Ferro Cement 2

FERROCEMENT 2015-2016
ABSTRACT
The publication is intended to provide the reader with a sound basic knowledge of ferrocement
and its potential and limitations in boatbuilding. It is assumed that those people using this
document are already familiar with the construction of small fishing boats.
The sections cover all stages of building a small ferrocement fishing craft from design and
lofting requirements and techniques, to repairs and the preparation and painting of a ferrocement
hull. Information is presented on site, workshop, equipment, tools and launching systems;
materials used in construction; testing and practice of construction materials; construction of a
ferrocement hull; repairs and joints in ferrocement; preparing and painting a ferrocement hull;
the requirements specific to ferrocement boat construction and ferrocement/timber fitting out;
and guidelines available for building a boat to classification standards.
The annex contains costings, and drawings of a 12.8 m ferrocement trawler built in India with
FAO technical assistance; general arrangement, hull construction, lines plans, frames, and
superstructure are covered
Y.T.C.E.M., Chandhai, karjat

1
TABLE OF CONTENT
Sr. No.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
Index
Introduction
History of ferrocement
Definition of ferrocement
Properties of ferrocement
Economic Advantage
Types of method of ferrocement

Advantages and disadvantages
Material used in ferrocement construction
Application of ferrocement
Construction of ferrocement water tank
Cement sand ratio
Properties of ferrocement
Rapairs and major repair
Conclusion
Referance
Page no.
1
2
3
3
4
5
9
10
13
16
27
27
28
30
31

2
Introduction
Concrete is a heterogeneous material which is widely used for construction purpose all over
the world. Reinforced concrete is a composite material in which concrete as well as steel is used.
As concrete is weak in tension the tensile stresses in flexural member is resisted by steel
reinforcement. Being much stronger than concrete in compression as well, reinforcing steel can
also supplement concrete in bearing compressive forces as in column. Ferrocement is truly the
first invention of reinforced concrete with some differences. The main difference is in scale of
the element. Ferrocement uses small sized reinforcement, rather than large steel rods, such as
wire meshes. In ferrocement coarse aggregate is not used and the binding material is cement sand
mortar.
Ferrocement was invented by a Frenchman, Joseph Louis Lambot, in 1848. The rapid
development of reinforced concrete stifled the development of ferrocement until the second half
of the 20th century. However, today there is increased recognition of ferrocement in applications
where its properties, ease of construction and cost effectiveness provide a convincing extension
to reinforced concrete technology.
Though ferrocement is very old technology ( more than 160 years ), it is environmentally
sound and has many advantageous improved properties such as strength, toughness, watertightness, lightness, durability, fire resistance and environmental stability, that cannot be matched
by any other thin construction material.

3
History of Ferro-Cement
It is often heard that ferro-cement is a poor reinforced concrete and a second-class technology
developed for Third World countries. Nothing could be more wrong.
Ferro-cement is a building material with some similarities to reinforced concrete. Indeed, both
materials have the same source. Ferro-cement is produced by applying cement mortar composed
of fine aggregate and cement onto wire reinforcement using plasterer techniques. As a result the
property of ferro-cement distinguishes it from reinforced concrete. While of similar durability, it
is more elastic than reinforced concrete.
A Frenchman, Joseph Monier (1823 - 1906), produced flower pots made of cement mortar
reinforced with chicken wire and showed this product at the world exhibition held in Paris in
1867. J. Monier became known as the father of reinforced concrete. In Germany for many years
reinforcement steel was called "Monier iron". In 1847, another Frenchman, Joseph-Luis Lambot,
filed a patent for producing a cement boat, wire-reinforced, not long after the development of
Portland cement. Which of the two men first had the idea of combining wire with cement mortar
is of no interest. Probably the discovery technique happened by chance. At that time, the
commonly known chicken wire was a handmade product and therefore soon too expensive in the
fast growing industrial era. But the knowledge of the steel-concrete combination resulted in the
development of reinforced concrete using large steel rods. During the First and also later during
the Second World War, the technique of Lambot's ferro-cement boat was remembered in the U.S.
and the U.K. and shipbuilders were encouraged to construct barges like this in order to save
shipbuilding materials such as steel plates and timber. Although some of the boats built during
the Second World War had an amazingly long life span, the technique did not really became
widespread.

