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Libramar - Maritime Downloads Fishing Boat Construction: 3. Building a Ferrocement Fishing Boat. Table of Contents. By Richard O.N. Riley Hainford, Norwich, Norfolk United Kingdom and Jeremy M.M. Turner Senior Fishery Industry Officer Fishing Technology Service Fishery Industries Division FAO, Rome. FAO FISHERIES TECHNICAL PAPER Food and Agriculture Organization of the. Fishing boat construction: Building an undecked fibreglass reinforced plastic boat FAO Fisheries and Aquaculture Technical Paper. No. Rome, FAO. 70p. Abstract. In many areas of the world, finding the type of timber needed to build a good quality wooden boat is becoming a problem. Title: Fishing boat designs: 2. V-bottom boats of planked and plywood construction (Rev.2) Author: Gulbrandsen, 0. Created Date: 1/31/ PM.
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Video Audio icon An illustration of an audio speaker. Audio Software icon An illustration of a 3. Software Images icon An illustration of two photographs. Images Donate icon An illustration of a heart shape Donate Ellipses icon An illustration of text ellipses. Gifford Multihulled boats have a number of positive features for small- scale fisheries.

Their hulls have low displacement to length ratios and high length to beam ratios Ion" and narrow and therefore offer minimum resistance and are easily propelled. Moreover, the stability of multihulIs makes them ideal candidates for sail power. Small catamarans are lightweight and can be beached and carried with relative ease. Several development projects are attempting to introduce small fishing catamarans and trimarans into areas that tradition- ally have used monohulis.

A number of catamarans have been introduced into the tropics by Gifl. One of them, the Sandskipper 24 figure 1. It has a lateen sail and a diesel engine as propulsion options. This vessel design has proved very satisfactory for gill netting. It can carry a ton of gear and up to 2 tons of catch in good weather. The construction mate- rials are usually inexpensive and available locally.

However, both materials severely limit the hull shape and are relatively short- lived. Wooden logs are heavy and can result in high fuel consump- tion. While bamboo has the advantage of being lightweight, it is not especially durable.

Wood and bamboo will remain important boat building ma- terials in coastal fishing villages where they are readily available.

Where there is a scarcity of good wood, there may be no alter- native to adopting new materials. Newer materials and methods can offer many advantages that compensate for their increased cost. The choice of material urine depend upon a number of factors including cost, availability, longevity, ease of repair, strength, and resistance to corrosion and rot.

Wood Construction Timber Planked hulls have been constructed for hundreds of years throughout the world, and in many areas they are still very popular and highly regarcled. Nevertheless, their importance is clearly diminishing as new construction materials are accepted figure 1. Several variations of planking are commonly used. In carve! If the planks are very narrow 2. Marine glue or caulking is used to keep the seams watertight.

In clinker planking, each plank overlaps the upper edge of the plank below and is attached to it by nails driven from the outside. This variation is strong and flexible and is ideal for such small craft as dinghies. Wood can be a very satisfactory boatbuilding material: it has good resistance to chafe, gives thermal and acoustic insulation, and allows great variation In hull shape.

If good timber is avail- able locally and is economical, it is a logical choice. Suman in many tropical coastal regions, suitable boatbuilding timber is scarce and expensive. Another disadvantage is the high degree of skill required to build a wooden boat. With only hand tools, construction cam be very time-consuming.

The hulls produced are of medium weight and, as they become increasingly waterlogged. Suman with age, consume large amounts of fuel.

Many woods are also subject to rot and attack from marine borers. In Tahiti, V-bottom bonitiers are built of imported redwood planking with local timber used for the frames.

Hot dipped, gaI- vanized carve] nails are used for the fastenings. These boats are reported to last well, in spite of being stressed when they are run at high speeds.

Plywood Plywood is a sandwich of wood veneers and filler material held together by adhesives. There are many grades of plywood, but generally, marine plywood made with a waterproof adhesive is required for boatbuilding. Lower grade plywoods can sometimes be upgraded for marine use if they are coated with a polyester resin.

Plywood is very adaptable to small boatbuilding operations. Since sections are cut from large plywood sheets, there are fewer seams than in planked boats. Plywood construction involves building a framework for the hull from planks and then attaching sections of marine plywood to this frame.

The plywood hull is held together by nails; marine glue is used to seal the seams. Plywood boatbuilding can be quick, inexpensive, and easy. As long as the surface, and especially the edges, of the plywood are treated with epoxy resin or another sealer, the boat will have a long life. However, the use of plywood does restrict the hull to hard chine shapes, such as flat or V-bottomed boats.

