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Constructo Dumas oxygen rc wooden boat kits. Items 1 20 of 29 Welcome to the cubic centimetre BOATWORKS website. Discount r coke wooden gravy boat kits tunnel hull up to xli off from Dumas and Aquacraft. Navigate Fishing boats. Woods & Home RC Boat Kits Wooden Ships.

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Wood Boat Plans Recomended Download building guides in a members page You ll be able to view everything and start printing it all from your computer today You get your boat plans now not weeks from now as with typical boat designers Learn more

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Sustaining Boat Trailers With 3 Easy Measures

Your boat is very important to you, and for great explanation. You spent a whole lot of funds on it, it serves you and your family effectively in the Summer time and you would like for it to final so long as feasible. But while you happen to be putting so much interest in your boat, why not put a few of that interest on your boats trailer? Your boats trailer need to be maintained just as a lot, or more, than your boat. Most people do not take into account that boat trailers could grow to be worn down and even dysfunctional without suitable upkeep. You may possess a serious accident around the highway in case your boat trailer isnt maintained the best way. Your boat trailer will advantage from these 3 maintenance ideas that ought to be place into play every time you take your boat out to get a spin.

Examine Your Trailer

Your trailer should be looked more than completely each time you use it, although most of the people do not do that. Just believe how a lot of times they told you to verify under your tires just before you get in your auto. However you probably do not do that and you just get within your car and drive like everyone else does. It really is sad that many folks do exactly the same point with their boat trailers. Even if the trailer has been put in storage for an entire season, a lot of people will just load their boat on it and go. But if you would like to know how to preserve boat trailers properly, you must appear your trailer over every time you use it from top to bottom. Only through close examination are you able to guarantee that your trailer will serve you properly.

Your Trailers Tires

The tires are hugely critical with regards to how well your trailer performs, and so they must be checked thoroughly prior to you go anyplace. To prevent the tires from rotting in the course of storage, usually cover them when they are not being used. Then, once you are ready to utilize your trailer, make sure you give each and every tire an once-over to make certain almost everything appears ok. Run your hands along each and every 1 to ensure they are not cracked or torn and try and move them from side to side. Your tires shouldnt move, but if they do you have to replace the bearings. Your tires need to move freely and if they dont, use some oil around the bearings, making confident to cover them entirely.

Check the Brake Program

Boat trailers call for brakes to cease on a dime, particularly in case you program on traveling at high speeds. That is why, prior to hauling your boat anywhere, you are going to desire to verify your trailers brake program. Be sure there is certainly no corrosion and no undesirable wires around the connections and always seal those connections with water proof connectors. You need to never take your boat anyplace if your trailers brakes are malfunctioning. You might end up receiving into a automobile accident, which would damage your boat and could potentially harm you and other individuals.

You will want to use these 3 strategies on any boat trailers you might find yourself owning in the future in case you hope for the trailer to final as long as achievable. For further precautions, its recommended that you just take your trailer to a specialist a minimum of once per year simply to make sure every little thing youre undertaking is as much as par. You care for the boat, so it just makes sense to care as a lot for your boat trailer.

Aiming for Perfection

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A comment submitted by Mike about my previous post has reminded me of a short article I wrote a number of years ago. The article was an attempt to explain that it is impossible to achiece a perfect result, but that it is very important to aim for perfection. Maybe some of you may find the message to be encouraging - here it is again...

The middle-age man stood quietly, brush in one hand and paint container in the other. He was carefully observing the hull of his boat, which stood upside-down on a pair of saw horses, the smoothly sanded timber hull glowing in the late afternoon light.

The construction of this boat had taken the best part of eighteen months of his spare time, but seemed to have taken up all of his spare thinking time! Throughout the man’s adult life, he had been planning to build a boat, but the pressures of work and family had meant that his fiftieth birthday had passed before he had commenced making sawdust.

Highs and lows dominated his emotions when the boat was under construction. During the years of planing for the project, the man had formed a vision of perfection – he had gone over every detail in his mind, and being a careful and methodical person, he was sure it would all go together just as he had anticipated. A stack of books and magazines provided witness to his thorough approach, and many of his friends had given advice.

It had therefore come as a surprise to him when things didn’t work out exactly according to his imagined perfection. Over the months he learned to come to terms with broken screws, incorrectly measured pieces of timber, batches of epoxy which went off too fast (and some which didn’t go off fast enough). He came to discover that no matter how much effort he put into the construction, perfection was not within his grasp. No matter what element of the construction he attempted, he found himself wishing that he could do it all a second time in order to get a perfect result.

The desire for perfection, and his inability to achieve it on the job, almost defeated him. However, a friend had pointed out to him that as long as a person tries to do a perfect job, the average standard of work will always be impressive. With that in mind, the man didn’t become depressed if his jigsaw strayed from the perfectly marked line – he just concentrated on the rest of the cut and made sure that the average of the cut was on the line.

