Fishingopedia Outdoor Gardening Productivity Water Sports Survival Crafts   

FAO M Boat Design

The rst FAO publication on V-bottom boats was issued in 1974. The purpose was to present a series of open shing boats from 4.8 m (16 ft) to 9 m (30 ft)
for use in inshore and coastal shery.

The main features of the design are:

1. Construction of planks or plywood on the same building jig and with the same construction procedure.
2. Utilizing local timber of standard commercial sizes.
3. Shape of the boat given by a few main frames.
4. Planking done with boards of uniform width to simplify building and reduce wastage.
5. Hull shape well adapted to economical, low powered engines.

This new issue of the V-bottom boat publication maintains the basic principles of the rst issue as outlined above. However, more than 20 years'
development in the eld of boatbuilding in developing countries has shown the need for a change in several aspects and with a greater emphasis on the
use of illustrations rather than words.

1) Construction methods

Plywood has maintained its role as a material well adapted to use in small scale boatbuilding. Because of the sheet construction, it is relatively easy for
carpenters without boatbuilding skills to achieve a watertight boat. For boats that frequently hauled out on the beach, plywood gives a light boat without
planking seams that open when the timber dries out. The service life of a plywood boat is determined by the quality of the plywood and dry timber is
required to obtain a good glue bond. Traditional boat construction with nails and bolts has the advantage of being able to use cheaper local timber and
often timber of better rot resistance than the low grade interior veneers used in plywood. Traditional construction, where each plank has to be sawn and
planed to the correct shape, requires great skill to obtain a watertight and strong boat. There is a need to simplify the construction method as much as
possible to bring it within the reach of people with little boatbuilding experience. In this new issue of the V-bottom boat publication, only the V-version with
the bottom planked transversely or cross planked has been maintained. A longitudinal planked bottom requires closely spaced transverse frames. In
temperate climates, oak has been used traditionally for steamed frames together with copper fastenings.

Most of the tropical hard woods do not steambend well and imported copper fastenings are expensive. Bolted frames for small V-bottom boats are
expensive and time consuming to make and they clutter up the interior of the boat. In the construction of small atbottom boats, the cross planked bottom
is widely accepted as the simplest way to build a boat and it is a method used by boatbuilders in countries as wide apart as Bangladesh and the USA. The
cross planked V-bottom boat is little known outside the USA and Australia, but it has

the same advantages as cross planking in a atbottom boat: the reduction in the number of transverse bottom frames. The bottom planking carries the
load to the sides and the keel. The bottom framing can be longitudinal, mainly serving to hold the planks together to avoid leaks. This longitudinal bottom
framing is similar to the system used in plywood boats which permits the same main frame system to be used whether the boats are built of planks or
plywood, as shown in this publication. Longitudinal planks on the side demand intermediate frames but these can be simply bolted to the chine and do not
require much bevelling for the planking.

2) Types of boats

The previous issue had V-bottom designs of typical "Western" proportions with a rather wide beam in relation to the length. In most developing countries
shermen prefer long and slender, canoe-shaped boats and for very good reasons. The longer boats will give a better speed with a small engine than a
short, fat boat. A certain beam is required for a satisfactory stability. For open boats a waterline beam of around 1.5 m (5 ft) will ensure su cient stability.
The boats in this publication maintain this waterline beam with an over all beam of 1.9 m (6 ft). The advantage of the longer boats in terms of speed is
clearly demonstrated in that the 8.5 m boat will achieve 7 knots versus 5.5 knots for the 5.2 m boat using the same 8 Hp engine. Because of the sharp bow,
the longer hulls have very low resistance in waves.

3) Engine installation

The cost of operating a small shing boat is to a far greater extent in uenced by the choice of engine type and power than by the construction material in
the boat. It is known that for the same power, diesel engines consume only half the fuel of the outboard engine. The previous publication therefore showed
the installation of small, marine diesel engines with built-in reverse/reduction gear. However, the cost of these engines, in spite of all their advantages, has
effectively excluded them from use by shermen in developing countries. Here the market for boat engines below 15 Hp is dominated by either kerosene
outboard motors or multi-purpose single cylinder diesel engines tted without reduction/reverse gear. This latter type of engine is now the dominant small
boat engine in Indonesia, Thailand and Bangladesh. The engine is tted in a conventional way inboard with a sterntube, but without reduction to the
propeller which means a fairly small propeller turning at the same rpm as the engine, that is 2000–2200 rpm, which gives rather low propulsion e ciency.
Alternatively, the engine is tted with a "long tall" and sits on the stern of the boat like an outboard motor with the shaft extending down into the water aft of
the boat. Lifting the propeller out of the water acts as a neutral position in a gearbox. In condition with waves there is the disadvantage that the propeller
operates near the surface of the water.