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What is Ferrocement?
Ferro cement is a type of thin wall reinforced concrete, commonly constructed of hydraulic cement
mortar, reinforced with closely spaced layers of continuous and relatively small size wire mesh. The
mesh may be made of metallic or other suitable materials
-ACI Committee 549, 1980
Cement mortar is reinforced with layers of continuous and small diameter wire meshes
Mortar provides the mass and wire mesh imparts tensile strength and ductility
Italian engineer Pier Liugie Nervi is credited with inventing ferro cement in the 1940s
PROPERTIES OF FERROCEMENT
Our everyday experience is that big bulky things are more strong than thin things. Ferrocement is a
special material called thin membrane that is quite strong despite being thin. It's strong under both
stress and strain, because it is both strong and thin in nature, many things can be constructed at low
cost. Making of ferrocement articles uses more manpower than machines. This makes it especially
suitable for India where manpower is relatively cheap. However, for long life, certain precautions
must be taken during ferrocement construction.

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ECONOMICS
The economic advantage of ferro concrete structures is that they are stronger and more
durable than some traditional building methods.[citation needed] Depending on the
quality of construction and the climate of its location, houses may pay for themselves with
almost zero maintenance and lower insurance requirements. Water tanks could pay for
themselves by not needing periodic replacement, if properly constructed of reinforced
concrete.
Ferro concrete structures can be built quickly, which can have economic advantages. In
inclement weather conditions, the ability to quickly erect and enclose the building allows
workers to shelter within and continue interior finishing.
In India, ferro concrete is used often because the constructions made from it are more resistant
to earthquakes.[citation needed] Earthquake resistance is dependent on good construction technique and
additional reinforcement of the concrete.
In the 1970s, designers adapted their yacht designs to the then very popular backyard building
scheme of building a boat using ferrocement. Its big attraction was that for minimum outlay and
costs, a reasonable application of skill, an amateur could construct a smooth, strong and
substantial yacht hull. A ferrocement hull can prove to be of similar or lower weight than a fiber
reinforced plastic (fiberglass), aluminum, or steel hull.[citation needed] New methods of laminating
layers of cement and steel mesh in a mold may bring new life to ferrocement boat-building.[citation
needed]
A thorough examination of reinforced concrete and current practice would benefit the boat
builder. An example of a well known ferro-cement boat is Hardiesse, the Falmouth sail-training
ship.

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TYPES OF METHODS OF FERROCEMENT

There are basically three types of methods of ferrocement. They are following
1. Armature system: In this method the skeleton steel is welded to the desired shape on
either of sides of which are tied several layers of stretched meshes. This is strong
enough, so that mortar can be filled in by pressing for one side and temporarily
supporting from the other side. Filling in of mortar can also be administered by pressing
in the mortar from both the sides. In this method the skeletal steel (bars) are at centre of
the section and as such they add to the dead weight of without any contribution to
strength.
2. Closed mould systems: Several layers of meshes are tied together against the surface of
the mould which holds them in position while mortar is being filled in. The mould may
be removed after curing or may remain in position as a permanent part of a finished
structure. If the mould is to be removed for reuse, releasing agent must be used.
3. Integrated mould system: Using minimum reinforcement any integral mould is first to be
considered to act as a framework. On this mould layers of meshes are fixed on either side
and plastering is done onto them from both sides. As the name suggests, the mould
remains permanently as an integral part of the finished structure. (e.g. double T-sections
for flooring, roofing etc.) Precaution should be taken to have firm connection between
the mould and the layers filled in later, so that finished product as a whole integral
structural unit.

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ADVANTAGES
The advantages of a well built ferro concrete construction are the low weight, maintenance costs
and long lifetime in comparison with purely steel constructions.[8] However, meticulous building
precision is considered crucial here. Especially with respect to the cementitious composition and
the way in which it is applied in and on the framework, and how or if the framework has been
treated to resist corrosion.
When a ferro concrete sheet is mechanically overloaded, it will tend to fold instead of break or
crumble like stone or pottery. As a container, it may fail and leak but possibly hold together.
Much depends on techniques used in the construction.
DISADVANTAGES
The disadvantage of ferro concrete construction is the labor-intensive nature of it, which makes it
expensive for industrial application in the western world. In addition, threats to degradation
(rust) of the steel components is a possibility if air voids are left in the original construction, due
to too dry a mixture of the concrete being applied, or not forcing the air out of the structure while
it is in its wet stage of construction, through vibration, pressurized spraying techniques, or other
means. These air voids can turn to pools of water as the cured material absorbs moisture. If the
voids occur where there is untreated steel, the steel will rust and expand, causing the system to
fail.
In modern practice, the advent of liquid acrylic additives and other advances to the grout
mixture, create slower moisture absorption over the older formulas, and also increase bonding
strength to mitigate these failures. Restoration steps should include treatment to the steel to arrest
rust, using practices for treating old steel common in auto body repair.

