Design and Fabrication of Fiber Reinforced Boat in Eritrea

Research
Available Online at www.ijcrr.in

International Journal of Contemporary Research and Review
ISSN 0976 – 4852
https://doi.org/10.15520/ijcrr/2018/9/08/587
August, 2018|Volume 09|Issue 08|
Section: Engineering
Design and Fabrication of Fiber Reinforced Boat in Eritrea.

Thamizhmani Mohan, Zereghaber Araya
M.E., Lecturer, Department of Marine Engineering, Mcomsat
B.E., Graduate Assistant, Department of Marine Engineering, Mcomsat
Research Students: Abrahayo Asefaw,Filimon Ghebremariam,Mebrahtom,Mikal Goitom,Tesfay Kiros
Corresponding Author: Thamizhmani Mohan

Received: 2018-07-18; Accepted 2018-08-19,
Abstract:
Transportation through water body is the cheapest and the most important way of transportation system in
human life. Eritrea has a wide range of coastal area along Red Sea and it is obvious that those people who
live in the coastal area were used to fishing. Wood is one of the easiest and ancient materials that have been
utilized for the construction of boats and it also remains as a favorite one for many professionals, but the
boats which were constructed of woods were much heavier in their light weight, therefore they couldn't
carry more loads. Scarcity and high price of the timber along with the high annual repair and maintenance
cost will reduce the income of the boatmen and also increased consumption of timber will results in faster
deforestation.
In this situation, various alternative materials like ferrocement, aluminium, fibre reinforced glass and fibre
reinforced concrete has been used as an alternative material for construction of boats. So, our first work in
the fabrication of the boat is to choose the alternative material for fabricating a vessel.
Plywood has lots of advantages like they are stiffer than boards of equal thickness of regular lumber. Due to
the stiffness of the plywood panels, weight can be saved by replacing the regular lumbar by plywood, which
is an important problem faced in both power and sail boats. Fiber glass along with resins has many
advantages like thermal insulation, electrical insulation, reinforcement, heat and corrosion resistant and
easily recyclable for future purposes.
This technique of fabrication will give good results by reducing the problems with leakage and bio fouling
of hull surface due to marine growth such as barnacles and in turn which increases the life span of the hull
surface of the boats. So this work will be useful for those communities who are working with the boats for
their transportation and fishing activities and it also improves the standard of the fisherman and their
activities. By design and constructing a boat with plywood and FRG, the quality and standard of the boat
will be improved along with a certain degree of safety. As a student of marine engineering department, this
research work increase the knowledge about design software‟s like solid works and delft ship, design
parameters of a vessel and all the fabrication procedures of the boat by using fiber reinforced glass in
combination with plywood.
International Journal of Contemporary Research and Review, Vol. 9, Issue. 08, Page no: TC 20207-20243
DOI: https://doi.org/10.15520/ijcrr/2018/9/08/587 Page | 20207
Thamizhmani Mohan M.E. et al. Design and Fabrication of Fiber Reinforced Boat in Eritrea
CHAPTER-1
Introduction:
It is good to construct the plywood boat with certain safety covering which can increase the life span of the
boat. Basically the coverings were of fiber glass and resin or of such other cloths. Here we are preferring
fiber glass with resins due to many advantages like thermal insulation, electrical insulation, reinforcement,
heat, and corrosion resistant.
Apart from the general advantages of fiber glass it has much more advantages in the construction of boats.
Fiber covering adds strength, prevents rotten of plywood, minimizes leaks, weight gain by absorption of
water will be avoided, reduces cleaning of hull surface due to bio fouling, plywood thickness can be reduced
which in turn reduces the weight of the vessel.
The fabric used is fiber glass in combination with polypropylene and dyne. The resin is polyester or epoxy,
where epoxy is costly and time consuming to use, due to slow curing at room temperature, but its adhesion
with the wood is good. Hull was covered with 20-ounce (0.566kg) fiber glass cloth, doubled in areas of
strain such as at the chins of v-bottomed boats. And also 10 ounce (0.283kg) cloth is often used to cover
vertical cabin sides of plywood‟s.
The project methodology has been partitioned in to two halves,
 Design methodology
 Fabrication methodology
1.2. Terminologies Used:
Density (ρ):
Density of a substance is mass of a unit volume of a substance. The density of fresh water is 1000kg per
meter cube and the density of sea water 1025kg per meter cube.
Displacement ( :
When a ship is floating at rest the mass of the ship is equal to the mass of the volume of water displaced by
the ship is called
Displacement:
Displacement = volume of displaced x density of sea water
Buoyancy (B):
Buoyancy is the term given to the up thrust exerted by the water on the ship.
 Longitudinal position of centre of buoyancy (LCB) is usually given as distance forward or aft of mid
ship.
 Vertical position centre of buoyancy (VCB) is usually given as a distance above the keel.
By Morrishes approximate formula,
VCB below the water line = )
Coefficients of form:
Coefficients of form have been devised to show the relation between the form of the ship and the dimensions
of the ship.
 Water plane area coefficient (CW) is the ratio of the area of water plane to product of the length and
beam of the ship.
 Mid ship section area coefficient (Cm) is the ratio of the area of the immersed portion of the mid ship
section to the product of draught and beam.
 Prismatic coefficient (Cp) is the ratio of volume of displacement to the product of the length and the area
of the immersed mid ship section.
 Vertical prismatic coefficient (Cvp) is the ratio of volume displacement to the product of water plane area
and draught.
 Block coefficient or coefficient of fineness (C b) is the ratio of volume of displacement to the product of
length, beam and draught.
Wetted surface area (S)

