Conference on Fishing Vessel Construction Materials

328 CONFERENCE ON FISHING VESSEL CONSTRUCTION MATERIALS

concentrate our analysis on the life-cycle costs of the Boats of Unequal Capability systems. In this, we must recognize invested costs as well as operating costs, and we also must recognize taxes and the The preceding section deals with cost studies in which time-value of money. Two widely accepted (and practically competing designs promise equal incomes. There will be equivalent) economic criteria are used for this purpose: cases, however, where we must recognize differences in average annual cost, AAC, and present value, PV. If we annual income. We then consider each proposed boat as an assume uniform annual costs of operation, Y, then finding investment and aim our study at finding the one that the average annual cost simply involves adding those costs promises the highest yield. By "yield", we refer to the to the annual cost of capital recovery: profitability of the operation, expressed as an equivalent rate of interest. This is a widely-used concept, which goes AAC = Y + (CR)P under many other names, such as discounted cash flow rate where P = initial investment of retum, DCF; profitability index PI; and equated interest and CR = capital recovery factor based on expected life rate of retum, EiRR. In those cases where after-tax returns of the boat, owner's stipulated yield, and tax. are uniform (as they may be with straight-line deprecia- In calculating annual operating costs, we specifically tion), finding yield is very simple in principle — if we are exclude depreciation allocations and any interest paid to a also willing to assume that the entire investment is made in bank; both are recognized, however, in arriving at the a lump sum upon delivery of the boat. First we divide the capital recovery factor (as explained in the section on after-tax returns, A', by the initial investment, P. This gives taxes). Establishing a suitable yield, is an important first us the venture's after-tax capital recovery factor, CR': step and one that deserves elaboration. It involves some CR' = matters of opinion and its value has a strong bearing on the final outcome. Reference (8) discusses the question of We then go to Table 5 and find the yield, i', that reasonable levels of yield. This requires business judgement corresponds to the derived value of CR' and number of and would normally be set by management. Considering the years, N. If, in addition, all alternatives have equal lives, we risks of the fishing industry, I should judge that the can skip the last step; the alternative with the highest CR' stipulated level would normally fall between 12% and 20%, will automatically have the highest i'. Indeed, to make the the latter figure being appropriate to countries where task even simpler, we need only find the capital recovery investment capital is relatively scarce. factor before tax, CR: A The present value criterion, as its name implies, is found CR = by taking the present value of all projected costs discounted in which A = annual retum before tax. This shortcut is valid to the present. To simplify our work, we may define "the under our assumptions of equal lives and uniform after-tax present" as the time of delivery of the ship. Thus, the initial returns. The alternative promising highest CR then also investment, P, occurs at time zero and is used without promises highest CR' , which in turn promises highest i'. discounting. All other costs are discounted, however, in a degree commensurate with their time of occurrence and There will, of course, be many cases where after-tax with some appropriate interest rate. If we again assume retums are not uniform. Finding yield then requires trial uniform annual costs, we would have this expression for and error to determine that interest rate that will bring the present value, PV: present value of all cash flows (including the investment) to zero. Figure 2 and Table PV = P + (SPW)Y 6 (columns 1 and 2) show an imaginary cash flow forecast for a proposed fish boat. The where Y = uniform annual costs of operation investment is spread over two years and the annual after-tax and SPW = series present worth factor. returns vary because of such factors as declining-balance depreciation, non-uniform trends in revenue or operating As before, the operating costs are exclusive of any costs, occasional major rehabilitation costs, and income allocations for depreciation or interest. The series present from disposal after 15 years of operation. Let us assume worth factor is simply the reciprocal of the capital recovery that we want to find the resulting yield for comparison factor, the derivation of which has already been explained. with other proposed designs. As shown in Table 6, columns Again, the numerical value of these factors must recognize 4 and 5, we first guess at an interest rate (in this case 10%) the owner's need for reasonable profits after tax. and use Table 3 to find the corresponding present worth

Harry Benford 329

factors for entry into column 4. The individual present values in column 5 (which equal column 2 times column 4) soo

add up to a positive net amount. This indicates that the 400 initially guessed-at interest rate of 10% was too low. So we 300 4/../ next try a higher figure: 12% (columns 6 and 7). The net 0

present value is still positive, so we try yet higher: 13% S 2004. (columns 8 and 9). Now the net present value is negative, so AR we know that the yield must fall between 12% 100

and 13%. DOLL The interpolated value is 12.1%. We are now ready to OF I 2 i Er repeat the process with the next alternative design, seeking 4 5 6 e 8 9 10 11 12 13 14 15 16 17 S YEARS that which promises the highest yield. ND (100) SA U (200)

The dashed line in Figure 2 shows the cumulative cash THO **'..`"" PAYBACK PERIOD 7.7 YEARS

flow. Its intersection with the baseline indicates the (300 ) payback period, or time required to regain the investment. i 01 Payback period is a crude measure of merit at best, but it (400) \ I deserves consideration when future conditions are particu- (500) V larly unsettled.

Another popular economic criterion is the net present value, NPV. If you will refer back to Table 6, you will FIGURE 2 CASH FLOW DIAGRAM notice that we found the net present value of the projected cash flow for each of three arbitrary interest rates. In normal use, NPV involves the use of an assigned interest

Table 6 Cash Flow Summary for a Proposed Fishing Vessel

(1) (2) (3) (4) (5) (6) (7) (8) (9) ./ .1 j 1 = 10% i = 12% i' = 13% Cumulative Present • Present Cash Cash . (' -N) Year Flow Flow (PW--N) Value (PW-e-N) Value Value $ $ $ $ $ 1 (190,000) (190,000) 0.909 (172,710) 0.893 (169,670) 0.885 (168,150) 2 (320,000) (510,000) .826 (264,320) .797 (255,040) .783 (250,560) 3 140,000 (370,000) .751 105,140 .712 99,680 .693 97,020 4 120,000 (250,000) .683 81,960 .635 76,200 .613 73,560 5 110,000 (140,000) .621 68,310 .567 62,370 .543 59,730 6 85,000 ( 55,000) .564 47,940 .507 40,560 .480 40,800 7 70,000 15,000 .513 35,910 .452 31,640 .425 29,750 8 20,000 35,000 .467 9,340 .404 8,080 .376 7,520 9 60,000 95,000 .424 25,440 .361 21,660 .333 19,980 10 55,000 150,000 .385 21,175 .322 17,710 .295 16,225 11 50,000 200,000 .351 17,550 .287 14,350 .261 13,050 12 45,000 245,000 .319 14,355 .257 11,565 .231 10,395 13 45,000 290,000 .290 13,050 .229 10,305 .204 9,180 14 40,000 330,000 .263 10,520 .205 8,200 .181 7,240 15 40,000 370,000 .239 9,560 .183 7,320 .160 6,400 16 35,000 405,000 .218 7,630 .163 5,705 .142 4,970 17 75,000 480,000 .198 14,850 .146 10,950 .125 9,375

Net Present Value 45,700 1,585 (13,515)

Note: Parentheses indicate cash outflows. 330 CONFERENCE ON FISHING VESSEL CONSTRUCTION MATERIALS

rate that represents management's opinion of what con- Miscellaneous Considerations stitutes a minimum acceptable level of profitability. This is often called the cut-off rate. Its value is somewhat There are several important comments that apply to any arbitrary. As a minimum, it will be at least as high as the ofthe aforementioned methods of economic analysis: organization's cost of capital. Some managers will set it perhaps 2% higher. Cost of capital is simply the weighted 1. A most important calculation is that of the initial average of interest paid for debt capital (bank loans) and cost. You will, however, find surprisingly little help equity capital (from sale of stock). Typical figures for the in the literature. References (17 and 18) are of some cut-off rate in Canada and the United States range from 8% benefit, but leave many questions unanswered. If we to 11%. are to malce meaningful progress in systems analysis, we must persuade cost estimators to publish the Solving for NPV is not difficult. If the assigned cut-off contents of their little black books. We must also rate is 10%, for example, we need only go through the carry out research in new ways to estimate costs. routine shown in columns 1, 2, 4 and 5 in Table 6. If the 2. Working capital is the money that a boat owner has after-tax retums, A', are uniform, and if we assume a single tied up in his operations but which he will regain investment, the calculation is even simpler: when the business is closed down. In most design studies, this kind of capital can be ignored. NPV = (SCA) A' 3. Economic studies compare alternatives. In comparisons, the differences are what where SCA = series compound amount factor. count. Cost factors that are the same for all alternatives can be overlooked. Said in another way, cost studies should Despite its superficial similarity to the present value examine only those cash flows that will result from criterion, the net present value is altogether different in the decision under question. concept. In place of a target rate, NPV uses a minimum acceptable interest rate. Moreover, NPV involves future 4. Economic studies are based almost entirely on returns rather than future cost, and subtracts rather than estimated future costs and incomes. Accuracy is adds invested costs. Finally, we try to maximize NPV but impossible. Do not waste your time with more than minimize PV. three or four significant figures. 5. Most opthnization studies produce curves of a Unfortunately, NPV and yield frequently lead to con- measure of merit plotted against some technical flicting conclusions. This is because NPV has a bias toward parameter such as speed or capacity. An almost If the owner has more investment bigger investments. universal attribute of such curves is their flatness in dollars, he should opportunities than he has investment way of the optimal point ("flat laxity"). Because probably use yield as his criterion. If he has excess every real life situation involves intangible consider- investment dollars, NPV would make more sense. ations, you should consider a fairly wide range of the technical parameter as being just as acceptable as A variant on NPV is the net present value index, or net that indicated by the exact point of optimality. present value per dollar invested: 6. All cost studies are based on estimates or guesses of NPV NPVI = future conditions: costs, incomes, tax rates, operating life, etc. In all of the examples cited in this The net present value index removes the NPV's bias toward paper, we have used single, most likely values of large investments. each input. In more sophisticated studies, risk and uncertainty should be recognized. This subject, as it References (8 — 16) may be consulted for further applies to fishing craft, is worthy of a complete on the controversial issue of yield vs net present elaboration conference in itself. Reference (1) shows one value in weighing alternative investment decisions. Refer- approach; further studies deserve support. ences (9, 12, and 16) are particularly directed toward that particular topic. Be warned, however, that every authority 7. We have specifically ignored the division of after-tax has a somewhat different opinion. returns between owner and bank (where bank loans Harry Benford 331

are involved). The reasoning behind this simplifica- REFERENCES tion is explained in Reference (9). 1. P. D. Chaplin and K. H. Haywood (White Fish Authority, OPERATIONS London, England), Operational Research Applied to Stern Freezer Trawler Design, Institute of Marine Engineers To this point we have specifically directed our attention Meeting, March 22, 1968, Grimsby. to fish boats that are still in the design stage. Once the boat 2. John Proskie, Some Economic Considerations Relating to Canadian Atlantic Offshore Fishing Vessels, Department of is built, our principles of economic decision making are still Fisheries of Canada, Ottawa, 1966. much the same. The big difference is that the invested cost 3. John Proskie, Costs and Earnings of Selected Fishing is no longer a variable. Simply stated, we then try to Enterprises, Nova Scotia, Nova Scotia Department of maximize our yield by maximizing the annual after-tax Fisheries and Department of Fisheries of Canada, Ottawa, 1967. return. 4. D. J. Doust, The Relative Importance of Trdwler Design in If you are considering adding a new item of equipment the Economics of Fishery Operations, FAO, Rome, 1964. to an existing boat, you no longer ask whether its yield is S. D. Bogucki, The Detennination of Optimunz Characteristics greater or less than that of the boat (based on its initial for Fishing Vessels, FAO, Rome, 1964. cost). The boat's initial cost is past history and any decision 6. John Proskie, "Methods of Assessing Fishing Craft De- preciation", Trade News, August, 1959, Department of about the new equipment can in no way change it. You Fisheries of Canada. need only look at the first cost of the equipment and the 7. Doing Business in Canada, Canadian Imperial Bank of resulting increase in after-tax returns. Then compare the Commerce, Ontario, 1967. resulting yield with alternative investment opportunities of 8. Harry Benford, Fundamentals of Ship Design Economics, equal risk. Department of Naval Architecture and Marine Engineering, University of Michigan, 1968. In questions of when to retire an older boat, the initial 9. Harry Benford, Measures of Merit for Ship Design, Depart- cost is again inconsequential. Nor is the book value ment of Naval Architecture and Marine Engineering, Univer- significant, except as it may affect your tax liability (6). As sity of Michigan, 1968. a boat gets increasingly decrepit, the owner should period- 10. Harold Bierman, Jr., and Seymour Smidt, The Capital Budgeting Decision, MacMillan, New York, 1964. ically consider selling it. He then estimates whether the 11. A. J. Merrett and Allen Sykes, The Finance and Analysis of discounted gains of keeping the boat for one more year Capital Projects, Longmans, London, 1965. would more than offset the foregone opportunity of an 12. R. O. Goss, "Economic Criteria for Optimal Ship Design", immediate sale. The net present value approach might be I"Mns RINA, Vol. 107, 1965. appropriate. The gains implicit in keeping the boat for one 13. Capital Investment Decisions, reprints from Harvard Business more year would include the year's after-tax returns and Review, 1964. the predicted resale value 12 months hence. It might also 14. Kenneth R. Chapman, "Economics and Ship Design", Trans. North East Coast, Vol. 83, 1967. include "inferiority": a subtracted amount based on the 15. C. G. Edge, A Practical Manual. on the Appraisal of Capital predicted increase in returns attainable by a more modern Expenditure, Society of Industrial and Cost Accountants of boat. Canada, Hamilton, Ontario, 1964. At this point I cannot resist pointing out that the most 16. UNCAD Secretariat, Establishment or Expansion ofMerchant Marines in Developing Countries, United Nations Conference economical life for fishing craft shortens as technological on Trade and Development, Geneva, 1967. progress accelerates the impact of inferiority. One way 17. Harry Benford and Miklos Kossa, "An Analysis of U.S. shipyards can increase business is to promote inferiority in Fishing Boats: Dimensions, Weights and Costs", Fishing Boats of the World: existing vessels. This, of course, can best be done through 2, FAO, Fishing News (Books) Ltd., London, 1960. encouraging maritime education and research. And nothing 18. Joseph A. Fetchko: Methods of Estimating Initial Investment is more encouraging than cash. What better way to close Costs of Ships, Department of Naval Architecture and Marine this opus? Engineering, University' of Michigan, 1968. I

' Presentations and Symposium on Various Materials

Introduction by Prof. Harry Benford

Professor Benford: "I will have to start out by confessing that I am not sure if my role is that of peacemaker or rabble rouser. I think that our general aim in having this round table will not be to reach any final conclusions except in a very general sort of way. Don't feel that you are going to see a knock-down, drag-out battle and then a champion announced at the end.

"I would like to point out one important factor that has been overlooked, I beleive, and that is the historical and classical literature background of this controversy; it actually dates back to the story of the three little pigs in which it was conclusively proved that wood is a better material than straw, and bricks are even better than wood. Now in case the Canadian Association of Brick Builders is about to conclude that I am on their side let me point out that the Big Bad Wolf was boiled in an iron kettle that was heated over a wood fire.

"There are three or four rules that I would like to tell you about for your presentations. Keep it short. I don't want any obvious sales pitches, no references to one, another's ancestry, and no physical attacks.

"I would like to make an initial presentation on this myself, and that is that there are many many factors, obviously, that are going to influence our decision on choice of material. I would like to advance the hypothesis that there is room for all here, that there are different combinations of circumstances that are going to dictate the use of other materials. Also, and I think Mr. Traung pointed this out, there are many cases where we can use several materials in one boat. I believe that yesterday someone showed a midship section of a plastic boat's steel keel, with concrete filler. I think that was a pretty good ecumenical approach.

"I have made what is perhaps an arbitrary breakdown of the pertinent factors that would influence the decision in the choice of material, but I put it up to you as something to inspire a little thought and stimulate some discussion on the part of the panel. There are the physical properties, the things that perhaps you can't argue about too much; the strength to weight ratio, whether the thing is durable, whether it is easily maintained, whether it is easily fabricated into shipshape form, ease of joining. Then there are insulation properties. Mr. Traung makes a very important point about not only a heat insulation but also sound insulation in his paper.

"Uniformity, that is if the physical properties fall within a narrow band or is there a wide spread in them?

"Dimensional stability, does it swell up when it gets wet? There are the production circumstances-the availability of skilled labour to work in this kind of material, the labour rates and productivity. I can see that if you have highly paid labour that is not very productive it is going to influence your choice of material. The size and complexity of the boat is going to influence it. The production run, whether you are building one or many, is something pointed out by various authors. Then there is the capital for facilities - do you have the money to go into the steel fabricating business 334 CONFERENCE ON FISHING VESSEL CONSTRUCTION MATERIALS

or don't you? Weather protection is a factor; some materials have to be dealt with under a roof, while others don't. The availability of the material, and the delivered cost are very, very important. Then we have certain operating circumstances. Geographic factors, that is whether you have got to run into ice, or torredo worms or whatever, fresh water or salt water; it's all going to make a difference. If you have to pay a lot of money to borrow money then you are going to be more interested in saving money in the future. Then there are the intangibles. First of all, they are probably as important as everything else here put together. I will have to admit when I saw the slides of that wooden boat yesterday I was all ready to go for wood, just because it looked so beautiful. The availability of cost and technical data — now there is something that is probably holding back the development of ferro-cement right now—it's too new and we don't know enough about it, so people are hesitant to use it. And then finally, another intangible, the general appearance.

"I will ask each of you on this panel to come up and make a brief formal presentation and then later I will ask you to give me your opinion on where you think your material is best suited for what combination of circumstances, and also, let's be frank. We have been giving nothing but the pros, let's be frank and give the cons as well." Steel Fishing Vessels

Robert McArthur, Assistant General Manager, Saint John Shipbuilding & Drydock Co., Ltd., Saint John, N.B.

(Paper presented by James R. Elder, Naval Architect, Saint John Shipbuilding and Drydock Co., Ltd., Mr. McArthur having been unable to attend the Conference because of business commitments.)

Mr. I•ader

Mr. McArthur is a native of Scotland, where he has worked in various shipyards. During World War II he served with the Royal Engineers, and came to Canada in 1951. At present he is the Assistant General Manager of the Saint John Shipbuilding and Drydock Co., Ltd., Saint John, N.B. For the past seven or eight years he has been closely associated with trawler design and development.

Mr. Elder received his education in naval architecture at what is now Sthrathclyde University, Glasgow, Scotland. He started his shipbuilding career with the Fairfield Shipbuilding and Engineering Company and while with that company was transferred to the staff of the British Ship Research Association, London, England. He has worked with Charles Connell and Co., Ltd., Glasgow, and the Sun Shipbuilding and Drydock Co., Ltd., Chester, Penn. He is a chartered engineer and an Associate Member of the Royal Institution of Naval Architects, and a member of the Society of Naval Architects and Marine Engineers. He is now a naval architect with the same company as that of Mr. McArthur.

ABSTRACT tion techniques, have been described and discussed in considerable detail, and in making this final assessment, it is The author outlines the versatility of steel as a construc- intended to examine some of the more general aspects tion material describing several aspects of its use as they related to the use of steel as a high-quality, versatile, apply to hull design, construction and maintenance. uniform, and inexpensive medium for fishing vessel construction, with a particular thought for the future. It is emphasized that the steel shipbuilder has at his disposal, considerable amount of valuable information DESIGN obtained from actual sea-going experience. Also, by virtue The fast-changing trend of recent years has been towards of this experience, good use could be made of further larger and more powerful vessels and, apart from replace- technological improvements as they become available to the ment of present fleets of the inshore fisheries, the greatest industry. potential for expansion appears to be offshore - perhaps further offshore than many now consider practical. In conclusion, the paper summarizes some of the main characteristics of steel as a construction material. While fishing vessels become more complicated and the costs of machinery, gear, and electronics assume major STEEL FISHING VESSELS proportions of the total cost, the hull cost remains a During the earlier sessions of this Conference, the considerable factor, and the hull design is correspondingly various materials, together with their associated construc- important. 336 CONFERENCE ON FISHING VESSEL CONSTRUCTION MATERIALS

Economic hull design requires careful choice of scant- and expensive period of design development to arrive at the lings for the main strength members and special consider- final design which they hoped would produce a vessel just a ation of local strength at points of unusual stress. This can little more competitive than their rivals. only be undertaken successfully if we are dealing with a material of uniform quality and known physical properties. When we consider the variables which contribute to a If we are not sure of the material's capability, then we must fishing vessel's productivity-such as the skipper's knowl- increase these members till the potentially weakest piece of edge of the fishing grounds, his ability to handle the gear, material will do the job, thus increasing the weight and cost his crew, and his ship, the quality and design of the fishing of the material and contributing nothing to the perform- gear, the manoeuvrability and sea-kindliness of the ship, ance of the hull. luck, weather, and various other conditions - why, then, is it so important to have a vessel which is 1 ft., 5 ft. or 10 ft. The techniques of making steel of uniform quality and longer than the other? Canadian shipyards have con- connecting the pieces to form the complete hull with good tributed their share in the last few years in bearing the high quality assurance, may seem simple today but they have cost of this type of development. not been achieved without many failures of varying degrees over the years. The various comparisons in construction costs which have been made in support of newer materials under The records of the world's Classification Societies show discussion, have been made on a basis of present steel that, in many cases, the general strength of the material and construction costs and, it would seem, have been made structure were sound but the defects occurred due to without bias in respect to the steel costs quoted except in improper understanding or treatment of local strength the area of installation costs of machinery and deck gear. requirements. However, they have been made on the basis of present practice in steel construction. No program of development can be carried on successfully on the basis of theory without corresponding practical The various demonstrations of what has been done and results to prove the rules and it would therefore appear that what can be done in the newer materials are filled with the the designers of vessels in some of the newer materials, at enthusiasm of new ventures, but in thinking of the future, least in the immediate future, may be at a disadvantage in we must also recognize that steel shipbuilding everywhere is having to develop vessels in the larger categories of their presently undergoing a bit of a revolution which invokes anticipated size range without sufficient practical results radical change in the concepts of a few years ago and from actual service at sea. indicates some completely new approaches to this complicated industry. CONSTRUCTION Steel shipbuilders, with their basic material versatile in The cost of constructing the hull is a major factor in the capacity, stable in quality, and proved in service, are in an total cost of any vessel. Custom-built ships are expensive in excellent position to take full advantage of the benefits to any material but the benefits to be gained from multiple be derived from the use of the computer and the hulls are considerable and multiple hulls appear to be tremendous advantages which can be achieved through I mandatory when using some materials. automation.

Steel offers significant savings on standard hull forms It is admitted that this development will depend on placed in one shipyard for multiple construction. other factors, such as monetary environment which will control the atmosphere of shipbuilding markets and which Steel fishing vessels delivered in Canada during 1967, will either stimulate or suffocate the shipbuilding industry according to published figures, totalled some 40 vessels in any particular area. This, of course, may be said to be with an aggregate tonnage of about 23,000 tons. Of this common to the builders of some other materials. group, 29 vessels were trawlers designed principally for ground fishing. In this group, we find vessels of eleven QUALITY CONTROL different lengths, all designed to fish the same grounds, the Parallel to the requirements for efficient hull design, the owners of each size group having gone through a difficult need for good quality control or quality assurance to the McArthur Robert 337 owner, is equally important. In the case of a wood hull, the controlled basis. The designer has at his disposal well- quality of the material is only as good as the skill and the defined, constantly up-dated rules for the use of the eye of the craftsman; and in other materials, how is the material which enable him to develop a hull structure which work of the "plasterer" or "laminator" gauged? In the case is economic in the use of material and, at the same time, of steel vessels, the control of material quality is a matter of provides the necessary strength to meet service require- record, each batch of material having been carefully tested ments. before leaving the mill. During construction, the plates are cut, formed, and welded, using procedures that have been tested; the welding operators are qualified by means of In construction, the steel shipbuilder, generally, has a statutory tests; and the final work is checked by X-ray backlog of experience on vessels of many other types which may be used to advantage examination. These procedures are then documented to in fishing vessel construction. He is worlcing with give uniform quality assurance. This may sound expensive a material which he knows, using tools but, in actual fact, it gives assurance which reduces the which he is familiar with and, even with continuing element of risk and justifies the use of more sophisticated technical improvements, he is basically using methods and materials and methods. producing structures which have stood the test of time. In the area of quality control, systems and methods OPERATIONS AND MAINTENANCE originally devised to control the production of much more critical structures, have been easily adapted to the ship- In operation, a steel hull has a potential life of up to 50 builder's use, giving the required degree of control at years, if given reasonable annual care and maintenance. It minimum cost. should, perhaps, be noted here that steel hull scantlings include an allowance for normal corrosion and, in most cases, a vessel becomes obsolete for various reasons long before the steel hull is worn out. When the steel ship owner requires maintenance, or hull repair service, he can usually find someone in bis home port Advances have been made in corrosion control through who has the equipment and ability to carry out minor the application of protective coatings. These new coatings repairs and, for major jobs, there is usually a ship repair offer the owner a wide variety of good quality coatings establishment within a reasonable distance. which can be used at his discretion to give long-lasting protection and reduced maintenance cost. To make a complete assessment of comparative hull cost on a basis of different materials, is extremely difficult. Each With a steel-hulled fishing vessel, if the owner decides to case would have to be considered on its own merits change the run of his gear, or add to the vessel's equipment, in relation to geographical situation, type of vessel, type of then it is a simple matter to weld on a few lugs or stiffen gear, availability of materials and labour, and ability of the the structure to take the new equipment. shipyard concerned to meet delivety requirements. CONCLUSION With the foregoing comments in mind, it is felt that In summary, steel as a material for construction has steel, at least in the foreseeable future, offers the most versatility in physical properties and uniform quality on a attractive medium for fishing vessel construction.

Nova Scotia Wood for Shipbuilding

W.S. Hines Director, Marine and Engineering Services, Department of Fisheries of Nova Scotia, Halifax

Mr. Hines

Mr. Hines was born in East Noel, Hants County, Nova Scotia. He attended the University of Manitoba and McGill University, from which he received a Bachelor of Science degree in Electrical Engineering in 1931. From 1940-44 he served with the Aeronautical Inspection Directorate of the R.C.A.F. In 1944-45 he worked for Canadair Limited in Montreal on design of aircraft electrical systems.

Mr. Hines joined the Fishermen's Loan Board as Engineer and Technical adviser in 1945, and was appointed Director, Marine and Engineering Services, Nova Scotia Department of Fisheries, Halifax, in 1965.

ABSTRACT 500 tons to 1000 tons in measurement and were capable of c,arrying many persons besides a considerable cargo. That in Without reciting in detail the mechanical and physical which Saint Paul was wrecked had on board 276 passengers properties of wood, all of which can be found in tabular as well as a cargo of wheat. form in architectural and engineering handbooks and other publications and papers, this paper endeavours to explain in The romantic saga of the sea is not complete without a laymen's terms why wood continues to be used so look at the Viking ships, the Norman ships, the English extensively for building boats in Nova Scotia. ships, the Spanish ships and the French ships. These were created from wood for the purpose of commerce, ex- In support of these explanations are a brief history, a list ploration, war, and plunder. of types of wood and uses, reference to building experiences in Nova Scotia and a review of the characteristics The long open galley, with oars and a square sail, which which support its use. was set when the wind was favourable, remained for hundreds of years. In the 15th Century, ships were WOODEN SHIPS equipped with rudders instead of steering oars. They were built larger with two, three and even four masts. These Wood has pioneered the shipbuilding industry. Et was improvements increased efficiency and thus enabled them there in the beginning and remains today. The Great to cross oceans — and so it was that daring voyages were Architect of the Universe designed the Ark which was built made into unknown oceans. of Gopher Wood. When the earliest explorers from Europe first reached Wood supplied the material from which the Romans and Canada, they were not looking for timber. Though they did other nations built their ships. These ranged in size from not seek them, the forests were here. The flag of the King

I 340 CONFERENCE ON FISHING VESSEL CONSTRUCTION MATERIALS of France was hoisted by Jacques Cartier in 1534; in 1604 One of the many factors, which has contributed to the the first logs were cut in Nova Scotia to erect the continued usefulness and popularity of wood, is its high fortifications at Port Royal. It was a hundred years later strength to weight ratio and its capacity to withstand shock that the French government realized that these Canadian from suddenly applied loads. These characteristics impart forests were a source of material for the construction of the flexibility and resilience to a structure which seems to come King's ships — ships of war to wage the battle for the alive in a seaway with an ease and gracefulness not to be mastery of the seas. found in other materials.