8
MATERIAL USED IN FERROCEMENT CONSTRUCTION
1 FRAME RODS
The ideal rod to use is a cold worked high yield (CWHY) rod to British Standard (B.S) 4461
although both plain bars and deformed bars may be used. The latter may be more difficult to use
when welded by inexperienced people.
The requirement of steel grade and minimum yield point will depend on the construction method
employed, but will have sufficient tensile and yield strength and ductility and other properties
essential for good construction.
All reinforcement should be free from contamination, grease and millscale. While not objected
to, light corrosion should be wire brushed to remove the rust.
2 ROD REINFORCEMENT
For use in the hull shell, deck floors, bulkheads and stiffening webs or girders; ideally should be
a semi-bright hard-drawn (SBHD) rod of 6 and 8 mm diameter for concrete reinforcement to BS
9
4482. Mild steel rod to BS 15 may also be used but in practice will require closer frame spacing
or support to prevent being bent out of shape during construction and/or distortion by welding.
3 MESH REINFORCEMENT
The ideal mesh is a 13 x 13 mm x 19 gauge (1 mm) welded mesh to BS 4482. Although meshes
of 18-22 gauge can be used, 19 gauge will prove to be the best from a practical point of view. In
colder, less humid climates, it may be used ungalvanised; in semi-tropical/tropical it will need to
be galvanised.
A specification for welded mesh: Initially rod used in the manufacture of welded wire mesh is a
low carbon content (0.15% max by weight) rimming steel with the carbon concentrated in the
centre. The rod used in the manufacture of the wire mesh is hard-drawn from 'X' size down to 19
gauge (1 mm), hot rolled (perhaps copper washed) passed through stearate soap and then welded.
It is then passed through the galvanising process. (The rod has a very low silicon value.)
A cautionary note with reference to using galvanised materials in the construction before casting
is applicable at this stage. The reason for care is that it may be possible to build in a fault into the
hull through the interaction of the zinc on the mesh and the remaining steel, in the moisture of
the setting mortar, causing hydrogen bubbles between the mortar and the steel, and reducing
bond between the mortar and steel.
Galvanised mesh which has been exposed to weather for some time prior to use may have less
effect on the structure.
As a precaution, by adding 300 parts per million by weight added to the casting water, of
chromium trioxide (chromic oxide) the problem can be negated. Chromium trioxide must be
handled with caution as it is highly toxic to the skin and especially to the eyes. The crystals must
be kept from moisture until they are actually added to the mixing water (approximately 66 g to
200 litres.)
Other mesh types which may be used are hexagonal mesh and, to a lesser extent, woven square
mesh. Classification societies may need evidence of how the alternate meshes are used, in what
direction they lay, and the combination of meshes that can or may be used.
Using expanded mesh in certain forms of construction may also be acceptable but is rarely
employed other than in a construction using moulds.
4 STAPLES AND LACING WIRE
Staples and lacing wire are best made from 1.6 mm or 16 gauge plain degreased annealed mild
steel lacing wire. This can be purchased in 25 kg reels and cut on a suitable jig to provide either
30 mm or 40 mm length staples to suit single and double rod construction, with the legs of the
staples set at a width to suit the size of mesh being used.
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5 WELDING RODS
The normal gauge of welding rod required will be 10 swg or 3.25 mm, although small quantities
of other gauges will also be used. Welding rods are of general purpose, all angle type, and should
be cared for in compliance with the manufacturers advice and good practice.
6 CEMENT
The cement to use is usually ordinary Portland. However, a rapid hardening Portland cement
may be used in cold climates. Sometimes a sulphate resistant Portland cement is used, either
wholly or in part mixed with ordinary Portland against sulphate attack, although as most vessels
are protected by marine paints and antifouling, its use is hardly necessary. If the cement is used
with admixtures, care should be exercised in compatibility. All cements are to be to BS 12 or
equivalent local standard.
In some underdeveloped countries it may be necessary to obtain a certificate of the materials
composition and date of manufacture, where there is the likelihood of low quality and, perhaps,
adulteration between point of manufacture and delivery. This may mean that the cement has to be
picked up by the yard's transport and a reliable person checks there is no problem in delivery.
Ideally the cement will be no more than three weeks old and delivery accomplished two to three
days before use.
Other cements may be considered providing they offer adequate strength, density, and uniform
consistency.
7 SAND
The importance of good, clean, well graded sand, cannot be over emphasized if one is to make
the high grade impervious mortar required for boatbuilding.
The sand will be of a silicious nature and conform to the grading envelope shown in Fig. No. 6.
The sand is not to contain sulphates, pyrites, or other chemically active substances in such
amounts that the mix is harmed. If sea sand is used, it is to be washed free of any saline
compositions. (It is always preferable to use non-saline river sand.) The sand should not contain
loose clay or clay which adheres or covers the sand grains. The sand is not to contain humic acid
or organic materials in quantities that may be detrimental. Preferably, the sand should be 'sharp'
and not contain non-crystalline minerals.
Figure 6. Sand grading chart
The sand should be stored in as dry a place as possible and so that water content is evenly
balanced. The sand should be protected against pollution.