Wetted surface area (S) of a ship is the area of the ship‟s hull which is in contact with the water. This area is
founded by putting the transverse girths of the ship, from water line to water line through Simpson‟s rule.
Several approximate formulas for wetted surface area are available two of which are:
Denny
Taylor √
Where “C” is a coefficient and its value is 2.6 which depend up on the shape of the ship.
Stability of boat
Static stability is a measure of tendency of a boat to return to the upright if inclined by an external force.
When the weight of the boat acts vertical down through the centre of gravity while the up thrust acts through
the centre of gravity G, while the up thrust act through the centre of buoyancy B, since the weight is equal to
the up thrust, and centre of gravity and centre of buoyancy are in the same vertical line, then the boat is in
equilibrium.
GM is called Metacentric height.
KM= KB + BM
GM= KM – KG
BM =
Moment of inertia =
Transverse metacentre (M)

The distance of transverse Metacenter above the keel (KM) is given by
KM= KB + BM
KB is the distance of the Centre of buoyancy above the keel.
Fig.1.1: Transverse metacenter

Relation between length over all and beam
Length length/beam ratio
 14 feet or less 3:1 to 5:1
 Over 14 to 16 feet 4:1 to 6:1
 Over 16 feet 5:1 to 8:1
N.B: 1meter = 3.28083feet
CHAPTER-2
Literature Review:
1. Modelling And Cfd Analysis Of Traditional Snake Boats Of Kerala
B.VenkataSubbaiaha*, Santosh.G.Thampia, V.Mustafaa

Department of Civil Engineering, National Institute of Technology, Calicut, Kerala, India.
In this work, hydrodynamic analysis of a typical ChundanVallam was performed using the commercial CFD
software package SHIPFLOW 5.1® Analysis was performed by employing coarse, medium and fine
meshes. Validation of the model was performed by performing simulations with hull series 60 (S-60). The
drag coefficient at different Froude numbers for steady turbulent flow was estimated by performing
simulations with the data of the snake boat. Velocity vectors as well as contours of pressure distribution are
presented.
2. Manufacturing Of Small Sized Fibre Reinforced Concrete Boats
A Rahim & M Reaz H Kondoker

Department of naval architecture and marine engineering, Bangladesh University of engineering and
technology, Dhaka, Bangladesh.
The results achieved in the study have adequately demonstrated reinforced concrete is a viable
material for manufacturing of small boats. The overall impact and abrasion resistance has been found to be
satisfactory. The technical viability is mere the first step towards establishing such viability. The follow up
steps are the economic viability over its entire life cycle. The user satisfaction, their response, acceptability
etc. are the vital components of such viability. Along with the success achieved, it may be recommended to
understand the follow-up investigations. Such an investigation should consist of manufacturing of
considerable number of boats that should be put into real life operation. The following feedback information
should be obtained.
 The technical performance of the boats in terms of local and overall strength, impact and abrasion
resistance, ease of operation etc.
 Response of the boat operators and the passengers.
 Improvements required by the passengers and boat operators.
 Data on economic performance in terms of repair and maintenance costs.
 Development on design and construction of the boats so as to make them stronger and cheaper.
A reinforced concrete boat reduces the cutting of trees for manufacturing such boats and this helps protect
the environment.
3. Development Of A Pleasure Boat By Bamboo Fiber Reinforced Plastics
Ryusuke TANAKA*, Kazuya OKUBO*, Toru FUJII*, Masao ONO**, Akio SAKURAI*
Doshisha University, Department of Engineering & Systems,*Osaka Branch
National Maritime Research Institute
Small pleasure boats were successfully fabricated by using bamboo fibers as primary reinforcement.
However, the lack of BFRP strengths and moisture absorption of bamboo fibers during fabrication are the
most important problems which should be conquered in the case of BFRP applications. Non-woven bamboo
fiber mats cannot effectively reinforce the matrix because the BFRP used relatively short and curled bamboo
fibers as reinforcement. Moisture absorption during fabrication caused delamination between gel coat and
BFRP. This indicates that the bamboo fibers must be well dried and the boat should be fabricated in a dry
environment.
4. Design And Fabrication Of A Solar Boat
Prof. Kare K.M
Assistant Professor Department of Mechanical Engineering,
S. B. Patil College of Engineering, Indapur, India.
The design of a Solar-Electric Boat for tourist transport along the coast, in the rivers, in the lakes has
been presented, with our system; it is possible to replace the standard fuel engine with an electric one, by
accepting a loss in power and without changing the weight and the dimension of the boat. Their boat has
greater price in comparison to an equivalent boat equipped with traditional propulsion. Currently to
manufacture a solar-electric boat there are extra cost due to photovoltaic plant, battery bank and
management control system. These additional costs are partially compensated by reduction of operation
costs and in solar-electric boat there is no consumption of fuel and the costs of maintenances are relatively
lower. Within ten years the extras costs are amortized. Besides, the great advantage of the use of renewable
energy produces indirect socio-economic advantages, ecosystem preservation, reduction of CO 2, NOXand
SOXemission, etc. In this work, they have proposed an innovative management of charge/discharge for
battery. With this management, we have optimized the batteries life, and during the navigation we have a
real time control of the navigation autonomy. Besides we have designed ship with zero pollution and very
low running costs; all the necessary energy for the navigation has origin by renewable. Electricity produced
by photovoltaic is safer and more environmentally designed than conventional sources of energy production.
However, there is environmental, safety, and health issues associated with manufacturing, using and
disposing of photovoltaic equipment. The manufacturing of electronic equipment is energy intensive. The
electricity produced is higher than the one necessary to manufacture the photovoltaic modules.
5. Design And Fabrication Of Solar Boat
Edwina G. Rodrigues, Bindu S. J, VijiChandran

