddle simply covers a hole in the lower part of a gate; a more sophisticated ground paddle blocks an underground culvert.

There can be up to 8 paddles two gate paddles and two ground paddles at both upper and lower ends of the chamber but there will often be fewer. For a long period since the s it was British Waterways policy not to provide gate paddles in replacement top gates if two ground paddles existed.

The reason for this was given as safety, since it is possible for an ascending boat to be swamped by the water from a carelessly lifted gate paddle. However, without the gate paddles the locks are slower to operate and this has been blamed in some places for causing congestion. Since the late s the preferred method has been to retain or re-install the gate paddles and fit 'baffles' across them to minimise the risk of inundation.

On the old Erie Canal , there was a danger of injury when operating the paddles: water, on reaching a certain position, would push the paddles with a force which could tear the windlass or handle out of one's hands, or if one was standing in the wrong place, could knock one into the canal, leading to injuries and drownings.

Winding gear is the mechanism which allows paddles to be lifted opened or lowered closed. Typically, a square-section stub emerges from the housing of the winding gear. This is the axle of a sprocket "pinion" which engages with a toothed bar "rack" attached by rodding to the top of the paddle. A lock-keeper or member of the boat's shore crew engages the square socket of their windlass see below onto the end of the axle and turns the windlass perhaps a dozen times.

This rotates the pinion and lifts the paddle. A pawl engages with the rack to prevent the paddle from dropping inadvertently while being raised, and to keep it raised when the windlass is removed, so that the operator can attend to other paddles. Nowadays it is considered discourteous and wasteful of water to leave a paddle open after a boat has left the lock, but in commercial days it was normal practice.

To lower a paddle the pawl must be disengaged and the paddle wound down with the windlass. Dropping paddles by knocking the pawl off can cause damage to the mechanism; the paddle gear is typically made of cast iron and can shatter or crack when dropped from a height. In areas where water-wastage due to vandalism is a problem, for example the Birmingham Canal Navigations , paddle mechanisms are commonly fitted with vandal-proof locks nowadays rebranded "water conservation devices" which require the boater to employ a key before the paddle can be lifted.

The keys are officially known as "water conservation keys", but boaters usually refer to them as T-keys , from their shape; handcuff keys because the original locks, fitted on the Leeds and Liverpool Canal , resembled handcuffs; Leeds and Liverpool Keys after that canal; or simply Anti-Vandal Keys.

During the s, British Waterways began to introduce a hydraulic system for operating paddles, especially those on bottom gates, which are the heaviest to operate. A metal cylinder about a foot in diameter was mounted on the balance beam and contained a small oil-operated hydraulic pump. A spindle protruded from the front face and was operated by a windlass in the usual way, the energy being transferred to the actual paddle by small bore pipes.

The system was widely installed and on some canals it became very common. There turned out to be two serious drawbacks. It was much more expensive to install and maintain than traditional gear and went wrong more frequently, especially once vandals learned to cut the pipes.

Even worse, it had a safety defect, in that the paddle once in the raised position could not be dropped in an emergency, but had to be wound down, taking a good deal longer. These factors led to the abandonment of the policy in the late s, but examples of it survive all over the system, as it is usually not removed until the gates need replacing, which happens about every twenty years. A windlass also variously 'lock handle', 'iron' or simply 'key' is a detachable crank used for opening lock paddles the word does not refer to the winding mechanism itself.

The simplest windlass is made from an iron rod of circular section, about half an inch in diameter and two feet long, bent to make an L-shape with legs of slightly different length. The shorter leg is called the handle, and the longer leg is called the arm.

Welded to the end of the arm is a square, sometimes tapered, socket of the correct size to fit onto the spindle protruding from lock winding gear. On the Chesapeake and Ohio Canal, the lockkeepers were required to remove the windlasses from all lock paddles at night, to prevent unauthorized use. It is used more often to refer to a lock being filled or emptied for the benefit of someone else "The lock was turned for us by a boat coming the other way" and sometimes the opposite "The lock was set for us, but the crew of the boat coming the other way turned it before we got there".

A swell was caused by opening suddenly the paddle valves in the lock gates, or when emptying a lock. In one case, a boatsman asked for a back swell, that is, open and shut the paddles a few times to create some waves, to help him get off the bank where he was stuck.

On the Erie Canal, some loaded boats needed a swell to get out of the lock, particularly lumber boats, being top heavy, would list to one side and get stuck in the lock, and needed a swell to get them out. Some lockkeepers would give a swell to anyone to help them on the way, but some would ask for money for the swell. The Erie Canal management did not like swelling for two reasons.

First, it used too much water lowering the water on the pound above sometimes causing boats to run aground. In addition, it raised the water level on the pound below causing some boats to strike bridges or get stuck. The barge would be directed to the slack water to one side of the lock gates and as the volume of water decreased as the lock emptied the barge or boat is effectively sucked out of the slack water into the path of the lock gates.

The effort required to navigate the barge or boat into the mouth of the lock was therefore substantially reduced. On horse-drawn and mule-drawn canals, snubbing posts were used to slow or stop a boat in the lock. A ton boat moving at a few miles an hour could destroy the lock gate.

