Building Outrigger Sailing Canoes
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On the Great Trimaran-Catamaran Debate
On the Great Trimaran-Catamaran Debate Lawrence J. Doctors, Member, School of MechanicnJ and Manufacturing Engineering, The University of New South Wales, Sydney, NSW 2052, Australia Abdmct In the cumwtt work, a aydewaatic investigation into a variety of monohulls and mul- tihulls is carried out with an emphasis on finding optimal forms. Vessels with up to six identical subhulls are taken into consideration and a large range of lengths is studied. hT- thermore, sidehuli trimaran configurations are included in the investigation. There are two main purposes to this investigation. Firstly, one is interested in mini- mizing the wave resistance, becawe this is closely related to the wave generation and is of critical importance to the operation of river ferries. Secondly, it is also important to min- imize the total resistance, in order to reduce fuei costs and to permit long-range trips for ocean-going vessels. The theoretical predictions show that increasing the length beyond that normally accepted is beneficial in reducing both the wave Resistance and often the total resistance. I. the goal is to minimize wave resistance and if the length is constrained, the calculations also demon- strate that trimarans are superior to catamarans, which are in turn superior to monohulls. On the other hand, if the goal is to minimize the total resistance, then all the muh!ihulis (~m catamarans to hezamarans) are inferior to monohulls, except possibly at low speeds which are not of interest in thw study. Similarly, sidehull trimarans are shown to be inferior to catamarans except perhaps if rather great lengths are permitted. -
Armed Sloop Welcome Crew Training Manual
HMAS WELCOME ARMED SLOOP WELCOME CREW TRAINING MANUAL Discovery Center ~ Great Lakes 13268 S. West Bayshore Drive Traverse City, Michigan 49684 231-946-2647 [email protected] (c) Maritime Heritage Alliance 2011 1 1770's WELCOME History of the 1770's British Armed Sloop, WELCOME About mid 1700’s John Askin came over from Ireland to fight for the British in the American Colonies during the French and Indian War (in Europe known as the Seven Years War). When the war ended he had an opportunity to go back to Ireland, but stayed here and set up his own business. He and a partner formed a trading company that eventually went bankrupt and Askin spent over 10 years paying off his debt. He then formed a new company called the Southwest Fur Trading Company; his territory was from Montreal on the east to Minnesota on the west including all of the Northern Great Lakes. He had three boats built: Welcome, Felicity and Archange. Welcome is believed to be the first vessel he had constructed for his fur trade. Felicity and Archange were named after his daughter and wife. The origin of Welcome’s name is not known. He had two wives, a European wife in Detroit and an Indian wife up in the Straits. His wife in Detroit knew about the Indian wife and had accepted this and in turn she also made sure that all the children of his Indian wife received schooling. Felicity married a man by the name of Brush (Brush Street in Detroit is named after him). -
Sail and Motor Boats – Coastal Operation
Recreational_partB_ch2_5fn_Layout 1 17/10/2017 16:59 Page 41 Chapter 2 Sail and Motor Boats – Coastal Operation 41 Recreational_partB_ch2_5fn_Layout 1 17/10/2017 16:59 Page 42 2 2.1 Training to sea consider the following: It is recommended that persons ■ Weather forecasts (see Appendix participating in sailboat and 6) motorboat activities undertake ■ Tidal information appropriate training. A number of ■ Capability of boat and crew on training schemes and approved board courses are available and ■ Planned route utilising charts information can be obtained directly and pilotage information as from course providers (see required. Appendix 9 for details of course providers). In addition, it is important to always ensure that a designated person 2.2 Voyage Planning ashore is aware of the intended All voyages, regardless of their voyage, departure and return times, purpose, duration or distance, and to have a procedure in place to require some element of voyage raise the alarm if the need arises. planning. SOLAS V (see Marine See Appendix 8 for an example of a Notice No. 9 of 2003) requires that voyage/passage planning template. all users of recreational craft going Sail and Motor Boats – Coastal Operation 42 Recreational_partB_ch2_5fn_Layout 1 17/10/2017 16:59 Page 43 2 2.3 Pre-departure Safety ■ Procedures and operation of Sail and Motor Boats – Coastal Operation Checks and Briefing communications equipment ■ Be aware of the current weather ■ Location of navigation and other forecast for the area. light switches ■ Engine checks should include oil ■ Method of starting, stopping and levels, coolant and fuel reserves. controlling the main engine ■ Before the commencement of ■ Method of navigating to a any voyage, the skipper should suitable place of safety. -