Department of Electrical and Electronics Engineering, College of Engineering Perumon/CUSAT, India
The test runs of the prototype were conducted and working satisfactorily. However, design improvements
are required for housing more no. of panels. During the design process it turned out that the area for the solar
panels should be bigger so that the engine can run with maximum power. Light and inexpensive materials
were selected to manufacture the boat. Wood and fiber glass were selected due to their relative low price and
weight. The weather conditions in which we monitored data for that specific case showed relatively low
irradiation, caused by clouds and rain. The battery capacity needs to be improved for facilitating the working
under the varying weather conditions. The implementation of interleaved boost converter improved the
energy conversion efficiency.
CHAPTER-3
Research Methodology:
3.1 Design Methodology:
The following software‟s were used to find out all the hydrostatic parameters of the boat.
 Solid works
 Delft ship
3.1.1 Design Procedures:
By using “DELFTSHIP” and “SOLID WORK2016” software, we collected all the design parameters
required for the fabrication of boat which includes LOA, BOA and DRAUGHT.
Fig.3.1: Sequential procedure of the design work

Delft ship is free modeling software, specifically used for designing hull surface. This software provides an
excellent foundation for the first time hull designers since the models can be easily modified with advanced
features, so this software is very much user friendly. Some hydrostatic calculations like displacement, water
volumes for different level of draught and hull resistance can be calculated. After the vessel has been
designed in DELFT ship it has been transferred to solid works and reconstructed with guide line which was
imported from DELFT ship.
Solid work is a 3D modeling CAD software package used to produce model, parts, assembles and drawing.
It provides to create 3D modeling and provides the user with numerous view options from the standard
views and heading view tool bar. Solid work has got the necessary tool to determine the mass of properties
of boat with special evaluation tool which is available in it.
3.1.2 Hydrostatics Calculations:
1. Displacement (
As we know the densities of fresh water and sea water are given by 1000kg and 1025kg per meter
cube respectively. Based on these given hydrostatic parameters and trial results the displacement of the trial
when a ship is floating at rest the product of volume displaced and density of water.
Fresh water design calculation:
Mathematically the formula of displacement is given by;
Displacement = volume of water displaced x density of fresh water
= x ρfws
= m3 x 1000Kg/m3
As we know, 1 ton =1000Kg
Similarly,
Seawater design calculation:
Displacement = volume of water displaced x density of sea water
= xρsw
= m3 x 1025Kg/m3
2. Buoyancy (B)
Buoyancy is a term given to the up thrust exerted by the water on the ship.
 Longitudinal position of centre of buoyancy (LCB) is usually given as distance of buoyancy from
forward to aft of mid ship.
 Vertical position centre of buoyancy (VCB) is usually given as a distance above the keel.
By Morrishes approximate formula,
VCB below the water line= )
VCB=
VCB=
VCB=
VCB=
VCB= 0.0953 m
3. Coefficients of form:
Coefficients of form have been devised to show the relation between the form of the ship and the dimensions
of the ship.
 Water plane area coefficient ( ) is the ratio of the area of water plane to product of the length and
beam of the ship.
= 0.6507
 Mid ship section area coefficient (Cm) is the ratio of the area of the immersed portion of the mid
ship section to the product of draught and beam.

Area of immersed mid ship section is 0.131m2.
= 0.3881
 Prismatic coefficient ( ) is the ratio of volume of displacement to the product of the length and the
area of the immersed mid ship section.
= 0.7599
 Vertical prismatic coefficient (Cvp) is the ratio of volume displacement to the product of water
plane area and draught.
= 0.4533
 Block coefficient or coefficient of fineness (Cb) is the ratio of volume of displacement to the
product of length, beam and draught.
0.2952
4. Wetted surface area (S)

Wetted surface area (S) of a ship is the area of the ship‟s hull which is in contact with the water. This
area is founded by putting the transverse girths of the ship, from water line to water line through Simpson‟s
rule.
Several approximate formulas for wetted surface area are available two of which are:
By Denny’s formula,
S = 3.7883 m2
Taylor’s formula
√
√
√
√
1.4198m2
S = 3.6916 m2
Where “C” is a coefficient of about 2.6 and it depends up on the shape of the ship.
4. Stability of boat:
Static stability is a measure of tendency of a boat to return to the upright if inclined by an external force.
When the weight of the boat acts vertical down through the centre of gravity while the up thrust acts through
the centre of gravity G, while the up thrust act through the centre of buoyancy B, since the weight is equal to
the up thrust, and centre of gravity and centre of buoyancy are in the same vertical line, then the boat is in
equilibrium.
GM is called Metacentric height
KM= KB + BM
GM= KM – KG
Then, to apply; mathematically it is expressed as follows:
BM =
Moment of inertia (I) =
First let‟s calculate moment of inertia;
=
BM can be calculated as follows;
BM =
BM =
BM =
BM =
. Transverse metacentre (M):
The distance of transverse metacenter above the keel (KM) is given by;
KM= KB + BM
From the hydrostatic calculations of delft ship the value of KM is 0.68m.
Therefore, KB can be calculated as,
KB= KM-BM
= 0.68m-0.2287m
KB = 0.4513m
KB is the distance of the Centre of buoyancy above the keel.
Main Dimension of the boat:

Table. 3.1: Main Dimension of the boat
Variable Description Dimension (m)
LOA Length over all 4.50m
BOA Breadth over all 1.125m
T Draught at design 0.30m
D Depth of mid ship 0.65251m
Hydrostatic Result of the boat:
Table.3.2: Hydrostatic Result of the boat
Variable Description Value
Total water displaced at design draft 0.448m3
Design displacement 0.4592 Tones
Cb Block coefficient 0.2952
Cp Prismatic coefficient 0.7580
Cvp Vertical prismatic coefficient 0.4537
Cw Water plane coefficient 0.6507
Cm Mid ship coefficient 0.3894
S Wetted surface area 3.7883m2
VCB Vertical center of buoyancy 0.0953m
Aw Water plane area 3.294m2
Am Mid ship section area 0.131m2
P Density of sea water 1025kg/m3
BM Distance from center of buoyancy to metacentric height
I Moment of inertia
Fig. 3.2: Front view of designed boat
Fig. 3.3: Front view of framed boat
The Boat has a number of sections and edge buttocks. Sections are ribs of the boat, which are very important
to draw and design using software. Moreover they are very help full in designing in wood work shop.
Number of stations depends on the overall length (LOA), beam (BOA) and draught (T) of the boat to be
designed. Depending on these parameters this boat occupies nineteen sections.
Fig. 3.4: Image of the design software
Fig. 3.5 Images of all the stations of the boat from astern to forward with their dimensions
Station-1:
Station-2:
Station-3:
Station-4:
Station-5:
Station-6:
Station-7:
Station-8:
Station-9:
Station-10:
Station-11:
Station-12:
Station-13:
Station-14:
Station-15:
Station-16:
Station-17:
Station-18:
Station-19:
Solid work software result:
Fig. 3.6: Side view of the boat with individual stations
Lofted isometric view of the boat:
Fig. 3.7: Lofted isometric view of the boat
3.2 Fabrication Methodology:

3.2.1 Fabrication procedures:
Fig. 3.8: Sequential procedure of the fabrication work

The following sequential operations were made for the fabrication of boat by using plywood and fiber
reinforced glass.
 Selection of plywood
 Plywood grading
 Cutting of ply wood
 The mold loft
 Framing
 Rib bands
 Scarphs
 V- bottomed frames
 Bending plywood
 Surface lofting
 Resin and hardener
 Wood and fiberglass
 Out board engine stringers
3.2.2 Materials Used:
Plywood:
Panels composed of layers of wood veneers glued together were used for many years for items that were to
be protected from the weather, but their use for marine purposes awaited the development and use of
completely waterproof adhesives. There is still a place for plywood in the marine field for such parts as
decks and superstructure for limited production fiberglass boats and it is extensively used for structural
bulkheads and interior joiner work in hulls of all construction types. Plywood panels are stiffer than boards
of equal thickness and have advantages over regular lumber, even for some parts of boats made completely
of wood. Due to the stiffness of plywood panels, weight can be saved a matter that can be of importance in
both powerboats and sailboats and working with panels instead of a number of small pieces can save a lot of
time.
The most common and inexpensive kind of plywood is made of Douglas fir. To obtain the fir veneer for
making plywood panels. Fir also checks badly so that a paint finish develops hairline cracks that become
greater in number as time goes on. This situation is at its worst when the plywood is exposed to the
elements. But even when the plywood is used in interior joiner work, checking can make it difficult to
achieve a first-class paint job. Such checking can be alleviated somewhat by coating the fir with a sealer
before painting, using plywood sealer made by one of the marine paint or plywood manufacturers. Fir
plywood is acceptable for interior work that is to be covered with either one of the modern vinyl wall
coverings or with one of the durable plastic laminates such as Formica. It can also be used for planking and
decking that is to be covered with a synthetic cloth Such as fiberglass and resin. Plywood for any purpose in
a boat, whether for planking or for interior joiner work, should be of marine grade. This guarantees that the
veneers are bonded with water-proof adhesive that a minimum number of patches are used in the face plies,
and that voids in the inner plies are minimal.
Fig. 3.9: Douglas fir plywood
Ply wood property:
Plywood is made of several thins layers, or plies that are laminated together. The layer structure leads to
more uniform properties than solid wood, since the effects of grain anisotropy are minimized. The properties
of plywood vary with the quality of the constituent layers. Typical values are listed below.
Table.3.3. Ply wood property
Mechanical properties Metric English
Tensile Strength, Ultimate 31.0MPa 4500psi
Flexural Modulus 9.30GPa 1350psi
Compressive Yield Strength 31.0-41.0 MPa 4500-5950psi
Shear Modulus 0.170GPa 24.7ksi
Shear Strength 1.90MPa 276psi
Thermal Properties Metric English
Linear 6.10µm/m-0C 3.39µin/in-0F
Resin:
Resin is derived from coal and oil. The industrial base for the production of resins is an oil refinery and
petro-chemical works which are found in developing countries. The characteristic smell of polyester resin is
given by styrene which is added to the polyester base at a late stage in production.
Polyester resin is the main type used in boat building. It comes in unsaturated form and becomes saturated
when cured during the laminating process. The type recommended for boat building is isophtalic (Iso) or
neopentyl glycol (Iso-NPG). These are resistant to water absorption; have strength and adhesive qualities are
resistant to ultra-violet radiation and bad weather and do not react with other liquids and solids, e.g. drinking
water and fuel oil. Resin is used as the first layer and is applied to the female mold during the laminating
sequence. It is a polyester resin in a more viscous form and has greater weather and chemical resistance.
Hardener:
Hardener is a substance mixed with paint or other protective covering to make the finish harder or more
durable. It is a curing agent for epoxies or fiberglass.
An agent which does not enter in to the reaction is known as a catalytic hardener or catalyst. A reactive
curing agent or hardener is generally used in much greater amounts than a catalyst, and actually enters in to
the reaction.
Hardener is usually classed as a corrosive, and as an irritant when in contact with the skin or by inhalation.
It is a curing agent for epoxy resin. Epoxy resins require a hardener to initiate curing. It is also called the
catalyst, the substance that hardens the adhesive when mixed with resin. It is the specific selection and
combination of the epoxy and hardener components that determine the final characteristics and suitability of
the epoxy coating for a given environment.
Fiber Reinforced Plastic (FRP):
The term FRP is generally accepted to mean fiber reinforced plastic. The names fiberglass reinforced
polyester, resin glass, and glass reinforced plastic (GRP) are also used. This material is a plastic and is
unique in that it is made by the user in situ. It is composed of a series of reinforcements and liquid chemicals
which when brought together in specific proportions can be formed in to strong, solid but flexible shapes.
By varying the quantities of the main components, the finished product can achieve different properties to
suit the desired application.
The prime reason in developed countries for the change to FRP was lower production costs for small boats
built in series. Industrialized countries have the advantage of low raw materials costs (resin and
reinforcement) but the advantage of high labour costs. Therefore the opportunity to change from labour
intensive methods to a faster and less skilled productions system was attractive.
Advantages
1. Reduction of maintenance,
 No need of caulking, no leaks. Hulls are one continuous piece of FRP with no joints or gaps to allow
water in to the hull.
 No plank shrinkage when laid up. Wooden hulls suffer from plank shrinkage when brought out of the
water and laid up in the sun. FRP does not shrink or swell so leakage and re caulking are avoided.
 Rot proof and resistant to bores. FRP is non-organic and will not rot. As a plastic it cannot be eaten
by marine borer.
2. Simpler construction. Once a mold is made, identical copies of a hull can be made many times over
in a shorter time.
3. Reduced skill level is enough to work with FRP
Disdvantages
1. Total dependence on imported materials and foreign currency availability.
2. Choice of vessel fixed once design is chosen and molds made.
3. Must retain core group of qualified technicians.
4. Fire and health hazards from chemicals
5. Large start up investment.
3.2.2 Comparison with other boat building materials
The main materials used in boat building are wood, steel, aluminum, Ferrocement and FRP. Each has its
optimum use just as each has advantages and disadvantages.
Wood is the best known traditional material but depends on a shrinking forest resource and highly skilled
carpenters. Marine grade aluminum is lightweight, long lasting, and requires a skilled labour force whereas
ferrocement uses low cost materials and a large labour force, each has its applications.
Steel is either to obtain than aluminum, is more rugged but corrodes if unprotected, it is the prime material
for shipbuilding. FRP is the newest arrival and will be discussed at length in the following tables.
Table 3.4 and table 3.5 compare some physical properties and costs per unit weight of FRP, wood,
aluminum and steel used for boat building. Table 3.5 compares weights.
Table 3.4: Comparison of ultimate strengths:
Material Specific weight Tensile strength Compressive strength Elastic modulus
lb/ft3 tonne/m3 KN/m2x10 KN/m2x10 KN/m2x10
FRP(CSM) 94 1.5 100 100 6
WR 106 1.7 240 170 14
Wood spruce 42 0.7 55 40 8
Ply wood 40 0.65 16 12 11
Aluminum 170 2.7 120 85 70
Steel 485 7.8 210 190 200
Table 3.5: Comparison of thickness and costs for equal strength
Equal tensile strength Equal bending stiffness