There were hundreds of processes he came across during the construction – many surprises lurked, just waiting for him to relax his guard. What he discovered was that while it is impossible to attain perfection, a determined effort will yield good results. The satisfaction gained from knowing that his glue joints were sound, and that he could work around mistakes, eventually convinced him that his boat was going to be a good one. The materials were of high quality, and he knew that the boat would last a lifetime.

Towards the end of the structural work a new and pressing problem arose – when was enough enough? Each time he sanded or scraped a deposit of epoxy, he found another blob which hadn’t been seen before, and stood proud of the smooth surface of the plywood. Every time he put the “final” application of filler into cracks and nail holes, he discovered unseen blemishes after the “final” coat was sanded. It sometimes seemed that he could work for another year just on the sanding and filling…

In the end, he made the decision to apply the first coat of paint – regardless of imperfections. So here he stood, paint brush at the ready, and the result of a year-and-a-half of work in front of him. Taking a deep breath (through his protective respirator, of course) he commenced painting. What a relief! Once started, he knew that he had crossed a threshold, and once again, having fallen short of perfection had not been the end of the world.

As the painting progressed, his mood lightened, and he found himself enjoying the process of working the thinned primer/undercoat into the smooth surface of the boat. The paint was absorbed deeply by the wood fibre, and although the painted surface showed up previously unseen imperfections, he knew that the end result was going to be good. This boat had not been slathered in epoxy (the epoxy had been used chiefly as an excellent adhesive, and also used in matrix with glass cloth in areas which needed reinforcement), so the man was able to gain satisfaction from seeing the paint lock itself into the grain of the timber. He had, of course, epoxy-sealed the insides of the buoyancy tanks, and a few other areas which would not be well ventilated when the boat was in storage. These areas were not subject to ultra violet radiation, so he was happy to leave the epoxy un-painted.

A couple of weeks later saw the same man surveying the end result of all of his labours. The painting was finished – all eight coats counting the priming and undercoating – and he was able to see what his friend had meant about the “average” of the job. Sure, there were imperfections, but the boat gave off a distinct feeling of quality. The lines were highlighted by a subtle combination of colours, and the depth of the high-quality, single-pack paint could be seen. In fact, the man was pleased that he had been unable to attain a perfectly smooth surface, as the boat could now be seen to have been hand-made, and it was obvious that the building material was wood.

Some of the glue joints could be seen, but there were no gaps to hold water that could otherwise induce rot. The man knew that even though the finish was not perfect, all of what really mattered had been done without compromise – the gluing, the fastening, the marking-out and the painting – all had been done properly, and with the best materials. Structurally, this boat was really good.

Perfection is unattainable, but if you pay attention to what really matters, you will end up with a boat of high quality. However, boat building should carry a health warning – it is highly addictive.

Design 1885 Leventades II

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Yesterday I posted an article about design #1330 but more specifically her sistership #1330-C1, Leventades. This design is for the same owner and bears the same name. Leventades II was launched 11 years after his previous boat. She was built by Cantieri Carlini of Milan, Italy and launched in 1967. She was designed to rate under the R.O.R.C. Rule.

Leventades II is constructed using laminated white oak frames, laminated mahogany stem, solid mahogany backbone and planked in mahogany.

Here are the plans.

The images you see here are of her sistership, Chrismuir. She was built by the D. Meeusen Shipyard of Breskens, Holland and launched in 1968.

Principal Dimensions
LOA 50-6"
LWL 37-0"
Beam 12-0"
Draft 7-11"
Displacement 33,952 lbs
Ballast 16,000 lbs
Sail Area 1,116 sq ft

Beautiful Shearwater 45 Available

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The Shearwaters are boats of which I feel proud. They are very pretty, they are capable in all weather conditions and they are fast. The Shearwater 39 has an enviable reputation as one of the most seaworthy designs ever to come out of South Africa, a country that is known to have some of the most severe sailing waters in the world. These boats turn heads wherever they go, partly because they are so pretty and partly because they sail past many boats that look faster.

Shearwater 39 "Shoestring III" on launch day.

The Shearwater 45 grew naturally out of the reputation that was earned by the 39 and was developed out of the moulds of the 39. It has more length with no freeboard increase and with very little extra beam. The resulting boat is very sleek and gracious to look at and it gained a surprising boost of speed that allows it to outsail most boats of equal size and many that are up to 25% longer. In gaining that speed it has lost nothing of the seaworthy characteristics of the smaller sister. What it did gain is greater responsiveness and fingertip steering due to the change from a semi-balanced transom-hung rudder to a balanced spade rudder.

Shearwater 45 sailing on Chesapeake Bay.

We have good examples of both of these designs available on our brokerage pages. The most recent to come available is the gorgeous 45 "Maggy May". She is lying in the Caribbean and is fully equipped, maintained in top condition and ready to cruise to anywhere that you care to go. She is only being sold due to serious illness of the owner. To view "Maggy May" and the other Shearwaters that we have listed, go to http://google.com/brokerdd.htm.

Please visit our website at http://google.com/.