And so it happened that the development of Canada's Wood has a high insulating value with respect to heat forest industries was closely associated with war. The best and sound. It does not bum unless heated to 450 ° F or oak, pine, birch and spruce were earmarked for the building more, and is more heat stable than its competitors. This of ships. After the British conquest, this policy was adds to physical comfort within the structure and makes it continued and for many years timbers from Canada's less prone to severe icing on the outside. forests went into ships of the Royal Navy. For marine use, the fact that wood is not subject to rust standing in the primeval forests These towering trees or corrosion is of singular importance. were marked with the broad arrow in token that they were reserved for the Royal Navy. If properly treated and maintained wood is a durable, "Masts for the King's Own Navy, long-lived material. Preservatives for protection against fungi "Yards for the Royal Shrouds and insects should be used and all parts of the structure "Tall, lithe spars that raked the stars should be well ventilated. Shipping records of Great Britain "And whipped the billowy clouds." — H.A. Cody have shown 24 English wooden ships over 100 years old and 13 over 95 years old. The oldest wooden trawlers in Nova Scotia, a Maritime Province, is almost completely Nova Scotia were built in 1945 and are still operating very surrounded by water. The primeval forest of its land has successfully. There are several salt fish schooners ap- been depleted but there still remains timber in quantity and proaching 60 years of age. To further support this claim size suited to the building of ships. The clipper ships and one should also mention the "Cutty Sark" and the sailing vessels, for which the province was noted, have been "Victory". replaced by larger ships of another material. There still remains the fishing industry, the third largest industry of The builders of these boats would quickly state that the area, which requires working stages from which the wood is easy to work and handle. It has beauty of figure. It harvests of the sea can be talcen. may be bent. It may be fastened by screws, dowels, nails or glue. It readily takes a variety of finishes — paints, stains, It is a matter of record that in the ten-year period from varnishes, waxes and plastics. 1958 to 1967, of the more than 1,000 fishing craft financed by the Nova Scotia Fishermen's Loan Board only The Nova Scotia forest offers the boat builder a variety 13 were constructed of a material other than wood. This of trees which may be used for many purposes: — can be attributed to an abundant supply of the raw material, wood, with its miracle properties and the ex- Gray Oak may be used for frames, stanchions, deck beams, istence of many boat yards and their capable personnel. I stems, rim timbers, finish wood, planking and shaft note here that Nova Scotia has 91 yards concentrating on logs; the building of wooden craft. Yellow Birch for keel, stern post, fore-foot, deadwood and for planking below the water line; Without reciting in detail the mechanical and physical Spruce (Black and Red) may be used for ceiling, auxiliary properties of wood, all of which may be found in tabular beams, shelves, clamps, bilge stringers, spars, keelsons, form in architectural and engineering handbooks and other sister keelsons, fish hold dividers, bulkheads and deck publications and papers, this report will endeavour to house framing; explain in laymen's terms why wood continues to be used Black Spruce is used in small boats for planking in tidal so extensively for building boats. areas where boats are left on stoney beaches; W. S. Hines 341

Pine (Native White) used in decking, interior finish and for Nova Scotia to build wooden ships up to 125 feet in length planking of small boats; without having to resort to fabricated components. Beech and Rock Maple for keels; Ash as framewood for small boats; While maintenance costs and operating costs for boats of Hackmatack (Juniper) for ships knees, and as framewood a size built from different materials do not vary a great for small boats. deal, this cannot be said of the building costs. The wooden boat is at a decided advantage in this respect. The It should be noted here that the Plywood used in Nova experience of the Nova Scotia Fishermen's Loan Board and Scotia comes from other parts of Canada. the results provided by economic studies done by the federal Department of Fisheries will bear out this point. It can also be said that boats of a size regardless of the It is well to note that when selecting the material for materials of construction produce about the same quantity certain parts of the boat the following physical and of fish. The low capital cost is very important at this time mechanical properties should be considered, namely: because of high interest rates and high insurance rates. It strength, ability to held fastenings, and resistance to rot. With would then appear from this short resume that there is the advent of laminates, timber sizes are no longer every justification for the use of wood in the construction restrictive and, with our existing stocks, it is possible in of fishing boats and this situation is likely to continue.

A Comparative Assessment and Future Outlook for Materials in Fishing Vessel Construction, with Particular Reference to Plywood

John Brandlmayr John Brandlmayr Ltd., Consulting Engineers and Naval Architects, Vancouver, B.C.

(sec also page 111 for Mi. Brandlmayr's Paper on behalf of the Plywood Manufacturers of British Columbia)

ABSTRACT only plywoods and high strength alloys are used. When a single boat or relatively small numbers of one design are A comparative assessment of commonly used materials is required, plywood usually offers the most economical given in tabular and descriptive form. It is suggested that no construction either as the basic material or supplementary one material has dominant advantages. Plywood is con- to the basic material. sidered lowest in cost for one-off construction and molded fiberglass for multiple building. Aluminum alloys are best Figure 1 gives a comparative assessment of materials for strength to weight ratio although plywood and fiberglass used for fishing vessels to about 100 feet in length. are close behind. Plywood construction covered with adequate layers of Future cost reductions will result more from quantity mat and woven roving is compared with solid production than from new materials or combinations of fiberglass wood of the typical west coast Douglas type; materials. Various forms of composite and sandwich Fir planked skin fiberglass structures are discussed and a low cost composite plywood single as commercially molded; welded mild steel; and welded aluminum alloys. In all cases commercial and fiberglass hull is proposed for single unit construction. rather than experimental building results are considered and for this reason concrete, high strength and corrosion The future use of plywood is considered, emphasizing its resistant steels, and special plastics are not included. suitability for secondary structural components in all types of construction, applications for molds and for the construction of small quantities of one hull design. It is impossible to obtain me aningful comparative statistics, so the author's opinion and observations form the PLYWOOD BOATS basis of these statements. Each hull material is rated as first, second, third or fourth with respect to each of seven The strength to weiglit advantage of plywood structures significant qualities. A choice of material would be de- over metal fastened solid wood structures or anything but termined partly by the qualities required in a particular high strength alloys has been clearly demonstrated in the vessel or series and partly by the construction facilities and case of aircraft and in applications for hydroplanes where skills available. 344 CONFERENCE ON FISHING VESSEL CONSTRUCTION MATERIALS

Strength to Weight Ratio temperature will affect the wood in spite of its fiberglass covering. Aluminum will produce the best strength to weight ratio making it particularly desirable for small, fast craft. Steel and solid wood are at the bottom of the list. Both Fiberglass and plywood are about equal and second require an unbroken protective film which is impossible to to aluminum. With great care they can approach the maintain without frequent attention. strength to weight ratio of aluminum but commercially they are some 10 per cent to 20 per cent poorer. Abrasion Steel and solid wood are third in order and about SO per In the tugboat field steel is preferred partly because of cent heavier than aluminum. its superior ability to withstand abrasion which is of prime importance in tug service. On fishing vessels of other Rot, Corrosion and Fatigue materials, steel is often used to protect high wear areas. Stainless steel is worth consideration for localized abrasion Within a 25-year useful life there appears to be no problems to minimize rust stains. appreciable loss of material or loss of strength in fiberglass. This cannot be said for any of the other materials. Aluminum is a poor second to steel for abrasion. Aluminum is nearly as immune but must be handled with care as to dissimilar metals, impressed electrical currents Fiberglass and hardwood sheathing are approximately and anti-fouling coatings. It is usually left uncoated. equal and generally inadequate in heavy wear areas.

Steel, solid wood and plywood fall into the third Usual solid wood such as Douglas Fir is the last in order. category and all require considerable protection. Maintenance Costs Even with the best care localized loss of metal occurs on a Some comparative figures are probably available for steel hull and neglect can be disastrous. An equal degree of specific applications but this rating is based strictly on the care must be taken to protect solid wood from both rot and properties of the material assuming operating conditions to marine borers. Plywood has a similar rot problem but it is be equal. assumed that the outer surface is protected from borers by the fiberglass sheathing. Fiberglass and aluminum can be considered about equal and the best of available materials. Neither requires a Fatigue failures sometimes occur in plastic and metal hulls surface coating. around shaft log, engine beds or keel and these can be attributed to faulty design more than to the characteristics Because of the relatively thin coating of fiberglass, of the material. There is no question that the elastic proper- plyvvood construction requires more maintenance than ties of the material in relation to the structure must be ade- solid fiberglass. If sufficient glass is used so that the quately understood. plywood becomes a core then the hull's durability approaches solid fiberglass. Other sandwich structures using foam will also fall slightly below solid glass because of the Weathering thinner skins involved. One of the principal reasons for the growing use of There is some doubt as to comparative maintenance fiberglass in pleasure boats is its resistance to weathering. A costs of steel and solid wood. As for the other materials fiberglass boat can be left in the weather including exposure suitable design and good building and coating practices are to fumes from chemical plants with less deterioration than than for other materials any presently considered material. overwhelming factors but more they require frequent expensive attention. Aluminum runs a close second or equal. Initial Cost Plywood covered with fiberglass is further down the list Solid wood construction is no longer the cheapest on the t, since the changes in atmospheric conditions including west coast of Canada and the trend is against it. However, I John Brandlmayr 345

the actual differences in hull construction costs are small stainless steel but with greater strength and the core might and the difference that hull material makes to the total have the density and strength of plywood. vessel cost is never more than 10 per cent.

Molded in place sandwich structures are commonly used For one-off construction it is suggested that plywood is in pleasure boat construction with the skins of fiberglass cheapest, solid wood and steel slightly more expensive with and the core of wood or foam. The space industry has fiberglass and aluminum following in that order. In the case developed metal faced structures supported by foam filled of 30' to 50' vessels equally well built by experienced honeycomb spacers. Here we have a sophisticated three people the difference in cost is so slight that we have west component structure with a hard thin sheet on each coast gillnetters built of plywood, glass, solid wood and surface, closely spaced stiffeners in the form of the aluminum all at nearly the same end price. honeycomb material and then buckling support for the honeycomb and the skin by the light foam filler.

When considering multiple building, molded single skin fiberglass has the cost advantage, followed closely by Thermal insulation materials can be used as part of a plywood or other sandwich construction. Currently steel, vessel's structure as in sandwich construction or in short aluminum and solid wood all experience economies from blocks of insulation that give added buckling support to quantity production but cannot match the low labor what is basically single skin construction. content of quantity molded fiberglass. The Future of Plywood

Designs by naval architects and quotations by large Principal,applications of plywood are enumerated as: shipyards cannot be used to determine construction costs (1) Patterns for all types of construction. of small vessels. Rather a comparison must be made (2) Low cost molds for fiberglass vessels. between the products of a builder with a highly developed production ability in a certain glass boat and another in (3) Ceiling and joinerwork in accommodation spaces. aluminum and so on. (4) Supplementary structural members such as bulkheads and decks. (5) Construction of one-off hulls, experimental craft and Future Material: building of boats in areas where skills are inadequate Quantity production of fishing vessels is the chief avenue for other types of construction. In these cases a to reduced costs and compared on a multiple basis no simple plywood structure sheathed in fiberglass is foreseeable materials including plastics, composites or ferro assumed and the cost will be less than anything else. cement can achieve a substantial reduction in costs relative (6) Composite construction where the plywood is a mold to others. that fmally becomes a core totally enclosed in fiberglass has possibilities for limited production where the quality of surface finish is not important. Improvements in physical properties are foreseeable through the use of various plastic and metal sandwich materials and through the use of adhesives at joints rather It is suggested that a hull could be built by setting up than welds or other fasteners. transverse station molds upside down and bending on sufficient ribbands. Sheets of plywood would then be laid over the hull with the joints butted. An outer skin of An ideal sheet would be produced under controlled fiberglass of adequate thickness would be applied after conditions with hard strong outer surfaces and a light core which the hull would be turned right side up and the molds. between. The sheets would be formed into a hull by and ribbands gradually removed as glassing of the inside bending them into place and fastening together with an proceeded. Other members can then be installed as in any adhesive. Such a surface might have the characteristics of single skin fiberglass boat. 346 CONFERENCE ON FISHING VESSEL CONSTRUCTION MATERIALS

Such a hull would not have particularly smooth surfaces weathering and maintenance. It would approach the without the expenditure of excessive labor in sanding but quietness and thermal insulation characteristics of a accepting this it would be one of the cheapest in materials wooden hull. Single or double chine hull forms could be and labor and at the same time rate with the best for readily adapted to this construction. strength to weight ratio, rot and corrosion resistance,

Figure 1 Comparative Assessment of Materials of Construction for Vessels to 100 Feet in Sea Water

Strength Rot Weathering Abrasion . Maintenance Initial Cost Weight Corrosion Costs One-off Multiple and Fatigue

Plywood (covered with fiberglass) 2 3 3 3 2 1 2

Solid Wood 3 3 4 4 3 2 3

Fiberglass 2 1 1 3 1 3 1

Steel 3 3 4 I 3 2 3

Aluminum 1 2 2 2 1 4 4 1

Shipbuilding with Aluminum

Robert A. Campbell, Manager, Transportation, Project Development Division, Aluminum Company of Canada, Limited Montreal, P.Q.

and

I.H. Jenks, Head, Publications Division, Mr. Campbell Alcan Research and Development Limited Kingston, Ont.

Mr. Campbell, for over 20 years with Akan, mainly concerned with developments in the transportation industry in Canada, the U.S.A., Europe, Australia, South America, Japan, India and Africa, has a degree of Bachelor of Engineering in Metallurgy from McGill University and a Bachelor of Arts from Loyola University.

He is a member of The American Society of Mechanical Engineers, the Engineering Institute of Canada, the Professional Engineers of Quebec, an Affiliate Member of The Society of Naval Architects and Marine Engineers, Mr. Jenks and a Member of the Task Group HS-6-1, Aluminium, of the Society of Naval Architects and Marine Engineers.

He has presented papers in Canada, the U.S.A. and Europe and has had papers published in The Engineering Journal and the Transactions of The American Society of Mechanical Engineers, The Institution of Locomotive Engineers of London (England), as well as in various trade magazines.

Mr. Jenks holds degrees in both Arts and Science from Mount Allison University, Sackville, New Brunswick. He lias worked at Arvida, Quebec, for the Aluminum Company of Canada, Limited, as a chemist and as a supervisor of chemical analysis. In 1945, he transferred to Alcan Research and Development Limited, Kingston, Ont., where he became Head of the Publications Division. For more than 20 years he has been concemed with writing, editing and producing internal and external technical reports, papers, and other communications. He has written several handbooks connected with the technology of aluminum and numerous papers and reports.

Mr. Jenks is a member of the Chemical Institute of Canada, the American Chemical Society, the American Documentation Institute, and is a Fellow of the Society of Technical Writers and Publishers, of which he was at one time President.

ABSTRACT This paper briefly outlines some applications of alu- reasons for choosing aluminum as a construction material. minum in the shipbuilding industry, and puts forward The design and performance of an all-aluminum 300-ton 348 CONFERENCE ON FISHING VESSEL CONSTRUCTION MATERIALS cargo vessel, M.V. "Independence", is then considered in At the other end of the size scale, aluminum has become detail—as a practic,a1 example of how aluminum might be the most popular material for building pleasure boats, and adapted to the building of fishing trawlers. it is fast becoming established for sizes in between, sizes that include fishing trawlers. In 1965, one of the U.S. In February 1966, Sprostons (Guyana) Limited of shipyards equipped to build fishing vessels launched the Georgetown, launched an all-aluminum cargo vessel of 316 first of many 165-foot all-aluminum patrol motor gunboats. tons deadweight to operate in the Demerara River and Tankers with aluminum hull include the 223-foot German nearby coastal waters. This vessel, the M.V. "Inde- tanker "Alumina" (launched in 1959). Over 500 aluminum pendence", shown in Figure 1, has many structural charac- crew boats are in service in the U.S.A. as well as aluminum teristics in common with a typical fishing trawler and barges up to 195 feet in length. Some of the most exemplifies the benefits of all-aluminum construction. I successful small fishing vessels are those presently being shall devote most of my paper to a description of this built in aluminum on the West Coast by Mr. Matsumoto, of vessel, but first I shall outline briefly aluminum's con- Matsumoto Shipyards Ltd. in Vancouver. tribution to the shipbuilding industry in general. CHOICE OF ALUMINUM

Shortly after aluminum became corrunercially available When planning a new vessel, the owner of a trawler fleet in the late 1880 s, the 40-foot French-built steam yacht should consider aluminum as a construction material in "Mignon" took to sea with an aluminum hull. The French light of the substantial money savings to be realized over and Russian governments began building torpedo boats the ship's expected lifetime of some twenty-five years. with pure aluminum hulls and deckhouses, and European Several factors contribute to these savings. and American boat designers started to explore the poten- tialities of the new lightweight metal. In 1895, the Marine aluminum alloys have a high strength-to-weight Americ,a's Cup Races were won by the United States entry ratio—about three times that of ordinary shipbuilding steel. "Defender" which had aluminum topsides. The weight of an aluminum hull is about one-half that of an equivalent steel hull and, hence, the owner can obtain a 50 However, for many years the use of aluminum in boats per cent weight saving at a cost which represents the was spasmodic because some of the seagoing properties of difference in material value between aluminum and steel. the metal had not been perfected and there was no easy Interest from this weight saving can be calculated in one or fabrication method. Then, in the 1930s, new aluminum more of the following ways: alloys containing magnesium became available. These new Each pound saved can be added to the deadweight capacity alloys, combining high strength with excellent corrosion of the trawler and make room for an extra pound of fish, or resistance (even in salt water), are described by Mr. H. fuel or fresh water. Svenkerud in his paper "Aluminum as a Fishing Vessel Greater speeds are possible with the saine power and Material". Collectively known as "marine consuming the same amount of fuel. This means more fishing Construction time, more cargo trips per year, and less idle manhours. aluminum", they are alloys that are readily adaptable to Travelling at the same speed, less power is required and less such joining techniques as MIG and TIG welding, and have fuel is consumed than with a comparable heavier vessel. proved to be excellent materials for building ships hulls and With the same power and the same fuel consumption, an superstructures. aluminum vessel can travel greater distances and so extend her range of operations. This feature has strongly influenced the choice of aluminum applications in building Japanese Presently, one of the major applications of marine fishing vessels. aluminum is that of superstructures for large passenger ships — using aluminum it is possible to equip such ships To sum up, aluminum allows the designer to select from with one or more extra passenger-carrying decks. Examples larger payload, greater speed, reduced horsepower, or from of passenger vessels with aluminum superstructures are S.S. a combination of these advantages. "United States", the French liner "France", the Italian vessels "Michelangelo" and "Raffaello", the P. & O. liners Another compelling reason for choosing aluminum is the "Oriana" and "Canberra", and most recently, the "Queen saving in maintenance, stemming in particular from the fact Elizabeth II". that metal above the waterline does not require painting. Robert A. Campbell and I. H. Jenks 349

Many vessels bear witness to the corrosion resistance of power requirements, smaller engines could be specified, marine aluminum. Fishing vessels built by Matsumoto thus leading to a substantial saving in first costs. Originally Shipyards Ltd., Vancouver, have not been painted above two Caterpillar D343 engines rated at 320 horsepower each the waterline, yet have maintained their new appearance for were felt necessary, but it became apparent that two D333 many years. The R.C.M.P. Patrol Cruiser "Interceptor", engines rated at 180 horsepower each (280 less horsepower) built by Marine Industries Limited, Sorel, P.Q. in 1934 was would be sufficient because aluminum was to be used for taken over by the Royal Canadian Navy during the second the hull. World War; she had lost about 60 per cent of her paint covering yet remained in excellent condition, and later Aluminum's proven resistance to attack by bracicish went unpainted into extensive service in Guyana. On many water such as that of the Demerara River, even in tropical ocean-going vessels aluminum superstructures and hatch temperatures, and to salt water when in coastal service, covers have weathered to a dull grey, but remain in permits elimination of customary painting programs for excellent condition even after years at sea. both superstructure and hull. The savings to be realized in this way have been estimated at several thousand dollars Designwise, draft is important for vessels operating in during the service life of the ship. shallow waters, and a lightweight aluminum hull draws substantially less water than a steel hull. Lightweight Lastly, even after 25 years in these waters, the plates of aluminum construction also permits a lower vessel center of the hull should not have dhninished in thickness to any gravity than steel and so adds to stability, as endorsed by appreciable extent and other structural members should be the crews on the vessels "Cape Fourchu" and "Cape similarly unaffected. Thus, at the end of the normal 25-year Scatari" which have aluminum superstructures. lifetime of a cargo carrier, before which the hull plates of steel ships have usually been repaired frequently or re- Aluminum, then, can prove itself both in theory and, placed, the aluminum hull of the "Independence" should more important, in practice. As yet, all-aluminum construc- have a very high resale value. tion is still something of a novelty and I can, perhaps most easily, point the case for aluminum by describing in detail The owners, in consultation with sister companies in the the construction and performance of an all-aluminum Alcan Aluminium Limited Group which are suppliers of alu- vessel — as I mentioned at the beginning — the M.V. minum alloys, suggested high strength, seawater-resistant "Independence". alloys Alcan D54S and A56S for plate and structural components. These alloys are non-heat-treatable and are At the time the "Independence" was first envisaged by approved by Lloyd's Register of Shipping for welded ships her owners, Sprostons (Guyana) Limited of Georgetown, structures. They are readily formed and lend themselves to the choice of aluminum as the material of construction was welding by the highly efficient inert gas metal arc (MIG) based on savings to be realized over the ship's expected method. The owners planned to build the vessel in their lifetime. own shipyard at Georgetown where experienced personnel and most of the necessary facilities were available. Further- In the first place, aluminum alloys readily met all more, in order that welding might be performed under most strength requirements, yet conferred a weight saving of some modern and efficient conditions, the owners consulted sixty tons as compared to steel. This weight saving, in turn, Alcan Research and Development Limited with respect to Made possible an increase in deadweight carrying capacity equipment, welding procedures, and for training and without serious modifications in the general design of the qualification of welders and supervision of initial construc- ship. An increase in cargo capacity without increased draft is tion phases. particularly important in this part of the Caribbean where a combination of tides and sand bars often impedes the SPECIFICATIONS operation of deep-draft vessels. Moreover, by reason of General changes in displacement and dimensions, a reduction in power, and hence fuel consumption, could be achieved. It The owners commissioned the naval architectural firm of was estimated that, in the case of the "Independence", fuel Bumess, Corlett & Partners Ltd. of Basingstoke and savings could easily be 12-1/2 per cent without jeopardizing London, England, to design the ship and write the schedules. In addition to titis, because of the reductions in specifications. This firm has a wide experience in aluminum CONFERENCE ON FISHING VESSEL CONSTRUCTION MATERIALS 350

All piping, both domestic and hull, is of Alcan in shipbuilding. Major points from the "Outline Hull tanks. GB-A57S; air sounding, filling and discharge piping is Specification" and "Machinery Specification" are sum- available for all tanks. marized in this and the next sections. Accommodation is provided for a crew of seven persons, The general arrangement plan for the "Independence" is including the officers. Ventilation is adequate for the shown is Figure 2. Details of the midship section are shown vessel's intended service, and the forward end of the main in Figure 3, and the arrangement of machinery in Figure 4. deckhouse incorporates two standard cold storage cabinets. Dimensions are shown on the drawings. A small aluminum work/lifeboat is located aft of the bridge deck and can be launched to port or starboard. A full set of The vessel is of welded construction in aluminum alloys navigation lights and flags is provided. supplied by Alcan Industries Limited, London, England. Some details of the materials are shown in Table 1. The vessel has not been painted except for finishing aluminum-to-steel joints and for some decorative items. The use of aluminum alloys as designated above was agreed upon among the owners, the naval architects and The details of capacity, deadweight and draft are as Lloyds Register of Shipping. Structural plans and load line certificate were to Lloyd's Register of Shipping approval. follows: (a) River Condition (fully loaded) As will be seen from Figure 2, the hydroconic, 2-chine Underdeck cargo @ about 100 cu ft/ton 150 tons vessel is planned as a cargo-carrier with three holds. The 5 fi Refrigerated deck cargo center hold has water-tight doors in the transverse bulkhead Miscellaneous deck cargo 20 if and thus serves also as a midship fresh water ballast deep (car, cattle, etc.) 10 If tank. The single bottom is overlaid with an approved wood Oil Fuel to act as a cargo platform and is suitable for fork-lift trucks. Fresh Water 3 11 The other two cargo holds are fitted with aluminum hatch Crew & Stores 2 " 190 tons covers of slab type for supporting cars, trucks and similar cargo. The main deck also is suitable for a variety of deck Corresponding mean draft - Air cargo, including steel rails, and the forecastle is fitted out for carrying cattle. Ballast tanks (fresh water) are located Coastal Condition (fully loaded) forward and aft, together with midship and forepeak deep (b) Underdeck bagged cargo @ about 50 cu ft/ton 300 tons Table 1 10 Ir Oil Fuel Major Materials for M.V. "Independence" Fresh Water 3 Il 3 fi Crew & Stores 316 tons Alcan Tons G.B. Alloy Main Uses Corresponding mean draft - Air 14.8 1. Plate D54SM (a) Shell, stem & keel (b) Hull, bulkheads, (c) Ballast Condition & Maximum Consumables girders, webs, water ballast including midship machinery bases, Fresh 175 tons etc. 22.9 deep tank Oil fuel, fresh water, crew & stores 15 ° (c) Main & forecastle 190 tons decks, tank top plating 5.5 6'6" aft (d) Superstructure 8.0 51.2 Corresponding drafts - 8.5 Air forward 2. Extrusions D54SM Framing & stiffeners 3. Piping & A57SM 7.3 Steel and Wood Parts Welding Wire A56S Total Tonnage of The hull and superstructure of the ship are all-aluminum Aluninum: 67.0 in construction. However, hawse pipes, bollards and fair- Robert A. Campbell and L H. Jenks 351 leads are steel, the propellers and shafts are of stainless Where aluminum-timber connections occur in exposed steel, and much of the machinery is steel or cast iron. Cabin places, or where moisture is likely to collect, the wood fittings, some flooring, etc., are of conventional wood faying surfaces are painted with aluminum or bituminous construction. Such instances of other than aluminum paint and Neoprene jointing is inserted between the faying construction were so designed that problems with bi- surfaces. All wood fittings, where in contact with bare metallic joints or aluminum-to-timber connections might be aluminum, are painted with aluminum or bituminous paint. minimized.