Moreover, its resistance to chafe is not high. There are many successful examples of plywood boats built and used throughout the world. Some plywood versions of the Alia, an 8. These vessels have an emergency sail but rely on outboard motors as their principal method of propulsion. Fishermen generally employ these catamarans for trolling and handlining. In Fiji, more than V-bottom fishing boats 8. They are equipped with inboard diesel motors and are also used primarily for handlining and trolling.

A plywood single outrigger canoe was designed by FAO in specifically for the waters of Papua New Guinea figure 1. This 7-m canoe is sail-assisted and is designed to use an Hop out- board motor. The outrigger is filled with foam and helps support the weight of two or three persons in the canoe. In sea trials it was shown that this new vessel equipped with an 8-hp outboard engine was faster than a traditional dugout, powered with a hp engine, and could travel about twice as far on the same amount of fuel.

Similar plywood outrigger canoes proas have proved their worthiness throughout the South Pacific where they can replace canoes made from timber. Plywood skiffs have wide acceptance throughout the world as inexpensive, rugged work boats. In southern New England United States , plywood skiffs are extremely common and are used for lobstering, trawling, and gill netting. With good water- proof adhesives, these skids can have a midyear service life.

Marine plywood is also used in the stitch-and-glue technique figure 1. Precut sections of plywood are wired together with. The new vessels travel faster with an 8-hp engine than do the traditional canoes with a hp engine. Designer: O. Gulbrandsen; photo: D.

Cook galvanized wire; the seams are then sealed with epoxy resin. The final connection is made by bonding the epoxy resin glue with glass fiber. Once the resin has set, the wires can be cut and a finish applied. The product can be a strong, light boat with a life expectancy at least as good as traditional timber vessels. Boat construction by this technique is easy and fast. Skilled carpenters are not required, but it may be necessary to import the epoxy resin and glass fiber.

A number of different designs have been constructed to satisfy coastal conditions, crowded beaches, and the need for more space to carry nets. Another new boat design constructed by stich-and-glue meth- ods is the ply valiam figure 1.

Traditional grandams are dugouts made from large mango trees. Having narrow hubs with lim- itec! Ply valIams are wider at the gunwale than traditional boats and have increased stability. This permits the fishermen to sail in any direction with increased safety, thus boost- ing their fishing potential. Cheaper than the traditional craft, it has been well accepted by fishermen.

Double-hulled boats have been constructed by stitch-and-glue methods. They can be landed on the beach and offer stability and a large platform for fishing.

One small version, the 4. It can carry half a ton of gill net and an additional ton of catch. A plywood houri has also been designed as a replacement for the dugouts and planked houris of the Indian Ocean figure 1. Built from only 4 sheets of plywood, it can be rowed, paddled, or powered with a 4-hp motor.

Plywood vallams left have been made as substitutes using the stitch-and-glue method. Palmer Cold-Molding The boat-construction technique known as cold-molding uses veneers or thin plywood strips to build up a laminated hull. The veneers are applied in diagonally opposed layers. The thickness of the veneers varies in proportion to the hull size, but typically they are from about 2 mm to about 10 mm thick.

These thin boards can be produced by a plywood mill or with a band saw or circular saw. One cold-molding method involves fabricating a mold that provides surfaces on which the planking is stapled. The veneers must be carved to a shape that will fit with their neighbors. The first layer of veneer is stapled longitudinally to the frame figure 1.

A third layer of veneer may be placed diagonally to the second. It is intended to be built using only four sheets of plywood. Gifford After lamination has been completed, the frame can be re- moved figure 1. The gunwale and keel are then attached. A water- repellent preservative or paint will protect the wood satisfactorily. The cold-molding technique creates a very light and strong hull, resulting in low fuel consumption.

These relatively thin hulls are not highly resistant to puncture but this can be improved by increasing the fiberglass-resin layer. Although in most areas it is probably easier to obtain veneers than good timber, the adhesives may have to be imported. It requires a reusable mold shaped like a curved trellis figure 1. The hull geometry is such that the veneers can be precut and can be easily mass produced. Each veneer strip does not have to be hand carved to fit perfectly with neighboring pieces.

The mold is best suited to hull forms that have a relatively constant amount of curvature throughout, such as the long narrow hubs of multihulled vessels. However, wide-body hulls can also be produced, and craft as long as 19 m have been fabricated. Using the Constant Camber process, the veneers are bent diag- onally across the mold and stapled, as in cold-molding. Additional layers are held by epoxy resin and can be applied immediately.

No screws or nails are required in the process. The staples can be left in and later cut and sanded down. Alternatively, a process called vacuum bagging can be used to eliminate the need for staples. The defects in the wood are filled with glue and even imperfect wood can be substantially strengthened.