Building A Sailboat Sailboat Plans Outdoors Boating

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If you really want to see seeing sunlight go up and also established or maybe appreciate character through a sailing adventure, everyone will surely require your breeze cruiser in the event that you still would not have one yet. However, intricate this sounds, it ought to be designed crystal clear back which for you to have the capacity to produce this desire take place true, you can begin producing your very own breeze boat. You ought to know although that you can be qualified to make it happen in the event that and also only if you could have sail motorboats plans on you many mainly if you are some sort of beginner. You discover very inexpensive Sailboat Plans online that happen to be reliable, have supporting evidence and they are created simply by reputable vessel builders. Ideally, you would like to come across sailboat strategies who have numerous many testimonials available through people that have really employed the ideas that will made boats

Trying to cut costs by making use of free sailboat plans is seen as a costly miscalculation inside end. There are actually various internet sites offering sail fishing boat plans in which tend to be free; however, you need to be skeptical within taking into consideration most of these offers books are not sure in the event the plan will be actually good as well as not. The subsequent purpose is reside is definately not guaranteed when the approach can be truly possible as well as not; you will by no means learn when you will certainly simply just waste your time, energy along with cash to get one thing that is just not achievable to be built. In addition, for anyone who is a starter when it reaches to help constructing these types of sail boats, you could possibly come upon several difficulties when it reaches to be able to understanding the particular directions provided given that you dont have every background. In relative towards the reason described above, web page not have the capacity to evaluate in the event the steps provided usually are actually right because you are not aware of what you do inside first place.

However, should you really want to take a chance and possibility a persons resources, you can do so, nevertheless , you also needs to be prepared for that similar implications involved. With this option, it really is better for you for you to just request an expert to perform the instructions for you. This helps a person right away because an expert will certainly find out what he/she is usually doing; a common downside is the fact that youll have to spend more costs for recruiting to try and do the actual grubby job with regard to you.

But for anyone who is witout a doubt a good skilled sail ship constructor and also you imagine it is possible to deal with the guidance on the totally free sail personal watercraft plans, then accomplish when you wish.

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Design 7 Dorade

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On July 21, 1931, a sailing yacht named Dorade crossed the finish line a full 2 days ahead of the fleet of larger yachts competing in the Transatlantic Yacht Race of that year. This was obviously a major boost for a young company with a fledgling young designer named Olin Stephens, age 23 at the time.

The boat was built by the Minneford Yacht Yard of City Island, New York. She was commissioned by Olins father, Roderick Stephens, Sr. Construction oversight was by Olins younger brother Rod.

Part of the success of that Transatlantic Race was the northerly course taken, albeit with risks from icebergs. This is known as the "great circle" route, the shortest distance between Newport, Rhode Island and Plymouth, England. Heres a chart showing Dorades course against her competitors. Double click for bigger view.

Dorade crew in England (prior to shaving!).

Having endured 2 years of the Great Depression, New York was looking for any excuse for a celebration so after winning the Fastnet Race as a follow up to the Transatlantic Race, the crew of Dorade was treated to a press conference at City Hall, followed by a ticker tape parade up Broadway.

Heres an image of the crew at City Hall.

And heres a shot of the ticker tape parade.

And an image of a special "Welcome Home Dorade Cew" ribbon. In the image of the crew at City Hall you can see some of the men wearing these ribbons.

And the plans.

And the rest as they say, is history.

Principal Dimensions
LOA 52-0"
LWL 37-3"
Beam 10-3"
Draft 7-7"

Is Your Wood Boat Plan Credible Other

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Wood boat projects are thought-about to get one of the most regular when you are going to set about some sort of boat building task on your own. Setting in place a fantasy motorboat could possibly be pretty eye-catching particularly whenever you find yourself much of an away from gates guy in addition to plan to go for marine adventures. Now, timber ship strategies would be available everywhere over the web along with these are included for virtually any type of boat one is preparing for. However not every plans are usually equally credible and also hence the fundamental query that occurs is which are often your own selected wood boat ideas excellent The post listed below is presenting several suggestions about how exactly one can hit about reliable wood ship plans.

The first point is the fact that never position a persons thinking upon the freed through expense fire wood motorboat plans. In a lot of the cases they would always be drafted through laymen might at any time be sure on a final word good results of the project. Beware as well as select compensated choices however once more make it a point they are inexpensive on the budget. Its smarter whenever you can as well create a market research by several internet sites to be able to have a very understand around the real industry worth of real wood fishing boat programs out of online shops. One of the leading brings about when people today choose to use DIY watercraft is always that it rates more affordable when compared to ready-made purchases plus therefore make sure that your current plan prices really dont get around this store acquired ones.

An important point whilst selecting convincing wooden fishing boat projects usually they have to become mapped through skilled contractors only. You should search the particular websites wholly and appearance to its keep track of record. A plan through a good professional service provider would certainly without doubt chat of no less than ninety% success with your dream project. As effectively as, wood motorboat projects this you might have compensated to obtain plus offline need to end up being an seen one plus exceeded through countless studies through the past customers. Thus, continually choose a approach in which is sold with customers comment forms under and assure in order to go through them to tolerate in mind in regards to the diploma of help this clients found on the plans though making the cruiser themselves. Its higher for you to refrain from an agenda which often offers not any recommendation because it is a bunch possibly that it is not analyzed before.

