A Guide to Motor Boat Design and Construction - A Collection of Historical Articles Containing Information on the Methods and Equipment of the Boat Builder. Various
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FIG. 5.—DETAIL OF CLINCHER CONSTRUCTION.
Fig. 5 shows the clincher system of construction, in which will be noted the simple form of joint of planking.
The materials favoured for the construction of the various parts of the hull are: timbers, elm; keel, elm; stem, naturally grown oak crook; transom, oak or teak. Planking is usually carried out in mahogany, teak, or pine. All rivets used are copper.
The finish imparted to the hull depends very much on the material used and the size of the boat.
It is usual in craft up to 25 ft. in length to varnish above the waterline, whilst that portion below the water is usually painted with a special anti-fouling composition, which retards the depositing of barnacles and sludge on the bottom of the boat. This antifouling paint is usually manufactured in black, red, and green.
Larger craft and cabin boats are generally painted all over, the interior fittings, seats, etc., only being varnished.
The steering of small boats where the engine is fitted fairly well aft is accomplished by means of the ordinary tiller, but in larger craft where the helmsman could not get at the engine controls the steering is done by wheel.
The arrangement is quite simple. A wheel, to which a drum is fixed, has a steel rope wound once or twice round it, and a screw is fitted through the centre turn to fix it. The two ends are then led through a series of pulleys to the tiller. Fig. 6 should make this point clear. Turning the wheel either way shortens the steel rope on one side and pays out on the other, so pulling the tiller over.
So far we have only considered open boats, but the reader will be well advised to spend a little more money and invest in a cabin boat, known as a Cabin Cruiser.
The essential points of hull construction are adhered to, but in order to get a cabin on, say, a 25 to 30-ft. boat means that it must be built up, for there would not be sufficient depth in a craft of this length to form a cabin by merely decking a portion over.
FIG. 6.—LAYOUT OF STEERING ARRANGEMENTS.
In order to form the cabin the sides of the boat are built up for about two-thirds of the length (from bow to stern).
The height to which this can be carried will be determined by the stability of the craft in question.
In craft of considerable beam this can be done successfully, but with those of small beam more care has to be taken or the boat will be top-heavy.
The cabin work can be higher in river craft than on boats intended for use at sea, where the height of the cabin has a tendency to cause the boat to roll. With a stiff wind blowing broadside on, considerable drift or “leeway” is made, and constant correction of the course becomes necessary.
FIG. 7.—CABIN LAYOUT OF TYPICAL 30-FT. CBUISER.
As a rough guide it may be stated that a 30-ft. boat is the smallest size in which it is possible to obtain full headroom inside the cabin.
The actual layout and design of a cruiser depends upon the owner’s requirements. If the boat is intended for daytime cruising only, then one large cabin may suffice, but in the case where it is proposed to live on board additional accommodation must be provided. Fig. 7 is the layout of a typical 30-ft. cabin cruiser, suitable for week-end cruising.
A more luxurious type, however, is what is known as the bridge deck cruiser, illustrated by Fig. 8.
In this type, there is a saloon forward, then the bridge deck, aft of which is a sleeping cabin. The engine in this case is under the floor of the bridge deck.
A great feature about this type of craft is the complete protection from the weather.
The bridge deck may be provided with side curtains, thus making it into an additional cabin if required.
Fittings in the form of mooring cleats, rowlocks in small craft, and rudder bearings are usually made in bronze, gun-metal, or brass, although galvanised iron is used in cheaper quality work.
FIG. 8.—A BRIDGE DECK CRUISER.
On no account, however, must dissimilar metals be used in conjunction with each other, that is to say, a brass fitting must not be secured with iron screws, or the combination will be eaten away by galvanic action directly they become saturated with salt water. What actually happens is that the two metals form the elements of an electric battery, and the salt water the solution or electrolyte.
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