Material Cost/unit Weight
Thickness Cost Thickness Cost
Steel 1 1 1 1 1
Aluminum 6.3 1.8 1.3 6.6 3.2
FRP 5.4 3.0 3.0 3.0 3.0
Types of FRP
Out of many classifications of FRP there are two main components of FRP materials used in construction of
boat glass reinforcement. The suitable CSM and WR are supplied in the form of continuous sheets of
2
variable thickness and are specified by weight. The most common ones are 300, 450, 600 and 900 g/m for
2
CSM and 600 and 800 g/m for WR.
Chopped Strand Mat (CSM):
The continuous filament forms the basis of most reinforcements with no longer processing other than cutting
to lengths of about 50mm, these short pieces are deposited by machine on a moving conveyor belt and held
together with a gluing compound (Powder or Liquid Binder) to form a continuous sheet of chopped strand
mat of variable thickness. This material is specified by weight: 300,450,600 and 900 g/m 2 are popular
weights of CSM. The boat builder purchases it in rolls of 30-35 kg which are about 1m in width. Note that
as total weight and width of rolls is similar, the length of mat will decrease as the weight per square metre
increases. The side of the material is slightly smoother than the other which reflects the smooth side of the
conveyor belt on which the mat was made. It is the rougher side which should be placed down when
laminating.
Woven Roving (WR):
This is the other popular reinforcement. It is purchased in a similar form to CSM and is again specified by
weight. Standard specifications are 18 oz per square yard (600 g/m2) and 24 oz (800 g/m2). As in the case of
CSM, other weights are available but boat designers will normally specify a laminated one which is
composed of commonly available materials as it passes on a cost saving to the builder.
During manufacture, the roving is woven in to a cloth such that roving in the „„warp‟‟ direction (length of
the cloth) is continuous for the whole length of the roll which results in a high tensile strength. WR also
gives a higher glass per unit volume ratio for CSM is 2.5:1 by weight (30% glass) band for WR is 1.25:1
(45% glass). So for a large vessel whose hull shell weight is measured in tons, inaccurate resin/glass ratios
or a laminate with too much CSM and not enough WR may waste substantial amounts of materials and
money. However, it is rate to fine any WR in vessels of less than 6m and equally rare to find vessels built
wholly of WR. CSM laminates adequate for smaller boats while wholly WR laminates do not provide a
good inter-laminar bond (adhesion of successive layers) at any size. For these reasons experience has shown
that normal hull laminates are best made of alternate layers of CSM and WR with extra CSM near the
outside.
Gel-coat Resin:
This is commonly referred in the boatbuilding industry. When cured it forms the shiny, smooth outer surface
of the hull and as such is the first layer to be applied to the female mold during the laminating sequence. The
name refers to use rather than any fundamental chemical difference. It also is usually a polyester resin but is
more viscous as it must not drain off vertical surfaces when applied to the polished inner face of the mold.
When cured it is usually harder than laminating resin and has greater weather and chemical resistance as it
forms a protective barrier between the environment and the reinforced laminate of the hull itself.
3.2.3 Scaling and cutting operations:
Plywood grading:
Marine grade plywood panels are laminated with waterproof phenol-formaldehyde or resorcinol glue, and
the face plies are all grades. A veneer while there is a choice of grade-A or grade-B backs. There is also a
choice of either Douglas fir or lauan for cores, both grades B.Here is a bit more detail, although there is little
you can do about what is produced today. Repairs in a grade-A face are limited to nine in a 4*8-foot panel,
including of maximum of six veneer patches. Patches in a grade-B back are limited to eighteen in a 4*8
panel. The panel cores are of grade Douglas fir or lauan, with no more than four core gaps in any ply.
Marine ply wood are offered in the following types marine fir, grades A-A and A-B marine rotary lauan,
grades A-A and A-2 and marine ribbon lauan, grades A-A and A-2,(an A-A panel means both sides of the
grade of the same species: A-B or A-2 indicates the back ply is of B or =2 grades of the same species.)
Cutting of plywood:
Due to the thin veneers that makes up a panel plywood tends to splinter on its underside when sawed, and fir
is one of the worst in this respect. A piece of solid lumber clamped on the underside of the panel will
eliminate this splintering. Cutting should always be made by a fine-toothed jigsaw and circular saw with the
face-side of the plywood up. Lightweight portable circular saws are handy when much plywood is to be cut,
and there are blades with fine teeth made for just this purpose. The edges of plywood panels are best
smoothed with a low angle, sharp block plane set for a fine cut and held at angle to the edge rather than
parallel to it.
Fig. 3.10: Cutting of plywood