In accessory to, consider health care to find out which real wood fishing boat plans elected to get by simply you are network . by using detailed guidelines on the development half, to get each phase of this finish constructing procedure. There have to be schematic drawings by using each tuition producing the actual plan extra good for the builder. And, sure, be sure to validate that this language is usually simple pertaining to a person without uncertain specifically in regards to the way of measuring facts.

Furthermore, it can be beneficial if your programs are generally introduced using DVDs too. The vision demos constantly have an increased affect along with effectivity compared to basic guide directions positioned on paper. All enough time attempt to select that building drafts which assurance with a great a new reimbursement assure in the event that associated with shopper dissatisfaction. Final and not the least, fire wood motorboat blueprints this youve got elected to get pertaining to should also guarantee regarding supplemental assistance through the internet site in the event that the builder is caught up off in a spot thats while in the training course of the project. Richard K Holtmeier

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Dolphin 24 Design 1497

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The Dolphin 24 is just a great all around small cruising boat. And shes pretty to boot. Over 300 boats were built during a production run that lasted from 1959 through the early 1970s and built by at least 5 different boat building companies. The Yankee Dolphin, shown here is considered the best of the bunch.

Theres a great little website about the boat. Access by clicking here.

Here are the plans.

And an interior image.

Principal Dimensions
LOA 24-1"
LWL 19-0"
Beam 7-8"
Draft 2-10" (board up) 5-2" (board down)
Displacement 4,544 lbs
Ballast 1,650 lbs
Sail Area 297 sq ft

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Diy Dory Boats - How Can I Develop An excellent Banks Dory?

Dories are a rare example of centurie old boat designs to have survived in to the 21st century, and for excellent reason. Their ocean keeping competencies, slippery shapes, serious flexibility, as well as ease of construction make them the most effective possibilities to get a first-time or veteran boat builder looking to get a great boat that may be constructed on a price range.

Dories are built the globe more than, inside the us they were the principal boat employed to fish the then considerable cod from the Grand Banks. Their success assured due to the fact of versatility, they may be launched from ship or shore, are brilliantly robust and seaworthy established in some of the least hospitable fishing waters in the globe, and theyre able to hold tremendous loads for their size. They might be rowed, sailed and right now powegreen; and with ease and price tag of manufacture advantageous also, they continue to prosper to this day.

Load a dory down with catch or generate to move along with the tiny dory gets each of the more seaworthy. This truth fools many individuals who believe a flat bottomed boat like the dory can not be as safe as boats with various hull designs.

Its tough to picture all of the many uses the dory has been modified to take, from seaside cargo carrier, fishing workhorse, diving parties, sailing, and also water skiing and white water rapids riding.

Your trick to constructing your own dory boat successfully, ought to be to properly contemplate it is function ahead of commencing the build. With so many distinct dory boat types offered you need to be clear what sort of water your going to sail in and in what way do you would like to power your dory boat. One example can be a river or skiff dory is particularly designed for drifting downstream, such as white-water, and as such will probably be a poor choice for lakes and rowing purposes. But after you might have chose the range of work you need your dory boat to take on, the constructing of ones boat with, existing day materials and tools will be extremely simple and low-priced. The acceptable dory boat creating plans lets even a rookie boat builder with no wood functioning capacity, to make a seaworthy, higher good quality dory boat, you can get pleasure from for ever.

For the individual who will not need to employ the boat in white water rapids, plenty of other modest boat layouts make for far more sense. The Grand Banks Dory is one such layout. Theyre straightforward to construct, extremely seaworthy, and also a delight to row or sail. Their only drawback is they do not power adequately, and only slower speeds are achievable. Nevertheless for the majority of people a far more versatile style, brings us back to the Excellent Banks Dory, which can be just at residence on pond, river or sea. Together with being ridiculously straightforward to construct, is really an excellent spot to start.

For a small boat that may each row completely as well as energy nicely, the Carolina Dory is really a intelligent option. These were created following the advent of energy when it was located that the Grand Banks sorts had been as well narrow within the stern to be able to energy effectively. A Carolina dory goes along truly effectively on modest energy and yet nevertheless is simply rowed (an vital concern back in the day when petrol motors were not really reliable.) For an all-round dependable family boat, they are an extremely sensible selection. With modest energy they will plane across lengthy stretches of water rapidly, nonetheless maintain their quite seaworthy dory heritage. Theyre furthermore among the least challenging boats to develop.