Guide for Using a Swinging Mooring
Mooring Equipment A Conservancy maintained mooring consists of a heavy black iron chain riser, which is attached to a sinker or ground chain. The swivel allows the boat to swing freely at the mooring without twisting or snagging the mooring top chain and any ropes passed to the swivel. The length of the top chain is standardised to suit the average deck layout of a typical yacht using our moorings and is approximately 2.5m long. The length of top chain will not suit all deck arrangements and it may need to be adjusted to suit your individual requirement. It can be shortened by increasing the size of the end loop; or on rare occasions, lengthened by introducing an additional length to the chain. Considerations When Securing to a Buoy Moored boats behave in different ways; characteristics such as hull shape and draft will affect how a boat lies at the mooring during changes in the tide. Windage on spray hoods and canvas covers, will be affected by the strength of the wind and wind direction, which also plays a part in creating a unique swinging pattern and how the vessel lies with neighbouring boats. Minimising the swinging circle is an important consideration. The length of the mooring top chain between the deck fairlead and the buoy should be as short as possible. This also ensures that the weight of the boat is directly linked to the riser and limits the amount of snatch to the boat deck fittings. An excessively long top chain will also cause the buoy to rub alongside the hull of the boat and scuff the gel coat or varnish. -
Trimarans and Outriggers
TRIMARANS AND OUTRIGGERS Arthur Fiver's 12' fibreglass Trimaran with solid plastic foam floats CONTENTS 1. Catamarans and Trimarans 5. A Hull Design 2. The ROCKET Trimaran. 6. Micronesian Canoes. 3. JEHU, 1957 7. A Polynesian Canoe. 4. Trimaran design. 8. Letters. PRICE 75 cents PRICE 5 / - Amateur Yacht Research Society BCM AYRS London WCIN 3XX UK www.ayrs.org office(S)ayrs .org Contact details 2012 The Amateur Yacht Research Society {Founded June, 1955) PRESIDENTS BRITISH : AMERICAN : Lord Brabazon of Tara, Walter Bloemhard. G.B.E., M.C, P.C. VICE-PRESIDENTS BRITISH : AMERICAN : Dr. C. N. Davies, D.sc. John L. Kerby. Austin Farrar, M.I.N.A. E. J. Manners. COMMITTEE BRITISH : Owen Dumpleton, Mrs. Ruth Evans, Ken Pearce, Roland Proul. SECRETARY-TREASURERS BRITISH : AMERICAN : Tom Herbert, Robert Harris, 25, Oakwood Gardens, 9, Floyd Place, Seven Kings, Great Neck, Essex. L.I., N.Y. NEW ZEALAND : Charles Satterthwaite, M.O.W., Hydro-Design, Museum Street, Wellington. EDITORS BRITISH : AMERICAN : John Morwood, Walter Bloemhard "Woodacres," 8, Hick's Lane, Hythe, Kent. Great Neck, L.I. PUBLISHER John Morwood, "Woodacres," Hythc, Kent. 3 > EDITORIAL December, 1957. This publication is called TRIMARANS as a tribute to Victor Tchetchet, the Commodore of the International MultihuU Boat Racing Association who really was the person to introduce this kind of craft to Western peoples. The subtitle OUTRIGGERS is to include the ddlightful little Micronesian canoe made by A. E. Bierberg in Denmark and a modern Polynesian canoe from Rarotonga which is included so that the type will not be forgotten. The main article is written by Walter Bloemhard, the President of the American A.Y.R.S. -
Human Discovery and Settlement of the Remote Easter Island (SE Pacific)
quaternary Review Human Discovery and Settlement of the Remote Easter Island (SE Pacific) Valentí Rull Laboratory of Paleoecology, Institute of Earth Sciences Jaume Almera (ICTJA-CSIC), C. Solé i Sabarís s/n, 08028 Barcelona, Spain; [email protected] Received: 19 March 2019; Accepted: 27 March 2019; Published: 2 April 2019 Abstract: The discovery and settlement of the tiny and remote Easter Island (Rapa Nui) has been a classical controversy for decades. Present-day aboriginal people and their culture are undoubtedly of Polynesian origin, but it has been debated whether Native Americans discovered the island before the Polynesian settlement. Until recently, the paradigm was that Easter Island was discovered and settled just once by Polynesians in their millennial-scale eastward migration across the Pacific. However, the evidence for cultivation and consumption of an American plant—the sweet potato (Ipomoea batatas)—on the island before the European contact (1722 CE), even prior to the Europe-America contact (1492 CE), revived controversy. This paper reviews the classical archaeological, ethnological and paleoecological literature on the subject and summarizes the information into four main hypotheses to explain the sweet potato enigma: the long-distance dispersal hypothesis, the back-and-forth hypothesis, the Heyerdahl hypothesis, and the newcomers hypothesis. These hypotheses are evaluated in light of the more recent evidence (last decade), including molecular DNA phylogeny and phylogeography of humans and associated plants and animals, physical anthropology (craniometry and dietary analysis), and new paleoecological findings. It is concluded that, with the available evidence, none of the former hypotheses may be rejected and, therefore, all possibilities remain open. -