Aluminum-to-steel joints, in general, have the following MACHINERY SPECIFICATIONS detail: Main Engines (1) The insertion of a Tufnol or equal sleeve in the bolt hole. The sleeve is a tight fit, inserted under pressure when necessary, and reamed to as close a tolerance as possible. The vessel is twin-screw, powered by two daterpillar D333 turbo-charged and after-cooled marine engines, de- (2) Stainless steel bolts are used, the diameter generally on the generous side, to reduce bearing loads on the sleeves and to veloping a continuous horsepower of 180 at the continuous allow the normal thrust on the washers to be increased so as rating of 2,000 rpm, and coupled to a reverse reduction to intensify the frictional resistance to relative movement of gear box having a ratio of 1.47: 1, and delivering a speed of the two parts of the joint. (3) Tufnol or equal washers are inserted under the heads of bolts 9 knots. and under the nuts. (4) Tufnol or equal chocks or gaskets are inserted between the The engines are arranged for bridge control with Morse two faying surfaces. In way of the rudder coupling, a Tufnol MD24 pilot house-mounted single lever remote control for or equal key is inserted. twin-engine installations, complete with pilot house- mounted instruments, with oil and water temperature Deck machinery is mounted on aluminum ground bars fitted with Tufnol insulating pads. Stainless steel bolts are actuated alarm. used, fitted with Tufnol washers under heads and nuts. Other equipment includes engine-mounted service indicators, pilot house-mounted electric tachometers, The owners gave special attention over and above the exhaust fittings, 30-volt alternator charging system and requirements of the specification to see that aluminum- batteries, and a bilge and deck wash pump. to-steel joints were watertight. An elastomeric sealing compound was applied to the faying surfaces as deemed The engines are each equipped with jacket and seawater necessary by the owners. The edges of the joint were sealed cooling pumps. Engine starting is by battery, each being by exuded compound or by a fillet of this or similar complete with battery charger and charging board. Exhaust material, or by applications of aluminum or bituminous silencers discharge over the ship's side via water-cooled paint. exhaust silencers of non-metallic type. Exhaust pipes rise in a vertical direction above the main deck level and bend Generally speaking, the specification required that there downwards and go through the ship's side well above the should be no direct, uninsulated joints between aluminum deep load waterline, and the exhaust silencer is placed and other metals. However, isolated cases of riveted between the ship's side and the exhaust pipe. The tail pipe aluminum-steel connections may occur in the vessel. In through the ship's side is of aluminum, but the remainder these, gaskets of Neoprene tape were inserted between the of this piping is of steel, with the water connection led into faying surfaces. Steel rivets are used, backed up on the the exhaust pipe on the engine side of the silencer. aluminum side and hammered down on the steel side. The gaskets are left slightly proud around the edges and the joints are sealed along the edges by the application of a Vee Drives fillet of approved sealing compound. Such joints are completed by several coats of zinc chromate paint. The engines are coupled direct to a Walter vee drive, type RV 90, having a reduction ratio of 3:1. The unit is The installation of all fittings, large or small, including arranged with a standard 15' vee angle and is lined up to name plates, was considered equally carefully to avoid any the propeller shaft with a solid shaft connecting to the vee possibility of attack. drive and the engine reverse reduction gear box. 352 CONFERENCE ON FISHING VESSEL CONSTRUCTION MATERIALS

Seatings Cutlass rubber bearings in the stem tube. An inboard gland of the soft, greasy, packing type, has been fitted and Strong, fabricated, aluminurn seatings are built into the secured by stainless steel studs and nuts. As a corrosion ship to support the engine and gear box. Engine and gear preventive measure, anodes of Alcan 420 alloy were fitted box chocks are made of an approved compression-resistant when the vessel was first dry docked in the latter part of material having a high insulation property. The units are 1966. bolted down with stainless steel bolts with Tufnol ferrules the engine fitted to and gear box seatings. Thrust chocks Ballast System are welded to the seatings at the forward end of the Walter vee drive seating flanges and a Tufnol wedge is secured in Ballasting is by fresh water and the tanks previously position to relieve the holding-down bolts from shear mentioned are filled from deck connections via stand pipes stresses. arranged port and starboard on each tank. The tanks can be pumped out by the engine-driven bilge pump or alter- Fuel Tank System natively by the auxiliary-driven ballast pump. Ballast pipes are of aluminum with diaphragm-type valves of aluminum Two fuel tanks are built into the vessel, one port and construction. one starboard. The fuel tanks are cross-connected by a pipe having a diameter of 1-1/4 times the area of the deck filling Electrics connection, with valves arranged at each tank. The engines draw their fuel direct from the pipe connecting each tank, The generator is coupled to a switchboard, complete each engine having a separate supply line from the cross with voltmeter, ammeter, earth warning light, main switch main. Each tank is fitted with flush deck filling connections and fuses, and is arranged so that two generators can be and air pipe. Access manhole doors are provided for coupled to one set of bus bars. Distribution is subdivided to cleaning, etc., and self-closing drain cocks are located at the No. 1 Refrigerator, No. 2 Refrigerator, navigation lights, bottom of the tank, with internal pipes down to 1/4 inch deck and cargo lights, and accommodation lights. above the bottom of the tank. Shut-off valves on each tank have extension spindles to above deck level. Particular attention has been given in the installation of electrics to avoid stray currents and grounding that might Marine Auxiliaty cause corrosion to the hull. The vessel is wired on two-wire system and cables are butyl insulated and fireproof braided. One Lister Blackstone marine auxiliary engine, Model No lead-sheathed cables are used. SL4MA, developing 19 horsepower at 1,500 rpm, and arranged for air-cooling, provides power for lighting and CONSTRUCTION refrigeration. This engine is directly coupled to a 9 KW 127/220 volt 3-phase Arthur Lyon alternator. A vee-belt The nature of the aluminum alloys chosen for the vessel drive from the flexible coupling through a pulley-type facilitated welding by the inert gas metal arc (MIG) process. clutch powers a Desmi, Model FASO, self-priming pump A scheme to build the ship in sub-assemblies was adopted. having a capacity of 200 gallons per minute at 40-ft head. Further, the MIG equipment available, supplemented by This engine is started from a 12-volt battery system some additional equipment, was adapted to machine complete with charging board, charging dynamo and welding. Combination of these factors greatly increased battery. The engine has a 25-gallon fuel tank, giving gravity speed and efficiency in building the ship. supply to the engine, and is filled by a semi-rotary hand pump from the main supply tanks. Sufficient space is The welding equipment used consisted of four Airc,o allowed for fitting a second auxiliary set. 35A pull guns, 1 West-ing-gun with Caterpillar twin-arc drooping characteristic Propellers and Stern Gear diesel-driven power sources of the type, and one Linde Sigmatic SWM-11S unit with ST-5 The propellers are of stainless steel and are driven by torch and Lincoln SAE 600 motor-generator power source stainless steel shafts supported in Cutlass rubber bearings modified for CAV operation. A Linde CM-37 machine with Ebonite Shells. The "A" bracket and stern tube are of carriage with track was used for machine welding. All aluminum construction and a water supply is led to the electrode wire was Alcan G.B. A56S alloy. Robert A. Campbell and I. H. Jenks 353

A picture story of the welding of the various sub- when required in a number of ways in coastal service in assemblies and fit-up to the ship is depicted in Figures 5 to Caribbean waters. To date, the "Independence", so named 14. to commemorate Guyana's emergence as an independent nation, is performing efficiently, and to the satisfaction of After set-up and adjustment of the welding equipment, her owners. and qualification and training of welders, welding of the skeg and bottom floor sub-assemblies proceeded simul- She was inspected after a year's service by the designers, taneously (Figures 5, 6, 7). The next sub-assemblies to be Bumess, Corlett & Partners Ltd. and the following is a prefabricated were the bottom shell panels, one of which quotation from "The Motor Ship" of August 1967 giving consisted of the keel plate with "A" and "B" strakes for the results of the inspection. the port side and the other with "A" and "B" strakes for "Since entering service in mid-March 1966 the ship has been the starboard side. employed between Georgetown and Mackenzie, a round trip of 114 nautical miles. To enable readers to form an idea of the arduous nature of the service, the vessel made 83 round All prefabricated sub-assemblies were transported by trips in 1966 carrying 19,260 tons of cargo and approx- crane from the bay in which they were fabricated to the imately 1,575 passengers. In 1967 up to the end of April, she has made 34 round trips carrying 7,700 tons of cargo and building berth and fitted, tacked and welded in place in the 893 passengers (deck). ship. Where advantageous, the machine welder was trans- When recently inspected, the vessel was found to be in very ferred temporarily to the building berth from the pre- good condition. In spite of experiencing minor collisions the fabrication bay and retumed after use. Figure 8 shows hull is undented and this is undoubtedly due to the manual MIG welding of the skeg extremely good shock absorbing qualities of aluminum due to the bottom shell. to its low modulus. There has been some minor damage to Figures 9 and 10 show prefabrication of the shell plating the deck rails but this type of injury is experienced by all and fore unit, and Figures 11 to 14 show other successive small working ships. welding operations in building the ship. As mentioned The most impressive aspect of the ship is the condition of the hull decks and deckhouses which are unpainted. The surfaces above, the machine welding technique was used wherever are as good as when she entered service, a very pleasing result possible and, in fact, approximately 75 per cent of all to the owners. There is no chipping, no painting, no rust or welded footage was laid down by this method. In this way, staining of paint. Only hosing down with a solution of water and detergent is required to wash off any dirt. These qualities Sprostons, who have built some eighteen vessels ranging are much sought after in tropical climates where steel vessels from motor vessels to tugs, carried out construction of this quickly show signs of deterioration due to solar heat all-aluminum ship expeditiously. a.ffecting the paint." The owners advise that this information is still valid. The PERFORMANCE TO DATE number of round trips from January to December 1967 was 106, carrying 28,347 tons of cargo and 3,243 deck The vessel was launched on 23 February 1966 and passengers. From January to August 1968 she has made 67 underwent all dock and speed trials required by the round trips, carrying 18,793 tons of cargo and 2,062 deck specification, including proof of stability by inclining test, passengers. with flying colors. She was put into service by the owners in the same month. Except for drydocking and a short period when the crew was supporting a strike, the "Independence" has been in It is interesting to note, as can be seen in Figure 13, that continuous service since her commissioning in March 1966. cavitation plates are fitted above the screws. These are required because the draft is very shallow in the light Examinations at the drydockings reveal no wastage nor condition. The extremely low weight of the vessel produces pitting of shell plating although in the early life of the a very low deadweight displacement ratio when loaded, but vessel there was cracking of the starboard cavitation plate conversely, at the light draft possible in some ballast and a section of shell plating in the same vicinity. This may conditions, air must be prevented from entering the have been due to stresses from action of the propeller. The propellers. The cavitation plates have proved very successful defect has been remedied. for this purpose. As mentioned in the "Motor Ship" article, the rails do While the ship plies the Demerara River between suffer damage and those on the main deck have been Georgetown and Mackenzie, in Guyana, she, can be used replaced with stanchions and chains.

354 CONFERENCE ON FISHING VESSEL CONSTRUCTION MATERIALS

Regarding economics, the vessel requires no painting, CONCLUSION except in the accommodation for aesthetical reasons, and a The experience that one cari gain by examining the M.V. washdown with fresh water is sufficient to keep the decks "Independence" prior to specifying an aluminum trawler and shell in clean condition. This in itself is a considerable can be valuable. The condition of the hull, superstructure, saving in painting costs taken over the lifetime of the vessel. machinery and fittings are there to be examined. When designing an aluminum trawler, extra precautions will have Financial results are satisfactory and although some of to be taken to prevent damage from heavy equipment that the overheads have naturally increased since the vessel must be handled and here there is sufficient, extensive entered service, the owners have been able to maintain the experience within the aluminum industry to solve such freight rates at the 1966 level. problems.

Table 2 (Guyana Dollars)

Mar.-Dec. '66 Year 1967 Jan.-J ly '68 Amount Per Hr Amount Per Hr Amount Per Hr

$ $ $ $ $ $ Operating Expenses incl. wages and salaries 97,879 67.09 153,509 88.38 77,267 77.89 Supplies incL fuel 8,784 6.02 10,843 6.24 6,652 6.70 RePairs and Maintenance 19,140 13.12 14,109 8.12 8,198 8.26 Overhead 25,488 17.47 33,295 19.17 19,195 19.35 Cash Cost 151,291 103.70 211,756 121.91 111,312 112.20 Depreciation 16,950 11.62 20,594 11.86 12,113 12.21

168,241 115.32 232,350 133.77 123,425 124.41

Running Hours 1,459 1,737 992

Capital Cost: $515,000 -1 1

Robert A. Campbell and I. H. Jenks 355

Figure 1. The M. V. "Independence"

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b i 2 e., 1 ,, l z t o , il4I li ...11-e.1 e Q Ir--.. t 2 . a g Robert A. Campbell and I. H. Jenks 359

Figure 5. Prefabricated skeg and keel plate

Figure 6. Linde Sigrnatic machine welding equipment in operation welding deck plate seam 360 CONFERENCE ON FISHING VESSEL CONSTRUCTION MATERIALS

Figure 7. Bottom floor unit from bulkheads 16 to 33, complete with floors, longitudinal girders and longitudinal stiffeners. Note the oil drums filled with sand placed to prevent rise of unit, and wooden shores to prevent sinking due to welding. Also shows sub-assembly in background of bottom floor unit bulkheads 33 to 43.

Figure 8. Aftend bottom shell plating abutting to skeg keel plate. Bottom floors and longitudinal girders from 16 to 60. Note section of centreline bulkhead in foreground. Thwartship bulkheads Nos. 16, 33, and 43 can be seen in left background. Robert A. Campbell and I. H. Jenks 361

Figure 9. Prefabrication of side shell plating with frames and beam knees attached.

Figure 10. Prefabricated forecnd unit erected from bulkhead No. 60 to No. 64. Chain locker and stringer flat can also be seen. CONFERENCE ON FISHING VESSEL CONSTRUCTION MATERIALS

Figure 11. View from forward end showing fore-peak tank, anchor chain locker, port side amidship plating panel, bottom floor wing brackets of No. 3 unit and forward ballast tank.

Figure 12. View of transom, bottom stern, shell plating, skeg, after-end framing, with 2-inch chine rods in position. Robert A. Campbell and I. H. Jenks 363

Figure 13. View looking to stem of vessel showing propeller cavitation plates, propeller boss "A" brackets, and stern tube.

Figure 14. Showing erection of bridge and main deck accommodation, engine room skylight hatch, section of main deck and after bulkhead can also be noted. Plates in foreground are bridge deck roof plates.

Ferro-Cement Boats

T.M. Hagenbach, Managing Director, Seacrete Ltd., Wroxham, Norfolk, England

Mr. Hagenbach

Mr. Hagenbach (1t1 A. Cantab) the 58-year old Managing Director of Seacrete Ltd. and Windboats Ltd., Wroxham, Norfolk, England, took an honours degree in Law at Cambridge University and subsequently qualified and practised as a lawyer in the West Riding of Yorkshire. Feeling that "Boats were a more congenial way of making a living" he acquired a Norfolk Broads boatyard in 1946, which soon gained a national and later an international reputation. Starting the manufacture of ferrocement (Seacrete) boats some nine years ago, his company is now regarded as the world leader in this sphere. (Editor's Note: The author prefers the use of "ferro cement "as one word.) ABSTRACT Brief details will be given in the paper of approximately 150 ferrocement craft built by the Seacrete company and After tracing the history and development of ferro- acceptance of the material by Lloyds Register of Shipping, cement as a boatbuilding material and drawing comparisons Bureau Veritas, the United Kingdom White Fish Authority with the physical properties of competitive materials, the and the Food and Agriculture Organization of the United author contends that ferrocement - of which "Seacrete" is Nations in Rome. a specialized form - is the logical material from which to build fishing and commercial craft for the following main FERROCEMENT BOATS reasons: It is my intention today to present to you the case for 1. The ability to build hull, decks, bulkheads, floors and ferrocement boats. Whilst these are frequently and popular- engine bearers, fish tanks and bulwarks in one piece, ly referred to as "Concrete Boats" nothing is really further resulting in a monolithic structure of immense strength from the truth. which actually increases in strength with age.

2. Due to low cost of raw materials and the type of It is of course true that in both cases sand, cement, labour that can be employed, a ferrocement hull will water and steel reinforcement are used, but beyond that generally cost less than an equivalent hull in other there is a real and fundamental difference, which I will material. explain later.

3. Because it has great resistance to abrasion, will not First let me point out that using concrete in the marine corrode, has proven aging properties and is immune field is certainly not new. Between 1917 and 1922, due to to marine borers, maintenance costs with a ferro- the shortage of steel during and just after World War I, over cement hull are less than any other. 150,000 tons of concrete shipping was built on both sides 4. The ease with which a ferrocement hull can, in the of the Atlantic. The vessels ranged in size from 7,500 ton event of damage, be repaired by unskilled labour in oil tankers to small tugs and lighters, and the hull thickness any climatic conditions except freezing. was usually between 4 inches and 6 inches. 366 CONFERENCE ON FISHING VESSEL CONSTRUCTION MATERIALS

The main point that I wish to make in regard to these both in Zurich, Switzerland, and in London, England, old concrete craft is that in the light of tests carried out persuaded me, his uncle, with the boatbuilding company of recently on panels cut from them, it was found that they Windboats Ltd of Wroxham, Norfolk, England, to embark are stronger today than when they were built. This is a on ferrocement boat construction. normal characteristic of ahnost any cement product — it increases in strength with age. Many of you hearing this paper may be sceptical. Believe me, positively no-one was more sceptical than me. I The material that we shall discuss is ferrocement. regarded concrete as something that one used for making a Probably the inventor of the technique was M. Jean Louis garden path and which cracked if anything dropped on it. Lambot, a Frenclunan who was born in Montford in 1814. My nephew was a very persuasive young man, so we got In the Museum at Brignoles, France, there is a ferrocement under way. boat built by Lambot over 120 years ago. The boat is 11 feet 8 inches long and 4 feet 4 inches across the beam. The With the knowledge that I now have, perhaps the most sides are approximately 1 318 inches thick and there is a remarkable thing about ferrocement is the length of time bulwark of approximately 2 5/8 inches in breadth with an that it has talcen for interest in it on a worldwide scale to be iron strip on top. It is still in fairly good condition and the aroused to its present pitch. However, to those who know metal pins to be used as rowlocks are still in position. the world of ships and boats and the nature of the people who buy them, this is not altogether surprising. The name "ferrocement" was coined by Professor Pierre Luigi Nervi, to describe a new material consisting of cement A boat of any size represents to the buyer, particularly if mortar and reinforcement in multiple layers of light mild he is a fisherman or commercial user, a sizeable long term steel mesh. investment. He is, therefore, naturally somewhat conserva- tive in his outlook, with a strong leaning towards materials Nervi showed that if there was a high percentage of mild with which he is familiar and whose qualities — even if steel evenly distributed throughout the cement mortar, the some of them are undesirable — he knows well. result was a marriage of the steel and mortar, resulting in a waterproof homogeneous material with a high degree of I confess that it took some thne for me to become elasticity and a high resistance to cracking. absolutely convinced that ferrocement was logically right. Immensely strong, maintenance free, easy to repair and This is the vital difference between concrete and economical to build. I realised however that there was ferrocement. In the case of reinforced concrete there is no bound to be incredible prejudice against it. marriage of the metal to a concrete mix and normally We developed our own specialised form of ferrocement, reinforced concrete is not waterproof. called it "Seacrete" and formed a company, Seacrete Ltd., especially to develop it. The first three hulls were made by Nervi made slabs of up to 2 1/2 inches thick without Seacrete Ltd. for their parent company, Windboats Ltd, for losing any of the particular qualities of ferrocement. In use in Windboats' Fleet of Norfolk Broads hire craft. There 1943 ferrocement as a hull material was accepted by the were three reasons for this, apart, of course, from the fact Italian Naval Register and the Department of Marine that at that time it would have been practically impossible Engineering of the Italian Navy. to find any other buyer.

Following this various craft were built in ferrocement in The first was that a Norfolk Broads Holiday Hire Fleet is Italy, including a 165-ton motor yacht "Irene" — with a as good a testing ground as you will find for materials hull thicicness of 1 3/8 inches, a 20-ton crane pontoon whose claims for attention include toughness and durabili- "Toscana", a trawler "S.Rita", and a 41-foot ketch ty. A cruiser let for 25 weeks each season will have many "Nennele". holiday skippers, most of them inexperienced and liable to submit a boat to more ill-treatment in a week than a So far as the marine field was concerned, the data and professional would in a year. technique appeared to lie dormant until 1959 when Mr. Paul Hagenbach, DI.C., A.MJ.C.E., A.M.I.E.Aust., The second was that it would enable us to compare the A.M.I.Struct.E., at Civil Engineer who had taken degrees wear and tear suffered by the Seacrete boats with that to T M. Hagenbach 367 craft of traditional construction — including glass fibre — in 1. Monolithic Structure. exactly similar circumstances. Thirdly, we wished to gain The ability to build hull, decks, bulkheads, floors, firm first hand experience of the material in use, knowing and engine bearers, fish tanks and bulwarks in one that our chances of selling craft made of Seacrete would piece, resulting in a monolithic structure of immense depend entirely on our ability to put before potential strength which actually increases in strength with age. buyers irrefutable evidence of its properties. This is only possible in ferrocement. Our first season with the Seacrete cruisers out on hire satisfied us that Seacrete was everything that we had hoped Photograph A shows a 46-ft. trawler with all those it would be and more followed into our holiday fleet. The items listed built in one piece in Seacrete. boats had a tough time during those early years. One was rammed by a two ton yacht travelling at around 5 knots. 2. Ease of Construction. Another was struck amidships by a 3 1/2 ton sloop travelling at a. round 10 1/2 knots. A third suffered an explosion Ferrocement craft can be built without highly skilled which blew the cabin top 50 feet into the air and the mast labour. This is not so in the case of timber or steel. 200 yards, while during the winter of 1962/3 two cruisers No expensive plant is necessary, which is the case were locked in 18 inches of ice for over two months. with steel construction and to a lesser extent with timber construction. Whilst at the time we did not enjoy seeing our boats subjected to this sort of thing, we were delighted with the It is not necessary to use a mould for ferrocement evidence the mishaps they suffered produced. The ice- construction, as in the case of building in glassfibre, bound boats suffered no damage at all; while those and no, temperature controlled shop is necessary. subjected to ramming and the explosion incurred damage so minor in character, compared with what would have The process and technique lends itself readily to "one happened to them had they been made of any other off" construction and also to local manufacture in material, that the merits of Seacrete were proved beyond all less sophisticated countries. doubt. 3. Raw Materials. It is not by accident that the facts obtained during those early years, coupled with a straightforward statement of The raw materials necessary for ferrocement the physical properties of Seacrete as established by construction- (with the exception of the steel mesh) independent laboratories, still forms the basis of our sales are cheap and usually readily available in most literature today. countries. There is a dearth today of good quality seasoned boatbuilding quality timber almost every- are without steel plants. The A major breakthrough was obtaining the approval of where. Many countries Lloyds Register of Shipping — after two years of tests — materials for glassfibre construction are relatively ex- and the building of a cruiser classed 100 A.1. by Lloyds. In pensive and sometimes require special storage facil- January 1967 Lloyds produced their own rules for ferro- ities. c,ement craft, thus giving the material international recognition. Seacrete is now also approved by Bureau Veritas, is 4. Initial Cost. accepted for grants by the United Kingdom White Fish Much misleading data has been published, usually by Authority and is approved by the Food and Agricultural amateurs, on the low cost of manufacturing Organisation of the World Health Organisation in Rome. ferrocement hulls. There is a vast gulf between an amateur building a boat for himself and a commercial In the light of experience gained in building over 150 manufacturer building and guaranteeing his product. ferrocement hulls I make thecontention that ferrocement — Generalisations are always dangerous but a ferro- of which Seacrete is a specialised form — is the logical cement hull may be expected to cost 20 to 25 per material from which to build fishing and commercial craft, cent less than a similar hull in timber or steel, but this for the following main reasons: is only half the story. The engine, sterngear equip- 368 CONFERENCE ON FISHING VESSEL CONSTRUCTION MATERIALS

ment and superstructure, of course, will cost the inevitably be subjected to buffeting by and rubbing same. against neighbouring craft or the quayside.

Over-all saving may not be more than 4 to 7 per cent, Seacrete craft being used off the beach in Kenya have but this is great because you also get a better boat. demonstrated the material's enormous resistance to abrasion. This would appear to be the great weakness To give an indication: the materials and man hours to of glass fibre. construct the 46-ft. trawler in photograph A, including hull, floors, engine bearers, bulkheads, fish 7. Weight. tanks, decks and bulwarks were as follows: The specific gravity of the ferrocement is 2.6, that of glass reinforced plastic 1.6, and that of a wooden Materials U.K. prices, cost £545 hull, including fastenings, 0.9. Whilst in craft of less than approximately 40-ft. length over-all, a ferro- Man hours, 2752 cement hull with a 7/8 inch skin is generally heavier than a hull built in other materials. In the case of Figures for the 30-ft. boat hull in photograph B were as craft over 40-ft. over-all, when slcin thickness of other follows:— materials must be increased, a Seacrete hull compares favourably in over-all weight with most wooden, glass Materials, U.K. prices, cost £191 reinforced plastic and steel hulls, particularly because no heavy internal frames are required. Average man hours, 1051 Photograph B shows a 30-ft. Seacrete hull with 5. Maintenance. a beam of 13 ft. with engine installed, as supplied to Kenya for completion locally into a shrimp trawler. Unlike steel, ferrocement is immune to rust and corro- Notice that the hull manitains shape without cross sion. Unlike timber it will not rot and is immune to bracing. marine borers. Unble glassfibre, ferrocement has proven ageing qualities. Ferrocement does not require Due to the built-in framing and inherent strength of painting except to enhance appearance. the material, it is quite possible to obtain 11 per cent 6. Strength. more useable Space than in a similar sized craft with a hull constructed in some other material. The ultimate tensile strength of Seacrete is 5340 psi, 8. Ease of Repair. and because a mesh reinforcement is used it will have this tensile strength in all directions. The tensile Another advantage over other forms of hull material strength of wood is approximately 4000/10,000 psi is ease of repair. Should a hull be damaged in a along the grain and negligible across the grain. The collision it can be repaired, in any climatic conditions tensile strength of a wooden hull is also diminished except below freezing, in much less time and with considerably by the fastenings and the fact that the less tools than in the case of any other hull material. grain often runs out. In ferrocement hulls there are no fastenings and the tensile strength is accordingly Photograph C shows a 34-ft. Seacrete hulled cruiser unifo rm. after she had been struck amidships by a 3 1/2-ton sloop travelling at 10 1/2 knots. Notice that the hull Compressive strength of the material without rein- is only damaged at the point of impact. The repair forcement is about 7200 psi after 7 days, and 12,225 including repainting, took 21 man hours. psi after 28 days, and continues to increase with age far in excess of wood. The procedure is as follows:

Any fishing vessel must be strong enough to with- The damaged skin area is chipped away until the stand roug,h treatment in harbour, where it will surrounding material is sound and undamaged. It T. M. Hagenbach

should be remembered that damage to a Seacrete hull These have been exported to ten countries and have is completely localized and confined to the area ranged in size from a 20-ft. dumb barge to be used in where impact took place. Once the broken ferro- connection with oyster fishing, thirty-six 26-ft. cruisers for cement has been removed, any broken or damaged Norfolk Broads charter work, three 30-ft. open fishing mesh reinforcement should be hammered back into boat hulls with a beam of 13 ft. for use in Kenya, nineteen its original position, and in exceptional circumstances 34-ft. hulls for use in Norfolk Broads charter work, five replaced. Ferrocement mix can then be applied both 35-ft. pilot boat hulls for use in the Arabian or Persian to the interior and exterior of the damaged section. Gulf, thirteen houseboat hulls some 37 ft. in length, one The exterior is left slightly proud and finally ground 40-ft. tug for Guiana, one 45-ft. motor launch hull for use off. Normally a repair can be effected in one working in the British Solomon Islands, and three 47-ft. fishing day. Even in tropical conditions it is comparatively trawlers for use in Aden and Somalia. simple to repair a ferrocement hull, humidity being a help rather than a hindrance. Even this extensive experience will be supplemented in the very near future, as licensing agreements for the 9. Non-absorbent and Odourless. manufacture locally of "Seacrete" boats have been con- cluded with firms in the States of California, Maine and Ferrocement hulls do not absorb moisture, and Washington in the U.S.A., British Columbia in Canada, Iran, therefore there is no risk of contamination by fish in South Africa and Spain, and there will be a complete fishing boats. Moreover the material is a very good pooling of knowledge between us and our licensees. insulator having a thermal conductivity of 68.88 btu/sq.ft/deg/F/hr. Consequently there is little or no risk of condensation in such hulls which are in If you are not now convinced of the outstanding addition completely odourless. advantages of ferrocement for fishing and commercial craft, write me off as a poor advocate, but do not write off May I, in conclusion, give brief details of over 150 ferrocement; the demand will grow and grow world-wide - ferrocement craft built by my company. it is so logically right. 370 CONFERENCE ON FISHING VESSEL CONSTRUCTION MATERIALS

Photograph A. 46-ft. trawler in which the hull, decks, bulkheads, floors and engine bearers, fish tanks and bulwarks are built in one piece of Seacrete ferrocement.