If youre the kind of individual that receives great pride in their operate, and would like the outstanding achievement from transforming a heap of lumber into a remarkable dory boat, developing your dory completely from timber will almost certainly be your preferred way. On the other hand If youre anxious about your wood crafting abilities, you could be recommended to go the stitch and glue method. Its not that creating your own dory boat from wood is challenging, its just that stitching collectively plywood panels with wire, about a basic wood frame, and following that smothering the entire lot in glue, and fibreglass resin, is easy, and enables for the hiding of all errors.

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Master Boat Builder with 31 Years of Experience Finally Releases Archive Of 518 Illustrated, Step-By-Step Boat Plans.
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What Does Teak Wood Look Like

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Not So Conservative

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Weve all heard it said – said so often that its a truism – that boatbuilders and sailors are conservative. When I came across such statements in two of my most recent reads, however, I gave it some thought, as all truisms deserve. And while it may be true in a limited sense, I now say that, by and large, its nonsense, and its time we stopped perpetuating the myth of maritime conservatism.

The first instances appeared in The boat beneath the pyramid: King Cheops royal ship, by Nancy Jenkins. She writes, "Boatbuilders, we have already noted, are extraordinarily conservative by nature, and their basic principles have remained much the same throughout the millennia that men and women have been putting to sea."

Now, Jenkins seems to be a pretty fair journalist, but not a serious student of boat origins, so perhaps we can forgive her for merely parroting the truism of conservatism that she picked up somewhere – perhaps from a learned source, perhaps not. (By the way, I cant find the previous allusion to conservatism that she refers to, but that might be her editors sin, and not hers. There are subsequent mentions of it, and perhaps her editor moved things around.) But her statement in its context just doesnt hold water. The "basic principles" of boatbuilding, whether viewed over the millennia or across the globe, are quite diverse. Even in the context of her own book, she notes that the earliest Egyptian boats were papyrus reed floats and that, by the time of King Cheops, wooden boats existed alongside them.

Right there, we see two entirely different concepts of boatbuilding, side by side in a historical venue. The reed-bundle vessel floats because it is composed entirely of buoyant materials. The planked boat floats according to a different principle, by displacing water. Some centuries, possibly millennia, before Cheops had his ship built around 2600 BC, some boatbuilder came by this innovation by an incredible leap of intellect. And many of his colleagues saw the advantages of his new technology and copied it – hardly a conservative response. This is more especially so when one considers that boatbuilding lumber was unavailable in Egypt and had to be imported at great cost from what is now Lebanon, requiring that new trade routes and relationships be established.

And as for the boatbuilders who persisted in making reed boats (or, properly, rafts)? Those boats remained practical: cheap and easily built of materials available locally (possibly free), requiring far less specialized skill and few if any specialized tools. For anyone below the level of a noble, and for any purpose other than war, ceremony, or international trade, the reed boat remained not only practical, but in all probability, the only type available. In a very limited sense of the word, this might be termed "conservative," in that it retained an old practice. But there is no reason to think that the builders and users of these reed boats did do so out of any predisposition toward old ways; they did it out of pragmatism. And conservatism is not pragmatic: it is predisposed to the past on emotional or ideological grounds. When circumstances change, the conservative resists changing his methods.

Lets get back to Jenkins assertion about the basic principles of boatbuilding remaining nearly unchanged. In addition to the reed raft and the plank-built hull constructed in the ancient Egyptian manner, pre-industrial boatbuilding methods included:

• skin boats

• log rafts

• rafts supported by inflated skins or by pottery vessels

• bark canoes

• dugouts and their variants

• numerous other plank-building methods

The list is not exhaustive, but it should suffice to disprove the notion that boatbuilding methods are, or were in antiquity, limited or static.

Paul Johnstone, in The Sea-Craft of Prehistory, also addresses the development of the papyriform wooden boat in Egypt. He notes how the long bow overhang, which is a natural feature of a reed boat, was also a practical feature on the Nile, where the boat could be run up on the shore for ease of loading and unloading dry-shod. He continues:

"Perhaps, however, it was found in time that while the overhang forward was convenient, it was safer if the after extremity was curved up to give some protection when running before the wind. Since reed structures are not self-supporting like wooden ones, the simplest way to achieve rigidity was to bend the aftermost reed bundle as far forward as it would go and then lash it to the hull. Such is the conservatism of sailors and ship-builders (a factor that runs constantly through this book), that this stern bent over toward the bow survived in the Mediterranean right through Greek and Roman times and even in recent Venetian small craft." [The parenthetical phrase is Johnstones.]

It is hard to see the conservatism that Johnstone asserts. If the raised stern provided protection to Egyptian helmsmen even on the calm and protected Nile, surely it provided the same advantages to Greek and Roman helmsmen on the open Mediterranean – in addition, possibly, to protecting them from the arrows of pirates or other enemies.