Website Address
website address: http://canusail.org/ S SU E 4 8 AMERICAN CaNOE ASSOCIATION MARCH 2016 NATIONAL SaILING COMMITTEE 2. CALENDAR 9. RACE RESULTS 4. FOR SALE 13. ANNOUNCEMENTS 5. HOKULE: AROUND THE WORLD IN A SAIL 14. ACA NSC COMMITTEE CANOE 6. TEN DAYS IN THE LIFE OF A SAILOR JOHN DEPA 16. SUGAR ISLAND CANOE SAILING 2016 SCHEDULE CRUISING CLASS aTLANTIC DIVISION ACA Camp, Lake Sebago, Sloatsburg, NY June 26, Sunday, “Free sail” 10 am-4 pm Sailing Canoes will be rigged and available for interested sailors (or want-to-be sailors) to take out on the water. Give it a try – you’ll enjoy it! (Sponsored by Sheepshead Canoe Club) Lady Bug Trophy –Divisional Cruising Class Championships Saturday, July 9 10 am and 2 pm * (See note Below) Sunday, July 10 11 am ADK Trophy - Cruising Class - Two sailors to a boat Saturday, July 16 10 am and 2 pm * (See note Below) Sunday, July 17 11 am “Free sail” /Workshop Saturday July 23 10am-4pm Sailing Canoes will be rigged and available for interested sailors (or want-to-be sailors) to take out on the water. Learn the techniques of cruising class sailing, using a paddle instead of a rudder. Give it a try – you’ll enjoy it! (Sponsored by Sheepshead Canoe Club) . Sebago series race #1 - Cruising Class (Sponsored by Sheepshead Canoe Club and Empire Canoe Club) July 30, Saturday, 10 a.m. Sebago series race #2 - Cruising Class (Sponsored by Sheepshead Canoe Club and Empire Canoe Club) Aug. 6 Saturday, 10 a.m. Sebago series race #3 - Cruising Class (Sponsored by Sheepshead Canoe Club and Empire Canoe Club) Aug. -
Sailing Trans-Atlantic on the USCG Barque Eagle
PassageRite of Sailing Trans-Atlantic On The USCG Barque Eagle odern life is complicated. I needed a car, a bus, a train and a taxi to get to my square-rigger. When no cabs could be had, a young police officer offered me a lift. Musing on my last conveyance in such a vehicle, I thought, My, how a touch of gray can change your circumstances. It was May 6, and I had come to New London, Connecticut, to join the Coast Guard training barque Eagle to sail her to Dublin, Ireland. A snotty, wet Measterly met me at the pier, speaking more of March than May. The spires of New Lon- don and the I-95 bridge jutted from the murk, and a portion of a nuclear submarine was discernible across the Thames River at General Dynamics Electric Boat. It was a day for sitting beside a wood stove, not for going to sea, but here I was, and somehow it seemed altogether fitting for going aboard a sailing ship. The next morning was organized chaos. Cadets lugged sea bags aboard. Human chains passed stores across the gangway and down into the deepest recesses of the ship. Station bills were posted and duties disseminated. I met my shipmates in passing and in passageways. Boatswain Aaron Stapleton instructed me in the use of a climbing harness and then escorted me — and the mayor of New London — up the foremast. By completing this evolution, I was qualified in the future to work aloft. Once stowed for sea, all hands mustered amidships. -
Upffront.Com Structural Furling Forestays
©Karver Upffront.com Structural Furling Forestays The use of continuous line furlers and torsional cables for main structural forestays 1 www.upffront.com Contents: Page No. 1. Introduction 3 2. What is a “Structural Furling Forestay”? 3 a. Description 3 b. Advantages 5 c. Perceived disadvantages 8 3. Wire vs composite furling forestay 10 4. Deck and mast interfaces a. Fixed forestay length 11 b. Toggles or strops 11 12 5. Sail interfaces 13 a. Luff 13 b. Hoist 14 6. Specifying considerations 15 7. Conclusion 14 2 www.upffront.com 1. Introduction In this document you will be introduced to the use of continuous line furlers, together with torsional cables, as an alternative furling system for the main structural forestay. This is NOT a “traditional” genoa furling solution i.e. with an aluminium foil over the existing wire forestay, however, it is an increasingly popular, lightweight alternative for both offshore racing and cruising sailors alike. Traditional Genoa furler / foil system (©Facnor) We will be describing the key components, advantages and disadvantages of the system, discussing the appropriate use of wire vs composite fibre stays, setup methods and various sail interfaces and investigating the implications for the boat’s sail plan. Finally, we’ll be offering some guidance on correct specification. 2. What is a “Structural Furling Forestay”? a) Description The main forestay on a sailing yacht is a crucial part of its “standing rigging” i.e. primary mast support, without which the mast will fall down! It is a permanent installation, normally with a fixed length and an essential element for maintaining the correct rig tension and tune. -