Mold Loft:
A space used for laying down the lines of a vessel to actual size and making templates for laying out the
structural work entering into the hull.
Although we have said that the first step is lofting the hull, in reality the first thing is to find a place to do the
job. At a minimum, the space should be at least four or more feet longer than the boat in one direction, Well-
equipped boatyards use a level wooden floor maintained for just this purpose that is sanded smooth and
coated with flat light gray or white paint.
Fig. 3.11: Mold loft
Framing:
A term generally used to designate one of the transverse ribs that make up the skeleton of a boat. The frames
act as stiffeners, holding the outside plating in shape and maintaining the transverse form of the boat.
Rib bands:
After the backbone and all molds have been set up accurately and properly braced, the rib bands are applied
to hold the parts rigidly in position. Where it was pointed out that they are long strips of wood bent around
the mold in order to a form against which to bend the frames to shape between the molds.
Fig. 3.12: Rib bands

Scarphs:
It is not always possible to obtain piece of wood long enough for the keel, deadwood, and shelves.
Fortunately sufficient length may be found for keels more often than for the other parts, even though an
extensive search is required. The backbone requires enough work of the builder without having to splice
keel. When it cannot be avoided, the long members are pieced out by means of through-screwed joints
called scarphs. Nowadays these joints in wood are often waterproof-glued for good measure.
Fig. 3.13: Scarphs
V- Bottomed frames:
Temporary molds are not necessary for the construction of v-bottomed and arc-bottomed hulls. Instead, the
body plan is used to make frames that become a permanent part of the structure.
Bending of Plywood:
Plywood can be bent to curvature either dries or after it has been steamed. If the latter method is used, the
panel must be dried before another part can be laminated to it. Sometimes it is advantageous to dry-bend two
panels each of half the desired finished thickness.
Surface lofting:
Lay out of a full-scale working drawing of the lines of a vessels hull. After assembling and framing surface
is lofted by 3mm plywood and then fixed by nailing, binding with the stations and longitudinal frames by
using hammer, pin gun, and other adhesive materials like glue, resin with hardener.
Fig. 3.14: Surface lofting