Photograph B. A 30-ft. Seacrete fenocement hull with engine installed, as supplied to Kenya for completion locally into shrimp trawler. The hull maintains shape without cross bracing. T. M. Hagenbach 371

Photograph C. A 34-ft. Seacrete ferrocement hulled cruiser after she had been struck amidships by a 31/2-ton sloop travelling at 101/2 knots. The hull is damaged only at the point of impact. The repair, including painting, took 21 man hours. • Reinforced Plastic Fishing Vessels - An Atlantic Provinces Assessment and Future Outlook

by Mr. Eisenhauer D. A. Eisenhauer, Vice-President Atlantic Bridge Co., Ltd. (ABCO), Lunenburg, N.S.

Mr. Eisenhauer obtained his degree of Bachelor of Mechanical Engineering in 1945 from the Nova Scotia Technical College. He is a member of the Engineering Institute of Canada and the American Material Handling Society. He is Vice-President of ABCO Limited and its subsidiary companies, which include Atlantic Shipbuilding Company, Limited, builders of wooden trawlers and deck equipment manufacturers; Industrial Shipping Company Limited, manufacturers of fiberglass sailing yachts, and Atlantic Bridge Compati.), Limited, manufacturers of fiberglass lifeboats, motor boats and other marine and industrial equipment.

Mr. Eisenhauer's experience includes seagoing time as engineer on Diesel freighters, sales and service of marine machinery and equipment, production and manufacturing of fish plant equipment, development of pleasure and work boats of Reinforced Plastic, and service as a member of a Canadian Trade Mission observing shipyards and fish plants in Central and South America.

ABSTRACT the particular needs of the region. In setting up to build large R.P. ships, the need is expressed to keep the capital This paper deals with reinforced plastic fishing ship investment in the shipyard low so as to minimize overhead, development in the region of Canada's Atlantic Coast. The thereby assuring continued competitive pricing. Some type of fishing ships now owned and operated out of these design considerations are given and some Reinforced Plastic ports is discussed. The need is emphasized for efficient, low applications for onboard ships of basic steel or wood cost shipyards and the effect of shipyard costs is examined. construction are listed.

The region's present facilities for R.P. boat production is The paper is written in non-technical terms, dealing with outlined and a history of some of the boats that have been the Canadian Atlantic Region, outlining the present day built in the area is given. Particular attention is given to situation with a look at the future. "Cape Islander", the prototype fishing boat built for the federal and Nova Scotia Provincial Govemments. INTRODUCTION There are two main groups of people interested in the Special considerations for the promotion and introduc- application of reinforced plastics (R.P.) to fishing craft tion of small craft are differentiated from those necessary construction in the Canadian Atlantic area. One group, the for the introduction of large fishing ships, bearing in mind plastic fabricators and designers, tend to approach the 374 CONFERENCE ON FISHING VESSEL CONSTRUCTION MATERIALS problem by pondering the size limitation to which a fishing In recent years, there have been more fishing hulls craft can be built in reinforced plastics-"Is it feasible to launched in the 90 to 115 foot length than in any of the construct distant water trawlers or even factory ships from larger sizes. These hulls have been popular as ground fish R.P.? " The other group, the fishing industry, are familiar draggers, scallop draggers, and recently as herring seiners with and have confidence in R.P. pleasure craft, but remain and crab boats. The larger trawlers referred to in the skeptical of its application to commercial craft. The fishery preceding paragraphs are generally owned as part of the departments of the federal and provincial governments are fleets of the major fishing companies. The 90 to 115 foot now acting as the catalyst to bring the two groups together boats are almost entirely owned by individuals who sail as to make R.P. fishing craft an accomplished fact. Proof is captains in their own ship, or by small fleet operators. Most now available that R.P. is both entirely feasible and of these are built in native wood. Recent meetings between economically viable in all sizes of fishing craft presently in federal and provincial government departments, plastics use on Canada's Atlantic Coast. laminators and designers, have decided that this range of fishing ship should receive first attention for R.P. develop- Because of our proximity to the traditional fishing ment in Atlantic Canada. grounds, the need for larger distant water ships does not exist. Since our fishing industry is oriented to processing Under the 100 foot range is found a large variety of sizes and marketing the varieties of fish caught on nearby of boats designed for many types of fishing. Orginally, it grounds, it would take a drastic change in the basic thinking was felt that the 65 footer was the most ideal size for the of our fishing industry to go to distant waters for other plastic laminators' early efforts. On further investigation, it types of fish. Such a move would require changes to was found that although the 65 footer was once popular in processing plants, as well as larger ships. The possibility of most of the Atlantic Provinces, it is now confined largely to such a change is so unlikely that we need not anticipate a Gulf of St. Lawrence fishing. When used for fish trawling or requirement in fishing ships larger than the largest stem scalloping, its operation on the Atlantic Ocean coastline has trawlers presently in use in the Atlantic Provinces. Any largely been an economic disaster. study can, therefore, safely be confined to the sizes of ships presently in use. A quantity of boats in the 50 to 70 foot length are in use principally in the Bay of Fundy area as seiners and TYPES OF CRAFT NOW IN USE scallopers. In Newfoundland, and some mainland areas, another type of hull in the 40 to 50 foot length is in use as The largest craft presently in use are the 145 to 165 foot longliners, gillnetters, seiners and trap boats. stern trawlers. The present ships of this size are all built of steel and most of them have been built within the last six in use are the lobster years. Since they have so recently been constructed, it is By far the largest quantity of boats range. There are several thousand unlikely that there will be any large scale rebuilding boats in the 30 to 40 foot of these. Each fishing area has its own traditional prefer- program required for several years. A gradual demand for ence of hull form, although most are simply referred to as increased fleets can be expected, but not in large volume. Cape Island boats. They were made popular by the Therefore, the Canadian Atlantic area can afford to await fishermen of the Cape Sable Island area of Nova Scotia. the experience of plastic laminators and fishing interests in other parts of the world before looking seriously at the construction in Canada of large stern trawlers for the Other than the seven categories of fishing craft just fishing industry here. described, there exists a myriad of smaller boats that defy classification. They are used for lobstering, longlining, trap During the last two decades some wood and steel fishing, gillnetting, Irish Moss gathering, and many still are trawlers in the 120 to 130 foot range, have been built. They used for handlining. were mostly side trawlers. Recently, the demand for this size ship has almost disappeared. Since low cost production of R.P. ships requires volume building of any one size, it Is it any wonder that the plastic laminator, when would presently seem unnecessary to consider building this confronted with this conglomerate of boats, trembles at size of trawler in R.P. making a decision as to where to begin. D. A. Eisenhauer 375

SOME ECONOMIC CONSIDERATIONS economic advantages to the individual, and therefore to the industry and the economy of the area, are substantial. If The three basic elements of cost in shipbuilding are these advantages are recognized by the various government materials, labour and overhead. Steel ships are made from financing agencies -through the granting of lower percentage materials of low cost, requiring many man hours of high down-payment loans to the fishermen for R.P. boats, and cost labour in shipyards that because of the machinery and through longer pay-out terms, then the plastics industry can equipment necessary, have high overhead factors. Re- become a substantial factor in improving the economic inforced plastic ships are made from high cost material return to the fishermen. requiring fewer hours of lower cost labour in lower overhead yards. Wooden ships use low cost material with Since a favourable economic picture is apparent in the relatively high man hours of low cost labour in low smaller sizes of fishing craft, we can expect that from this overhead yards. and from the experience gained in other parts of the world, it is reasonable to assume that comparable results will be Any price differential between steel and reinforced obtained when constructing the larger sizes of fishing boats plastic should not be of sufficient proportion to cause a from reinforced plastic for use on the Atlantic Coast of price problem with the introduction of R.P. ships. How- Canada. ever, a purchase price comparison between wood and reinforced plastics can be quite a deterrent to the introduc- EXISTING ATLANTIC PROVINCES FACILITIES tion of R.P. ships in the Atlantic Provinces. Durability, long maintenance are the factors that will make life and low cost Before looking into the future, it is worthwhile ex- than wooden the R.P. boat a better economic proposition amining the extent to which the present R.P. laminators later consideration in this paper, it will be ships. From a have progressed in boat building in the Atlantic area. To the seen that the repair to damaged hulls can be done at much best of our knowledge, there have been six different firms lower cost with less loss of fishing time than to those of engaged in R.P. boat building in the region. Two of these should allow the other materials of construction. This have gone out of business, one has gone out of the pleasure insurance companies to develop more favourable rates for boat business and is largely active in producing boats under R.P. ships, thus creating a further saving factor to the 30 feet of length for various government departments. One owner. company confines its production to outboard type boats and another builds a few small sizes of sailing craft. The wooden shipyards of the Atlantic Provinces obtain their materials from mills. Some yards buy logs and do local The sixth, the ABCO Organization, builds 14 different lower than in other their own milling. Labour rates are sizes of pleasure sailing craft up to 32 feet in length, and in abundance of woodworking skills in most areas. There is an the power boat field, several different types are built ports for both new construction and maintenance. Many of including a high performance 16 foot despatch boat, the do their own individual owners of smaller craft developed for the Canadian Navy, using a Cathedral hull. maintenance work. This boat has recently been developed in a commercial version. Several sizes of C.S.I. approved lifeboats and It is wooden hull of a 40 foot lobster possible to buy a several sizes of motor boats to 40 feet in length are also cost would be boat for about $2,400. In R.P. the built. approximately $2,000 higher. Herein lies the difficulty in introducing R.P. boats in the Atlantic area. This comparison is particularly adverse when considering hull only — "CAPE ISLANDER" — THE FIRST R.P. however, a fisherman cannot fish with a hull only. When FISHING BOAT TO BE BUILT IN accommodations, diesel engine, fishing gear and electronics ATLANTIC CANADA are added to complete the boat, the final price is about $10,000 for the wooden hulled boat and $12,000 for the It is most interesting to follow the history of the 38 foot R.P. hulled boat — or a difference of twenty per cent which "Cape Islander" built by us in 1962 for the federal the owner will recover in three or four years due to lower Department of Fisheries and the Fisheries Division of the cost maintenance. With this type of saving to the fisherman Nova Scotia Department of Trade and Industry (now the and with a hull that will give many times longer life, the Nova Scotia Department of Fisheries). This craft was 376 CONFERENCE ON FISHING VESSEL CONSTRUCTION MATERIALS

constructed by these departments in order to gain ex- and replace it with a new one because of mounting hull perience with R.P. and to evaluate its use as a material for maintenance. building further R.P. fishing craft. Before building it, we sent our engineers, technicians and production people in search A few years ago, we produced some 37 foot boats for of information to the United Kingdom, Germany, the the Department of Mines & Teclmical Surveys for use in the U.S.A. and the West Coast of Canada. We studied articles far north. They were required to withstand difficult available to us on boats built in other parts of the world. conditions on shorelines and on coming alongside freighters Our representatives visited R.P. boatbuilders and designers. in rough seas. It was necessary for them to stand up under Ahnost everywhere they were met with helpful and rugged ice conditions. We recently examined one of these co-operative people in the industry. Most useful was the boats, in which, after several years of hard service, there is information they were given by laminators in the U.S.A., no visible hull deterioration. who were working on substantial U.S. Navy orders. As a result of the information compiled, we were able to build R.P. fishing craft have a proven record in many parts of "Cape Islander" with confidence. the world. We feel as a result of the experience with "Cape Islander", that R.P. hulls now have a proven record in the Atlantic Provinces' fishery. It is a well-known fact that an owner operating his own boat will be more careful with it, and will carry out better SMALL FISHING CRAFT CONSIDERATIONS maintenance at lower cost than another individual will when using someone else's boat. This seems to be particu- What comes next in R.P. hull developments in this area? larly true when the boat is government property. The "Cape What opinions have we formed as a result of existing Islander" has been no exception. She has been put in the experience? For answers, we must look in two directions. hands of many different fishermen from Yarmouth to Cape For the purpose of this paper, we will assume a 50 foot Breton. She has been run at full speed onto reefs. On one length of hull as a break point when referring to large or occasion, she was being hauled through a town on a small ships. Any boats under 50 feet in length will be wooden cradle for display at the local county fair, when the considered as a small fishing hull and over that as a large cradle broke and she fell to the road. During two successive fishing hull. winters in one port, she was loaded with rocks to make her heavy so that she could be used as an ice breaker to keep The owner of a small fishing boat often does his own the harbonr clear of ice. During one hurricane, she was tied maintenance work'. If he changes from one type of fishing to a wharf in Lunenburg with a 48 foot wooden hulled boat to another, he will make the physical changes himself or he tied to her seaward side, and a steel hulled boat at the other will get help from small local shops. These changes usually side. The only damage sustained was to a wood rub rail that require that work be carried out to deck, cockpit or fishing needed replacement, but the wooden boat which was lying platform, which necessitate drilling, bolting, cutting or alongside had to be hauled out for extensive and costly other changes. He is accustomed to doing this work with repairs. During all of this usage, the only R.P. hull work the wood materials of his present boats. Even though R.P. that was necessary, other than cleaning and painting, was a can be worked in much the same manner as wood, yet lie $25 repair to the bow, necessitated when she was launched have the experience with it, and is therefore does not from a beach by placing a bulldozer blade against the bow reticent to attempt to work with it. If structural additions and shovhig her into the water. There has been other are necessary, he can readily do it in wood, but may not money spent on "Cape Islander" during this time, but not want to attempt it in R.P. Therefore, there will be less on the R.P. parts. She has had many changes in accom- resistance to the acceptance of a boat with an R.P. hull and modations and fishing gear and a new diesel engine has been wooden deck and interior, than there will be to one that is installed. At this writing, she is undergoing another change entirely built from reinforced plastic. This, then, is the in fishing gear. The most notable feature, however, is that direction in which we should look for early small R.P. after six years and all this rough usage, the hull and other fishing boat construction. R.P. parts have required only $25 of repairs. The hull is still as sound and strong as the day she was built. After five Another problem in providing an all R.P. small boat is years of operating a wooden hulled 38 foot boat, most the various traditions in the different fishing communities. successful Nova Scotian fishermen try to get rid of the boat Some areas prefer a wide deck around the working area, D. A. Eisenhauer 377 some a narrow one; some prefer a long deck aft, some a There would be justification for this action on the part short one; some want the working platform higher than of lending boards, because of the longer life and lower others. The cost of tooling to produce boats for all these maintenance of the R.P. hull. Also, because of these facts, different desires would be prohibitive. Therefore, at least the fishermen would be saving more money. Such action on during the early years of small R.P. fishing boat production, the part of the lending boards would create a better the wisest method of marketing would be to produce R.P. economic climate in that sector of the fishing industry. hulls and finish the decks and interiors in wood. After fishermen have gained experience with boats built in this manner, it may be possible to introduce small fishing boats built entirely of R.P. However, the early introduction will LARGE FISHING CRAFT CONSIDERATIONS have to incorporate wood parts in use with R.P. hulls. Because of its considerable achievement in the develop- Producing R.P. hulls has another very desirable advan- ment of R.P. fishing craft, South Africa is now leading the tage. The hulls will be able to be produced in the plastics world in this field. We cannot say too much in praise of this plant, and then be shipped to the existing boatbuilders. The work, not only because they have compiled substantial boatbuilder will then complete the boat with wood decks knowledge in this field, but also because the recognition and interiors. This will help maintain employment in the that large RI. fishing boats have been in use and give small boatyards, and thereby maintain economic stability in excellent performance, will make it easier for laminators in the small boatbuilding industry. This method of production other countries to introduce RI. craft to their own fishing is carried out very successfully by two R.P. laminators in industry. the New England states. Over one hundred hulls have been produced in that area, of which approximately fifty per Several yards are now setting up in the U.S.A. to build cent has been delivered to commercial fishermen. 70 foot shrimp boats from R.P. We have visited the largest of these yards, and have received considerable information There are two main problems adversely affecting the from them. At least one shrimp boat in Port Brownsville, production of R.P. hulls for small fishing boats. The first is Texas, has been built in R.P., and is rendering good service the natural reticence of the fishermen to depart from the to its owner. traditional wooden boat. The second is the additional first cost of the R.P. hull. Last year, our company conducted a With the background knowledge from other countries, survey in Western Nova Scotia of fishermen, fish buyers, the Canadian Atlantic area can look forward with con- (who somethnes help fmance boats for fishermen), and fidence to the future of R.P. fishing craft operating in their boatbuilders. We were pleased to learn that most builders industry. When deliberations concerning larger East Coast were prepared to accept the advent of R.P. hulls and that fishing craft first began, the principal question to settle was they, in turn, were pleased to know our plans to produce that of size. Having practical experience with 40 foot boats, hulls only, and to have them finish the hulls into complete it seemed logical next to attempt construction in the 65 boats. We also found the more progressive fishermen were foot class. This idea was abandoned when it was realized acquainted with the "Cape Islander" and with the develop- that the anticipated demand for this size of ship was ments going on in the New England states. They realized diminishing. It has limited use due to winter freezing that the day was not far off when they would be operating conditions in the Gulf of St. Lawrence, and it cannot R.P. hulls themselves. The problem of higher first cost is a perform in the rough waters of the North Atlantic winters. substantial one to them. This problem can be overcome if The smallest size fishing ship that can operate successfully governmental fmancing boards will make available lower on a full year basis is the 90 footer used largely for percentage down payments on loans to fishermen contract- scalloping. It was, therefore, assumed that if a satisfactory ing for R.P. hulls. This would then allow a fishennan to hull form could be developed for use in scalloping, trawling, obtain a more costly R.P. boat without having to put up seining and crabbing, then one hull mold could serve for the any higher deposit than he now does for his wooden boat. construction of boats for several purposes. By the instal- If he could then be given a longer pay-out term so that his lation of different deck and fishing gear arrangements, this annual loan payments were no greater than for the wooden hull would be suitable for several types of fishing. A 100 boat, he would then feel the acquisition of the RI. boat foot ship seems to be the optimum size for this particular would be within his means. development. 378 CONFERENCE ON FISHING VESSEL CONSTRUCTION MATERIALS

Acknowledgement has frequently been given to the low necessary to remove plates, straighten framing and refit new cost maintenance resulting from the use of reinforced plates. If the hull was constructed from wood, it requires plastics. It is often difficult to get good comparisons of the planks to be removed, inside ceiling to be removed, broken extent of this lower cost, because usually the maintenance timbers to be removed and replaced, then the new ceiling of machinery, electronics and deck gear is included with and planking must be fitted and the work finally caulked. hull and super-structure, making it difficult to extract These operations require a lot of time and this lost time meaningful figures. means lost money to the owner. If such misadventure strikes an R.P. hull, it is simply necessary to grind away or There are many other advantages not too frequently otherwise remove fractured laminations and then to relami- recognized. Reinforced plastic ships are usually lighter than nate the defective area. The time required is usually a few ships built of other materials, a fact with which the designer hours, but at the most, only a few days before the ship can must be familiar, in order to be able to design a seakindly again go back into service. boat. This feature can produce a substantial fuel economy. Insulation can be more readily built into the fish hold than SHIPYARD CONSIDERATIONS with any other type of construction. A unitized tight hold presently exist in Eastern Canada for the has less cleaning problems with resultant lower bacterial Facilities construction of smaller R. P. fishing boats. The ABCO count than any other. As a result of this insulated hull Mahone Bay, Nova Scotia, are the most design, it is possible to achieve larger fish hold volumes, and facilities at complete and extensive of any in Canada for this purpose. therefore, carrying capacity for a given size of ship. These facilities are capable of producing boats up to 60 feet in length. Since adequate facilities for this size of fishing It will take less time to deliver an R.P. constructed ship ship already exist, a consideration for the building of to an owner, than one of another type of construction. The facilities for larger craft then becomes necessary. present wooden draggers require about six months in the building berth, and another three months after launching An examination of existing shipyards for the construc- for outfitting and readying for fishing. Steel construction tion of both wood and steel ships can reveal problems that requires about the same time as a wooden ship from date of should guide us in selecting the location and the design of a order to date of delivery. The time required to deliver an yard for the production of R.P. ships. R.P. ship of comparable size, would be about half that for wood or steel. During the last six years, approximately twelve shipyards in the Atlantic Provinces were engaged in the construction Fire retardency is another important factor. On January of large wooden ships. Of these eight were actively engaged 20, 1968, fire destroyed the Essex Boat Works Incor- in building in the 90 to 115 foot range. Competition, and porated of Essex, Connecticut. About 98 yachts were lost therefore pricing, has been keen. The most important factor in the fire. After the embers cooled, an examination was being competitive was in the utilization of labour. made of the debris. Almost all of the metal fuel tanks, both in However, almost as important a factor was the amount of gasoline and diesel, were either ruptured or badly damaged. overhead the yard had to carry. The best prices came from was found, however, that two of the yachts were fitted It the yards that had small effective management groups, with R.P. tanks. One tank of 180 gallon capacity was three building in low cost premises. As work tapered off, these quarters full of gasoline after the fire and the other, of 80 were the yards that remained active the longest. gallon capacity, still contained a small amount of gasoline. Both yachts in which these tanks were installed, were During the past few years, there have been three yards destroyed. Certain non fire-retardant resins will support established in Eastern Canada which were designed combustiôn, but after the surface resin is burned away, the for the construction of steel fishing ships. first layer of glass acts as a retardant to the flame, allowing primarily However, these yards have not produced a very large for relative ease in extinguishing the flame. percentage of the steel trawlers built in recent years. The majority of Canadian built trawlers have been constructed Occasionally, a fishing ship may be holed because of in yards designed primarily for the construction of larger grounding, hitting a submerged object, collision or some craft, Naval ships, ferries, D.O.T. ships, freighters, tankers other misadventure. When this happens, it is usually out of and other large ships. Steel shipyards designed to produce service for quite some time. If it happens to a steel hull, it is D. A. Eisenhauer 379 larger ships require more extensive facilities and staff than and chopped fibres can make difficult working conditions. yards designed to produce fishing ships under 200 feet in Sloppy premises will make sloppy workmen with resulting length, such as are required by our East Coast fishing poor quality laminates. Carelessness can create a fire hazard industry. When our fishing industry first began to purchase during lay-up. Too much emphasis cannot be stressed on steel trawlers, they were built in European shipyards which efficient quality control and good plant housekeeping. were largely designed to produce the smaller sizes of steel ships, such as trawlers. It was only after the creation of a DESIGN CONSIDERATIONS substantial federal government subsidy program for the construction of steel trawlers, that the Canadian yards were It is not the intention of this paper to examine technical able to produce at competitive costs to the fishing industry. design aspects of either the ships or the laminate. We feel, Some of the yards found it necessary to assign lower however, that certain basic principles should always guide overhead rates to that section of the yard engaged in fishing the designer. It has previously been pointed out that small ship production in order to bring costs down. R.P. fishing craft normally maintained by their owners, are easier for them to look after if the hulls are built of R.P. Our organization has examined many yards engaged in and the decks and interior are made of wood. In the case of shrimp boat and semer production in the southern U.S.A., larger ships which are normally maintained and refitted by Central and South America. We believe that there is much shipyards, we feel that the entire construction should be of to be learned from these yards. Shrimp boats are in larger Reinforced Plastic. The history of industrial R.P. laminating demand and are built in larger quantities than any other has been one of innovation and the use of novel practices type of fishing craft in the world. Observing the shrimp and shapes to endeavour to take maximum advantage of the boat yards, it is not always the lowest overhead, lowest material. The thought of innovation and of the novel must labour cost yards that are the busiest. There are some yards be uppermost in R.P. ship construction, in order to permit in the U.S.A. paying high labour rates. The combination of future ease of maintenance and change or replacement of low overhead and efficient labour utilization does, however, machinery and fishing gear. It would be possible to produce the most viable operation. If we hope to build construct in reinforced plastics in such a way as to make it large R.P. fishing ships in Eastern Canada, at prices that will difficult to fit new equipment that may become available as meet competition and thereby obtain orders from the the fishing industry develops. Good sound, simple construc- Canadian fishing industry, we must learn these lessons. A tion practices are the best for fishing ships. suitable location should be chosen, preferably in an area not subject to periods of high humidity, thereby keeping Many builders of smaller craft have used encapsulated down the cost of dehumidification equipment. Buildings wood as stiffener members. Our experience is that it is best should be utilized that relate to the size of ships required to avoid this practice in favour of solid laminated stiffeners by the Canadian fishing industry. The most efficient and girders or the use of "top hat" construction. This applicating and glassing equipment, coupled with simple method avoids any tendency for the designer or builder to handling and transportation equipment should be used. depend on a material that may deteriorate with age and Good technical and quality control staffs combined with lose its value as a strengthener. Mechanical and electrical production management that can effect good labour utiliz- fittings are easily attached to solid laminates, thus facili- ation will have to be brought together. These aspects should tating future maintenance. all be planned and overheads estimated so that end prices can be established, and thereby allow for an examination of OTHER MARINE APPLICATIONS the yard's projected competitive position, before the yard is constructed. If this position is not favourable, then the Reinforced plastics have desirable applications in fishing planners must prepare alternatives until a viable operation ships of wood and steel construction. It is an ideal fish hold can be projected. lining material. We have carried out this work in many of the steel yards and some of the wood yards. Although our Quality control and good plant housekeeping must be organization does a considerable amount of aluminum effectively established and rigidly enforced. The operation fabricating, we feel that R.P. is the most desirable material is subject to a considerable amount of dust from cutting for fish hold lining. When finished with white gel-coat or and sanding. If allowed to accumulate, this can be harmful polyurethane paint, it looks and is sanitary. It is very to persons and also to the laminate. A build-up of resin drip difficult to puncture and can readily be made watertight. CONFERENCE ON FISHING VESSEL CONSTRUCTION MATERIALS 380

Sharp crevices can be reduced, therefore, lending to ease of is in its early infancy on Canada's Atlantic Coast. It is cleaning and low bacterial count. An entire watertight probable that small fishing craft will now start to appear. envelope can be achieved by this method of lining. We look for several years of slow growth in small fishing craft, followed by a more rapid rate of increase, after Deck winch covers and enclosures are installed on many fishermen are able to learn at first hand the favourable wood and steel ships. The use of R.P. eliminates the high results that will be obtained by the early users of R.P. craft. replacement of these items due to corrosion. Accom- modations are being lined with flat sheets produced with a smooth gel-coat surface. It is encouraging to know that the federal and provincial governments are now working on plans for larger R.P. Reinforced plastic lifeboats certified for use on fishing fishing boats. With the sluggish state of the fishing industry ships are an important safety factor. Wooden lifeboats tend today, we can appreciate the reluctance of any fishing to weather and deteriorate. They are often forgotten until company to proceed alone in the development of large R.P. needed, at which time a leaky lifeboat can aggravate a ships. If governments proceed with this development in disaster. An R.P. lifeboat can be counted on no matter consultation with the fishing industry, and put a unit into what its age may be or how long it has weathered on an operation for evaluation, it is our opinion that the results upper deck. will bear fruit. Such a development, we feel, will result in the recognition that reinforced plastic is the ideal material THE FUTURE for construction of 90 to 115 foot fishing ships. Once this is recognized, it is only a matter of time before our larger Although fishing ship development in reinforced plastic has progressed in other parts of the world, the development stern trawlers will also be made of reinforced plastic.

i k

1{ ^{ 9 Cored Fiberglass Reinforced Hull Construction

C K. B. Spaulding, Jr., %re Naval Ship Engineering Center, Washington, D. C.

Mr. Spaulding

Mr. Spaulding is at present Boat Liaison Co-ordinator at the Naval Ship Engineering Center (NAVSEC), Washington, D. C. He received a B.S. in Naval Architecture and Marine Engineering in 1954 from Webb hzstitute, and was resident navy fiberglass hull inspector in Bay City, Mich. during construction of the fiberglass 57-ft. XMSB-23 until 1956, when he transferred to the Boats and Small Craft Branch of NAVSEC. There Mr. Spaulding was principally engaged in fiberglass structural design until 1963. From 1963 to 1966 he was head of the Boat Contract Design Section and, in 1967, head of the Boat Concept Formulation Section.

NOTE: The opinions expressed in this paper are those of the author and should not be construed as reflecting official views of the U.S. Navy, or the Naval Service at Large.