The resulting veneer-epoxy composite is stronger than the original wood itself. The hulb are strong, light, waterproof, and rot-resistant, and have a predicted life of 20 years. More glue and a third layer of Trips can then be added. Two half-hull panels are then sewn or glued together to form the hull figure 1.

Plywood or veneers of fast-growing woods could be obtained locally in many Third World villages and the molding technique learned by village craftsmen. Liabilities are the lack of expertise In using this relatively sophisticated method.

The Constant Camber technique has been used to construct a fleet of paddIe-powered catamarans used by Burundi fishermen on Lake Tanganyika. These boats are especially energy efficient because they are easily paddled. A local wood was used for the veneers, but most of the equipment and adhesives as well as the expertise had to be imported. In Tuvalu in the South Pacific, several Constant Camber cata- marans transport people and cargo around the atoll lagoons fig- ure 1.

These boats were originally financed by the Save-the- Children Federation but are now self-supporting. Over smaller wood-epoxy boats have recently been constructed there. Brown Non-Wood Construction Ferrocement Ferrocement is the term used to describe a steel-and-mortar composite material figure 1. It differs from conventional rein- forced concrete in that its reinforcement consists of closely spaced, multiple layers of steel mesh completely impregnated with cement mortar.

Ferrocement can be formed into sections of less than an inch thick. Ferrocement reinforcing can be assembled over a light framework into the final desired shape and mortared directly in place. Ferrocement boats are usually constructed close to the water's edge because of their weight.

The building site should be chosen with the size of the craft, its draft, and its launching in mind. There are five fundamental steps in Ferrocement boat con- struction: 1 The shape is outlined by a framing system.

There are several ways to form the shape of the boat. A rough wooden boat can be constructed as a matrix or an existing, perhaps derelict, boat can be used.

Pipes or steel rods may be used to frame the shape of the huh. In the construction of Chinese sampans, a series of welded steel Dames and precast ferrocement bulkheads are erected. Layers of wire mesh are then attached to this framework and mortar applied. The steel frames and ferrocement bulkheads are left in place as part of the boat structure. Using these and similar techniques, ferrocement boats from 8 to 20 m long have been constructed. Above and below this size range there has not been enough experience to recommend this type of construction.

Brown or fiberglass. This characteristic also prohibits ferrocement use in multihulled vessels. Problems with chafing, penetration by sharp objects, and salt- water corrosion of the steel mesh have also been reported. Perhaps the most positive aspect of ferrocement as a construction material is the very low cost of materials. A high percentage of materials can usually be obtained locally. Construction is straightforward and rapid. Any desired hull shape can be produced in ferrocement.

Be- cause the hull is homogenous, there are no seams to leak. Damage from impact simply requires chipping away the broken concrete, reshaping the mesh support, and applying new cement. The re- pair process is easier and cheaper than repairs for many other materials. Many of these boats have been pilot projects, but in some cases, ferroce- ment has become a leading boatbulding material. In , Cuba began construction of its first ferrocement model.

During the subsequent 15 years, ferrocement has become. The People's Republic of China has also opted for ferrocement sampans for use on inland waterways.

Thousands are now in use on China's Grand Canal. Plastic Tubes Rafts in Taiwan have been traditionally made of bamboo; although very strong and light, this wood is also short lived. The bamboo is being replaced by sealed plastic PVC tubes that are 15 cm in diameter. Plastic tubing is durable and inexpensive, resistant to marine borers and rot, and does not react with salt water or become waterlogged.

Nevertheless, the vessel design is very restricted. Lee together to construct the raft. The one-layer type of plastic raft is used in coastal fry collec- tion or in set net operation; the two-layer type is used in drift net or long net fisheries.

Inboard diesel motors are generally used to. Sail power seems to have fallen into disuse with this vessel. Fiberglass-Reinforced Plastic Fiberglass-reinforced plastic FRP has gained increasing ac- ceptability as a structural material for boats since the s.

This material was first used for pleasure craft and is now increasingly used to construct fishing boats in the Third World.

FRP is a composite material made of fiberglass and a polyester resin. The fiberglass provides the material's strength, and the resin, which is absorbed by the fiberglass, allows the material to be easily shaped. After a prototype has been chosen, a female mold is manufac- tured. A polyester resin gel coat is sprayed onto the mold's surface, and then fiberglass and more resin are used to laminate the hull.

After transom and keel reinforcements have been installed, the hull is removed from the mold. FRP is an outstanding construction material for boats. Vir- tuaDy any complex hull shape can be created. Because of the one-piece hull structure, leakage is practically impossible. The material is highly resistant to scratching and does not rot, rust, or corrode.

