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Traditional clinker construction started with a few moulds erected onto a building area, the transom and inner stem plus a hog inner keel were added much like the set up for strip planking and then the plank shapes were taken off this basic set-up. The process was repeated for successive planks allowing the edges to over lap thus :- Above - planks laid clinker, clencher or lapstrake fashion - the plank "lands" are the points where one plank laps another.

Once the hull was planked, the hull was turned upright if it was built upside down and timbers were fitted - these were relatively narrow and thin strips of wood, steamed to make them supple and then bent over the inside of the boat across the planking.

These timbers were held in place by a copper nail and rove through Traditional Boat Building Skills Uk the timber at each plank land - the copper nail often square in section was fitted into a drilled hole with it's head on the outside - whilst one man held a weight against the head to keep it in place, another man cut the nail to the correct length, fitted a rove a cupped disc onto the cut end of the nail and then "rivetted" the end of the nail over the rove - this is waht held the planks together.

With the advent of modern epoxies, this traditional process could be modified to make the construction simpler and stronger. The wood planking, rather than being solid often Larch, Mahogany etc was substituted with good quality marine plywood which is dimensionally stable and easier to get hold of than the required clear lengths of relatively thin solid wood.

Also, the seams between the planks, rather than being held together with copper nails against steamed timbers are glued with thickened epoxy producing a lighter weight shell construction which has the appearance of traditional clinker.

First a building jig is built using chipboard moulds section shapes - these are usually given with "corners" or lap points - is "cornered" shapes so that the clinker laps are pre-determined by the design. Ribbands stringers are fitted into slots cut at the plank land positions on the moulds but are kept short of the inner stem and probably only fry butted against the forward side of the transom.

The garboard and next 2 planks are in place - the ribbands help define the shape of the planks and give something to clamp the plank edges too - screws used to hold the planks together whilst the epoxy cures and which go into the ribbands, are later removed - it important that no glue comes between the inside face of the planks and the ribbands unless, of course, the ribbands are to be permanent stringers within the hull structure. In a sailing dinghy, there would be more fittings such as fairleads , horse, shroud plates, mast step, toe straps and so on.

That more or less finishes the boatbuilder's work but the painter has yet to varnish or paint it. At stages along the way, he will have been called in to prime the timber, particularly immediately before the timbering is done.

The boatbuilder will clean up the inside of the planking and the painter will prime it and probably more, partly because it is easier that way and partly so as to put some preservative on the planking behind the timbers. Similarly, it is best to have the varnishing done after the fittings are fitted but before they are shipped. Thus, the keel band will be shaped and drilled and the screw holes drilled in the wood of keel and stem then the band will be put aside while the varnishing is done.

In the last few years of wooden boat construction, glue and screws took over, but until the s, the keel, hog, stem, apron, deadwoods, sternpost, and perhaps transom Traditional Boat Building Techniques Machine would be fastened together by bolts set in white lead and grease. There are three kinds of bolt used, of which, nowadays, the screw bolt i. The second type of bolt is the pin bolt or cotter bolt , which, instead of a thread, has a tapered hole forged through the end away from the head, into which a tapered pin or cotter is knocked.

The taper is in effect a straight thread. In conjunction with a washer, this draws the bolt tight, as a nut does on a screw bolt. The third type of bolt is the clench bolt. It has some of the features of a rivet but was usually much longer than the normal rivet; in a wooden ship, perhaps a metre or more.

For a shipwright's use, it is of copper. A head is formed by upsetting one end using a swage. It is then knocked through a hole bored through the work to be fastened, Traditional Boat Building Ireland Global and through a washer. The head is held up with a dolly and the other end is upset over the washer in the same way as the head.

Until the late s, the centre-line assembly of British Admiralty twenty-five foot motor cutters were fastened this way. Where suitable metal was not available, it was possible to use treenails pronounced trennels.

They were like clench bolts but made of wood, and instead of being clenched, they had a hardwood wedge knocked into each end to spread it. The surplus was then sawn off. The clinker form of construction is linked in people's minds with the Vikings who used this method to build their famous longships from riven timber split wood planks. Clinker is the most common English term for this construction in both British and American English, though in American English the method is sometimes also known as lapstrake ; lapboard was used especially before the 20th century to side buildings, where the right angles of the structure lend themselves to quick assembly.

The smoother surface of a carvel boat gives the impression at first sight that it is hydrodynamically more efficient. The lands of the planking are not there to disturb the stream line. This distribution of relative efficiency between the two forms of construction is an illusion because for given hull strength, the clinker boat is lighter.

Additionally, the clinker built method as used by the Vikings created a vessel which could twist and flex relative to the line extending length of the vessel, bow to stern. This gave it an advantage in North Atlantic rollers so long as the vessel was small in overall displacement.

Increasing the beam, due to the light nature of the method, did not commensurately increase the vessel's survivability under the torsional forces of rolling waves, and greater beam widths may have made the resultant vessels more vulnerable. There is an upper limit to the size of clinker built vessels, which could be and was exceeded by several orders of magnitude in later large sailing vessels incorporating carvel-built construction. Clinker requires relatively wide planking stock compared to carvel, as carvel can employ stealers to reduce plank widths amidships where the girth is greatest.

The need for sufficient lap to accept the clench fastenings drives towards wider planks in proportion to thickness than can be employed in carvel. In Traditional Boat Building Australia 01 all other areas of construction, including framing, deck, etc. Clinker construction remains to this day a valuable method of construction for small wooden vessels. From Wikipedia, the free encyclopedia.

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May Learn how and when to remove this template message. See also: Carvel built. Wootton Bridge Industries. Archived from the original on Danenberg Boatworks. Retrieved Traditional Maritime Skills project. Cambridge University Press. The Spoils of Victory � the north in the shadow of the Roman Empire. Archaeologia Islandica.

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