December 2007 Crew Journal of the Barque James Craig
December 2007 Crew journal of the barque James Craig Full & By December 2007 Full & By The crew journal of the barque James Craig http://www.australianheritagefleet.com.au/JCraig/JCraig.html Compiled by Peter Davey [email protected] Production and photos by John Spiers All crew and others associated with the James Craig are very welcome to submit material. The opinions expressed in this journal may not necessarily be the viewpoint of the Sydney Maritime Museum, the Sydney Heritage Fleet or the crew of the James Craig or its officers. 2 December 2007 Full & By APEC parade of sail - Windeward Bound, New Endeavour, James Craig, Endeavour replica, One and All Full & By December 2007 December 2007 Full & By Full & By December 2007 December 2007 Full & By Full & By December 2007 7 Radio procedures on James Craig adio procedures being used onboard discomfort. Effective communication Rare from professional to appalling relies on message being concise and clear. - mostly on the appalling side. The radio Consider carefully what is to be said before intercoms are not mobile phones. beginning to transmit. Other operators may The ship, and the ship’s company are be waiting to use the network. judged by our appearance and our radio procedures. Remember you may have Some standard words and phases. to justify your transmission to a marine Affirm - Yes, or correct, or that is cor- court of inquiry. All radio transmissions rect. or I agree on VHF Port working frequencies are Negative - No, or this is incorrect or monitored and tape recorded by the Port Permission not granted. -
Forestay Replacement Instructions
www.kayaksailor.com FORESTAY 5) Insert the bungee into the hole in the mast head until a short section protrudes from the TM REPLACEMENT other side. INSTRUCTIONS: 7) Now pull on the end of the bungee and at the same time push the end of the forestay 1) Place your rig on a clean flat surface, or perform the procedure with the rig secured to into the hole. the boat. Some find it easier to replace the forestay with the rig mounted on the boat. 8) The friction of the bungee against the forestay will help to pull the forestay through the hole. 2) With the rig folded, carefully inspect the knot securing the bottom of the forestay. Take a picture of it with a digital camera if you need to. You will want to tie this same knot when the new forestay is installed. Next, untie these half hitches at the base of the forestay and slide the forestay out of the eyebolt. 3) Move up to the top of the mast head and untie 9) Tie an overhand knot in both the forestay the two overhand knots in the forestay and the and the bungee. bungee. 10) Pull the forestay and bungee so that these knots are firmly against the masthead. 4) Pull the head of the forestay and the forestay bungee out from the hole in the mast head. Now for the tricky part. The new forestay and bungee needs to be inserted into the hole in the mast head. The hole diameter in the mast head is a little too small for easy passage of both the 11) Insert the other end of the forestay into forestay and bungee. -
Sail Tuning Guide LINK
DF 65 Dragonforce 65 Tuning Guide Phil Burgess M - 0413 200 608 E - [email protected] 1st July 2020 A+ A B C Estimated wind range - depends on wave action and tacking ability 0 - 10 kts 8 - 15 kts > 15 kts > 20 kts Distance from Jib Pivot Eyelet to front of Mast (Can also use gate control as a ram to induce mast bend without line 4th Line Line Aft Mast Gate 3rd 5th Max changing forestay). (175 mm) (176 mm) (177 mm) (178 mm) A+ From backstay crane hole to top of backstay hook 951 mm. 785 mm. 698 mm. 620 mm. A, B, C From top of Forestay tang to top of backstay hook. Mast Rake From soft to firm as wind Slightly firmer backstay & Firmer backstay & tight Firmer backstay & tight builds tight forestay forestay forestay Tension Backstay so Mast bend matches Mainsail luff, so sail Mast Bend easily flops from side to side when tilted Soft settings Match luff round Match luff round Match luff round At centre of Jib Boom deepest point 20-25 mm, 15-20 mm 15-20 mm 10-15 mm Boom Outhaul Sail 15 mm at top of range At centre of Main Boom deepest point Depth 25-30 mm, 15-25 mm 15-20 mm 10-20 mm 15 mm at top of range Jib - from Mast centre to end of Jib Boom. Place small mark on deck 38-43 mm 40-45mm 40-45mm 40-45mm Boom - Close Main - from centreline at end of Main Boom. (Adjust Tx for hauled exponential adjustment for last 20 mm sheet travel for high and low pointing mode) 8-15 mm 10-20 mm 15-25 mm 15-25 mm Jib - from Centre of Mast to leech at mid point of jib leech.