Thus, less maintenance time is required, and durability is good. FRP shells have a much higher strength-to-weight ratio than similar wooden shells and are also lighter. The actual boat construction does not require high skills or sphecial tools. The major disadvantage of FRP is the cost of materials. Fiber- glass and polyester resin often must be imported at high cost. The development of the female mold required for production is an ad- ditional expense.

Repair of the hull in remote areas may also be a problem. The resin presents some difficulties for the tropics because it must be stored in an air-conditioned room and replenished every 6 months. The fibers and resin also can be hazardous to the health of the workers. WelI-conceived and financed FRP fishing boats can be suc- cessfully introduced in the Third World if they are economically feasible. The modernization of the traditional canoe fleet has been a priority in Senegal.

A prototype diesel-powered Leachable fish- ing boat constructed of FRP was developed by Yamaha especially for the situation there. The Loa This boat has largely replaced traditional fishing canoes. The bow is shaped like a ram's horn to facilitate beach landing and hauling of the canoe. The sea trials of this vessel have been satisfactory. A smaller model, the Loa 9. This sail-assisted, diesel-powered canoe is meant to be a replacement for the traditional double outriggers pirogues.

The Loa 9. The outrigger floats are made of FRP and the beams of aluminum pipes. It is not clear yet whether this new FRP model yields improved profits, but its sea trials are very satisfactory. The traditional oru is a Pacific proa-type vessel with a single outrigger. Built of jak timber, it is seen in sizes from 15 to 40 feet. In some locations, such as the eastern Caribbean, FRP is also used to sheath traditional wooden vessels to extend their lifetime.

C-FIex C-FIex is a fiberglass planking that can be used to build boats without the standard mold required for fiberglass-reinforced plastic boat construction. This structure is held together by two layers of lightweight, openweave fiberglass cloth. Each plank is cm wide. The planks are laid over plywood frames, tacked In place,.

Fiberglass mats are then applied at right angles to the C-FIex. Sanding and a final finishing complete the process. C-FIex offers all the advantages of FRP as a construction ma- terial, except that the strength-to-weight ratio may not be quite as high. No mold is required, which greatly lowers costs and per- mits clecentralized village construction. An additional advantage is that few tools and equipment are required. In many locations, the fiberglass and laminating resin would have to be imported, resulting in a costly product.

The hull is 6 m long, has a shallow draft, and is beachable. Pro- pelled by an inboard engine, the craft also has a sail-assist option. Aluminum plates are cut and bent to fit the frame of the hull. Welding and riveting are then used to seal the seams and fasten the plates.

Aluminum alloys are excellent materials for small vessels. They can be shaped to almost any huh form and produce a greater variety of shapes than glued wood can.

Aluminum is also light, which is another advantage, because it reduces the displacement and results In low fuel consumption.

In addition, aluminum shows a high resistance to chafe, has an excellent strength-to-weight ra- tio, and holds up well under bending stress. Aluminum oxide forms in a thin coating on the alloy and provides protection against corrosion. Thus, boats constructed of this material can have great longevity. The disadvantages of aluminum are significant. The cost of aluminum alloys suitable for boatbuilding is very high, and the alloys may be difficult to purchase in small quantities.

Although dents may be easily hammered out, punctures may require welding equipment, which is not likely to be available in coastal fishing.

More than aluminum versions of the Alia were constructed in Western Samoa. They have good fuel economy and have proven generally satisfactory, although a few developed cracks. The characteristics of various boatbuilding materials are sum- marized in tables 1. In table 1. Al- ternative fuels include biomass-derived gasoline and diesel-fuel substitutes.

Alternative engines include units powered by steam and producer gas. Unusual types of sails and wind-powered rotors complete this section. Alternative Fuele Both alcohol ethanol and vegetable oils have been examined as potential alternative filets for small island communities. It was proposed, for example, that it would be possible to produce alcohol from cassava on one of the smaller islands In Fiji.

Using a simple fermentation unit and distillation column, ethanol of 95 percent purity could be manufactured and used in modified outboard engines. Alcohol Fuels: Options for Developing Countries. National Academy Press, Washington, D. There have been three general approaches in the testing of vegetable oils as diesel substitutes. First, the oils can be used as percent substitutes for diesel oil. In many short- term performance tests, vegetable oils have proved almost equal to diesel fuel.

The use of pure vegetable oils in longer term endurance tests has rarely been satisfactory, however. Problems arise with coking and clogging of the injector ports and with fouling of the crankcase oil. The most promising approach in the use of vegetable oils as diesel fuels involves their chemical transformation.

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