11
8 ADMIXTURES
There is such a wide range of admixtures available today that one cannot make recommendation
without first testing those chosen. If they are to be employed, care and discretion should be
exercised at all times.
Three main criteria should be considered when applying admixtures:
a) Is the strength of the mortar increased or decreased?
b) The effect of the admixture on the steel reinforcement.
c) Practicality of use on site and supervision of exact mixing quantities.
9 JOINTING COMPOUNDS
With the advent of new methods for joining concrete, far more jointing compounds are available
for making 'wet' joints in cement structures. It is always best to carry out tests on the potential
system before use.
For joints in hull construction and repair, a two component epoxy polysulphide resin gives an
excellent bond. If this is not obtainable, a cement grout applied judiciously will give better
results than some PVA glues that are commonly available to the building construction industry.
10 WATER
Mixing water should comply with the requirements of BS 3148. Water should be potable, clean,
and free from harmful salts or foreign materials which may impair the strength and resistance of
the mortar.
Ferrocement Applications
We are Civil Engineers, specialised in FERROCEMENT construction techniques. Our activity is
largely concentrated on ferrocement tanks for storage of water, oil chemical, petroleum products
etc, containers, elevation treatment, sloping roofs, domes, resort structures, water proofing
treatments, manhole covers, heavy duty floors wall cupboard systems. Low cost houses, anticorrosive treatment, rehabilitation works, site cabins, etc. Ferrocement structures have advantage
over the conventional materials like RCC steel, wood and plastic as these are durable strong,
waterproof and also competitive in price generally. Ferrocement structures are constructed using
ferrocement plates made on machinery set up. These plates are joined suitably to make different
components such as footings, columns, beams, floors walls, roof, dome structural plates other
structures such as tanks, containers, silos, floating dock etc are constructed. The Quality of
ferrocement works are better assured because the components are manufactured on machinery
set up. Moreover, the execution time at work site is reduced, contributing least shutdown.
Maintenance cost of ferrocement structures is almost negligible.

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TANKS, CONTAINERS AND SILOS

We manufacture tanks for storage of water and other materials
such as chemicals, petroleum products and powders with
suitable coatings/linings wherever necessary. The tanks give
very satisfactory service. It can be underground, at ground level
on terrace or overhead on tower.
2. FLOORS AND ROOFS