ABSTRACT study. It is the intent of this paper to provide guidance and background information for the consideration of various This paper contains guidance and background inform- core materials and configurations for use in boat construc- ation for the consideration of various core materials and tion. Specifically, only hull construction will be considered, configurations for use in hull construction. Construction though much of the information will be applicable to experience in several countries is first cited, followed by a superstructures. general discussion of the applicability of cored construction and a listing of critical characteristics of core systems to be Construction experience in several countries is first considered in making a selection. Specific materials, con- cited, followed by a general discussion of the applicability figuration, and fabrication methods currently available are of cored construction and a listing of critical characteristics then discussed, followed by comments on design methods of core systems to be considered in making a selection. for cored construction. Specific materials, configurations and fabrication methods currently available are then discussed, followed by a INTRODUCTION commentary on design methods for cored construction.

Cored FRP construction, for hulls, decks, and super- CONSTRUCTION EXPERIENCE structures, in a number of materials and configurations, has now been proved in service. At this point it is generally a The following are examples of boats with sandwich hulls question of cost effectiveness for a particular application actually constructed and currently in service. Smaller craft rather than one of basic feasibility. If a material has no are not covered, and there are undoubtedly larger craft not characteristics which obviously disqualify it for an applica- included because their existence is not known to the tion, its cost effectiveness can only be resolved by careful author. 382 CONFERENCE ON FISHING VESSEL CONSTRUCTION MATERIALS

CCA - Core Mold U.S. Navy - 33' to 50' Hulls. achieved an exceptional ruggedness. On one occasion, an LCA on trials was hit amidships by a tanker which rode Between 1955 and 1962, 32 U.S. Navy boats from 33 to completely over the capsized landing craft. On recovery of 50 feet in length were fabricated with cellular cellulose the still floating LCA, it was found that, though there were acetate (CCA) core by the "core mold" process. This long cracks in the skin of the sandwich shell, the hull had construction system utilizes wooden forms in place of a returned to its original shape and was essentially intact. mold. Foam core boards are planked over the wooden Two 77 ft. pilot boats have now seen 4 years of forms just as a wooden boat is planked (fig. 1). Male or exceptionally hard service off the Hook of Holland. Their female forms may be used but the female forms are favored excellent performance has justified the current construction as they allow installation of structural members before of two more craft of identical hull construction. removal of the forms (fig. 2). When the core planking is complete, one skin of the shell is laid up (fig. 3), followed PVC - Male Mold - South Africa - 67' Trawler. by installation of bulkheads and girders if female forms are used. The entire assembly is then inverted, the forms The 67 ft. fiberglass pilchard trawler "Western Dawn" removed, and the remaining skin laid up. Service experience was completed in 1963 by the firm of S.A. Bonded with these hulls has been generally satisfactory. Fiberglass of Cape Town (figs. 9, 10, 11, 12 & 13). Construction was similar to that of the Dutch craft except PVC - Slat Mold - Royal Netherlands that a solid male plug was used in lieu of a slat mold. Core Navy - 20' to 77 Hulls. material was "Airex" PVC. Service evaluation has been excellent. Periodic surveys, conducted of hull condition, The Royal Netherlands Navy has developed a construc- have indicated no deficiencies. tion system for fiberglass small craft consisting of the forming of polyvinyl chloride (PVC) sheets over wooden PVC - Slat Mold - Japan - 54' Tuna Catcher. slat molds, followed by layup of fiberglass faces. Craft constructed by this system include 20 ft. pilot launches, 25 A 54 ft. fiberglass tuna catcher was delivered in 1965 by ft. motor boats, 32 ft. motor scows, 47 ft. landing craft Yamaha Hatsudoki Company, Ltd. (figs. 14 & 15). Con- (LCA) and 77 ft. pilot boats (fig. 4). struction was with PVC core formed over a wood slat mold. It is noted that an actual hull weight of 7.5 tons was Wood battens, 1 1/2" in width, are planked over male achieved compared to 13 tons for a comparable wood craft, forms with gaps equal to the batten width (figs. 5 & 6). 11 for steel, and 8 for aluminum. Areas of single skin, such as that in way of the sheer connection, are filled in solid to form a mold. The core is A representative of the builder stated in 1966 that, then applied in sections approximately 3 feet by 6 feet by 1 based on the success of this craft, the firm planned to inch in thickness (thickness may be reduced for smaller construct larger boats by the same process. craft). These sections are heated to 212°F and then formed by hand over the wooden battens (figs. 7 & 8). Occasional PVC - Slat Mold - U.S.A. - 3i Trinurran. headless nails are used to secure the foam. These are pulled through the core as the forms are removed. Gaps between A 37 ft, cruising triniaran has been constructed in the core sections are troweled with syntactic foam. To prevent U.S. employing "Plyfoam" PVC over slat molds. styrene attack from the polyester resin, the entire PVC surface is sprayed with a thin film of polyurethane resin. Flat Grain Balsa - Slat Mold - France - 32' and 60' Hulls. Eighteen-inch wide strips of unidirectional cloth are laid up in alternate diagonal plies by a typical hand layup process. The firm, Societe Des Chantiers Reunis Loire Nonnandie After completion of the outer skin, the hull is removed constructed, in 1958, a 60 ft. fiberglass passenger launch from the forms and placed in a cradle. The inner skin is (fig. 16). The core material, flat grain balsa to a thickness of then laid up in a similar manner and structure bonded in 4 3/4", was assembled, in the form of transverse planks, wood male forms and ribbands (figs. 17 & 18). place. over Adjoining balsa pieces were glued with glass and resin. A Service experience with all of these craft has been shear strake of laminated ash was incorporated in the core. excellent. This form of construction appears to have After layup of the outer skin the hull was righted, the forms K. B. Spaulding, Jr. 383 removed, and the inner skin laid up followed by installation Republic. The hull was fabricated in a wood female mold of bottom framing. A number of 32 ft. launches were with a .8" thick polyurethane core. The face laminates, constructed by the same system. Service evaluation has from .12" to .16" in thickness, were a combination of plain been good. A February, 1966, report indicated that the weave cloth and an imported French woven roving. The boat was still in operation and in excellent condition. design of this craft was developed by the Institute for Shipbuilding Technology at Wolgast in cooperation with End Grain Balsa — Female Mold — U.S.A. — 40' to 72' the Institute for Plastics in Berlin. The selection of the Hulls. sandwich hull was the result of a series of panel tests where In the U.S. a number of hulls have been fabricated in deflection was the limiting criteria. An inspection of the female molds with end grain balsa cores in the form of hull after three year's service indicated no deterioration. "Contourkore" (registered trademark of Balsa Ecuador Lumber Corp.), a matting of square end grain balsa blocks Honeycomb—Female Mokl & Male Mold- held together by a light scrirrun cloth. This core material U.S. Navy-57' XMSB-23. has been used in various thicknesses from 1/4" to 1" in In 1951 a U.S. Navy contract was awarded for develop- single and multiple layers. Core and laminate are fabricated ment and construction of a 57 ft. fiberglass minesweeping by conventional hand layup methods. Hulls fabricated by boat. Five years and considerable R & D later the this system include a 72 ft. shrimp trawler by Newport XMSB-23, minus minesweeping gear was delivered to the Trawlers of Newport, Florida, the 53 ft. sloop, "Inferno", Mine Defense Laboratory at Panama City, Florida, where it and 40 ft. sloop, "Red Jacket", by Bruckman, Ltd. of has served to this date as a general purpose workboat. The Burlington, Ontario and two 46 ft. crew boats by Pacific result of two and one half years devoted to research on Fiberglass Laminates, Inc. materials and construction techniques was the selection of a honeycomb sandwich laminate molded by hand layup and Service experience has reportedly been excellent. In one vacuum bag in a female mold. The hull shell was nearing incident, the 53 ft. "Inferno" was blown onto a rocky shore completion when it was destroyed by fire. The second hull in the Bahamas where she pounded for three hours in heavy was fabricated over a wood female mold (fig. 19). surf. When hauled off by the Coast Guard she was scarred but still watertight. Service evaluation of this boat has been satisfactory in spite of the complete water absorption of the honeycomb

CCA — Female Mold — U.S. Navy — 40' Utility Boats. hull core. This craft is, to this date, the latest U.S. Navy in fiberglass. In 1959 and 60, 24 — 40 ft. Utility Boats wen boat constructed fabricated for the Navy in a female mold. A female mold in Honeycomb—Slat Mold—US. two halves hinged on the centerline was constructed. Layup Navy-36' Landing Craft. of the outer skin and core then proceeded with the two halves hinged open in order that the layup could be In 1955, 26 36 ft. fiberglass landing craft (LC'VP) were essentially horizontal. CCA core was layed up in strip constructed with 3 inch thick honeycomb core. The core planks and weighted with fire hoses filled with lead shot was assembled in sections over a female steel framework during cure. The mold was then closed and a keel laid up consisting of 1" wide steel longitudinals on 3" centres over joining the two halves. Layup of the inner slcin completed transverse steel frames on 15" centres. The inner skin the shell. consisted of #1000 cloth against the core and 24 oz. woven roving. Interior shoring was added after cure of the inner Although core bond tests 'indicated that minimum bond skin and the hull removed from the mold and inverted for requirements were met the condition of the test samples lamination of the outer skin. Service experience with these indicated some areas of defective bond. No failures have craft has not been entirely satisfactory as on several been reported in service with these craft. occasions the bottom cores have filled with water.

Polyurethane — Female Mold — East Gernzany — 44' Power "Unicor"— Female Mold — U.S.A. Boat. — 17' to 35' Hulls. In 1961 a 44 ft. fiberglass power boat was constructed Approximately 500 craft from 17 to 35 feet in length by the VEB boatyard in Geroifswald, German Democratic have been constructed by three firms on the west coast of 384 CONFERENCE ON FISHING VESSEL CONSTRUCTION MATERIALS

the United States by a vacuum bag, heat cured, female ribbands, on approximately 12 inch centers, were attached. mold process employing a cloth blanket with sewn in foam A series of small section wood transverses were then strips known as "Unicor" (registered trademark of Unicor, attached to the ribbands. In each wood transverse was Inc., Paramount, California). The majority of these craft imbedded, on the inside face, a laminated strip 5/16" were constructed by the firm of Tollycraft whose entire square. In way of the keel a female mold was incorporated production line of power boats to 34 ft. in length is in in the jig. For wrapping each 'individual foam plank, a Unicor. To date this firm has delivered 431 Unicor hulls. wrapping machine was employed (fig. 21). This machine Hull shells are laid up in one operation, outer skin, Unicor, simultaneously lays longitudinal roving strands along the and inner skin, resin being sprayed on each ply as it is laid inner and outer faces of the plank and applies a double up in the female mold. On completing the layup the entire diagonal spiral wrapping which serves as a sheer web in the shell is vacuum bag,ged and placed in a hot air oven at core. A preimpregnating device was employed which heats 170°F for two hours. The resulting sandwich shell laminate the woven roving used for the laminate fdces to 100 °F contains 1/2" thick 4#ft 3 polyurethane core with vertical immediately prior to immersion in a resin bath. fiberglass sheer webs on 3" centres. Resin contents average 38%. Weight savings over single skin of up to 30% are The keel and garboard area in way of the solid mold was claimed. first laminated. Then the keel cavity was filled with ballast. Planks were wrapped, impregnated, and placed in position Unit Core — Female Mold — Admiralty, where they were tied to the jig, working down from the United Kingdom — Minesweeper Section. sheer (fig. 22). When the planks were cured the inner surface was faired with syntactic foam. The inner skin, of As the result of an Admiralty contract with J. I. preimpregnated woven roving, was then layed up. The jig Thornycroft, Ltd. and Bristol Aeroplane Plastics, Ltd., a was removed leaving the 5/16" laminate strips which served full scale fiberglass test midship section for a 170 ft. as guides for applying the syntactic foam to the outer face. minesweeper was completed in 1967. Fabrication was by The outer skin was then laminated with preimpregnated mechanized hand layup in a sectional steel female mold. woven roving. Decks, bulkheads, and girders were fabricated Layup of outer and inner skins was accomplished with a by the same process. mechanized cloth impregnating and dispensing unit suspended from a gantry system over the hull mold. An Foam thickness for the shell was determined by flotation adjacent gantry supported movable scaffolding for the requirements. Fire retardant resin and 2# polyurethane laminators. Outer skin thickness was .45" on the bottom, foam were used for shell construction. The cost for the 71 .35" on the sides. The inner skin varied from .25" to .15" ft. power boat, complete but minus machinery and equip- in thickness. The core consisted of 3" thick premolded ment is estimated at $110,000 of which the jig represents fiberglass cellular units bonded to each skin and to adjacent only $5,000. core units. Core density varied from 12.8 lbs./ft 3 to 18 lbs.ft3 . This test section is currently scheduled for struc- Polyurethane — Male Mold —U.S.A. — 50 ft. Catamaran. tural testing at the Naval Construction Research Establish- ment, Rosyth. In 1965, the finn of Glas-Craft of Glendale, California, constructed a 50 ft. polyurethane cored fiberglass cata- plywood at a Polyurethane — Slat Mold — maran. Twin male molds were constructed of U.S.A. — 52' and 71' Hulls. cost of $1350. An inner skin of 2 plies of 20 oz. glass cloth was laminated on the molds followed by 2 1/2" of sprayed In 1966, the Martin Weir Co., Inc. of Chula Vista, 4#/ft 3 polyurethane. The core was then routed to a California, completed construction of a 71 ft. power cruiser uniform thickness of 2" and an outer skin of 2 plies of 20 (fig. 20). This craft was fabricated by a unique patented oz. cloth and 2 plies of 1 1/2 oz. mat. Total hull thickness core-mold system, using individual core planks wrapped was 2 3/8". Total cost of this 15,000 lb. craft was $65,000. with rovings. This construction system, developed by Mr. Weir in 1953, has been employed in the construction of a ADVANTAGES AND PROBLEMS—GENERAL number of craft, including 26 Lightening class sailboats and a 52 ft. ketch. A female jig was erected, consisting of 2x4 The overriding consideration in material selection for frames on 4 ft. centers to which small diameter pipe commercial hulls is cost, not simply acquisition costs, but K. B. Spaulding, Jr. 385 total ownership costs (life cycle costs). On a straight Each of the numerous advantages and problems materials cost, dollars per pound, basis sandwich construc- associated with cored construction should be considered tion is more expensive simply because balsa, and all of the with respect to possible savings or losses over the vessel's available foam cores, are considerably higher in cost than life. For example, the insulating qualities of sandwich glass and resin. Hence if the acquisition cost of a sandwich construction might justify even a cost increase if the fish hull is to be equal to or less than one of single skin, savings holds were to be refrigerated. Certain advantages of must be accomplished by reducing weight, labor, or tooling sandwich construction such as reserve buoyancy and costs. resistance to hull puncture are safety considerations and might justify an increased cost even though the benefits are Weight. — Based on the superior stiffness/weight ratio of a intangible. sandwich panel, weight savings are often considered synononous with cored construction. Weight savings are The following advantages and problems are general in certainly attainable but in practice they may not always nature and will vary with the particular core material and result. For example, in smaller craft the minimum outer configuration selected. skin thickness required for abrasion and impact resistance may exceed the requirements of a balanced sandwich structure. With inner skin increased to balance the panel Advantages and a core of sufficient density to resist impact and provide an adequate face bond, the hull weight may exceed that of Minimized Tooling — As discussed above, the adapt- single skin. In the case of larger craft core density may be ability of certain core materials to "core-mold" construc- prototype increased to resist the higher sheer stresses of large tion makes them particularly attractive for unsupported panels. Sandwich construction was considered construction. in the U.S. Navy minesweeper studies (ref. 16). In this case — The resistance of sandwich construction it was determined that hull weights for sandwich construc- Hull Integrity watertight integrity has been tion could be competitive only if 4 inch core thickness was to hull puncture and loss of demonstrated on several occasions. Considerable damage employed (8#/ft 3 polyurethane). In table A (from ref. 5) can be sustained by the outer skin without puncture of the hull structural weights for sandwich construction of a 110 in particular, has demonstrated a ft. trawler were determined to be approximately 5% higher inner laminate. PVC, remarkable impact re sist an ce . than hull weights for single skin (fig. 24). Weight savings are particularly critical as each pound saved may be added to Monocoque Construction — The elimination of framing the payload (or speed increase). and its associated stress concentrations has a particular appeal to the engineer. In practice this is really an Labor — Man hours expended in fabrication of the hull advantage only if a weight saving can be accomplished with shell alone are expected to be higher in the case of cored equivalent strength. construction since more steps are generally required. In the case of the U.S. Navy core-mold hulls labor costs were Elimination of Framing — Framing may be eliminated, prohibitive, particularly in finishing the outer surface. An or at least minimized, resulting in clean, unobstructed, appreciable weight saving should occur with cored construc- interior space which makes for easier housekeeping (i.e. tion in fabrication of frames and stringers which, in some cleaning of fish tanks), more complete utilization of space, cases, may be essentially eliminated. Hence there is def- and improved fire resistance (elimination of heat pockets). initely a potential for a saving in labor costs with cored of this saving depends on construction but achievement Reserve Buoyancy — If it is desired to provide reserve effective structural design. buoyancy sufficient to float a completely flooded boat, the additional foam required will be greatly reduced (or eliminated) by the built in buoyancy of the hull core. Tooling — If cored construction is accomplished with simple forms or slat molds a great saving may be realized over the female mold required for single slcin construction. Thermal Insulation — Hull sweating is eliminated and This advantage, of course, is inversely proportional to the efficiency of heating or refrigerating of spaces greatly number of craft constructed. improved. 386 CONFERENCE ON FISHING VESSEL CONSTRUCTION MATERIALS

Acoustic Insulation —Noise levels should be reduced to a higher density in another material a cost increase throughout the boat. for the lower density material on a cost/lb basis is justified. Vibration Damping — Transmission of machinery and propeller vibration should be reduced. 3. Compressive Strength. — This property directly effects impact resistance and resistance to crushing Problems from local loads. The method of testing for compressive strength must be specified or the data may Deficiencies in available core materials and configura- be meaningless. Compressive strengths are often tions, though they vary with materials, may be categorized taken at 10% offset. as high cost, deficiencies in core properties, and difficulties in fabrication. 4. Sheer Strength. — This property is critical to panel design. The core may fail in horizontal sheer at the High Cost — Core materials commonly used in hull faces or vertical sheer perpendicular to the faces. construction cost between $1.00/1 and $3.50/1b compared Materials such as balsa or honeycomb with direc- to approximately 5.25/Ib for resin and 5.50/1b for woven tional properties require consideration of sheer in two roving. directions.

Deficiencies in Core Properties — These vary greatly 5. Unicellularity. —Experience indicates that where between materials but the following are critical: sheer there are voids adjacent to laminate faces, or inter- strength, core bond strength, compressive strength, resist- connected voids, water may eventually penetrate. ance to water penetration, and resistance to heat deform- Core samples should be tested for unicellularity ation and creep. (water absorption). Where core configurations leave voids between adjacent core sections, the con- Difficulties in Fabrication — Again this varies with the sequences of possible water penetration must be core materials and configurations, but the following areas considered. may be expected to give problems: forming of core material, vacuum bagging, joining of core sections, and 6. Tensile Strength. —This is related to face bond finishing of outer surface where a mold is not employed. strength. For example, in U.S. Navy construction it Quality control, in general, is a more serious problem than was found that when 6#/ft3 polyurethane was tested with single skin. for face bond strength, tensile failures occurred in the core before bond failures took place. When density was increased to about 7#/ft3 core tensile strength CRITICAL CHARACTERISTICS increased and a balance was achieved. A core tensile strength test is now a standard materials quality The following items are presented as a form of check list control measure. for guidance in selection of a core system. The applicability of each item should first be considered. If the characteristic 7. Resiliency. — Resiliency might be considered a is critical to the application the core selected must meet measure of foam recovery from compressive loads. It some minimum requirements for that characteristic to be is one method of achieving impact strength. PVC, in acceptable. particular, is remarkably resilient. Certain rigid PVC foams can be compressed to one half their thickness 1. Density. and return naturally to full thicicness and strength over a period of several hours. A completely non- 2. Cost>. — Core costs are often presented on a square resilient foam would have essentially no recovery foot basis which is quite adequate for pricing a given from compressive strain. area to be covered but misleading in comparing different core materials. In comparing cost/lb figures, 8. Bond Strength. — This is an extremely critical prop- however, the basic capability of the material must be erty. There should be good margin for error here as considered in relation to its density, i.e. if a lower quality control is most difficult. U.S. Navy boat density in one material will give equivalent strength specifications call for random sampling on finished K. B. Spaulding, Jr. 387 parts by cutting a 1" radius circle through the face this property may be more appropriate to military and measuring the load required to lift the cut out applications. away from the core. Bond strengths vary from 100 psi for 7#/ft3 polyurethane to 400 psi for 8#/ft 3 end 16. Heat Insulating Properties. - These would be of grain balsa. Compatibility of bonding resins with core' particular interest where spaces are to be refrigerated. materials must be considered. Styrene in polyester resins will attack styrofoam and certain of the PVCs. These foams must be pre-coated. 17. Sound Insulation. - Sandwich construction might be utilized to sound insulate engine compartments. 9. Impact Resistance. - The principle concern here is the impact resistance of the finished sandwich panel. 18. Availability. - Certain foam materials and systems This is related to the face laminate, core properties, are proprietary or imported. Their continued avail- and to the use of FRP sheer webs. For a given face ability should be assured. laminate there are two ways to increase impact resistance through core properties: the core may be extremely resilient or have a very high compressive 19. Fire Resistance. - This is clearly of interest with strength. A resilient core deflects with the face and regard to insurance rates and basic safety require- returns, a high compressive strength core prevents the ments. Fire retardant resins and foams are available. deflection of the face (up to the ultimate compressive One theory advanced maintains that a sandwich strength of the core). construction may, in itself, appreciably improve f'ire resistance since framing, with the resulting heat 10. Durability. - The core selected must retain its basic pockets (particularly overhead), are eliminated. properties throughout the life of the hull. It must have proven resistance to deterioration, aging, and 20. Repairability. - This is generally not a problem as fatigue. cored construction lends itself to easy repair, particularly when the damage is to one skin only. 11. Workability. - Core samples should be tested for However, in the more sophisticated vacuum bagged sawing, routing, planing, sanding, etc., as required for laminates, faces are thinner and of high glass content. the particular method of fabrication. Repairs will be thicker and of lower glass content, adding weight and possibly introducing weaker 12. Formability. - Will the core selected take the shape sections because of reduced scarf area on the thin required, and can it be retained in position during face laminate. panel cure? Certain of the PVCs, for example, are true thermoplastics and may be easily heat formed. 21. Quality Control. - Ability to visually or non- destructively determine quality of core bond and wet 13. Brittleness. - This is, perhaps, the opposite of out of sheer webs is critical. When this is impossible resilience. It is mentioned because certain low density and the chance for error high, the core system may polyurethanes, for example, in structural applications be unacceptable. are extremely brittle and tend to pulverize with panel flexure. 22. General Fabricatability of System. - This is reflected in labor hours, skill levels, and complexity and cost 14. Creep Characteristics. - This is a particular problem of equipment. with certain of the PVCs. For a given temperature there is a load at which permanent set may occur. This is not necessarily restrictive but must be 23. Resistance to Vibration and Fatigue. - Core panels accounted for in design. must be able to resist expected fatigue and vibration loads. This quality is directly related to resilience of 15. Self Sealing Characteristics. - Certain foams are core material, strength of core bond and existence of claimed to have self sealing properties. Usefulness of sheer webs. CONFERENCE ON FISHING VESSEL CONSTRUCTION MATERIALS 388 SPECIFIC MATERIALS, CONFIGURATIONS, AND FABRICATION METHODS

Balsa. - Balsa has been used in hull construction in flat Core Materials. grain, end grain, and end grain "Contourkore" (registered mark of Balsa Ecuador Lumber Corp.). The French Poiyurethane.-Polyurethane is a unicellular foam core, trade river craft described earlier in this paper were constructed available in densities from 1-1/2 lbs/ft3 to 20 lbs/ft3. with flat grain balsa. Though these applications were Polyurethane resins cost approximately $.65/lb but foam in successful, flat grain is seldom used because of its poor board form will exceed $1.00/lb. Polyurethane foams may strength characteristics. Compressive strength, for example, be mixed with a simple bucket and electric mixer system, varies between end and flat grain by a factor of l'0 to 1. though a foam metering machine gives better control and its cost is easily amortized where a large volume of foam is Balsa is available in three nominal densities: 6, 11, and used. Spray equipment may be used to apply foam to a 15-1/2 lbs/ft3. In practice (on Navy contracts) end grain surface. Polyurethane, in densities from 1-1/2 lbs/ft3 to 3 balsa is running approximately 8#/ft3. Cost for end grain lbs/ft3 is widely used for foamed-in-place or block flotation panels varies from $1.20 to $1.35/lb for 1/2" and 1" material. 6 to 8 lb/ft3 polyurethane is more suitable for thickness respectively. Contourkore runs from $.86 to structural applications. This material is used in all girders, $1.0711b. for the same thicknesses. Compressive strength bulkheads, and flats below the waterline on U.S. Navy and face bond strength are exceptionally high. Compressive fiberglass craft. Above the waterline end grain balsa is used. strength, for example, runs approximately 1500 psi compared to 150 psi for polyurethane of approximately the 6-8# polyurethane has adequate strength for most same density. structural applications, though compared to end grain balsa, for example, sheer, compressive, and core bond strengths Rot resistance of end grain balsa still concerns the Navy are relatively low. Core bonds in tension give approximately to the extent that the material is not used below the 100 psi for 6-8# polyurethane compared to 400 psi for end waterline. To this author's knowledge, however, there is no grain balsa. Resilience of PVC is far superior to poly- known instance of balsa core deterioration to support this urethane which tends to crush under impact loads. Poly- limitation. urethane does not deteriorate with age and has a very low water pickup. Polyurethane is not normally fire resistant In designing panels with balsa cores, consideration must but self extinguishing polyurethanes are available. Poly- be given to the relatively low sheer strength along the grain. urethane does not have adverse creep characteristics and is not attacked by styrene. The high compressive strength of end grain balsa contributes to a high impact resistance, though this material Any rigid foam which is not a thermoplastic, such as lacks the resilience of PVC. polyurethane, will present certain difficulties in forming to a curved surface. Pressure must be applied and maintained The use of end grain panels glued edge to edge is feasible core mold. In case during cure when the is for flat layups where forming of the core .is not required. over of the core-mold system, where Even here though, pressure is required to assure good wooden forms, it will hold its shape on the forms when the bonding where the core is pressed into a wet laminate. nails are removed after the glue between the planks is Where the face is laid up on the core, pressure is not cured. required. Experience has indicated that a ply of mat in the core faying surface is vital to a good bond (for all core CCA-Cellular cellulose acetate (CCA) is very similar to materials). End grain surfaces should be precoated with polyurethane. It is available in 6-8# density at approximate- resin to prevent excessive absorption of resin by the balsa ly $1.30/lb. CCA is available only from Aircraft Specialties during layup of the faces. Where curved surfaces are to be Co., Inc. of Hicksville, New York, under the lmdane cored, Contourkore is most applicable. Contourkore con- "Strux". CCA is somewhat more brittle than po yu eth sists of a blanket of small, square, end grain balsa blocks Originally CCA was used for all structural applications in held together by a light scrimm cloth over one face. Navy fiberglass craft. It has been completely replaced today Contourkore is available in thicknesses of 1/4" to l" in by polyurethane and end grain balsa. K. B. Spaulding, Jr. 389

1/8" increments. This material is extremely flexible and Five-pound Airex is available in sheets approximately will easily conform to compound curvature. Pressure is not 48'' x 110 in thicknesses from 3/8" to 1" by 1/8" required. Gaps between core blocks are generally not filled increments. Cost is in the order of $3.25/1b depending on with resin, resulting in a small reduction in panel strength the thickness. and introducing the possibility of water penetration. Contourkore has proven to be a relatively inexpensive, high Airex sheets are heated to between 112 °F and 148°F in strength, core material which is easily fabricated in areas of an oven for forming. A hot air oven is preferred since complex curvature. exposure to direct heat may decompose the foam. Infrared lamps may be used for thin sheets. Since there is some tendency for styrene to attack Airex a hot coat of polyester Polyvinyl Chloride. — As noted in the previous section is applied and allowed to cure before layup of the faces. on construction experience, PVC has been extensively used in the construction of craft to 77 ft. in length, though use Airex may be cut with hand shears. Mechanical shears in larger craft in the U.S. has been limited to one 37 ft. tend to compress the edges which must be heated to restore trimaran. PVC is available in the U.S. and Canada from at them to full thickness. Plastic type hand and circular saws least three different manufacturers. The following may be used. Conventional drills are not effective, but applies to "Airex" rigid PVC foam, discussion a product of rotating tube types may be used. the Swiss firm Airex, Ltd. Airex, in the 5#/ft3 density, was used for all PVC craft constructed for the Royal Nether- It is noted that the resiliency of PVC appears to make it lands Navy. Other PVC foams available are similar but will particularly suitable to applications where vibration or differ considerably with respect to certain properties. fatigue are critical.

