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Engineering education is something that gets discussed a lot around here, and around the web. I strongly feel that every engineering undergraduate needs to do at least one project outside of the classroom. First, there are project teams, like Solar Car,  Formula SAE,  the AISC steel bridge competition, or Concrete Canoe (to name just a few).
Experience in industry has its own benefits beyond getting a chance to see the practical applications. What experiences did you have beyond the classroom that contributed to your education as an engineer? I had to do a series of co-ops over the course of my time in school in order to graduate and all three greatly contributed to my education. Going back to school after one of these co-ops definitely gave me new perspective on what I was learning. Touring Canoes - A blend of all types of performance Touring canoes are the most popular and should be considered by everyone first. Expedition Canoes - Big displacement for high capacity, these are the largest canoes, excelling in at least two dimensions, of which length should be one. Comparing two canoes that have the same width, a longer one is more streamlined than a shorter one.
The important measures of width are: maximum at the gunwales, maximum overall, and maximum at the water. A hull with rocker acts shorter than it is because the bow and stern aren't as deep in the water as the center is. Wood Canoes - Wood canoes can be of edge-glued cedar-strip construction, or a wood frame skinned with fabric. Aluminum Canoes - Unlike wood construction, aluminum can not produce fine-performing canoes. Polyethylene Canoes - Rotomolded polyethylene canoes currently occupy the lowest tier of pricing available in canoes (these are the ones you'll most likely find in the rafters at discount retailers).
Royalex Canoes - A step up from polyethylene, Royalex canoes are as durable in practice but are more rigid and can be fairly light. Composite Canoes - A huge field, more canoe builders use composites, and more models are made of them than any other material by far. I attended a boat building class at the North Carolina Maritime Museum from March 11 until March 26, 2000. Temporarily screwed to the strongback so that they will stay in place for the planking process. Volunteering in the shop, the BobNess Monster attacks a remodeling job with a fresh coat of paint.
This simple pattern for a very crudely shaped canoe I found on a German Forum got me thinking.
In theory an infinite number of cuts would solve this problem but I am looking for a more practical way.
If you first fill these spots on the inside with epoxy you can sand down the peaks on the outside to achieve an almost fair hull.
As far as I know the Stillwater designs used a similar method but unfortunately as I heard they went out of business.
My daughters and I are currently building a stretched Dusk (12'8") and have been working out the dart locations and widths by trial and error. I wrote the long winded description below some time ago, and includes some foggy recollection of some problems that may have resulted from failure to follow all of the directions, such as taping the outside of the center seam, which is hard to access from the inside. The boat is constructed from four panels, assembled in two halves and joined at the center. The first step is to join two 3mm okume plywood panels at a slight angle with a fillet of thickened epoxy and a strip of fiberglass tape.
I found that the stem wanted to meet at the sharpest point of the stem curve and would not close easily on either side. The plans and instructions say to do this one at a time, so you only need one set of forms. There was one builder who brought some boats to the Mid Atlantic Woodenboat Show in St Michaels a couple years that were built that way. With 4mm Okume bending will be a struggle (higher bend radius - the bilge will be softer) but if you succeed to persuade the plywood to do what you want to, the structure should be quite rigid and sheathing the hull inside and outside with 6 oz.
I think that you will find that sheathing the inside with glass is not necessary, at least for a canoe up to 16 feet long.
4 mm is about twice as stiff as as 3 mm, (64:27), but considering how easily 3mm conforms, it might not be too difficult to work with.
This weekend, the Polynesian voyaging canoe Hokulea and sister vessel Hikianalia will sail into Hilo Bay for the first stop on the Malama Hawaii leg of the Polynesian Voyaging Society’s ambitious four-year Worldwide Voyage.
Next week, while visiting Hilo, canoe crews will take part in koa tree plantings, presentations about voyaging, and other Big Island community outreach efforts.
The voyage’s awe-inspiring worldwide sail plan includes covering more than 46,000 nautical miles and visiting more than 20 countries, with some 60 stops during which crewmembers will connect with schoolchildren, educators, indigenous groups and others to exchange future-focused ideas and practices linked to environmental sustainability. The 62-foot by 20-foot Hokulea accommodates up to 14 voyagers, and the slightly larger Hikianalia can sail with up to 16 crewmembers. During the worldwide voyage, no single crewmember will be on board Hokulea for more than 30 consecutive days without taking a break. Founded in the early 1970s, the Hawaii-based Polynesian Voyaging Society’s early members set out to address unanswered questions about how Early Polynesians made their way to Hawai‘i and other far-flung islands in the Pacific Ocean. Among the matters debated by scholars and navigators: Was exploration and settlement intentional? Critics of the “intentional voyages” theory doubted that the canoe’s spare design could hold up over vast distances.
The debate prompted the society to build a replica of an ancient voyaging canoe and retrace the storied path of discovery by sailing it from Hawai‘i to Tahiti.
To date, Hokulea has sailed by way of traditional voyaging more than 135,000 miles of Pacific Ocean, traveling to the corners of the Polynesian Triangle as well as to the U.S. Were they outclassed because the skiffs were faster in light air and competitive in strong winds, or because the skiffs got faster than the scows in strong winds? It strikes me that the skiff's ability to sink its bow and take on a decent displacement hull when needed means it can have a straighter run at the exit than a scow.
I sailed Moths in the UK through much of the 1970's and was one of the few competitive sailors who sailed both skiffs and scows.


The Magnum also needed a more flexible mast than used on earlier designs and that took some time to sort out.
Really flat lines aft are needed on a powerboat because the prop aerates the water at the stern, making the boat tend to squat regardless of the hydrodynamic forces.