We construct floors, roofs for residence, office,
factories, sheds, using ferrocement columns,
beams and panels.
3. HEAVY DUTY FLOORS TILES
These tiles have steel plates on the top surface and are
suitable for loads which cause heavy wear and tear impact in
the warehouses and workshops.
4. WATERPROOFING
We carry out durable waterproofing using our
Ferrocement membrane technique. This is structural
treatment which prevents cracks formation by layers of wire
mesh in the membrane. The vibrated cement matrix used is
of high quality having more strength and very superior
waterproofing propert
5. MANHOLE COVERS
We manufacture manhole covers, heavy duty
as well as light duty which are far superior and
compared to conventional
durable as
6. WALL CUPBOARDS
We manufacture wall cupboard with and without
shutters for storage of office records and
factory materials
as well as for domestic
purpose
7. ANTICORROSIVE MEMBRANE TREATMENT
We provide ferrocement anticorrosive membrane treatment,
frequent painting is not necessary and no other special treatment
is called for, for several years. If the area is highly polluted,
epoxy or polyurethane treatment is also required. Thus there
will be considerable saving in maintenance cost.
8. FERROCEMENT BUILDINGS
We construct ferrocement residential, office building with
floors, roofs and walls using ferrocement columns, beams, and
panels systems. With this systems, there is reduction in
consumption of cement and steel and almost no shuttering is
used. Dead weight of Ferrocement buildings is almost 50 % to
that of RCC building.
9. FERROCEMENT DUCTS
We construct efficient ferrocement ducts with thin sides suitable
for circulation of cool or hot air. These ducts are structurally
strong and are capableof resisting atmospheric damaging effects
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How to Build a Ferrocement Tank
Ferrocement tanks are used in many regions of the world as water storage tanks.
The low-cost technology is simple, durable, and reproducible.
Before building the walls and roof of the tank, there must be a sturdy foundation in
place. This foundation should be level and allow for drainage below the tank
structure. The foundation must also have protruding rebar so that the wall frame
can be securely attached.
The tank must be properly sized to account for the water flow rate into and out of
the tank, the desired volume of water to be stored, and the population size of the
user community. The sizing calculations will vary and must be completed on a
project specific basis.
These instructions are general guidelines for the construction of ferrocement tanks.
Adaptations in the field are often necessary and drawing from local knowledge and
expertise is invaluable.
Ad
Edit
Method One of Two:
Wall Construction Directions
Build a Ferrocement Tank
Step 1.jpg
1
Cut the chicken wire/hexagonal wire mesh using the wire cutters. The tank size will
dictate the necessary sizes of the mesh.
Step 2.jpg
2
Cut the electro-welded mesh using the bolt cutters. The tank size will dictate the
necessary sizes of the mesh.
Build a Ferrocement Tank Step 3.jpg
3

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Lay the chicken wire and electro-welded mesh flat to create layers. The layering
should be as follows: 2 layers of chicken wire, 1 layer of electro-welded mesh, 2
layers of chicken wire.
Step 4.jpg
4
Using wire ties and the pliers, fasten the flat layers of mesh together.
5
Know that once the mesh layers are securely fastened, roll one end of the mesh to
the other and attach the two ends together using the wire ties. This will create the
circular body structure of the tank walls.
Step 6.jpg
6
Stand the mesh frame upright on the tank foundation and attach, using the wire
ties, the frame to rebar protruding from the tank foundation.
Step 7.jpg
7
Tie the reinforcement wire near the top of the mesh frame and connect the wire to
the ground. Be sure that the wire is in tension. This will prevent the walls from
buckling during the construction and concrete curing stages. Four reinforcement
wires around the perimeter of the frame are sufficient.
Step 8.jpg
8
Place scrap pipes as form placeholders for the inflow, outflow, overflow, and
drainage pipe locations.
Step 9.jpg
9
15
Slap the concrete mortar onto the outside of the mesh frame. The mortar should be
applied so that the holes of the mesh are completely filled.
Step 10.jpg
10
Allow the mortar to cure.
Step 11.jpg
11
Repeat
step 9 with the inside of the mesh frame. Use a ladder when climbing in and out of
the tank structure.
Step 12.jpg
12
Allow the mortar to cure. Keep the walls wet during the curing process. Once all the
mortar has been applied, the walls will be about 2 inches (5.1 cm) thick.
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Edit
Method Two of Two:
Roof Construction Directions
Step 13.jpg
1
Cut the wood boards so that one edge is curved outward. This can be done while
the tank walls are curing. The tank size will dictate the necessary sizes of the forms.
Step 14.jpg
2