To overcome some of these disadvantages, the FAO/SIDA "Bay of Bengal Programme" developed a new installation suitable for beachlanding craft on the
East Coast of India. The engine is installed inside the boat and is mounted together with the propeller shaft in such a way that the whole unit can be titled
and the propeller and rudder lifted out of the water. A rubber bellow ensures watertightness between the pivoting sterntube and the hull. There is belt drive
between the engine and the propeller shaft giving a 2:1 reduction and thereby a larger and more e cient propeller. As for the long tail, there is a "neutral"
position when the propeller is lifted out of the water. This is also required for beachlanding and convenient for clearing shing nets entangled in the
propeller. The 9 Hp engine utilized is the horizontal cylinder, watercooled diesel engine widely used for pumping water, generating sets and small tractors. It
is produced in large series and therefore at a fraction of the cost of the specially built small marine diesel engine. In 1996 this engine with the complete
liftable propeller installation cost US $ 1,150 which was less than the imported 8 Hp kerosene outboard engine.

The liftable propulsion unit can be made in a workshop with lathe and welding machine. A detailed description of how to make this unit is given in the
technical report:

"Buiding a liftable propulsion system for small craft - The BOB drive" published by the Bay of Bengal Programme and obtainable from:

Fishing Technology Service Fishery Industries Division F.A.O.

Viale delle Terme di Caracalla 00100 Rome, Italy

In this publication the liftable propulsion system is shown on the two larger craft. It must be stressed that the designs and the construction shown in this
publication are intended for low powered engines giving speeds of up to 7 knots. More powerful engines and higher speed will give high slamming load on
the hull and the scantlings are not designed for this.

MAIN DIMENSIONS

Length over od LOA = 5.3 m (17 ft) Seem maided BMD »1.65 m | 6 ft) Depth maided DMD = 0.72 m (2rt 4 In)

FRAME DIMENSIONS

12

Continue reading here: Intermediate Frames And Side Planking

Was this article helpful?

+8 0
Recommended Programs

Myboatplans 518 Boat Plans Boat Alert Hull ID History Search 3D Boat Design Software Package

Related Posts
Preparation Of This Document
Caulking Planking Rubbing Strips
Drawing Frames In Full Size
Cutout For Chine - Boat Designs FAQ
Boat Building Plans - Boat Designs FAQ
Of planked plywood construction
Build Your Own Boat

Readers' Questions
Arabella Trentino
How to read a boat fao?

3 months ago Reply

1. Read the manufacturer’s manual. Most boats have manuals that contain important information about the boat, including its hull shape, weight capacities, engine size, and
maintenance schedule.
2. Learn the basic parts of a boat. This will help you to identify the different components and understand their functions.
3. Become familiar with the different types of boats. Different types of boats have different hull shapes, materials, and safety features.
4. Learn the different types of boat motors. This will help you understand how to operate and maintain them.
5. Read the nautical chart. This will help you understand the waterways and identify safe areas for navigation.
. Understand the rules of the waterways. This will help you safely navigate your boat and keep other boaters safe.

monica keskinen
How to make a canoe / [Link]?

1 year ago Reply

You will need the following materials to build your canoe: Materials: - Plywood sheets - A saw and other cutting tools (jigsaw, router, etc) - Resin - Fiberglass cloth - Paint -
Sandpaper Instructions:
1. Draw your canoe design on a sheet of plywood and cut out the pieces using your saw and other cutting tools.
2. Assemble the pieces and ensure that they t together correctly. You may need to use clamps or screws to hold the pieces in place.
3. Apply resin to the outside of the canoe using a brush or roller.
4. Cut berglass cloth to t the outside of the canoe and use brushes to saturate the berglass cloth with resin.
5. Allow the resin to harden and sand down any rough spots.
. Paint the canoe with a paint of your choice and allow it to dry.
7. That’s it – your canoe is now complete!

venla
What is the market size for kerosene outboard engines?

1 year ago Reply

The market size for kerosene outboard engines is not publicly available. The outboard engine market as a whole is estimated to be worth around $5.5 billion in the US alone, with
kerosene engines accounting for a signi cant portion of that.

About Contact Advertise Privacy Policy Resources