Assembling a model of Cheops ship. The blades that support the decorative stempost are shown clearly. (Photo from Jenkins)

The Cheops ship being reassembled. The huge, hollow stem piece is shown directly below the blades over which it will be fitted. (Photo from Jenkins)

Mounting the tall, raised stem- and sternposts on papyriform wooden ships involved some special engineering, given the boats long overhangs and the weight of those decorative appendages. Planks were added that extended several feet beyond the enclosed hull fore and aft, forming "wings" over which the stem and sternpost were socketed. While we have few artifacts to prove it, I think it certain that the first wooden boats devised by Egyptian boatwrights did not have the papyriform shape, the challenge of creating the first wooden displacement hull from first principles presenting more than enough difficulties for any one boat project. If we agree that the first Egyptian wooden boat must have been fairly simple in shape, then the papyriform hull, with its special features to support the soaring stem- and sternposts, must have been a later innovation. Far from being a holdover from earlier reed-building practice (and it could not have been that, the methods of construction being too entirely different between reed boats and timber hulls to allow any direct transfer of methods), the papyriform ends were a conscious replication or mimicry of the reed boats shape for symbolic purposes. This was technical innovation in boatbuilding in the service of what may have been a conservative aesthetic or religious impulse.

Johnstone later describes the Portuguese beach boats known as saveiros or xavegas, and what he calls their "smaller southern brother, the meia lua." (We discussed the xavega in a previous post.) Noting the types distinctive design and construction details (flat bottom, extreme sheer and extremely high ends, keelless construction over frames), he cites T.C. Lethbridge, who in 1952 suggested that the types were quite ancient, and possibly ancestors of the ancient planked vessels of Celtic influence found in England and northern Europe (such as the Blackfriars ship). Johnstone writes:

[Lethbridge] supported this thesis by pointing out the important difference between beach and estuary boats. Beach craft always face a specific situation – through the breakers from a flat shore. A suitable form for this, with a flat bottom and at least one high extremity to face the breaking waves, could have been evolved many centuries ago and survive in a remarkably unvaried shape, except occasionally for the stern, from Gibraltar to Cape Wrath. No such conservatism was forced on the estuary boatman. He had no surf to worry about and no limitation on launching weight or depth of keel. Moreover, he had sheltered water in which to try out new ideas and these again might be stimulated by seeing strangers and visiting craft who would seek shelter on occasion in an estuary or inlet, whereas they would never except in an emergency run ashore on an open beach. Saveiros are launched from beaches into the open Atlantic on wooden rollers by oxen pushing on a wooden fork against the stern post, and Lethbridges theory of beach conservatism indicates that they may be an ancient design. Shortage of resources, isolation and the need to be absolutely certain of the performance of their craft in the open Atlantic would perpetuate this conservatism."

A saveiro. Just visible at the right is the business end of the forked pole against the sternpost. Oxen push against the other end of the pole to launch the boat. (Photo from Johnstone.)

The logic here is mostly backwards. No fisherman would have risked launching and landing through Atlantic breakers without some strong motivation – such as being excluded from the safer estuaries by competition. Boats for calm estuaries, therefore, preceded the saveiro, and these estuary boats quickly proved themselves unequal to the challenge – and hence they evolved out of necessity, gaining high ends and perhaps internal frames in the process. It is the saveiro, therefore, that demonstrates innovation. If the design be an ancient one, that is because it is also a good one. One cannot know how many attempted "improvements" on the saveiro proved to be less well-suited to conditions, but surely many such attempts were made before the boats users decided to let well enough alone. Again, this is not conservatism, but pragmatism.

Read any history of Western boat- and shipbuilding, and one sees constant change, constant divergence into new types. Look at a survey of the vessels of any large region or country (some examples: Canoes of Oceania (Special Publications - Bernice P. Bishop Museum; 27-29), Haddon & Hornell; American Small Sailing Craft, Chapelle; Working Boats of Britain, McKee; The Junks and Sampans of the Yangtze, Worcester), and one finds an amazing number and variety of types, each one of which evolved for some particular purpose or in response to some unusual factor of sea conditions.

Finally, view boatbuilding against nearly any other complex endeavor that has persisted for millennia, and boatbuilding comes out looking positively dynamic. Did architecture, agriculture, or government change more dramatically than boatbuilding over the centuries? Did the wheeled vehicle, or infantry tactics, or road building evolve further and into a greater number of directions? Has religion been more adaptive to changing circumstances? (LOL) With the coming of the industrial revolution and, later, of modern science, was boatbuilding behindhand in adopting new forms of propulsion, new materials, the benefits of microprocessor technology?

On the contrary. Boatbuilding has always been notably innovative. Its time to put the old "boatbuilding is conservative" myth to rest. Next time you hear it, speak up.

Chinese River Police Boat

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Ships of China is a wonderful picture book, illustrated by the author, Valentin A. Sokoloff. Measuring 10"x16", the self-published book has only 54 pages, but each contains a lovely watercolor painting of a Chinese boat type, accompanied by a paragraph or two of nicely hand-lettered text. Published in 1982, the book is out of print and probably very difficult to come by.