Airex is a rigid, unicellular, PVC, available in densities of Honeycomb. — There are many honeycomb type core 3 and 5#/ft 3 . Its outstanding advantages are its thermo- materials on the market. Materials include paper, cotton plastic nature which allows it to be heat fonned to areas of cloth, fiberglass, and aluminum. Honeycomb cores have complex curvature, and its exceptional resilience, or been used very successfully in the aircraft industry. They toughness. It can be compressed to one half its thickness or offer a very high strength weight ratio. bent 1800 (in 3/4" thickness) and will return to its original form within a few hours. Disadvantages are its relatively Applications to date, in marine use have been low compressive and sheer strengths and susceptibility to particularly unsuccessful. A major problem is the large cell creep at elevated temperatures. size. Water penetration is difficult to prevent and it is virtually impossible to remove water from a honeycomb hull core. Reduced face bond area is also critical. Adequate The thermoplastic nature of Airex is not necessarily a face bonds are achieved in aircraft parts with heat and handicap. Design must simply account for the materiars pressure. Marine work has not justified the cost of these actual properties. Traditional ship design assumes extreme sophisticated methods, and quality of bonding has suffered hydrostatic loads and designs statically for what is, in accordingly. Honeycomb has also proven inadequate for the reality, a dynamic load. With Airex, panels would con- high local impact loads experienced in marine applications. tinually deform to failure under the extreme load were it Local crushing occurs since honeycomb generally has poor actually static. As these loads are dynamic, the panel simply resilience. deforms and recovers, ultimately giving greater resistance to dynamic loads than less resilient foams which have higher FiberglasslCore Combinations. static stress limits. In other words, Airex panels must be designed for an actual static load and an extreme dynamic Consideration of certain basic requirements of a load. Data is available which shows stress limits for static sandwich structure suggests possible improvements over the loading at varying temperatures. For example, 5#/ft3 use of core material alone. There is a need to provide a high ° F, gives a 60 psi compressive yield strength Airex, at 68 strength connection between the two faces. This when loaded for 5 minutes, and 47 psi when loaded for 14 c,onnection would minimize the tendency of the faces to days. At 104°F compressive yield is 29 psi for five minutes, separate under various loading conditions. It would allow 13 psi for 14 days. fasteners and connections to one face only and it would 390 CONFERENCE ON FISHING VESSEL CONSTRUCTION MATERIALS carry panel sheer and compressive loads. With sufficiently Wrapped Core. - This method is described in the flexible connections, panel resiliency and impact resistance construction experience section of this paper, as applied to would be increased. Several core systems have been 52' and 71` hulls by the Martin Weir Co. developed utilizing fiberglass sheer webs between the faces. Cost, weight saving, and possible quality control problems Unit Core. - This system is described under would govern in selection of a system of this type. construction experience as applied to a minesweeper midship section in the United Kingdom.

Unicor. - Unicor (registered trademark of Unicor, Inc., DESIGN Paramount, California) is a blanket type core material formed by stitching two layers of glass cloth together over The general approach to design of a sandwich hull is and between strips of polyurethane foam. Several styles are identical to that for a single skin hull. Design criteria are available, the most commonly used in boat construction chosen and panel loads determined. Reference 16 outlines being designated style 5000. Style 5000 has rectangular this process for U.S. Navy minesweeper designs. Design of foam strips. Style 3000 uses triangular foam strips and is the cored panels themselves is a more complicated process laid up in two sections, one section forming each face of than design of single skin panels. For detail methods of the sandwich and one half the thickness of the sheer webs. sandwich panel design the reader is referred to several Unicor is available in thicknesses from 1/4" to 2". sources: Reference 8, pages 6-180 to 6-191 provides a good Thicknesses up to 6" are available on special order. Density general discussion of sandwich panel design. References 7 of polyurethane core strips may be varied or PVC may be and 12 provide a method of designing for balsa cored used. panels. Reference 16 provides results of a weight and cost analysis of sandwich vs. single skin construction. Reference 20 provides a comprehensive discussion of sandwich design Hull fabrication is accomplished in female molds with with particular application to PVC cores. vacuum bag and heat cure. The entire hull shell is molded in one operation. The outer skin laminate of cloth, mat, or Careful attention must be given to joint design to woven roving, is laid up with resin sprayed on each ply. eliminate face peeling and core crushing. A common failure Then the Unicor is applied followed by the inner skin. The in sandwich designs is the application of loads to a single layup is then vacuum bagged and heat cured for two hours. face of a laminate which exceed the strength of the core A typical cost/ft2 for Unicor is $.87 for style 5000 with bond or core. 1/2" x 2" foam strips. It is suggested that careful consideration be given to all As noted in the construction experience section of this of the items listed under "Critical Characteristics" in the paper, nearly 500 craft up to 35 ft. in length have been design process. fabricated with Unicor. Hull weight savings to 30 per cent are claimed and hulls of this material are proving to be ACKNOWLEDGEMENTS with single skin hulls. The economically competitive The author wishes to acknowledge the contributions of requirements of this process for a mold, vacuum system, the following persons, whose assistance made preparation and curing oven would seem to restrict its use to fairly high of this paper possible. production hulls. Mr. Boughton Cobb, Jr., Owens Coming Fiberglass Hitcore. - Hitcore (registered trademark of H. I. Corporation, New York. Thompson Co.) is a material similar to Unicor but Inc., Paramount, California. manufactured by a different process. The two faces and Mr. Luke Corzine, Unicor, sheer webs are actually woven integrally by special looms to provide a one piece fabric with two faces and diagonal sheer Mr. R. Della Rocca, Gibbs & Cox, Inc., New York. webs into which triangular foam strips may be inserted. Mr. A. C. Dunlop, S.A. Bonded Fiberglass, Cape Town, Examples of hull construction with this material are not South Africa. known to this author. K. B. Spaulding, Jr. 391

Mr. Thomas J. Johannsen, Chemacryl Plastics, Ltd., 7. "Designing Sandwich Panels with Certified ICilndried Bel- Toronto, Canada. cobalsa Cores", Data Sheet no. 35, Balsa Ecuador Lumber Corp., New York. Mr. Knute D. Lee, Plyfoam, Inc., Hauppage, New York. 8. Gibbs & Cox, Inc., "Marine Design Manual for Fiberglass Reinforced Plastics", McGraw Hill Company, Inc., New York, 1960. Mr. Robert S. Levine, Balsa Ecuador Lumber Corp., New 9. "Handbook of Plyfoam Construction", Plyfoam, Inc., York. Hauppage, New York. 10. Henton, D., "Glass Reinforced Plastics as a Shipbuilding Mr. M. Magome, Yamaha Hatsudoki Co., Japan. Material", Marine Systems Magazine (United Kingdom). 11. Kolling, J., "Experiences With a Boat from Glass Fiber Mr. P. A. Silvia, Naval Engineering, U.S. Coast Guard Polyester Resin - During Construction and After Four Years Headquarters, Washington, D.C. Operation", Schiffbautechnik, Volume 15, No. 5, 1965, pages 253-255. 12. Lippay, Alex, "Design Considerations for Fiberglass Sand- Mr. Martin Weir, Martin Weir Company, Inc., Chula wich with End Grain Balsa Core", Boat Construction and Vista, California. Maintenance, November, 1965. 13. Mark, Richard, "Balsa Cores for Reinforced Plastics Struc- Mr. H. J. Wimmers, Bureau of Naval Construction, The tures", Modern Plastics, May, 1956. Hague, Netherlands. 14. Phelps, M. E., and Schultz, L.N., "Construction of Prototype Plastic Motor Surf Boat", Puget Sound Naval Shipyard Materials Laboratory Report no. P-356-1, July, 1957. 15. Report of Committee 8e on Synthetic Materials, Interna- tional Ship Structures Congress, July, 1964, issued by Ship Structures Laboratory, Delft, the Nethedands. REFERENCES 16. Spaulding, K. B. Jr., and Della Rocca, R.J., "Fiberglass Reinforced Plastics Minesweepers", Transactions, SNAME' 1965. 1. "Balsa Core Used in 50' Fiberglass Yacht", Boat Construc- tion and Maintenance, June, 1965. 17. Spaulding, K. B. Jr., "Fiberglass Boats in Naval Service", Naval Engineers Journal, April, 1966. 2. Brandt, K., "Technical and Economic Criteria of Glass Fibre Reinforced Plastic Sandwich Construction in Boat Building", 18. Spaulding, K. B. Jr., "A History of the Construction of Plastverarbeiter, nos. 4 & 5, 1963. Fiberglass Boats for the Navy", Bureau of Ships Journal, March, 1966. et Construction de 3. Bussemaker, O., and Taal, Leo, "Etude 19. Spauldhig, K.B. Jr., and Silvia, P.A., "Design and Construc- Royale Neelandaise", Bateaux en Plastique par la Marine tion of Fiberglass Boats from 60 to 120 ft. in Length, an Insustrie des Plastiques Modernes, May, 1962. International Survey", paper presented at the 22nd annual 4. Cheetham, M.A., 'Naval Applications of Reinforced Plas- meeting of the Reinforced Plastics Division of the Society of tics", paper presented at symposium, July 1967, of the the Plastics Industry, Inc., February, 1967. British Plastics Institute. 20. Taal, L., and Algra, E.A.H., "The Use of Rigid PVC Foam 5. Della Rocca, Ralph J., "Fiberglass Reinforced Plastic 110 ft. Cores for Sandwich Construction with Particular Reference Trawler", paper presented at the third FAO Technical to Marine Structures", Paper read at Reinforced Plastic Meeting on Fishing Boats, Goteborg, Sweden, October, 1965. Group Conference on Sandwich Construction, 28 November, 1963, the Netherlands. 6. "Design Applications for Balsa Cores", The Boating Industry, January, 1968. 21. "Unsinkable Twin Hull", Modern Plastics, March, 1966. 392 CONFERENCE ON FISHING VESSEL CONSTRUCTION MATERIALS

-■■■• - \ Intwomp•

rss i

Figure 1. Core-mould system - 40-foot and 33-foot navy personnel boat hulls under construction on male forms.

Figure 2. Core-mould system - 26-foot motor surf boat, female forms. K. B. Spaulding, Jr. 393

Figure 3. Core-mould system. Layup of outer skin on 33-foot navy personnel boat constructed over male forms.

THE NE THERLANDS 77FT PILOT BOAT COMM, II 01W. YILUR mar,

III %Melt à s.rve • MS« »am Mu« 111AT I 00•110011 IN 111.11.10.n■ • 1.1. • MON Mlle meet

Figure 4. 394 CONFERENCE ON FISHING VESSEL CONSTRUCTION MATERIALS

Figure 5. Slat mould for 77-foot pilot boat. Courtesy Royal Netherlands Navy.

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1 Figure 6. Slat deck mould for 77-foot pilot boat. Courtesy Royal Ncthcrlands Navy. K. B. Spaulding, Jr. 395

Figure 7. Completed hull core on slat mould, 77-foot pilot boat. Courtesy Royal Netherlands Navy.

4 1111111».. armarraurelli Figure 8. Completed deck core - 77-foot pilot boat. Courtesy Royal Netherlands Navy. 396 CONFFRFNCF ON FISHING VFSSI-:L CONSTRUCTION MATERIALS

RtPUlLIC OF SOUTH AFRICA ^67FT. TRAMLEA h^^L^M.OYfTM ^ Ô^MhIbR'OIM^I

Figure 9.

Figure 10. Male mould for 67-foot trawler. Courtesy S.A. Bonded Fiberglass, Cape Town. K. B. Spaulding, Jr. 397

Figure IL Inversion of 67-foot trawler hull. Courtesy S.A. Bonded Fiberglass, Cape Town.

Figure 12. Layup of inner skin - 67-foot trawler. Courtesy S.A. Bonded Fiberglass, Cape Town. CONFERENCE ON FISHING V ESSEL CONSTRUCTION MATERIALS

Figure 13. 67-foot PVC cored trawler. Courtesy S.A. Bonded Fiberglass, Cape Town. K. B. Spaulding, Jr. 399

Figure 15. 54-foot tuna catcher. Courtesy Yamaha Hatsudold Co. Japan.

FRANCE 60F1 RIVER LAUNCH ocuirter 1100 ■ 11711 III 0.1•071100 REIJI00 Le« MOIMIAMPle IMLII• ZOU•11011 ll0011101 00ItP.

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Figure 17. 60-foot river launch - core fabrication. Courtesy Societe Des Chantiers Reunis Loire Normandie, France, and Balsa Ecuador Lumber Corp., N.Y.

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Figure 18. River launch, France - completed hull core. Courtesy Societe Des Chantiers Reunis Loire Normandie, France, and Balsa Ecuador Lumber Corp., N.Y. K. B. Spaulding, Jr. 401

Figure 19. 57-foot XMSB-23. Honeycomb core on male mould.

UNITED STATU 71 FT. POWER CRUISER Goo 88888 MOW« • MORI, • A • IMITNO MIR CO

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sas 1117•ICTUM MORI, MM. • IV 11 MOM IMC Cent • ur • 4" 3 41 . MTN • 'TIMM MOM. Rail« MAP la• ISM •ND •• (V U IM0•140 LOMI.. ROSI a•um's ON IV. CaTIMM .4" 11.0l MO 14 014 310' Ca 4 Or X 4. 111 WITT. 1411•11•4108 MUM 110Vall IMP Pt/1114CM MO 80 NOTINI 11•114•04 4111 ." SI« MD 04 OW 3 L.'.

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Figure 20. 402 CONFERENCE ON FISHING VESSEL CONSTRUCTION MATERIALS

Figure 21. 71-foot power cruiser — United States — wrapping machine. Courtesy Martin Weir Co., Inc., Chula Vista,

Figure 22. 71-foot power cruiser — United States core fabrication. Courtesy Martin Weir Co., Inc., Chula Vista, Cal.

K. B. Spaulding, Jr. 403

TABLE A 110 FT. TRAWLER. DESIGNS— COMPARATIVE DATA COURTESY RADELLA ROCCA , OIBBS El COX, INC. FROM REFEREN5P ...... FRP FRP WOOD STEEL SINGLE SKIN SANDWICH WT./FT. AMIDSHIPS— LBS. 1500 1510 700 770 HOLD AREA INSIDE SHEATHING — F Tie 200 220 230 234

MAX. HULL STRESS-LBS/INt 170 2190 800 810 SAFETY FAOTOR ON ULTIMATE STRENGTH 38 27 21 21 HULL STRUCTURAL WT.-TON. 120 130 71 75

LIGHT SHIP WT. — TON S 232 233 168 as

MATERIAL COST/TON- 1 250 200 880 1240

HULL MATERIAL COST- 1 38,300 32,960 79,100 117,700

H ULL. LABOR CO 117 — 1 88,500 62,800 30,800 44,800

MOLD COST— 8 85,000 60,000

TOTAL COST—ONE BOAT 319,700 3 22x00 394,700 439,800 TOTAL COST—EACH BOAT IN LOT OF 5 290,500 289,300 304,500 365,500

Figure 23.

UNITED STATES 110 FT. TRPWLER 101$1001 OMNI COUNTM N.J. OKLA ROOON, We a CON, C.

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LA1111110E1 JILTERMATE Pull 0, IV! 1*. MAT AND 14-V OL KN. WINN .00 . CORI: - 8 LIM. DENSIT( ?LAN« 0. 11.00. POLYUNETHANK .711' OUT11000 CT NIEL OMAN OM 111'

Figure 24. CONFERENCE ON FISHING VESSEL CONSTRUCTION MATERIALS 404

Session 5

SYMPOSIUM DISCUSSION

Professor Benford: "To get the ball rolling, I think I will ask each of you gentlemen if you would be frank enough to admit to the weak points in the material that you advocate. I realize that some of you do not pretend to be advocates of any given material, but if Mr. Brandlmayr for example would represent plywood, and so forth, I would appreciate it. Let's go down the line and admit what shortcomings may be in your material and what particular combination of circumstances you would recommend against using it. I hope none of you will get fired as a result of this. Mr. Elder, do you want to start? "

Mr. Elder: "First of all, I am very hot under the collar at your questions. I think steel perhaps is the established material in the larger vessels at least. " Professor Benford: "Would you admit it corrodes? "Mr. Elder: "Yes, there is a corrosion problem. However, with sandblasting techniques and inorganic zinc silicates, I don't think the problem exists to the extent that it did previously. The steel cnmpanies might well supply the shipbuilder with a pre-blasted steel complete with primer coat. This would cut the cost to the shipbuilder and the customer. "Professor Benford then asked Mr. Elder if he would buy a steel rowboat. Mr. Elder said he did not think so. Professor Benford: `7 think there is a lower limit on where you build a steel boat, eh? "Mr. Edler: "I think perhaps below 65 feet as some papers indicate; I think below that it's a big ball game: fiberglass, plywood, wood, and ferro-cement, which seems to have caught the imagination of many. However, over 65 feet I think steel will still offer a very co ►npetitive medium for fishing vessel construction. "

Professor Benford: "Mr. Hines, are you willing to admit to any shortcomings in wood as a fishing boat material? " Mr. Hines: "The only limitation that I can see in respect to wood is that when you get beyond 100 feet it does become difficult to cope with certain problems. They can be handled, but in our particular area, up to 100 feet over-all, only the very new building materials, I think, will conzpete with what we have. "

Professor Benford: "Let's move on to Mr. Brandlmayr. What about plywood? Any ,/lies in the ointment there? "Mr. Brandlmayr: "Well, plywood requires protection from abrasion first. It has to be handled carefully, so as to avoid rot, and you might still be faced with this. It is used in a secondary sense in most boats. I just checked with Mr. Hagenbach, who tells me that even his concrete boats have some plywood in them in the door fronts or similar uses. I think the secondary uses are going to be most important, rather than for the hulls themselves. "

Professor Benford: "Thank you. Mr. Campbell" Mr. Campbell.- "The main thing I think that aluminum has been lacking over the last few years has been an economics professor to explain the financial aspects, because you are dealing with a premium product here. You have one-third the weight of most steels and it is very durable. You put on some bi-metallic fittings, and alumimun, as you know, may appear to be inert; the surface of it is. It is, however, an extremely active metal and when you do make the wrong type of joint, such as with bi-metallic fittings, you can get galvanic corrosion and you've got a real hell-cat on your hands. You have to watch that very carefully.

`Aluminum is strong and we get good welded strengths. You do have to watch fatigue in your engine seatings and at your shaft log. But from a fatigue point of view it's no t too bad. "Professor Benford: "Mr. He feels the need Hagenbach's opening statement was a euphemism for the fact that aluminum is expensive. savings more than offset high material of rational economic analysis to convince owners that the future costs. K. B. Spaulding, Jr. 405

Professor Benford then asked Mr. Hagenbach if he was willing to admit to any possible shortcomings in ferro-cement as a fishing boat material. Mr. Hagenbach: `7 think, with regard to ferro-cement, we have so far not produced a dud, but at this stage we would not build above 70 feet. We have gone ahead very slowly. I would say the material is not suitable for any craft that are not displacement craft. I think we\ score on all other things - durability, maintenance, ease of fabrication, ease of joining, etc. With regard to operational conditions, we have had two craft locked in 18 inches of ice; I see ice especially mentioned here, and a man talked to me yesterday about blue ice, which completely terrified me, but we don't have it in England, so I can't speak on that.

"With regard to production circumstances, of course we don't need skilled labour, and we dont need sophisticated plants. In overseas plants we must have protection from direct sun and we must have an ample supply of water. I can't say much about capital facilities. With regard to owners'prejudices, when we made the first vessels we couldn't give them away. So we have had any amount of skepticism and prejudice, but this Convention has done much to break that down. Not much cost and technical data are available. I am afraid all builders are a bit cagey and everyone disagrees with everyone else. With regard to appearance, if you don't paint them they look revolting. "

Professor Benford: "Thank you very nzuch. That was straightforward and to the point. Mr. Eisenhauer, do you see any possible shortcomings in single skin plastics? "Mr. Eisenhauer: "Well, we can even do planing boats. The material cost is a factor, so that the use of it has to be justified in lower operating and maintenance costs. If 1 were to be an investor having a fishing ship built I wouldn't buy a factory ship built of single skin plastic, because the state of the art hasn't progressed into larger ships yet. I think we need to go step by step. The chopping of ice was mentioned here earlier this week. Perhaps on the lighter sections this might be a factor to consider. I am not even prepared to say it is, but certainly on the heavier sections it would be. Yes, you have to take some preventive measures against ice and abrasion. I suppose those are the major negative points I can think of. "

Professor Benford: 'Mr. Spaulding, how about cored plastics? "Mr. Spaulding: "Well, I think I would group the disadvantages of core into three areas - cost, core property deficiencies, and fabrication problems. The cost is three to ten times higher than a glass resin combination. Balsa will run 80¢to $1.20 per pound. P VC averages $3.25 per pound in eithera three- ora five-pound density. Polyurethane in liquid form goes for about 65¢, but in board form, say 6 to 8 pounds structural quality, about $1.00 per pound. There is no apparent reduction in these costs in the future.

"As for core property deficiencies, we have found that the greatest deficiency is shear strength, that if we went to a laiger craft we simply couldn't achieve the proper panel shear strength without going to some type of shear web. We did a design study on an 86 foot boat, and found that we either had to go to 20-pound polyurethane or use 6-8-pound polyurethane with shear webs. There is a core bond problem; it is probably worse in honeycomb. Its core bonds are good in balsa wood; this is the problem with polyurethane. Polyurethane has a tendency to be somewhat brittle, which aggravates the core bond problem. Compressive strength can be a problem in the area of bolted connections or highly loaded connections. Water penetration, as I mentioned in the case of the honeycombed cored hull, is definitely a problem. Any place where you have voids we have pretty well determined you have got a good chance of getting water, unless the voids are of the type found in unicellular foam.

"Heat distortion is a problem. PVC, which has this tremendous advantage of being formable by heating, also gets fomred sort of unexpectedly. If you have very high operating temperatures - deck temperatures have been recorded up to 158° - P VC deforms. You simply have to design for it; you have to provide sufficient stiffening. 406 CONFERENCE ON FISHING VESSEL CONSTRUCTION MATERIALS

"The other area is the fabrication problem. There is difficulty in joining the edges of core material to give continuity, and that is a real forming problem. PVC is the easiest, you just heat it and shape it. With the others you've got to hold them in place while you cure it, and this is not easy. It often results in core bond deficiencies. Finishing can be something of a problem, mainly in man hours. I think that pretty well covers it."

Professor Benford: "For the next part I am going to ask each of the panel members to ask any of the others an embarrassing question. I would ask you before you ask it, however, to make sure that you identify yourself so that we will have a record of who asked the dirty underhanded questions.

"Let me ask Mr. Hagenbach one. I am curious to know exactly what the difference is between Seacrete and ordinary cement construction. Is it in the method or the materials, or what? "Mr. Hagenbach: "Seacrete is ferro-cement, but not knowing what other people do with their ferro-cement I am perfectly confident, particularly from à 11 that I have read, that there is no other ferro -cement that is Seacrete. iVe use seven different types of reinforcement, all of which are made to our own specifications and requirements. There was a question asked yesterday — yes, we do use additives. It is quite crazy to build a boat on a dry and hot day using the same mix as on a wet and humid day. Remember that we are setting zip licensees in various climatic conditions, and the mix must be varied if you are going to get a proper result in different climatic conditions."

Mr. Eisenhauer: "I would like to toss one back to you, Mr. Chairman, if I may. I notice that all through the last two and a half days reference to the fishing industty part in this has been noticeably lacking. All this new technology has got to be paid for somehow or another, and it's the fish that swims in the water that's going to do iL We are dealing with a low profit industry that makes its return on investment by volume of sales. You, sir, have a very fine paper with a return on investment based on a discounted cash flow, which to most people who are not economists is a lot of hocus pocus, and very difficult to understand. Isn't there a simpler form of return on investment that can be relied on as much as the discounted cash flow method? "

Professor Benford: "I only advocate people taking short cuts after they have fully understood the complicated way of doing it. To try to teach people short cuts before they fiilly understand the fundamentals behind the thing is pretty dangerous."

EDITOR'S NOTE: Professor Benford subsequently provided the following written response to Mr. Eisenhauer's request:

"Pay-out period is a rough measure of merit that is often used by business men for quick judgments about investment proposals. Like any other shortcut procedure, it is often valid but not always. There are several variations applied to this criterion. The most vigorous is shown in Figure 2 of my paper. The simplified version proposed here assumes the following to be trie, or nearly titre: I ) All alternatives have equal lives.

2) Resale values at the end of the useful lives are relatively unimportant, being neither veiy large nor greatly different between the alterizatives.

3) The patterns of incomes and expenses, while not necessarily uniform, are al least reasonably similar for all alternatives.

4) The best alternative before-tax will also be the best alternative after-tax. K. B. Spaulding, Jr. 407 5 j The project is still in the design stage.

Given the above, our variation of the pay-out period becomes simply P ÷ A, in which P is the initial investment and A is the average annual return before tax. The latter amount is the difference between the average annual gross income and the average annual direct costs of operation including any overhead. Depreciation is not considered as a cost in this calculation.

"In applying the pay-out period criterion, we seek that alternative promising the quickest return of the investment, that is, the minimum pay-out period."

"If we make the additional assumption that the boat will last for 15 years, then the pay-out period—as defined here—should be no more than 7 years if the owner is within the 21 percent tax bracket, and no more than 5 years if he is within the 50 percent bracket. Those are the approximate times corresponding to a 10 percent yield on total investment. If the owner wants a 15 percent yield, and is in the 50 percent tax bracket, the corresponding pay-out period becomes roughly 3.5 years."

Continuing the discussion, Professor Benford said: "I would like to encourage those of you who know about boat building costs to emulate Mr. Fraser and publish them. I think that keeping costs as little black book secrets is something ive should abolish. There is nothing to be ashamed of in a good cost estimate. Why keep it secret? If you are an experienced shipyard, and you really know how much it costs to build a boat, why not let people know? You are protecting yourself against another boatyard's underbidding you through ignorance; you are protecting the ignorant boatyard from losing money on a contract; you are protecting the owner from having a boat built at a yard that's losing money. Finally, you are benefiting researchers like myself I would like to encourage the support of research in this area. Again, this benefits everybody. You benefit the owner by giving him a more competitive fish boat. You benefit the shipyard because by accelerating technological innovations, existing boats become obsolete sooner and have to be replaced sooner, so you get to build more boats. If you do this research at educational institutions you have an important secondary benefit in attracting and supporting graduate students, who usually help the professors in that kind of research. I think everyone will agree that the fishing industry does need more bright-eyed people.

"For those of you who are interested in furthering your knowledge in this area of ship economics, we have a lot of literature available at the University of Michigan. I think it's pretty good literature. We do sell it, and I hate to get so commercial here but if you will write to me at the University of Michigan at Ann Arbor, I can send you a list of the available literature.

"1 want to thank all the panel members for their very good work. They are going to stay up here incidentally and field questions from the floor. I also cannot resist the opportunity to compliment and thank the Secretariat who, I think, put on a vely splendidly run show, very carefidly thought out and very carefidly planned. As a token of thanks, gentlemen, I would like to suggest a tille for your Proceedings. I saw a book the other day with a titk that could be modified to suit your purposes. The naine of it would then be 'The Truth about Fish Boat Materials and Other Lies'."