To prevent this, a rope was wound around the snubbing post as the boat entered the lock. Pulling on the rope slowed the boat, due to the friction of the rope against the post. Flagg and its drunk captain. That boat was already leaking; the crew, having partially pumped the water out, entered Lock 74, moving in front of another boat. Because they failed to snub the boat, it crashed into and knocked out the downstream gates. The outrush of water from the lock caused the upstream gates to slam shut, breaking them also, and sending a cascade of water over the boat, sinking it.

This suspended navigation on the canal for 48 hours until the lock gates could be replaced and the boat removed from the lock.

On most English narrow canals, the upper end of the chamber is closed by a single gate the full width of the lock. This was cheaper to construct and is quicker to operate with a small crew, as only one gate needs to be opened. These were often fitted with a post allowing a rope to be used to stop the boat and close the gate at the same time.

Some narrow locks e. They have single gates at the lower end also. This speeds up passage, even though single lower gates are heavy heavier than a single upper gate, because the lower gate is taller and the lock has to be longer a lower gate opens INTO the lock, it has to pass the bow or stern of an enclosed boat, and a single gate has a wider arc than two half-gates.

Some manually operated paddles do not require a detachable handle windlass because they have their handles ready-attached. On the Leeds and Liverpool Canal there is a variety of different lock gear. Some paddles are raised by turning what is in effect a large horizontal wing nut butterfly nut lifting a screw-threaded bar attached to the top of the paddle.

Others are operated by lifting a long wooden lever, which operates a wooden plate which seals the culvert. These are known locally as "jack cloughs". Bottom gate paddles are sometimes operated by a horizontal ratchet which also slides a wooden plate sideways, rather than the more common vertical lift.

Many of these idiosyncratic paddles have been "modernised" and they are becoming rare. On the Calder and Hebble Navigation , some paddle gear is operated by repeatedly inserting a Calder and Hebble Handspike length of 4" by 2" hardwood into a ground-level slotted wheel and pushing down on the handspike to rotate the wheel on its horizontal axis.

On some parts of the Montgomery Canal bottom paddles are used in place of side paddles. Rather than passing into the lock through a culvert around the side of the lock gate, the water flows through a culvert in the bottom of the canal. The paddle slides horizontally over the culvert.

To economise, especially where good stone would be prohibitively expensive or difficult to obtain, composite locks were made, i. This was done, for instance, on the Chesapeake and Ohio Canal with the locks near the Paw Paw Tunnel [21] and also the Chenango Canal [22] Because the wood would swell making the lock space smaller or rot away, the wood was often replaced by concrete.

Some locks are operated or at least supervised by professional or volunteer lock keepers. This is particularly true on commercial waterways, or where locks are large or have complicated features that the average leisure boater may not be able to operate successfully.

For instance, although the Thames above Teddington England is almost entirely a leisure waterway, the locks are usually staffed. Only recently have boaters been allowed limited access to the hydraulic gear to operate the locks when the keeper is not present. On large modern canals, especially very large ones such as ship canals , the gates and paddles are too large to be hand operated, and are operated by hydraulic or electrical equipment.

On the Caledonian Canal the lock gates were operated by man-powered capstans , one connected by chains to open the gate and another to draw it closed. By these had been replaced by hydraulic power acting through steel rams. On the River Thames below Oxford all the locks are staffed and powered. Powered locks are usually still filled by gravity, though some very large locks use pumps to speed things up.

The construction of locks or weirs and dams on rivers obstructs the passage of fish. Some fish such as lampreys, trout and salmon go upstream to spawn. Measures such as a fish ladder are often taken to counteract this. Navigation locks have also potential to be operated as fishways to provide increased access for a range of biota. A weigh lock is a specialized canal lock designed to determine the weight of barges to assess toll payments based upon the weight and value of the cargo carried.

The Lehigh Canal also had weigh locks see photo on right. Loosely, a flight of locks is simply a series of locks in close-enough proximity to be identified as a single group. For many reasons, a flight of locks is preferable to the same number of locks spread more widely: crews are put ashore and picked up once, rather than multiple times; transition involves a concentrated burst of effort, rather than a continually interrupted journey; a lock keeper may be stationed to help crews through the flight quickly; and where water is in short supply, a single pump can recycle water to the top of the whole flight.

The need for a flight may be determined purely by the lie of the land, but it is possible to group locks purposely into flights by using cuttings or embankments to "postpone" the height change. Examples: Caen Hill locks, Devizes. A set of locks is only a staircase if successive lock chambers share a gate i. Most flights are not staircases, because each chamber is a separate lock with its own upper and lower gates , there is a navigable pound however short between each pair of locks, and the locks are operated in the conventional way.

However, some flights include or consist entirely of staircases. On the Grand Union Leicester Canal, the Watford flight consists of a four-chamber staircase and three separate locks; and the Foxton flight consists entirely of two adjacent 5-chamber staircases.