The authors time in China was well spent, capturing many types that were then on their way out and by now have probably left the building. Heres an example of one of the smaller boats included, with the text:

River Police Boats called "Fast Crabs" were recognizable by white & blue sails. It is recorded that 161 police boats were operating on the Yangtze river. They were up to 40 feet in length, carried up to 10 oars, several quanting poles & a crew of 46. The galley was located in the hold just ahead of the mast & the crew slept aft the mast. The boats as shown above disappeared after 1911. The duties of the police boats included recording of boat movements & enforcing payment of taxes & for this purpose they were located one above & one below custom stations. They also cooperated with life boats...(which Ill endeavor to include in my next post).

A few comments:

It may be difficult to see in the top image (click the picture to pull up a larger image), but theres a gun mounting in the bows. This was probably a very imposing deterrant to smugglers and other customs-evaders.
A crew of 46 on a 40-foot boat is, well, crowded. If the gun didnt do it, there was clearly no shortage of force for a boarding party.
Since the crew slept aft of the mast, the officers must have occupied the comparatively spacious deckhouse. Posh!
Note the rudder -- much like an American sharpys rudder -- designed for shallow-draft work. The boat appears to be flat-bottomed, too.

I would be delighted to be contacted by the author to express thanks and acknowledge permission for reproducing this material (or, indeed, to remove this post if the author so requests).

Paul Buttrose Joins Sparkman Stephens

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Paul Buttrose (left), Mitch Neff (center) Sailing on Dorade
Image Courtesy of Houpla

We are very pleased to announce that Paul Buttrose has joined Sparkman & Stephens as a yacht broker. He will be working out of our Newport and Fort Lauderdale offices depending on the season.

During his 40-year career Paul has had a long association with Sparkman & Stephens racing on many famous S&S yachts, working alongside Rod Stephens as an independent consultant to Nautor Swan, consulting with Olin Stephens while managing the refurbishment of Dorade upon her return to US waters to name but a few examples. He is a co-founder of Sail Newport, Rhode Islands Public Sailing Center and past President of the International Twelve Metre Class.

Paul maintains a USCG captain’s license and has sailed, raced and inspected yachts in the Americas, Finland and Scandinavia, northern and southern Europe, the British Isles, the Caribbean and Oceania.

His varied experience has provided Paul with a colorful palette from which to draw knowledge, comparisons and conclusions about yachts, their design, construction and intended purpose. We are happy to have him aboard.

Contact Information for Paul Buttrose:
Mobile: 954-294-6962
Office Newport: 401-847-5449
Office Fort Lauderdale: 954-524-4616
Email: pbuttrose@sparkmanstephens.com

Seagoing Capabilities of Monohull Dugouts

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Landstroms reconstruction of a

Greek galley of the Homeric era.
Click any image to enlarge.

In a recent post about competing concepts for the reconstruction of Greek galleys of the Homeric era, I suggested that the one championed by Bjorn Landstrom seemed unlikely due to its apparent lack of seaworthiness. My assumption was that the boat – a long, sleek monohull dugout equipped with rowing outriggers, but no outrigger floats – had too little stability and too little freeboard to venture outside of well-protected waters. To counter this argument, reader Edwin Deady, who maintains the website Dark Age Boats, called my attention to the Monoxylon II experiment, which amply demonstrated the seagoing capabilities of an open monohull dugout of an even more ancient design.

Conducted in 1998, the Monoxylon II Expedition sought to determine whether dugouts could have been the vehicle for cultural transmission in southern Europe around 7,000 BC. This was the time at which the Mesolithic began to give way to the Neolithic in Europe, as evidenced by the spread of agriculture, animal husbandry, new pottery styles and other technological advances. Theres ample evidence that the beginnings of the new technical complex in Europe were imported from western Asia, not homegrown. And since its initial appearance in Europe was not only along the mainland shores of the Aegean and Mediterranean seas, but also on numerous islands, it must have been transmitted, at least in part, by boat.

Evidence about the nature of those boats appeared in 1994 with the discovery of a large, well-preserved oak dugout in Lake Bracciano, on Italys west coast. Although discovered in a lake, the boats size (35 feet LOA; beam of 3.5 feet at the stern and 2.5 feet forward) appear excessive for lake use. It is thought that higher sea levels at the time to which the boat has been radiocarbon dated (5450 BC) would have caused the lake to be connected to the sea by a river, so there is good reason to believe it was a seacraft.

The canoe had four braces, created by leaving original material standing proud on the interior surface, in the manner of ribs. The recovered hulls thickness varied from 2 to 4 cm., but it is thought that the wood may have compressed over the millennia, and that the original thickness may have been about 5 cm. The possibility of the use of sail is suggested by the presence of a rectangular notch in the bottom (a possible mast step?) and some fragments of textile, but the evidence is far from conclusive. Paddles were more likely the primary means of propulsion.

Monoxylon II, with a crew of eleven.