Mr. Pierre Guay, Fisheries Division, Departnzent of hulusby and Commerce, Quebec, asked Mr. Brandbnavr to connu eut on nylon sheeting as a covering material for plywood. Mr. Bratzdhnayr replied: "We have not had enough experience with this on the west coast. Nylon is more flexible and may have some advantages, but cuirently we are using fiberglass."

Mr. Saethre, D.N. V., asked Mr. Hagenbach: "On Norwegian road bridges built in concrete it is fbund that the combination of temperatures below zero, and salt used to remove ice, has 'resulted in serious 408 CONFERENCE ON FISHING VESSEL CONSTRUCTION MATERIALS

erosion of the concrete. Alight similar problems arise fbr ferro-cement boats in a marine atmosphere? " Mr. Hagenbach: "Positively no, sir! We have been doing research in the cyrogenics field, and ive have containers that have withstood temperatures of -160c Centigrade."

Mr. L.L. Watson, of West Sacramento, Cahfornia, said that in the interest of a more complete understanding of the ferro-cement field, he felt obligated to report that five affiliated companies in the United States were producing ferro-cement boats, barges and marine floats by a method quite different from those presented so far. This method, he said, was especially adapted to mass production and utilizes a single surface mould and a modified gunnite system. "No welding of steel is required, and a greater steel content is possible without the attendant penetration problems. Single skin or double skin cored hulls may be produced For example, four men working an eight-hour day have fabricated and launched a pair of 6' X 60' X 3' floats each day, a total production of 36 tons per day. We believe that these techniques will be of significant value to fishing industries of Canada and the world."

Professor Belford made the following statement to the assembly: "Looking to the future, ivhat new materials or processes do you see? For example, steel fibres in plastic or concrete, aluminum - explosion bonded to steel? We have been talking here about technologies that are with us today. I think we ought to be looking to the future too, and considering what possibilities exist "

Mr. Sutherland: "My interest in this is as a civil engineer, and associated with the concrete industry. I think some of the points that have been raised here today and in the last two or three days have been very interesting indeed Sitting down listening this morning I can't help feeling that there is a far greater wealth of knowledge in this room now than I have seen ever before put together for the particular problems that are in mind. Professor Benford asks about the explosive problems, one of which was raised yesterday in the use of wire in plastics. Strange as it may seem, and quite by chance, I have been dealing with the effects of earthquakes on multi-storey concrete buildings and bridges, and I have been intrigued by some of the questions such as one from Det norske Veritas. This has been dealt with fairly well, and I am sure it has been very fully covered in standard concreting techniques through the concrete institutes.

"On the question of explosives, I could just mention that I can provide quite a lot of information if anyone would like it, or I can put you in contact with the people who have been doing research on it. I have been associated with a person who has been exploding various steel shapes, mainly because we haven't got any presses in New Zealand that will bend, or equipment that can produce domed ends for pressure tanks, so that has set a problem, and there is information there." Mr. Sutherland also mentioned the introduction of wire fibres in cement and plastics, which lie said could be done and would probably be applied before long. He continued: "The most interesting thing, I think, which has come out of this, is that every one of us, or most of us, and the industries, are trying to sell or promote their own material. I have a concrete boat, and I think I explained that it has wooden cabin tops, with fiberglass on those; it has an aluminum mast, and my particular interest is to try to see how you can take all of the techniques that you have got here now, and combine them into one common interest, and I think that if nothing else comes out of this conference it will probably be a getting together, but not as a concrete or a fiberglass institute." He spoke of combining all of the materials and using them where they were most applicable, if possible combining them into one form. "Maybe concrete is the proper solution as the ideal core material, with fiberglass."

Professor Benford said there apparently had been a slight misunderstanding. He appreciated what Mr. Sutherland had said about explosion forming, but said he himself was talking about a recent Dupont development in which explosions had been used to force aluminum to bond to steel. A thin layer of aluminum over steel was forced into molecular contact with the steel by explosive techniques. K. B. Spaulding, Jr. 409

Mr. Benford also referred to an experiment in which concrete was poured over a rubber diaphragm, the edges of which were held to the ground. While the concrete was still wet, the diaphragm was inflated to make a beautiful concrete igloo. "I couldn't believe the way the cement stayed on — it didn't slide off. There might conceivably be an application of this to boat forming."

Referring to the Dupont product (an aluminum steel sandwich), Professor Benford said the main application envisaged was to join aluminum deck houses to steel ships.

Mr. J. Rycroft, Department of Fisheries, Ottawa said, "While we are on the subject of new materials, there are panels composed of compacted wood chips now on the market in Canada under various trade names. Would any of the gentlemen on the panel care to comment on the possibilities of this type of material in fishing boat construction?"

Mr. Brandlmayr said he was familiar with such a product, a material produced in Saskatchewan, called aspenite. He said it was stable, lighter than plywood, somewhere in the 20-25 pounds per cubic foot range, and could be used as a core material.

Mr. T. Johannsen, Chemacryl Plastics Ltd., Toronto, asked Mr. Eisenhauer if there was any influence on the taste of fish resulting from an FRP laminate which was not completely cured.

Mr. Eisenhauer: "We have not had any experience with that because any time we line a fish hold it is completely cured before the fish go into it. I know the brewing industly is very conscious of this, and temper their desire for reinforced plastic tanks because they are afraid that perhaps they will not be completely cured out, but I think that reliable laminators with good quality control measures should not line a fish hold that will contain uncured resin."

Mr. D.J. Fraser addressed the following question to Professor Benford and Mr. Eisenhauer: "Steel fishing vessels up to about 120 feet LOA are limited by displacement weight, therefore it is difficult to maintain constant capacity by change of dimension. How would you attempt it in view of the radical changes in the main dimension that woukl be required to meet both stability and free board requirements? "

Professor Benford: "When you can save weight in hull material, you can re-design the boat. You do not need as much displacement as you did before in order to carry the same amount of fish. You start out by making the hull somewhat shorter. That is always the best way to save money. You want to 'hold the volume for the fish, of course, so you probably have to increase the freeboard. This leads to stability problems, so you increase the beam. A shorter, deeper, wider ship is usually much cheaper to build than one of more normal proportions. You do mn into certain things that get perhaps into an intangible area in that the new boat is perhaps less able to maintain speed in a seaway, and here you get into a grey area that is not well defined. However, my main contention is that any time you can save weight in building a boat you can indeed convert it into a smaller boat that will, in essence, do the same job. For such vessels as ore carriers and tankersyou just take on the saving in weight by adding to your deadweight capacity, that is, your cargo canying capacity, but in a fishboat or any other where the availability of what you are to bring back is limited, it is better to redesign the boat to train the functional capability."

Mr. Ullman Ki1gore, Research Engineer, Department of Naval Architecture and Marine Engineering, University of Michigan, provided, in written form, the following addition to the discussion of Professor Benford's remarks on economic criteria in fish boat design:

"These comments pertain to the NPV criterion and to the question of working capital. 410 CONFERENCE ON FISHING VESSEL CONSTRUCTION MATERIALS

"NPV - Its proponents grant that NPV favors the most expensive investments but claim that in case of ample capital and limited opportunities it will lead to the wisest choice. Any such general assertion becomes doubtful at large if shown invalid in a single instance.

"Consider the investor who has $125,000 in ready cash. He is to be allowed one boat, and one only. I The life of each investment is to be 10 years. Of course, lie will invest his entire capital in some combination of productive ventures. He thinks `cost of capital' is 12 percent.

"Under alternative A, he may purchase Boat A for $100,000 and invest $25,000 in 6 -percent, 10-year bonds. Boat A is generously large, but not new, has a second-hand engine, and will start requiring repairs in its second year. A $15,000 overhaul will be necessary in the fifth year. Resale value will be $15,000 in the tenth year. Due to frequent repairs and lost fishing time, operating profit will fluctuate as shown in Table I, where present value is calculated. ( The purpose of calculating PV at 20% is to obtain the actual yield by interpolation.)

"Boat B is smaller but of top quality. Her cost new is $125,000, but thereafter the owner will be free from repair bills and will never lose a day of fishing. Net operating profit will be steadily $26,500 each year, and at the end of 10 years Boat B will have a resale value of $35,000. Her present values (at 12% and 20%) are shown in Table II.

"At 12 percent, Investment Plan B has a NPV of $35,988, while A is worth only $34,844, so that if 18.5 percent on his the investor has faith in the NPV criterion he will choose B - and thereby make $125,000 when he could have made 19.1 percent by Investment Plan A.

$170,000

160,000

150,000

140,000 A

130,000

120,000 B

110,000

14 16 18 20 INTEREST RATE (PERCENT) K. B. Spaulding, Jr. 411

"Working Capital - Whether or not required working capital can be or should be ignored by engineering analysts, they in fact do usually ignore it. Leaving this consideration up to the final decision-maker may be proper, but I believe the professional obligation of the engineering economist is to call attention to the effect of required working capital where it clearly is a decisive factor. Instances are hard to find in comparison of fishing boats, where usually no inventory, no accounts receivable, and very little cash are required. Any lag between time of recurring outgo for labor, materials, or maintenance and of income from catch produces a need for working capital. For example, evaluation of a factory ship operation, where the pack must be sold after landing and after payment of all trip expenses would not be complete until required working capital had been accounted for.

Table I

Present value of Investment A where boat costs $100,000 and $25,000 is invested in 6-percent, 10-year bonds. Major overhaul in 5th year. Boat sold for $15,000, and bonds cashed, in 10th year.

Dollar figures are in thousands.

Note: Gross in year 10 includes catch plus proceeds of boat and bonds.

Yr Gross. Exp. Op. Bond Tot. PWF12 PV12 PWF20 PV20 Net Int. Inc.

1 50 $ 20 $ 30 $ 1.5 $ 31.5 .8929 $ 28.126 .8333 $ 26.249 2 50 21 29 1.5 30.5 .7972 24.315 .6944 21.179 3 48 24 24 1.5 25.5 .7118 18.151 .5787 17.757 4 48 25 23 1.5 24.5 .6355 15.570 .4823 11.816 5 46 37 9 1.5 10.5 .5674 5.958 .4019 4.220 6 50 20 30 1.5 31.5 .5066 15.958 .3349 10.549 7 50 21 29 1.5 30.5 .4523 13.795 .2791 8.513 8 48 24 24 1.5 25.5 .4039 10.299 .2326 5.931 9 48 25 23 1.5 24.5 .3606 8.835 .1938 4.748 10 85 28 57 1.5 58.5 .3220 18.837 .1615 9.448 Present Value (12%) $159.844

Present Value (20%) $ 120.410 By interpolation, actual yield on investment is 19.1 percent.

Table II

Present value of Investment B. Boat costs $125,000, resale for $35,000 in 10 years. Operating net profit steady at $26,500 per year.

12%: CR=.I770 ; Pty=.3220 20% : CR =.2385 ; PW =.1615

PV at 12%= 26,500/.1770 +(35,000) (.3220) = $160.988 (Thousands of S) PV at 20%=25,500/.2385 +(35,000) (.1615) =$116.764

Interpolated yield: 18.5%

Mr. Hans F. Muhlert, student in the Department of Naval Architecture and Marine Engineering at the University of Michigan, provided the following written comments on Mr. Hagenbach's paper on ferro-cement boats:

My principal criticism of this paper, indeed of most papers on ferro-cement that I have encountered, is the lack of quantitative inforrnation. I cannot help but believe that, until the properties of ferro-cement are accurately determined, and until rational analysis and synthesis methods are discovered or devised, the 412 CONFERENCE ON FISHING VESSEL CONSTRUCTION MATERIALS

design of ferro-cement structures will be a haphazard and approximate undertaking. We must begin to express our knowledge in terms of numbers.

The results of a lack of understanding of titis particular material are clear. Structures designed by "experience" or "eyeball" are in danger of being either underdesigned and unsafe, or overdesigned and wastefill of manpower and materials. In either case, a poor investment is the result. Therefore, I suggest the following approach (figure 1):

First, the material properties of the components are to be determined. In titis case these ivould be the mortar, the wire mesh, the rods, etc.

Then a rational method of synthesizing these components and of analysing any given composition should be either adapted from existing technology or devised from scratch.

Having done the foregoing, one is in a position to design the structure. Then a feasibility study can be conducted and ultimately the structure can be fabricated.

It is my belief that all too often the foregoing flow diagram (figure I ) is, in effect, entered somewhere in the middle rather than at the top, or that the steps are not taken in order.

For the first step, the following values were obtained from tests at The University of Michigan by N. Jergovich, J. Coleman, and myself:

The second step involves a rational analysis and synthesis technique of the composition. The following technique is one that I am currently investigating: Two basic assumptions are made: I ) ferro-cement is a non-homogeneous material 2) standard reinforced concrete techniques are applicable

"Proceeding on these assumptions the cross section of ferro-cement m' ember is studied in detail. rie neutral axis is found by assuming that the mortar is only effective in compression and by taking into account the exact location and amount of steel Then, assuming strains are equal in the mortar and steel at a given distance from the neutral axis, the stress can be found at any distance from the neutral axis both in the mortar and in the steel.

"Using this method, I predicted the stress for failure for a number of ferro-cement specimens to be that stress at which the outer steel fibers would fail in tension. Keeping in mind that the ultimate tensile stress of the wire mesh is 107,000 psi please observe figure 3 showing the results of three bending tests.

"With this technique the structural design can be approached I feel that in this area much can be learned from fiberglass construction techniques, for ferro-cement is very similar to fiberglass. Both consist of a network of fibers held together and made impervious to water with an adhesive.

"The last two steps follow in order, and there à no need to elaborate on them except to emphasize, as Mr. Hagenbach has, that all costs, including labor and overhead, should be accounted for in the feasibility study. Also the study should encompass the life of the vessel, not just its construction.

"In conclusion, I want to say that I respect the time and effort that Mr. Hagenbach has put into this interesting paper, and that I acknowledge his authority on this subject, stemming from his extensive practical experience, which I, unfortunately, cannot claim to have." K. B. Spaulding, Jr. 413

MATERIAL PROPERTIES OF COMPONENTS DETERMINE MATERIAL PROPERTIES OF COMPONENTS Mortar Composition used: cement 16.5 lbs pozzolan 4.5 lbs sand 30.0 lbs water 3500.0 cc PRODUCE RATIONAL ANALYSIS AND SYNTHESIS TECHNIQUES OF COMPOSITION Ultimate compressive stress: = 4,760 psi (after 7 days)

Steel Rod Reinforcing 114 in. hot rolled steel rods (no deformations): DESIGN STRUCTURE Yield stress: a = 39,800 psi Ultimate tensile stress: a = 62,600 psi • 3116 in. cold rolled steel rods (no deformations): Ultimate tensile stress: STUDY FEASIBIL ITY a = 90,800 psi

Wire Mesh 19 gage 112 in. x 112 in. galvanized hardware cloth: Yield stress: a = 91,800 psi Ultimate tensile stress: BUILD STRUCTURE a = 107,000 psi

Figure 2 FIGURE I CONFERENCE ON FISHING VESSEL CONSTRUCTION MATERIALS 414

,_()lx (: i/$ql ) a38Id 3W381X3 1tJ 1331S NI SS3a1S 3-1ISN31 General Remarks on Conference

by Jan-Olof Traung

Mr. Traung: "I had the first word, and I almost think it's strong. When somebody was complaining about the fact a shame that I should have the last word. What we are all that nobody had been tallçing during this meeting about the aiming at is what Professor Benford called 'profitability', or use of hides over wooden frames like the Eskimo uses, I what I try to call 'effectiveness'. Both words mean naturally came to think about one very simple way of finding out that the fishing vessels would make more money and that local stresses, at least on a model scale, in a fishing boat. I the crews would also malce more money. think about a method which was used by a colleague of mine, Dr. Schârfe, one of the world's best experts on how "One of the problems with the industry now is that not to design an efficient trawl. He took in various places of the too much money is being made, at least not by the fishing trawl and made small loops of very soft copper threads, and vessel owners, because the problem which we faced when when that trawl had been working in the water he studied we tried to prove, Mr. Gulbrandsen and I, that the great the elongation of the copper wire and he found that the influence of the cost of material was how little profit really stresses in the trawl were at completely different places was made on these fishing vessels. than the trawl makers had thought.

"We have made an average of statistics given by Mr. John "Perhaps if somebody made a small kyak, not covered Proskie, of the Department of Fisheries of Canada, and we with hides but with, say, some elastic nylon sheets, and put found that out of 102 vessels the amount paid for taxes and up similar small loops of copper wire, he could make a first interest was only three per cent of the total expenditure for attempt to see where the stresses were in a boat working in those vessels. In other words, if they first paid interest and a seaway. then on top of that paid taxes and the total was three per cent, there is really no tax problem in the fishing industry. "That brings me to the point and the suggestion I want to make, which is why I am really standing here, that it is "The whole problem of the economy in the fishing time that somebody sponsored the instrumentation of a industry is no doubt extremely important, and I do realize couple of fishing vessels by strain gauges so we really could that the economic language we used in our paper was see if the stresses are where we think. I would suggest, for perhaps not the proper one. I must also admit that I did not example, a hig,h liner on the west coast and another high submit the paper for screening by the FAO Economics and liner on the east coast. It would carry out tests for a year or Products Division, which might have had several things to so. I understand this doesn't have to be too complicated if add both with regard to the economics of the paper and my it is organized the right way. The captain could switch on lack of favouring one or the other material for the lining of the system when he is meeting severe weather and he could the fish hold. The point I am trying to make, however, is then measure both what is happening in the shell plating that FAO is contemplating next year, or the year after and measure the waves themselves, and it could then all be next, a rather large Conference on the whole problem of analysed by the help of tape readers, computers, etc., at investment in the fishing industry, and you can take my some Department of Naval Architecture. I guess such a test word for it, that one man who is going to be approached to has to be done with a vessel built of material like steel, and try to put across the naval architects' views on economics it should be done by a hard driving skipper so that you are will be Professor Benford. really seeing the forces which are happening.

"I think another thing has gone through this meeting "We have heard a lot about ferro-concrete during this which has gone through meetings before concerning fishing meeting, and it is obvious that the ferro-concrete builders vessels, and that is that they all talk about how strong today, in order to be on the safe side, are perhaps building vessels we want to have but nobody knows really hol,v heavier than necessary. I think those people, even if the I 416 . CONFERENCE ON FISHING VESSEL CONSTRUCTION MATERIALS

other tests were made on steel vessels, could learn quite a and it can bring in foreign currency, and if you can lot from such tests. Also, classification societies like Det introduce ferro-concrete, it is one way of helping these norske Veritas could learn a lot, because as far as I people a bit more quickly. understand the present investigations they are doing are just in static conditions, and not even considering the pressures "The reason why we are not interested in polyester is — the over-pressures and the under-pressures which do the difficulty in curing it and keeping it under hot happen when a fishing vessel travels along at a speed length conditions, and keeping temperatures during manufacture ratio of 1.0 and more, and where rather large stresses are within the prescribed limits. happening along the hull. "A last word. People talk a lot here pbout mass "I hate to come to back to profitability, but I still think production. We are a couple of old fashioned naval crew costs are very high in the fishing operations carried a rchitects here who have seen such tremendous out not only in Canada but in most countries. The average developments in the fishing industry during the last ten or expenditure for the crew cost of the 102 Proskie vessels twenty years that we cannot imagine that we can stop here was not less than 38 per cent. I believe the average crew of and standardize and start thinking of building 25 or 50 these vessels was something like 3.8. You do realize that if from the same mould. We still believe there is lots of room you can cut out one phase of four you can cut out one for improvement, and therefore the argument that a certain crew member, and you would reduce the total expenditure material is better from the mass production point of view, I by nine per cent. That speaks very highly for those men in don't think is an argument in favour of that material in the Canada who conceived the idea of organizing a Conference fishing vessel field. It might be in the pleasure boat field on Automation and Mechanization in the fishing industry . I where the consumption of units build it much larger. think we can expect very important results from such a Congress. "The Canadian gove rnment has been too good to the world in organizing this Congress. Being a kind of Robin "Some people here have spoken about the future. May I Hood trying to pick the brains of several people in order to say a few words about the future as we see it from FAO in tell it to poor people in developing countries, I have one the choice of materials. We naturally deal with developing plea. Could the Canadian government please try to sponsor countries, and there is a reason why we, for example, are some full scale measurement of hard working fishing now building a ferro-concrete fishing boat in Thailand and vessels, that would be of interest to the whole world? are trying to interest the government of Thailand to take up Could the Canadian , government also help Mr. Gosse to such construction. In a country where they have the best build that concrete boat to run up in Labrador? Then they boat building material in wood in the whole world, would also provide the world with another big service. Bangkok teak, it is natural that Bangkok teak is hard currency and sand is not. That goes for all those countries "Without having been asked, and on behalf of all the where we are working; in India, in Thailand, and all those participants, to those who organized this very well run places. There is plenty of excellent wood, much better meeting which I have enjoyed so much, I should like to say, wood than you've got in Canada. But it can be exported 'Thank you'." Chairman's Concluding Remarks

Dr. A.W.H. Needler: "Thank you Mr. Traung. As an old which they can use less expensive equipment. I think that FAO hand myself, I fully appreciate your world-wide view the same thing will happen in the long run in almost all the and its value. I think we have had an interesting other cases. This is just an opinion. Now this Conference. Far be it from me to try to attempt any pre-occupation with these large vessels, and even with what summary of this. I am not a naval architect, I am not even we call a large vessel in Canada, has obscured the fact in a an economist, I am only a biologist turned by lot of people's minds, that far more than half of the dollars circumstances into an administrator, more or less against his from the fishing industry in Canada come from what might will. So I can make no summary. I would like, however, to be called small boats. If you add our west coast salmon indulge the privilege of having the last word and make one fishery to our east coast lobster fishery and to the inshore or two remarks. One of the things that has really impressed cod fishery in Newfoundland, which produces the cheapest me about this conference has been the breadth of the cod landed in North America, and many other inshore discussion. We have discussed many materials, we have fisheries, without even going to medium sized vessels, these discussed impact of materials on many designs. We have produce far more than half of the dollars for the Canadian been interested not only in large but in small vessels, and it fishing industry. If you go to medium sized vessels which has been a very good discussion, I think, which has been are used now in scallop fishing and long lining for swordfish stimulating, and has brought out the complexity of these and a whole lot of other things including herring seining, I problems. It should lead to some additional or faster call these medium sized. Somebody said that 90-feet was a progress as a result of the exchange of ideas. good vessel size and the same speaker a minute later said 100-feet; with this sort of size, you have a still greater "I have one remark I would like to make, especially in proportion of the take. the field of economics. Being only a biologist and not an economist, I can say almost anything I please about "Thus from the biological point of view, from the economics. One of the things that is very obvious to sociological point of view, from the need to support these anybody who looks at the whole Canadian problem and, I fishing populations which certainly influences the direction suggest, who looks at the whole world problem, is that of government support, but mainly from the resource itself there seems to have been quite a pre-occupation among and how it can be harvested in the long run, I would hate to people with the large long distance fishing vessels. It is very predict any time in which the large vessels would in total be dramatic. It is very annoying sometimes for those of us who as important to the Canadian fishing industry as the don't have too many of them. It is also very expensive, and combined small and medium sized vessels. I know that a I think that it is a long way from paying very well. I don't number of my own people disagree with me, but I would think that there are any of these really large trawler advise them to look at the facts. The most valuable industry operations; there may be a very few, but not very many in the United States is the shrimp industry, and it is not a that are making money without very heavy government large fishing vessel industry, it is a medium sized vessel support. This extends all the way from government industry. ownership down to various levels of financial assistance, even to such things as tax privileges and so forth. I think "There has been, actually, no trend away from this in that under these circumstances it is extremely difficult to the world as a whole, and I don't expect it in the future. I make any sound economic appraisal of the performance of personally expect that after some cream skimming has been the long distance large high seas fishing vessels. done by the mother-ship type of operation, such ships will be found unable to compete with the well organized short "One cannot also help observing that those who have systems operation. So I was very glad to see in this been in the long distance fishing the longest among the conference people thinking of all sizes of fishing vessels, really great fishing nations, the Japanese, have apparently from 35 to 40 feet up. I don't want it to be understood been trending away from it and I think this probably has that I think that people shouldn't be considering the been because their long distance operations don't pay. They problems of the large vessels as well. I was very glad to see have been trending towards setting up regional centers from that there was a very broad spectrum considered here. 418 CONFERENCE ON FISHING VESSEL CONSTRUCTION MATERIALS

"Maybe I have usurped my privileges already. I found it have been co-operative and as far as I know patient. Finally a most interesting conference myself. I would like to thank the federal and provincial officers and staff who actually particularly the speakers who have contributed the papers. organized the conference, who have done the pedestrian They are always the major factors in the success of a work, talcing care of the details. We have the Coordinating conference, and I particularly want to thank those who Committee, but I include also all of the staff; those came from a distance and allowed us to pick their brains. I who have really been an essential part of the success. I think that they have been generous, and I hope that they would like to thank all of these very sincerely. have got something in return. We shall certainly try to make a broad return by facilitating as much as we can a broad distribution of the proceedings. "Now, ladies and gentlemen, I think that we can close this conference, and I hope that some of you will come to "I think we need to thank the people responsible for the our next one, which is being tentatively planned for early mechanics, the translators; this is a really tough job, and I 1970 on Automation and Mechanization in the Fishing think it has been done well; the press and the radio who Industry. Thank you very much." Addenda

The two papers which follow were not presented at the Conference but were made available later for publication in the Conference Proceedings. à GRP Fishing Boat Hull Suitable for Arrangement for Multiple Fishing Methods

P. Korner and C. Birkhoff

Naval Architects, Hamburg, West Germany

General Consideratiazs 1. So the task is, by means of adequate standardization of proper designs, to make glass reinforced plastic vessels Due to their favourable characteristics, such as high re- economically acceptable to as many interested persons as sistance against corrosion, light weight, and good work- possible, even to make these vessels comparatively cheaper ability, plastic materials have secured a firm position in by building them in large numbers. naval constructions. The production of the boats is done on a negative Unfortunately, the strength of the original plastic mould. The glass fibres, which for better handling have material as PVC, Polyethylene, Nylon, or Polyester, is been worked into webs or mats, are laid onto this mould insufficient. It has therefore been considered how to give and are soaked with liquid plastic. This plastic is hardened them higher strength by including fibres into these plastics. after some hours and becomes a solid compact mass which Glass has proved to be an efficient fibre material for such then can be taken off the mould. Different thicknesses can purpose. A glass fibre approx. 1/100 mm thickness has a be obtained by using a different amount of glass ftber tensile strength superior to that of steel. If it is embedded matting. in plastic, the building material "glass reinforced plastic" results. This combination reaches the strength of aluminium This procedure, unlike timber or steel construction, is alloys. rather simple and requires no skilled labour. Unfortunately, as already stated, the cost of the mould is rather high, so In boat and ship construction, glass reinforced plastic that only the construction of a large number of boats can has proved very efficient for many years as a material for be justified from an economic point of view. boat hulls, superstructures, doors and stairs of ships, hatch covers, window cases, etc. 2. Details of Use in Fishing Vessel Construction