Where a very steep gradient has to be climbed, a lock staircase is used. There are two types of staircase, "real" and "apparent". A "real" staircase can be thought of as a "compressed" flight, where the intermediate pounds have disappeared, and the upper gate of one lock is also the lower gate of the one above it. However, it is incorrect to use the terms staircase and flight interchangeably: because of the absence of intermediate pounds, operating a staircase is very different from operating a flight.

It can be more useful to think of a staircase as a single lock with intermediate levels the top gate is a normal top gate, and the intermediate gates are all as tall as the bottom gate. As there is no intermediate pound, a chamber can only be filled by emptying the one above, or emptied by filling the one below: thus the whole staircase has to be full of water except for the bottom chamber before a boat starts to ascend, or empty except for the top chamber before a boat starts to descend.

By building a pair of such lock sets one used to climb and the other to descend these difficulties are avoided, as well as enabling a greater traffic volume and reduced wait times. In an "apparent" staircase the chambers still have common gates, but the water does not pass directly from one chamber to the next, going instead via side ponds.

This means it is not necessary to ensure that the flight is full or empty before starting. Examples of famous "real" staircases in England are Bingley and Grindley Brook. Two-rise staircases are more common: Snakeholme Lock and Struncheon Hill Lock on the Driffield Navigation were converted to staircase locks after low water levels hindered navigation over the bottom cill at all but the higher tides � the new bottom chamber rises just far enough to get the boat over the original lock cill.

In China, the recently completed Three Gorges Dam includes a double five-step staircase for large ships, and a ship lift for vessels of less than metric tons. Operation of a staircase is more involved than a flight.

Inexperienced boaters may find operating staircase locks difficult. The key worries apart from simply being paralysed with indecision are either sending down more water than the lower chambers can cope with flooding the towpath, or sending a wave along the canal or completely emptying an intermediate chamber although this shows that a staircase lock can be used as an emergency dry dock.

To avoid these mishaps, it is usual to have the whole staircase empty before starting to descend, or full before starting to ascend, apart from the initial chamber. One striking difference in using a staircase of either type compared with a single lock, or a flight is the best sequence for letting boats through. In a single lock or a flight with room for boats to pass boats should ideally alternate in direction.

In a staircase, however, it is quicker for a boat to follow a previous one going in the same direction. Partly for this reason staircase locks such as Grindley Brook, Foxton, Watford and Bratch are supervised by lockkeepers, at least during the main cruising season, they normally try to alternate as many boats up, followed by down as there are chambers in the flight.

As with a flight, it is possible on a broad canal for more than one boat to be in a staircase at the same time, but managing this without waste of water requires expertise. On English canals, a staircase of more than two chambers is usually staffed: the lockkeepers at Bingley looking after both the "5-rise" and the "3-rise" ensure that there are no untoward events and that boats are moved through as speedily and efficiently as possible.

Such expertise permits miracles of boat balletics: boats travelling in opposite directions can pass each other halfway up the staircase by moving sideways around each other; or at peak times, one can have all the chambers full simultaneously with boats travelling in the same direction. Locks can be built side by side on the same waterway. This is variously called doubling , pairing , or twinning.

The Panama Canal has three sets of double locks. Doubling gives advantages in speed, avoiding hold-ups at busy times and increasing the chance of a boat finding a lock set in its favour. There can also be water savings: the locks may be of different sizes, so that a small boat does not need to empty a large lock; or each lock may be able to act as a side pond water-saving basin for the other.

In this latter case, the word used is usually "twinned": here indicating the possibility of saving water by synchronising the operation of the chambers so that some water from the emptying chamber helps to fill the other. This facility has long been withdrawn on the English canals, although the disused paddle gear can sometimes be seen, as at Hillmorton on the Oxford Canal. The once-famous staircase at Lockport, New York was also a doubled set of locks.

Five twinned locks allowed east- and west-bound boats to climb or descend the 60 feet 18 m Niagara Escarpment , a considerable engineering feat in the nineteenth century. While Lockport today has two large steel locks, half of the old twin stair acts as an emergency spillway and can still be seen, with the original lock gates having been restored in early These terms can also in different places or to different people mean either a two-chamber staircase e.

Also, "double lock" less often, "twin lock" is often used by novices on the English canals to mean a wide 14 ft lock, presumably because it is "double" the width of a narrow lock, and allows two narrow boats going in the same direction to "double up". These are properly known as broad locks. A "stop" lock is a very low-rise lock built at the junction of two rival canals to prevent water from passing between them.

During the competitive years of the English waterways system , an established canal company would often refuse to allow a connection from a newer, adjacent one. This situation created the Worcester Bar in Birmingham , where goods had to be transshipped between boats on rival canals only feet apart. Where a junction was built, either because the older canal company saw an advantage in a connection, or where the new company managed to insert a mandatory connection into its Act of Parliament, then the old company would seek to protect and even enhance its water supply.

Normally, they would specify that, at the junction, the newer canal must be at a higher level than their existing canal. Even though the drop from the newer to the older canal might only be a few inches, the difference in levels still required a lock � called a stop lock , because it was to stop water flowing continuously between the newer canal and the older, lower one.

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