In 1988, Czech archaeologist Radomir Tichy led a team that recreated the Lake Bracciano dugout quite faithfully. The finished replica was some 1.25 meters shorter than the original, not by plan, but because rot was discovered in the trunk partway through construction. This truncation also resulted in the elimination of one of the four "ribs" in the replica. Because the upper edges of the Lake Bracciano boat had been lost and its full height is therefore unknown, the replicas depth, at 90 cm, was a guess. A substantial amount of construction was done with Neolithic-style stone tools to prove the concept, after which iron tools were substituted for efficiency. The experimenters estimated that to build the entire boat using only Neolithic tools would require only 300 man-hours.

That same year, the team campaigned the canoe in various locations around the northern shores of the Mediterranean. Various crews of 8 to 10 paddlers plus a helmsman on a steering oar put about 500 miles under the boats keel in a variety of conditions. With the boats center of gravity below the waterline, the crew found stability to be very good, even in 2-meter waves (although bailing was necessary in those conditions). The boat was not noticeably affected by current, but headwinds greatly impeded progress. (They paddled in conditions up to 7-9 Beaufort.) Average speed under all conditions was 4 km/hr. Cargo of more than 100 kg. of obsidian (an early trade good), plus water and bagged wheat did not overload the boat. With a total load of nearly a ton (cargo plus crew), the paddlers felt that much heavier loads would have been both feasible and safe.

Tichy concluded that the dugout was indeed a viable vehicle by which the "Neolithicization" of Europe might have occurred. Some islands in the Mediterranean would have required more than a single days paddling to reach, but none, apparently, were out of the practical range of a well-built monohull dugout, and "it would be possible to travel the whole coast of the Western Mediterranean up to Sicily in at most several months of persistent going," Tichy wrote.

According to Tichy, "A place probably without preneolithic occupation could be colonised by a group of 40 people with the necessary minimum amount of domesticated animals and crops a total of 15-18 ton load (sic). The load would be carried with 10 to 15 boats, each of them would take one to two tons."

I believe Tichy is here referring to colonization of a carefully planned nature – a conscious intent to establish a permanent community en masse. I think the process could also have occurred on a much smaller scale, with possibly as few as one or two boats containing one or two families and a couple of goats striking out to set up a farmstead on unoccupied land across a strait or down the coast.

Afterword: Once I got going on this post, I realized that monohull dugouts have proven themselves as seagoing vessels in more modern times than the Neolithic, or even the Greek Bronze Age. The Native Americans of the Pacific Northwest famously conducted whaling, warfare, and trade in their huge cedar canoes from Alaska to California well into the 19th century, and from 1901 to 1904, Capt. John Voss took his modified Nootka dugout Tilikum two-thirds of the way around the world. The Maoris also built enormous monohull dugouts into the historic era, and it is thought that these may have been the vehicle by which New Zealand was colonized from Polynesia prior to 1100 AD.

Acknowledgments: Much of this post derives from the English-translation appendix to Monoxylon II by Radomir Tichy (Dobrodruzstvi Experimentalni Archaeologie, 1999). Also consulted was this article in Discover. Many thanks to Edwin Deady for his inspiration and assistance on this post.

Balsa Rafts in Precolumbian Trade Routes

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An article in Science Daily a couple months back reported on the results of a fascinating study conducted at MITs Department of Materials Science and Engineering into the feasibility of coastwise navigation between the two great civilizations of the precolumbian Americas.

Archaeologists have theorized about trade between societies in mesoamerica and the Andes based on similarities of metalworking technology between the two regions, as well as the presence of beads made from shells indigenous to only one of the areas that showed up in the other. Furthermore, they had descriptions and illustrations by early Spanish, Portuguese and Dutch travelers to the area describing oceangoing sailing rafts. But those two items are a long way from establishing that these rafts were capable of making the multi-thousand mile voyages that would have made such trade possible by means other than overland.

Researchers built a small-scale raft approximating what is known of the local technology and tested it successfully on the Charles River, then used performance data from that test and plugged it into engineering analysis (aero- and hydrodynamics, etc.) to establish whether full-size rafts were capable of making the trip. The study showed that they could. The rafts were steered with two rows of daggerboards, selectively deployed and retracted to alter the rafts center of lateral resistance fore or aft. (The SD article calls them centerboards, but I think that must be wrong, due probably to the reporters unfamiliarity with the terminology. Daggerboards, of course, are deployed and retracted vertically; centerboards are hinged at the top.) Unfortunately, the article doesnt describe the sailing rig, but does state that it used a flexible mast to alter the shape of the sail and, presumably, the fore-and-aft position of the center of effort.

The research also looked into the longevity of the Ecuadoran balsa logs. Teredos (shipworms) eat balsa far faster than they eat most other shipbuilding woods, but it was found that, by traveling in the ocean proper and keeping the raft out of shallow water where the worms are most active, rafts could have survived two round trips of six to eight weeks each. Because they relied on seasonal weather patterns (presumably sailing only downwind on seasonal trade winds), only one or two voyages could be made per year by a single raft and its crew. Its not explained how the rafts were kept safe from teredos during the time between voyages.

The paper was published in the Spring 2008 issue of the Journal of Anthropological Research. The photo shows the MIT test raft. Photo Credit: Donna Coveney/MIT.

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