Out board Engine Stringers:
In order to distribute the weight of the engine, and also to aid in elimination of hull vibration, engine
stringers are found in all properly designed motorboats. Sometimes of oak, but more often of such woods as
fir or yellow pine, the stringers are run as far fore and aft as possible. To accomplish this, they are
occasionally pulled toward the centerline forward to permit them to extend further and still be securely
fastened on top of the floors. This applies to both stringers in a single-engine boat and to the in- board
stringers in a twin-engine craft. The outboard stringers for twin-engine installations are usually too far out to
catch the floors and are set on the frames. They are run straight and cannot be as long as the inner members
due to the curving hull shape. It is desirable to have the stringers in single lengths, but if necessary they may
be scarphed the joints being planned to avoid conflicting fastenings. The stringers are notched over the
floors and frames, and through or drift bolted to the floors. Outboard stringers not resting on floors are
through-bolted to the frames. The distance being figured from the horizontal center-to-center distance of our
board engine holding-down bolts, with allowances made for the thickness of the engine bed material.
Scaling and lagging by using fiberglass:
when the hull construction is suitable to put fiberglass, it is recommended tocover the wood with resin and
fiberglass or other type of cloth preferred for any specified type of building. The hull planking should
preferably be of a stable type of plywood. Normal carvel planking swells and shrinks with moisture changes,
and this might cause the covering to crack. However, there are those who do not hesitate to cover old carvel-
planked hulls with fiberglass, but the covering is made quite thick and is mechanically fastened to the hull.
Fig. 3.15: Scaling and cutting of fiberglass
When the hull is suitable, the use of covering will add strength, prevents rot, minimizes leaks and weight
gain from absorption of water, and protects against the attack of worms and borers. The latter by itself is a
great advantage; it reduces the worries that can be brought on by delays in hauling out for bottom cleaning.
The weight of the covering does not add much to the overall weight of the boat and when it is planned in the
design, the wooden structures can be reduced in size to compensate for the weight of the covering. In very
fast boats the added weight does not count much anyway.
The fabric is usually fiberglass cloth but polypropylene and Dyne are also used. The resin can be either
polyester or epoxy. The latter is more expensive and more time consuming to use due to slower cure at room
temperatures, but its adhesion to wood is superior. To prevent leaks is a genuine boon to the builder when
the joined work is to be painted rather than varnished. Taped joints can be sanded to feather edges and made
invisible under a paint finish.
New wood or old, oil base fillers must not be used over the heads of fastenings, because they will be
softened by the resin. For filling cracks and smoothing gouges use either polyester automobile body putty,
which is very fast drying and can be sanded soon after use or make a mixture of epoxy resin and a material
like Cabosil proportioned to produce the consistency of putty.
The following image indicate about Fiber +resin+ hardener in the first layer chopped, then Woven Roving
under normal temperature within few minutes work should be finished because the rate of hardening is very
fast, we can control by the amount of hardener that could be added as per the manufacturer‟s manual.
Fig. 3.16: Fiberglass lofted and dried boat
Similarly figure below shows a gel coated boat. This step must be done accurately, such that hardener and
gel coat should be mixed physically in the correct proportion to give the exact effect on the surface finish of
the boat. The advantage of adding gel coat is to increase strength, avoid leakage of water, to make surface
more shiny and attractive, to prevent corrosion. In addition to these it prevents formation of scale and
growth of foreign sea plants.
Fig. 3.17: Gel-coat coated hull surface

The next step is deck construction and to do this we are using 9mm thickness, this type of plywood has
higher strength than 3mm plywood. As we know deck is the place were high load can occupy.
Plywood is fixed to the stations using rivets, nails, and wood chips by mixing with glue to complete the
requirements for strength and leakage. Finally the boat has finished internally and externally with gel-coat.
Fig. 3.18: Finished boat
Fig. 3.19: Boat after installing out-board engine

CHAPTER-4
TRIALS AND OBSERVATIONS
4.1: Testing of boat
Trial One: fresh water trail (unloaded condition) using paddle only
In the first trail of this designed project work in fresh water the following results scored in Adi-halo.
 Draught: 19.5cm
 Free board at transom: 60.7cm
 Length of water line: 420cm (4.20m)
 Breadth: 93.27cm
Loaded condition
In this trial four persons loaded and the mass of all is 235.5 kg. At this time the following outcomes
recorded.
 Draught: 31.5 cm
 Breadth: 97.80cm
Trial Two: Sea water trail (unloaded condition)
In the second trail of this designed project work in sea water the following results scored.
 Draught: 15.6 cm
 Free board: 65.2cm

 Breadth: 67.1cm
Loaded condition
In this condition when the boat sails on sea water in a loaded condition when six persons are loaded. The six
persons have mass of 453kg. The corresponding results are as follows;
 Draught: 29.3cm
 Breadth : 95cm
 Free board at mid position: 61cm
When the speed of the boat is maximum in the loaded condition; distance traveled and time taken are 800m
and 7minutes respectively.
Therefore the speed of the boat can be calculated by
Speed (V) =
Speed (V) =
Speed (V) =
1 knot = 0.514 m/s
Speed (V) = 1.9047 m/s or 3.693knots