Boat hulls up to 35 feet in length, when produced in Fishing vessels made of GRP have the following series, are nowadays almost exclusively built of glass advantages against steel or wooden ships: almost no reinforced plastic. For boats over that length, however, it maintenance work on hull and deck, no yearly overhauling often is difficult to get so large a series together that the of the hull, no problems in tropical waters; hull and deck comparatively high cost for the mould is not felt too much are absolutely waterproof, no leakage problems by drying in the price for the single boat. or aging; repair work can be done by semi-skilled workers, such work is easily done even in developing countries as no From a technical point of view there is no difficulty in special machinery is needed. building boats up to 100 feet in length of glass reinforced plastic. In some countries, efforts have been made in this In case of a serial production the price does not exceed direction, which, however, mostly resulted in a very that of a comparable wooden hull, and can even be lower in expensive ship, at any rate more expensive than steel or a larger series. For instance, of the vessel shown in fig. 1- a wood construction. trawler for different trawling methods, of 52 ft in length - 422 CONFERENCE ON FISHING VESSEL CONSTRUCTION MATERIALS

about a hundred would have to be built in order to reach compensated for by the reduced building costs and the the price of a wooden hull. With a greater number, an advantages of the construction material. interesting advantage in price can be achieved. Figure 3 shows a selection of the different outfits as It is, however, unnecessary to have all vessels completely listed above, all for the same hull of glass reinforced plastic alike. Only the hull lines must be maintained. Bulkheads, in serial construction. Hull and deck as well as bulkheads fishhold, superstructures and internal structures can be are in any case made of that material. Moulded into the arranged individually. deck are engine-room — and fishhold-hatch coamings as well as the breakwater. An anti-slip covering is cast onto the But it is rec,ommended to leave the fishhold or fishtank deck. Spots exposed to damage must be provided with unchanged in size and position, since it is then possible to exchangeable wooden gratings. Fuel oil tanks are also made build even this fishhold of GRP. (As a maximum, two of GRP, laminated into the hull. alternative standard versions could be made available.) The hold could be made, like the hull, in one piece, completely waterproof and with a smooth inside surface on top of the The hull presented here can, of course, be adapted to insulation. This insulation is effected by the arrangement of other uses too, such as work boat, tender, hospital boat, or foam plastic between adjacent bulkheads and between shell small coaster. What counts is the further price reduction and lining. All other details can be arranged individually, as due to the larger number of vessels built from the same alieady stated. mould. For instance, the price for one hull including decks, insulated and sheathed fishhold as well as tank bulkheads, 3. The 53' Standard Fishing Boat follow the diagram of fig. 4. This makes it clear which number is needed to begin with, so that the producer can From an investigation into the world requirements of offer a reasonable price. fishing vessels, the boat of 53 ft. L.O.A. resulted as the most frequent type. In this investigation, vessels with This price tendency shows how a proven design built in widely varying catch equipment were considered (see fig. mass production meets the requirements, e.g. of developing 2). countries, since the hull can be adapted to many varied purposes. The antimagnetic characteristics of the hull may From such a basic hull, for instance, the following also be of advantage, for instance for military purposes. entirely different types of fishing vessels, with only slight in hull and superstructure, can be developed: alterations The proposed production of glass reinforced plastic hulls is now far from being intended to deprive smaller shipyards Multi-purpose stemtrawler, 1) of their job. The hull can be delivered to them at a fixed Stemtrawler net drum, 2) with price, e.g., like the main engine, and the low production 3) Double rig shrimp trawler, cost of the large series can be used to achieve a lower price Gill netter with net drum, 4) of the complete vessel, thus enabling the shipyard to make Purse seiner, 5) a more favourable offer, and at the same time facilitating Longliner, 6) the construction projects of shipowners. 7) Troller, 8) Queen crabber. This chance should be given special attention in view of Furthermore, variations are possible in the stowage of the the present tendency which forces shipyards specialised in catch in the hold, such as bulk stowage, shelf stowage with wooden designs to change to steel construction. The GRP ice, RSW tanks, etc. hull is an ideal base for further outfitting in shipyards specialised in wooden ships. But it must be repeated that a Of course, in such an approach optimum characteristics large number of hulls are necessary in order to arrive at a are impossible to obtain, but this disadvantage is more than concentrated production. P. Korner and C. Birkhoff 423

FIG 1 : 52' MULTIPURPOSE TRAWLER

LENGTH O.A 16.00m 52'-6" FISH HOLD 21m'net 740 CB F BEAM 5.00m 16'-5" FUELOIL 4.Ot DEPTH 2.06 m 6'-9" FRESH WATER 1.2 t DRAUGHT AB.B. 1.70m S'-7" MAIN ENGINE 150 TO 300 BHP FIG.2: QUANTITATIVE ANALYSIS OF DELIVERED FISHING [m 3] bfl BOATS AND THEIR FISHHOLD CAPACITIES 1Z 0 5000

130 4500

12— 120 LU 000 w 110 LU b-- 0 10 108 3500

9 90 a. 3000 4 80 7 0 2 500 cl=

60 2000 tr) 50 u. 1500 1-L 7 4

,3(3 1000 i20

.4/ • 13 1,4 1 16 1,7 1,8 2,0 2,1 2,2 21 2A 2,5 2,7 2,8 10 3,1 3? V 3,4 4'5 50 515 6.5 7 10 75 do 85 910 95 160 105 110 LENGTH OVER ALL FIG. 3 OUTFIT SELECTION FOR DIFFERENT FISHING METHODS

',Mai re-1)7 — . cc trANs] co o 2 70.000 E2 o F IG. = MASS PRODUCTION COSTS C.) t- FOR COMPLETED CRP-HULL o LU 60.000 o w OF 55' Fl SHIN G BOAT c..) a.. o - CC CK o_g 50.000 CD L( ) *i2)

0 cc (;) ILJ CC CO o 40.000 W e > gr 0 oz CO

> LU NFE 0 in

30.000 STEEL R E NCE .4, WOOD

■.#11U L 4F .4e --/Ar- ON Ae, A. CIF CANADIAN HARBOUR 20.000 '11% ,C4L sHI ppiN G CO s , eee FIS MANUFAC

»e. HING VE

10.000 CONSTRUCTION LABOR AND MATERIAL SSE L CON

10' 20' 30' 40' 50I 60' ';0 -8T0 910 100 S TR

PRODUKTION [NUMBER OF HULLS] UCTIO N MATERI ALS

Ferro-Cement Fishing Vessels

Leonard Hedges and Edwin Perry, Naval Architects and Civil Engineers, Caringbah, N.S.W., Australia.

A BST R ACT to permit temperature movements; (d) resistance to chemical deterioration due to fish fluids; (e) resistance to The authors discussed the problems associated with the abrasion; (f) cleanliness; (g) considerations of damage to construction of refrigerated fish holds. Mention is made of outer hull. using ferro-cement for fish hold construction in steel vessels. The temperature range — stress relationship is The first three of these items are, to a large extent, examined — bonded foam insulation cores are suggested. interdependent, and the choice of method to cope with The need for high quality finish is indicated. t e mpe r at ure movements will dictate the strength requirements. Ferro-cement is being used more and more for construction of fishing vessels, as is discussed in other Because of the wide range of temperature which can papers presented to the Conference. Mr. Hagenbach has exist in a refrigerated hold, high stresses can be exerted on discussed vessels which Seacrete have produced, but the hold lining if it is rigidly connected to the hull. The ferro-cement vessels are being constructed in other authors have therefore preferred to separate the hold lining countries of the world, including Australia. from the hull structure, except at the hatchway, where continuous construction provides little restriction to the One of the advantages of ferro-cement is that bulkheads, movement with temperature, but ensures complete floors, decks and bulwarks can be built integrally with the watert ightness. hull of the vessel, producing an extremely strong hull structure. Fish tanks within the vessel may also be The hold lining is then designed as a separate box, where constructed using ferro-cement techniques. the loading of fish or brine is partly transferred through the insulating material to the external hull, and partly taken up However, insulated holds or brine tanks do present within the lining medium, in proportion to the relative particular design problems, and the authors put forward the stiffness of the two materials. following brief notes to illustrate how these may be dealt with. Should the hull around the hold be damaged at any time, water migration through the insulating material could For a steel hull, it is very often required that access result in difficult repair problems associated with space be left between the external hull and the internal reinstating the insulation. The insulating material should hold, or that holds be removable, to permit survey and not, therefore, have continuous air passages or joints, along repair. Where the hull is constructed of ferro-cement (with- which water penetration could occur, and should be extremely high corrosion resistance) it is considered that bonded to the hull and hold lining, sufficient to prevent these provisions need not apply, and that the insulating water passage along the interface. material may be fixed directly to the hull surface, with a ferro-cement hold lining built against the inner face of the The insulating material preferred is the closed-cell insulation. polyurethane foam, cast in position against the hull prior to building the hold lining. The foam is then trimmed to the The design criteria for such a hold will be: (a) strength required shape of the hold, coated with a suitable adhesive of hold lining; (b) waterproofness of hold lining; (c) ability and the ferro-cement lining cast against it. II CONFERENCE ON FISHING VESSEL CONSTRUCTION MATERIALS

The remaining three properties (d, e and f) required of more recently, proposals have been prepared for installing the lining are of particular importance in obtaining a lining ferro-cement tanks and lining in existing timber and steel of long life. fishing boats. The alternative materials commonly used are fibre-glass, which does not have particularly good The resistance to abrasion of concrete generally is very abrasive resistance, or stainless steel, which is expensive. good and the ferro-cement lining, because of its high cement content and strength, will perform well in this The installation of tanks in steel or timber boats does respect, provided that the initial surface is trowelled to a require consideration of ventilation and inspection of the smooth, high quality finish. hull, but these particular problems must be catered for whatever lining material is used. This high quality finish is also necessary to ensure the cleanliness of the hold. Ferro-cement, being a non-porous In most cases, the properties of ferro-cement can be used material, will resist impregnation by fish fluids, provided to advantage. that particular attention is put to obtaining a uniform and smooth surface. The accompanying sketch shows a cross-section through a typical trawler refrigerated fish hold, showing the The above design criteria were originally considered in arrangement of the construction elements proposed by the the design of fish holds in ferro-cement vessels. However, authors.

Address to Delegates at Conference Banquet, October 2, 1968

Hon. J. W. Pickersgill, President, Canadian Transport Commission, Mr. Pickersgill (right, Ottawa at microphone) and Dr. A.W.H.Needler, Conference Chairman

Mr. Chairman, Mr. Minister, Deputy Ministers, ladies and gentlemen:

C'est pour moi à la fois un plaisir et un honneur de me trouver ici ce soir pour parler à cette assemblée si distinguée et si instruite dans un sujet dont je n'ai aucune connaissance du tout.

Mr. Chairman, having demonstrated that I can speak French better than I can build boats, I will now continue in what I think is still the other official language even in this province and I hasten to go into English because I am not very good at arithmetic in French and I was very troubled about this eighty per cent you were talking about, and I really sincerely hope that one hundred per cent of my meal is being paid for by somebody else; otherwise I might emulate the vendors of liquor in this province and I would hate to have to do that with all the pain attendant thereon.

It's obvious that I wasn't invided to come here as an expert. I am neither an engineer, an architect, a scientist nor shipbuilder nor even a carpenter. It's true I was once a ship owner and that stood me in very good stead for a little while, until I lost my ship off Cape Race. My ship was built not of any of these new materials like ferro-concrete and aluminum and so on that you have been talking about, it was built of oak in New England about the sanie time I was born, but it didn't last as long. However, I followed the tradition which was not the tradition of the province where I was born or the province where I was raised, Manitoba. In fact, I remember when some of my friends first heard that I had bought a schooner, they said, "what is it, a Prairie schooner? "But I think I can fairly say that I emulated many examples on the Atlantic coast — I collected. My ship was a total wreck; if you're going to have a wreck it's better, Pm told, to have a total wreck from the point of view of insurance, and like many other residents of the Atlantic coast I used the money to build a house. I no longer have a seat in Newfoundland. I still have a house there.

I cannot assume that I was invited here for any other reason than because the Deputy Minister of Fisheries either thought I was the easiest fish to catch or, and I prefer to believe this, because of the interest I had shown, sometimes I think rather to his irritation, in commercial fisheries over the past fifteen years, during fourteen of which I represented the greatest fishing constituency in Canada, and that he considered that my interest was sincere and not just electoral. Perhaps at this point I should make a clean breast of it and say that 1 am not in the slightest degree interested in fishing myself and never have been. When people 432 CONFERENCE ON FISHING VESSEL CONSTRUCTION MATERIALS

used to ask me if I had been fishing in Newfoundland I always said yes, for votes. But I must say that I have spent many a weary hour pushing my way through the alders along streams in Newfoundland so that my young sons could try to catch trout. They sometimes did but I never tried.

However, my interest in the fishery was in the commercial fishery and my interest in the commercial fishery was because if I hadn't known it before I went there, I soon discovered by actual experience that at least half the people in the part of Canada I represented in Parliament for fourteen years depended upon the fishery for their livelihood and i felt that at the start, it was my duty; but at the end it almost became a form of fanaticism with me that I should try to do anything I could to improve the prospects for the commercial fisheries and the lot of the people who followed the fisheries. In doing so, I think I was a lot of trouble to a succession of Ministers of Fisheries.

I had an advantage over Mr. Sinclair, who was the first Minister of Fisheries with whom I had to deal. It's true he was senior to me in the Cabinet but he was several years younger than I was and he came up to Oxford one year after l did, and in one way or another I could assert a certain amount of seniority. Then owing to a change in the wheel of fortune which, now that I have abandoned politics, I can make no comment about but I'm sure you will all understand what I mean, Mr. MacLean from Prince Edward Island became Minister of Fisheries. I think I hurt Mr. MacLean's feelings slightly once by saying that he was the best farmer who had ever been Minister of Fisheries, but in fact, notwithstanding one or two exchanges we had across the floor of the House of Commons, I always found Mr. MacLean very sympathetic to my constituents. I never knew whether it was his admiration for my beautiful blue eyes or something less than admiration for my tongue, but in any event I always felt about Mr. MacLean that whatever our political differences there was no question about his genuine desire to do a good job. And then, of course, I had my colleague and friend, Mr. Robichaud, now a senator, who I think was the most knowledgeable Minister of Fisheries we have ever had in Canada. He knew the fishery from having been a fisherman and it was a little difficult for me at times to try to convince him that I knew more about the subject than he did.

Well, I wondered what on earth I should talk about this evening because after you have been listening to experts talking about a highly specialized subject about which I have admitted at once I know nothing, I thought I ought to turn to the experts in the Canadian Transport Commission of which I am now the head and, of course, I have a certain number of experts that I can turn to who are supposed to have all the wisdom that I don't have, and I said to the Commissionér in charge of research, what on earth am I going to say? I was caught at a very weak moment on a Monday morning after I had come back from Greece, and felt more than usually conscientious after two week's holiday, and I agreed without really understanding what I was doing to come here this evening. I said, what am I going to say, what can I say that will be worthy of the audience? lie's a British Columbian and, therefore, of course, might be expected to have a bias, â-bias that I might not necessarily share and I am sure none of you or practically none of you would; he said well, you might tell them that the Pacific salmon is superior to the Atlantic salmon. I must say all this did was to weaken my confidence in his capacity as an expert and totally destroy my confidence in his taste, because every person with an educated palate knows that that is incorrect.

I must say, however, that after he had had his fun he did make one useful observation to me to pass on and it is this, that just as in the Canadian Transport Commission we consider research and the developments that can flow from research as important as our functions in regulating transport and perhaps in the long run even more important, so I think it is in any industry that is going to survive in the tough competition of the kind of world we live in now, and I do believe that over the several years now of rather unusual, almost unique experience, the Federal-Provincial Atlantic Fisheries Committee, its which only includes, of course, those provinces east of the Ottawa River which after all may lack something in wealth but more than make up for it in beauty, has found that in this area perhaps more even than in the W. Pickersgill Hon. J. 433

richer parts of Canada, if we are to have anything ble a comparable standard of living and a comparable future, research and the developments flowing from research are even more important.

You know I am not, having said that, going to follow that theme at all, because you have been exposed to it for two days and you're going to be exposed to it for another day, from experts who I presume know what they are talking about. I don't think you want to hear it from someone who knows nothing about what he's talking about, but I thought instead, I would say something about my conception of the character and of the potential future of the people all of you are trying at this Conference and in your ordinary lives to serve, that is to say the fishermen, and I am not referring to all of the fishermen of Canada. I know nothing about the Pacific fisheries. I know they do catch a lot of fish. I understand that practically all the fishermen earn more every year than Cabinet Ministers do out there, but I don't know how they do it. I am not going to speak about the Prairie fisheries because my knowledge of the Prairie fisheries is half a century old and therefore probably not very relevant.

When I was a small boy my father homesteaded a place in Northern Manitoba in the year 1911. It was near Lake Manitoba and he had a small country store, and there was a quite considerable winter fishery through the ice in Lake Manitoba. My father was a fish buyer and in those days of course Lake Manitoba had good fish in it; I understand they are not so good nowadays. There were three kinds of fish, whitefish and jackfish and pickerel. I don't think any of those are the right names according to modern nomenclature, but I lcnew I could distinguish between those three long before I was ten years old. I don't pretend to know anything about the Prairie fisheries or the inland fisheries as they exist today. I believe they have a lot of problems, but I think I can say that I do know something about the fisheries of Eastern Canada, and particularly about what they mean and what their importance is for the five provinces that are co-operating with the Government of Canada in this Conference.

The inshore fishery — I shall never forget my first real experience, and I think maybe some of you will find it rather laughable. I started out from Lewisporte on the old "Glencœ", of which nothing is left except the wheel, which is in my house in Newfoundland. The C.N.R. was very helpful. They stopped long enough in every port to enable Joe Smallwood to introduce me for an hour and me to speak for five minutes. I suggest that was a pretty fair division of labour.

The second day we arrived in Herring Neck, which in many ways, of course, I suppose is the most famous fishing settlement in Canada because it was in Herring Neck that Sir William Coaker started the F.P.U. many years ago and it was, I think, the only political movement in Canada that was founded entirely on the fishery. It is also quite important because it was there that I got my first real lesson in the politics of the fishery, because while Mr. Smallwood was introducing me one of the fishermen came up to me — I was sort of at the edge of the crowd — and he said Mr. Pickersgill, it was a nice thing for you to come down here and let us see what you look like but, he said, you know you would have been elected just the same if you had stayed in Ottawa so long as we knew you were Joey Smallwood's man. Then he said something else; he pointed over to Joe White's premises — he was the leading fish merchant in the place — and he said, you know everybody that works over there gets unemployment insurance, and they wouldn't have a job, much less unemployment insurance, if it wasn't for us fishermen and we don't get it. I tried to give him the kind of explanation I would have given Mackenzie King or Mr. St. Laurent of why it wasn't possible for fishermen to get unemployment insurance, but with every word I uttered I became less convinced myself. I made up my mind that morning that I'd never go back and ask for the votes of the fishermen of Notre Dame Bay and Bonavista Bay unless they had unemployment insurance for fishermen, and when I went back in 1957 they had unemployment insurance. I know that there are a lot of people in the fish trade who think that it was a very retrograde step, a terrible waste of the taxpayers' money and so on, but I never had any apologies to make for it, nor for anything else that has been done by any government since I first joined the government in 1953 to maintain the inshore fisheries of the Atlantic coast. 434 CONFERENCE ON FISHING VESSEL CONSTRUCTION MATERIALS

Now when I say that, I'm not at all sure that except in a very specialized and restricted Icind of way the inshore fishery has a long term future but I know that it will be a terrible tragedy in Newfoundland, and I suspect it would be in Gaspe and Prince Edward Island and Nova Scotia and New Brunswick, if the inshore fishery was allowed to be scrapped hastily because it didn't accord with modern trends. I'll tell you why I say that. It is because while maybe an economist could prove that the net contribution to the total economy of Canada of the inshore fishery was not very great, I know from the experience of the people I know well on the northeast coast of Newfoundland, that there is all the difference in the world between a family — the family of a fisherman who is actively engaged in the fishery, and the family of a man who has given it all up and had to go on welfare. I don't care whether it costs a few dollars more to keep the inshore fishery going for another ten or fifteen years or it doesn't. I say that for the next generation and for the generation after that, to maintain these people in self respect is going to mean a good generation to follow, and if we don't do this well pay an awful price for it.

Therefore, I think that all of us who have some knowledge of the fishery, should also have some knowledge of these older men who really can't be expected at their age, and with the lack of advantage they had when they were young, to adapt themselves to some lcind of new occupation. I think it is of crucial importance nationally, not just locally, to continue to nourish this inshore fishery for some years yet. At the same time I am realistic enough to lcnow that there are very few young men going to go into the traditional inshore fishery, and that's what your Conference is primarily concerned about.

We all know that on the East Coast of Canada we have the richest fishery and the most abundant fishery in the world. It, after all, is what brought the Europeans to North America in the first place, and it is very difficult for me to believe, and I am sure it is very difficult for this audience which I am sure on this point at any rate will be entirely sympathetic, to believe that people can come two and three thousand miles to participate in that fishery and do so with financial success, and that our own people who live right on it can't do so. I also lcnow they can't do so unless the fishery is modern. I don't think you can expect young men in Newfoundland or Nova Scotia or Prince Edward Island or the lower part of Quebec or New Brunswick to go into the fishery unless they can have a career and a standard of living and a status in life roughly comparable to what they could hope to get by going into something else, and we all know they can't have it unless the industry is modemized, unless it is perhaps modernized a little beyond what the Russians or the Portuguese or the Spaniards or the Germans or even the French and the Spaniards may do, because our people live in a country which, notwithstanding this debate about Sweden, is certainly one of the countries that has the second highest standard of living in the world, and we can't reasonably expect young men to go into the fisheries, educated young men, and there is no use having them unless they have some education, to go into the fishery and bring up their families in fishing settlements unless the fishery is modern and up-to-date and unless they can have what the late Premier of Quebec would have called a North American standard of living. Now this is a fact. I think it can be done. I think, if we apply to the problem enough research, enough initiative, a reasonable amount of capital and a lot of enthusiasm, that we can have a Canadian fishery that will be as good as any in the world, even as good as the Japanese. But it's not going to be easy, and one of the ways in which it's going to be done is by doing the kind of thing you have been doing for these last two days and are going to go on doing tomorrow — that is, trying to find efficient and economical means of applying modern technology to this most ancient of all the industries of North America.

We have also, of course, got to do a lot of other things. I don't know so much about the other parts of Eastern Canada as I do about Newfoundland, but the reason there were 1,300 settlements in Newfoundland as recently as 20 years ago is that when you had to row a boat out to the place where the fish were, you wanted to be as near that place as possible. When I first became a Member of Parliament, there were, I would guess, seventeen or eighteen islands on which fishermen lived. There are about 5 left today in the same area. There were fishermen perched on all sorts of little capes and outcroppings of rock Hon. J. W. Pickersgill 435

because they were near the fish, not because there was any other reason for living there. Today no fisherman rows to the fishery. They all have motive power, and if they are going to have any kind of decent lives for their children and for their wives, they have got to be centralized in settlements that are large enough to have decent schools, large enough to have medical services and large enough to have the kind of social life which will keep people there when they have a choice. Moreover, the notion that a fisherman today can really make a good living in the modern way of fishing without education is patently ridiculous. Moreover, of course, they also have to have a vocation. It isn't every fisherman's son, it isn't everyone living in these settlements, who wants to be or has the capacity to be a fisherman himself. Perhaps that's just as well, considering that we still have a pretty high birth rate in a lot of these settlements, but there are some who really still have the vocation if they also have the opportunity. Now I don't think that this modernization of the fishery necessarily needs to mean that all the capital and all the enterprise and all the initiative will have to be provided by the fish plants and their owners. I know that a lot of them have done very praiseworthy things in providing modern fishing vessels, and in providing opportunities for young men and middle aged men to pursue the fishery under modern conditions, but I also know that there are a lot of bright and enterprising men. There are a few of them in their fifties, there are one or two I know in their sixties, there are quite a lot in their forties and there are more in their thirties who, given half a chance, would be able to operate on their own under modern conditions, operate modern vessels. I have known quite a few of them in Newfoundland. There are one or two of them here tonight and I would not like to see the fishery just become a kind of dependency of the fish plants. The fish plants are very necessary, and I am not one of those who disparage the enterprise or the skill that they have shown in building up their businesses, but I like to think there is a place too for the independent modern up-to-date fisherman operating a vessel he owns himself. I also have a very strong conviction, I suppose it's born of the fact that I was brought up on the Prairies where at two or three crucial periods in my life time the food that was produced that may have saved freedom in the world; I have the distinct impression that a tremendous lot of the food of the future, whatever the effect of the Pill may be, has got to come from the sea. A great deal of it is going to come—I don't care who it is who catches it—from the waters off the Atlantic coast of Canada. Well, I hope a lot of it is going to be produced by Canadians, but it won't be unless we are just one jump ahead of everybody else. We can't just rely on the geographical advantage of being a little nearer the fish than the Russians or the Germans or the Portuguese; we've got to be at least as good technologically and maybe a little bit better, and that's why though I have nothing to contribute in a technical sense to this Conference I did feel that perhaps it would not be altogether presumptuous for me, because of my fourteen years' experience trying to be a spokesman for the fishermen of the Atlantic coast, if I came here tonight to say that I believe in this Conference and in the other things you're doing in this federal-provincial co-operation in the five Atlantic provinces of Canada, you are really making a significant contribution to the future of Canada and the future of humanity. CONFERENCE ON AUTOMATION CONFÉRENCE SUR L'AUTOMATISATION AND MECHANIZATION IN ET LA MÉCANISATION DANS THE FISHING INDUSTRY L'INDUSTRIE DES PÊCHES

Hotel Bonaventure, Montreal, Canada Heitel Bonaventure, Montréal, Canada February 3 - 6, 1970 du 3 au 8 février, 1970

Secretariat industrial Development Branch Secrétariat Direction de l'expansion industrielle Fisheries Service Service des 'Aches Department of Fisheries and Forestry Ministère des Péches et des Foréts Ottawa Ottawa

FOR IMMEDIATE RELEASE

OTTAWA

CANADA Participation by the IJ. S. S. R. in a forthcoming Canadian fisheries

conference has been confirmed by the Soviet fisheries minister, Alexander

Ishkov. A paper on "Fishing Peculiarities of a Two-hulled Trawler" will

QUESFC be presented by engineer Jury Kadilnikov at the Conference on Automation

and Mechanization in the Fishing Industry, to be held in Montreal next

February 3-6. Mr. Kadilnikov will be accompanied by a delegation of

Soviet fisheries officials.

NOVA SCOTIA The conference is being sponsored by the Federal-Provincial. Atlantic

Fisheries Committee, m.a.de up of the Deputy Ministers responsible for

fisheries in . the Federal Government and the governments of the five

NEW aRuNswicx Atlantic coast provinces, Quebec, Nova Scotia, New Brunswick, Prince

Edward Island and Newfoundland.

The committee has sponsored other fisheries conferences in the past,

€feemiii offshore fishing vessels, the Atlantic herring fishery, fish PRINCE EDWARD on Atlantic ISLAND protein concentrate and fishing vesse]. construction materials. All have

had an international flavour, but the conference on automation and

mechanization is attracting more attention from the m.ajor fishing countries

riE wiFOLINDLAND (over) SPONSORED BY THE FEDERAL-PROVINCIAL ATLANTIC FISHERIES COMMITTEE SOUS LES AUSPICES DU COMITÉ FÉDÉRAL-PROVINCIAL DES PÊCHES DE L'ATLANTIQUE Z

of the world than any of the previous meetings; the U. S. S. R. , for instance, is taking

an active part in the program for the first time. Japan has been represented at previous

fisheries conferences in Canada, but this time Japanese experts will present no fewer

than three papers on automation and electronics.

Great Britain's White Fish Authority will send representatives with information

on the use of computers on stern trawlers, mechanization of gear handling on board, and

marine fish farming. A world authority on pelagic trawling, Dr. J. Schârfe, will

represent the Food and Agriculture Organization of the United Nations with a paper on

fishing gear instrumentation and underwater control systems, and automation in the

Polish fishing fleet will be discussed by a member of the Fisheries Research Institute

from Gdynia. The United States and West Germany also will be well represented by

the authors of several technical papers.

The balance of the nearly 40 papers will be provided by Canadians, including

naval architects, engineers and technologists of the federal Department of Fisheries and

Forestry and other governmental departments, representatives of fishing, fish processing,

shipbuilding and other allied industries, and both offshore and inshore fishermen.

Their subjects will include, in addition to onboard automation and mechanization,

such topics as containerization, new design concepts for fishing vessels, gear control,

projections for the future, warehousing and harbour concepts, refrigeration and food products, including fish protein concentrate and convenience foods.

The Industrial Development Branch, Fisheries Service, Department of Fisheries and Forestry, Ottawa, is providing the Secretariat for the Conference, and indications are that attendance will reach 1, 000.

-30- ^r 1/27/11/69 Fisheries Information Section 997-4627 ------DATE DUE

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