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Once the walls are fully cured, position the wood beams inside the tank. One log will
be the center pole sticking up vertically from the center of the foundation. Two logs
will be cross bars near to the top of the walls to support the wooden roof forms.
Additional vertical logs will also be used to support the wooden roof forms; these
logs should be placed along the inside circumference of the walls.
Step 15.jpg
3
Nail the cut wood board forms to the support poles. The wood will create a domed
roof form.
Step 16.jpg
4
Nail the plywood sheets flat against the wood board forms.
Step 17.jpg
5
Leave one square space open in the forms. This will provide the tank lid opening.
6
Lay concentric circle of rebar on top of the plywood sheets.
Step 19.jpg
7
Tie supporting wires to the rebar circles using wire ties. The wires should run from
the dome center down to the base of the roof.
8
Place and tie chicken wire mesh to the supporting wires.
9
17
Slap concrete mortar mixture onto the roof forms. Be sure that enough concrete
gets below the rebar circles.
10
Allow the concrete to cure. Keep the concrete wet during this process.
11
Once the concrete has cured, enter the tank through the open square space.
12
Carefully remove the wood beams, forms and plywood.
13
Paint the inside of the tank with the waterproof sealant.
14
Install the square metal lid into the open space of to roof.
15
Optional: Paint the walls and roof of the ferrocement tank with any desired color.
REPAIR
A temporary repair is usually carried out when a major repair cannot be done straight away for
reasons of lack of materials and perhaps damage has occurred at sea.
Usually damage sustained to the ferrocement will be where the mortar has been shattered but is
still retained by the reinforcement, so that water may be passing through the damaged area.
A repair kit should always be carried on board the boat which consists of a pointed trowel, a pair
of rubber gloves, a piece of thin plywood and a litre of quick setting solution which can be mixed
with some fresh Portland cement which should be kept hermetically sealed in a container.

18
By mixing the cement directly with the quick setting liquid to a golf ball size for each mix, it can
be applied on a build up basis to the damaged area whether or not the damaged area is above or
below the water line. The mixture will adhere to the inside surface of the ferrocement if hand
pressure is applied to the mixture for approximately three minutes.
A minor or superficial repair usually will be a hair-line crack or surface impact damage. This
repair can be effected by grinding the crack into a shallow 'V' and filling with an epoxy filler
which, after setting, can be sanded and painted. Or by removing the damaged mortar in way of
the impact and by using a suitable epoxy adhesive, replastering with fresh mortar.
Unsightly rust stains may be experienced through minor damage, or more commonly from mesh
and in particular the tops of staples being too close to the surface of the mortar.
This type of problem is caused by lack of inspection during the casting period, and checking the
reinforcement over prior to casting. It can only be overcome by tedious inspection and grinding,
taking care not to damage the offending steelwork to any degree, subsequently filling with an
epoxy filler and repainting as required.
Leaks which may be found on water testing the hull will usually be caused by poor penetration
and inspection of the mortar in the reinforcement whilst casting.
The leak will, most likely, appear as a pin hole on the outside surface of the hull. After the hull
has been fully checked over and the water removed, the pin hole can be examined using a nail to
establish the route of the leak and extent of the void present. There is no need to use excessive
treatment in examining the suspected void areas as this will only cause unnecessary damage to
the mesh in the area.
The holes can normally be filled using a quick drying agent with fresh Portland cement or
waiting for the hull to dry and using a resin based filler to effect the repair.
If there are repairs to be carried out, it will be necessary to water test the hull again on
satisfactory completion of the repair.
MAJOR REPAIR
A major repair will be necessary where the mortar is severely damaged and the reinforcement is
either sheered or bent out of shape.
The loose mortar must be removed back to where the mortar is sound. By using a lump hammer
against the mortar on the inside and another hammer on the outside, the loose mortar can be
pulverised so that the staples in the mesh are visible. The staples can then be cut and the outside
mesh slit to allow the loose mortar to be released. The outside three layers of mesh are cut back
into overlaps around the damaged area so that the inside mesh and rods can be carefully cleared
of any loose mortar remaining and the inside mesh remains undamaged.
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Any distorted or sheared rods may be cut out and new rods wired or welded into place. Three
layers of mesh are then cut to suit the size of repair and overlapped to the existing mesh left
protruding from around the damaged area. All the mesh is through stapled and tidied up.
The edge of the old ferrocement is painted with a suitable epoxy adhesive for joining mature
mortar to fresh mortar. The damaged area is then plastered as required.
Suitable curing will need to be carried out following the plastering operation. This can be
achieved for below water line damage by relaunching after 48 hours and keeping the area
immersed, and covered in wet hessian cloth on the inside of the hull. For other areas a suitable
curing membrane may need to be used to enable the vessel to be put back into service as soon as
possible. The longer the period of curing carried out the better.
JOINTS IN HULL OR DECK
Joints may be required for two main reasons:
1. Because the hull or deck to be cast is too large to cast in one session.
2. There are not enough workers available to carry out the casting in one operation.
Joints are usually prepared transversely across the hull or deck by wire, tying a suitable diameter
rod to the reinforcement approximately 50 mm to one side of a frame, preferably a bulkhead
frame, on the side of the hull being cast so that a scarf like joint is made. Thus the interior mortar
is taken up and around the bulkhead frame rod.
The joint is coated just prior to the start of the next session of casting with either a cement grout
PVA glue or, preferably an epoxy glue suitable for connecting hardened mortar to fresh mortar,
and the casting is then proceeded with on a subsequent day.
CONCLUSION
In India, Ferro-cement is used often because the constructions made from it are more resistant to
earthquakes. It has a wide range of other uses including sculpture and prefabricated building
components. This publication is intended to provide the reader with a sound basic knowledge of
ferrocement and its potential and limitations in boatbuilding. It is assumed that readers of this
document are already familiar with the construction of small fishing boats. The publication
covers all stages of building a small ferrocement fishing craft, from design and lofting
20
requirements and techniques to repairs and the preparation and painting of a ferrocement hull.
Information is presented on site, workshop, equipment, tools and launching systems; materials
used in construction; testing and use of construction materials; construction of a ferrocement
hull; repairs and joints in ferrocement; painting the ferrocement hull; requirements specific to
ferrocement boat construction and ferrocement and timber fitting out; and guidelines available
for building a boat to classification standards. The annex contains costings and drawings of a
12.8-metre ferrocement trawler built in India with FAO technical assistance
REFERANCE
American Bureau of Shipping:
(Document ref. Sections 5.7 and
10)
Extracts from:- ABS Guidelines for the construction of