4.2. Observations:
Trial one:
Based on trial one (without engine) we have made the following observations:
 In unloaded condition when boat sails in a fresh water the corresponding values of draft, free board,
length of water line and breadth are 19.5cm, 60.7cm, 420cm (4.20m), and Breadth: 93.27cm
respectively. From the results we have observed that, the values are slightly small.
 The analysis of loaded condition is made by keeping four persons of total mass 235.5 kg. The
corresponding values of draft, free board, length of water line and breadth are 31.2cm, 50cm, 411cm
(4.11m), and breadth: 97.80cm respectively. From the results we have observed that, the values draft,
breadth and length of water line increased, despite the value of free board decreasing. In this condition
the driving mechanism is using towing pad or paddle.
Trial Two:
 The difference from trail one is that, this trial is done in salt water without outboard engine.
 In unloaded condition when boat sails in a salt water the corresponding values of draft, free board, length
of water line and breadth are 15.6cm, 65.2cm, 410cm (4.10m), and Breadth 67.10cm respectively.
 The analysis of loaded condition is made by keeping six persons of total mass 405kg and an out board
engine of mass 47.5kg in total 453kg. The corresponding values of free board at mid position, draft, free
board at the transom, length of water line and breadth are 420cm, 29.3cm, 50.90cm, 420cm (4.20cm), and
95cm respectively. From the results we have observed that, the values draft, breadth and length of water
line increased, despite the value free board decreasing. In this condition the driving mechanism is using an
out board engine.
4.3 Suggestions
 For better result the boat should be tested at sea water rather than fresh water for better efficiency.
Because almost all vessels are sailing at sea water, since sea water is denser than fresh water.
 In this project some of the parameters should be modified for better results; maximum beams of the boat
should be large in order to achieve good stability.
 During design, draught should be taken as minimum value, so that the free board of the boat will be
decreased in its height.
 Surface finishing of the hull should be smooth, so no drag force takes place.
 All the design parameter achieved from the software has to be carefully maintained and executed during
the fabrication stage.
4.4 Scope for Improvement:
 If we want to design and fabrication of boat in the future it is advisable to construct a boat with a flat
keel side, then the boat will be more stable. So the free board of the boat will be reduced and a skipper
can easily maneuver the boat.
 In future if the breadth of the boat is increased then the wetted surface area of the boat will increase, then
in turn the stability of the boat will be increased.
 To the minimum extent the side places of the out board engine should be free from edges so that the
skipper can maneuver easily.
 The length (LOA) and breadth (BOA) should be increased to increase the wetted surface area of the
boat.
CHAPTER-6
Conclusion:
The design and fabrication of boat was done as per the consecutive steps provided in this report. FRG will
act as a primary reinforcement for the hull surface so the life span of the boat will be increased. Along with
the previous advantage FRG boats are also have some advantages like good in strength, economical and less
weight. However, mixing of hardener and resin and delamination between gel-coat and FRG is possible, so
fabrication has to be done in a dry environment. This project can familiarize the student with deepest
knowledge of design soft wares like AUTOCAD, SOLID WORKS and DELFT SHIP along with the
knowledge of handling machine & hand tools.
References:
1. Reed‟s naval architecture for marine engineering‟s
2. A conceptual design of fiber reinforced plastic fishing boat for traditional fisheries in Malaysia
3. International journal of advanced and technology vol.64(2014)
4. Tsuchiya T. (2003) “Journal of the Japan Society for Composite Materials”. Vol.29, No.4, Page129-
135
5. Kubo Y. (1975) “Journal of Reinforced plastics”. Vol.2l. No.11, Page 481-488.
6. Soroushian.P, Khan.A & Hsu J.W (1989) ACI Mater, M58
7. Malhotra.V.M, Carette, GG & Bilodeau.A,(1991) ACI Mater, M48
8. Bhattacharyya. R., (1978) Dynamics of Marine Vehicles, Wiley, New York, 28-39.
9. Ship flow theoretical manual XCHAP, (2007). Flowtech International AB. 1-20.
10. Robert M. Steward, “Boat Building Manual” 2nd edition, International marine publishing company,
Camden.
11. B.Venkata Subbaiah, Santosh.G.Thampi, V.Mustafa (2015) “Modelling and CFD Analysis of
Traditional Snake Boats of Kerala”.
12. Juraci Carlos de Castro Nóbrega1 and Andrej Rössling “Development of Solar Powered Boat for
Maximum Energy Efficiency ”Department of Electrical Engineering, Amazonas University.
13. Y. Haribabu, P. Devi prasad, “Effect of nanoparticles on e-glass fiber epoxy resin composites”,
Mechanical department, AITAM college of engineering, autonomous, INDIA.

Design and Fabrication of Fiber Reinforced Boat in Eritrea

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Design and Fabrication of Fiber Reinforced Boat in Eritrea

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Design and Fabrication of Fiber Reinforced Boat in Eritrea.

Corresponding Author: Thamizhmani Mohan

VCB below the water line = )

Wetted surface area (S)

Transverse metacentre (M)

Fig.1.1: Transverse metacenter

B.VenkataSubbaiaha*, Santosh.G.Thampia, V.Mustafaa

2. Manufacturing Of Small Sized Fibre Reinforced Concrete Boats

A Rahim & M Reaz H Kondoker

Edwina G. Rodrigues, Bindu S. J, VijiChandran

Fig.3.1: Sequential procedure of the design work

As we know, 1 ton =1000Kg

4. Wetted surface area (S)

Then, to apply; mathematically it is expressed as follows:

Moment of inertia (I) =

First let‟s calculate moment of inertia;

Moment of inertia (I) =

BM can be calculated as follows;

Main Dimension of the boat:

Variable Description Dimension (m)

LOA Length over all 4.50m

BOA Breadth over all 1.125m

T Draught at design 0.30m

D Depth of mid ship 0.65251m

Variable Description Value

Total water displaced at design draft 0.448m3

Design displacement 0.4592 Tones

Cb Block coefficient 0.2952

Cp Prismatic coefficient 0.7580

Cvp Vertical prismatic coefficient 0.4537

Cw Water plane coefficient 0.6507

Cm Mid ship coefficient 0.3894

S Wetted surface area 3.7883m2

VCB Vertical center of buoyancy 0.0953m

Aw Water plane area 3.294m2

Am Mid ship section area 0.131m2

P Density of sea water 1025kg/m3

BM Distance from center of buoyancy to metacentric height

Fig. 3.2: Front view of designed boat

Fig. 3.3: Front view of framed boat

Fig. 3.4: Image of the design software

Solid work software result:

Fig. 3.6: Side view of the boat with individual stations

Lofted isometric view of the boat:

Fig. 3.7: Lofted isometric view of the boat

3.2 Fabrication Methodology:

Fig. 3.8: Sequential procedure of the fabrication work

Fig. 3.9: Douglas fir plywood

Mechanical properties Metric English

Tensile Strength, Ultimate 31.0MPa 4500psi

Flexural Modulus 9.30GPa 1350psi

Compressive Yield Strength 31.0-41.0 MPa 4500-5950psi

Shear Modulus 0.170GPa 24.7ksi

Shear Strength 1.90MPa 276psi

Thermal Properties Metric English

Linear 6.10µm/m-0C 3.39µin/in-0F

Material Specific weight Tensile strength Compressive strength Elastic modulus

lb/ft3 tonne/m3 KN/m2x10 KN/m2x10 KN/m2x10

FRP(CSM) 94 1.5 100 100 6

WR 106 1.7 240 170 14

Wood spruce 42 0.7 55 40 8