ferrocement vessels 1969, and letter to CIFNET dated
3/6/1986

21
Berger Paints Ltd:

(Document ref. Section 8.3)
Extract from letter dated 21/4/1986
Cement & Concrete Association: Extracts from publications: Concrete Practice 1960 & 1987
(Document ref. Section 5)
Central Institute of Fisheries
Photographs, as reference Nos indicated, by K
Nautical & Engineering Training Balasubramanian and information supplied in Table No. 5 in
(Throughout document)
the Annex
Det Norske Veritas:
(Document ref. Section 4 & 5)
Minor extracts from:- Tentative Rules for the Construction

and Classification of Ferrocement Vessels
International Ferrocement
Information Center:
General information extracted from copies of the Journal of

Ferrocement
MacAlister Elliot and Partners

Ltd:
General information supplied in letter dated 24/7/89
MG Duff Marine Ltd:

Extracts from MG Duff Marine Protection Systems including

Figure No. 20
Shalimar Paints Ltd:

Extract from letter dated 20/7/85

22

Ferro Cement 2

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FERROCEMENT 2015-2016

Y.T.C.E.M., Chandhai, karjat

Types of method of ferrocement

Y.T.C.E.M., Chandhai, karjat

Y.T.C.E.M., Chandhai, karjat

Y.T.C.E.M., Chandhai, karjat

Y.T.C.E.M., Chandhai, karjat

Y.T.C.E.M., Chandhai, karjat

TYPES OF METHODS OF FERROCEMENT

Y.T.C.E.M., Chandhai, karjat

Y.T.C.E.M., Chandhai, karjat

MATERIAL USED IN FERROCEMENT CONSTRUCTION

Y.T.C.E.M., Chandhai, karjat

Y.T.C.E.M., Chandhai, karjat

TANKS, CONTAINERS AND SILOS

2. FLOORS AND ROOFS

Y.T.C.E.M., Chandhai, karjat

Y.T.C.E.M., Chandhai, karjat

Y.T.C.E.M., Chandhai, karjat

Extracts from:- ABS Guidelines for the construction of

Y.T.C.E.M., Chandhai, karjat

Berger Paints Ltd:

Extract from letter dated 21/4/1986

Minor extracts from:- Tentative Rules for the Construction

General information extracted from copies of the Journal of

MacAlister Elliot and Partners

General information supplied in letter dated 24/7/89

MG Duff Marine Ltd:

Extracts from MG Duff Marine Protection Systems including

Shalimar Paints Ltd:

Extract from letter dated 20/7/85

Y.T.C.E.M., Chandhai, karjat

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