Paul Bieker's PT Skiff design gets criticized for being a powerboat that doesn't run as flat as powerboat operators favor. Unlike conventional post World War 2 powerboats, the PT Skiff does not have an awkward hull speed. I'm thinking that ties into our debate about the amount of rocker, with even the minimal rocker of the PT Skiff seeming wrong to people used to powerboats, less because of how it looks than how it acts. They were about the same speed when it was windy, but you have to know how to sail to keep a Moth upright in any wind.
Of course, the sort of squashed-pram scows Johnson and others built also incorporated the arc bottom, but both the sharpie and scow types compromised the lift they got from those sections with sterns that could deal with greater weight.
For me, the lines of the Magnum bring together several strains in the evolution of the planing dinghy. Further to Richard's post about the Magnum Moths,I still remember the shock of visiting the Moth stand at Crystal Palace in 197? If you've carefully read what I wrote above, you already know that I think the tuck up in the run on scows limits them at high speeds. I it's possible to point the bow up if you run them at the right speed, but they seem to rise more than squat. Boats like the one the two little boys are paddling get a trim board at the stern if they're powered up enough to plane. Could it be that the boats that squat are actually experiencing a lot of lift forward, which moves the bow up and puts the boat in an attitude that shortens the waterline, while the boat tries to go faster and digs a deeper hole until it jumps up on the bow wave? If that's what's happening, maybe the fact that the lift from the hull of a scow is so far forward is key. As for the theory that too much rocker aft sucks the stern down, I'm not really sure that happens. Towing a dink applies the forces in a different way, by towing from the stem you are controlling the amount of trim that the dink can adopt. Comet has a lot of reserve buoyancy in the flare, it was probably that which prevented her from being towed under. Many schools have some sort of senior design program, but by then, it may be too late, as students have left engineering (the leaky pipeline issue being another regular topic in the blogosphere).
There are also opportunities for undergraduate research at most engineering schools, and then there are co-ops and internships out in industry. As an example, my classroom eduction in photoelasticity consisted of about 5 minutes in a photonics course. In some fields, it’s almost required to have some sort of experience in order to get a job when you graduate.
I could then see how important something actually was, how to apply it, or how pointless something was as was the case for a few of my labs. The "best" canoe for some may not even come close to your ideal hull, because it all depends on the way you intend to use it. They are medium in length, generous in width and depth, have a shallow-arch bottom and only and inch or two of front-to-back rocker. Paddlers who enjoy photography, bird-watching, fishing and hunting prefer a solid, stable canoe for peace of mind. They haul more weight than other designs, and do it safely on vast lakes, big rivers and tidal waters where waves can be massive. While Touring canoes are versatile craft that paddle well in rivers, they excel in calmer waters.
This can be distilled down into the basics of Length, Width, Depth, Waterline Shape and Rocker. Even though it's larger, the longer hull travels faster with less effort, glides farther for each stroke, and carries more weight with less loss of performance when heavily loaded. Weight, durability, and dependability are all important factors to consider when choosing a hull material.
Both types are very laborious to build, but wood construction allows the creation of fine-performing canoes. In comparison to Royalex, these boats tend to be less stiff and they certainly lack some of the appearance features. While not permitting the elegance possible with wood or composites, Royalex canoes can deliver good efficiency and handling. Composite canoes are constructed using multiple layers of material (fiberglass, Kevlar, graphite, etc) which are formed in a mold and bonded with resins to make a tough, lightweight hull. To get WoodenBoat delivered to your door or computer, mobile device of choice, etc, click WB Subscriptions. Although the bottom of the hull is nicely shaped when you take a close look you will see there are pointy spots at the bilge and the area between the cuts is cylindrical.
Women's clothing uses darts- long, narrow triangular cuts to help flat cloth conform to curved surfaces. The center joint has to be cut back from about a half inch at the gunnel to 0 at the keel, to make the joint at the center. Note: After the panels are cut out, the curved part at the stem is beveled 45 degrees so the stem will meet on a flat surface, not an edge.
I think I started on the outside, then taped the inside and sanded away most of the outside tape when fairing the joint).
There is a 3 inch wide sheer strip (3mm plywood) added to the sheer on the outside of the boat. With paper it?s an easy build and even though it will be much harder I am optimistic that it will be possible to build the canoe full scale with 4mm plywood. Over the next several months, the canoes will sail 1,000-miles statewide, with stops at 30 ports, before departing for Tahiti in May 2014.
By the time the canoe completes its planned circumnavigation of the globe, an estimated 400 crew members from a total of 16 different countries will have sailed on the vessel. Among those countering that stance were voyaging society members inclined to believe that Polynesian maritime legends were likely based on fact, and that the canoe’s seaworthiness was at least equal to that of Europe’s first ocean-crossing ships. Hokulea’s first launch during the mid-1970s coincided with the start of the ongoing Hawaiian Renaissance, a revival of long-suppressed and neglected cultural identity expressed in music, language, hula, and other traditional practices, such as voyaging. They were very fast when it was windy, but stuck in lightwinds which is why they were eventually outclassed by the skiffs.


People really took notice when John won a major dinghy event beating an 10sqm canoe over the line.
I suspect they get through the semi-planing speeds in different ways, with the first doing it much the way a powerboat designed for semi-displacement speeds does, with the water breaking cleanly at the stern and the boat not yet rising out of the hole, while the scow starts to rise while the water breaks less cleanly from the hull. Sailboats tend to be designed differently, in part because they need to move more easily at displacement speeds and in part because they don't have that aeration.
Bieker is about the most successful living International 14 designer, and he wanted to put to work some of the things he's learned from planing sailboats on this powerboat.
It looses about as much efficiency as the first boat due to the deflection angle from the vee, but loses less efficiency at the stern because of its straight lines. It looks to me like the advances in light construction made it possible to combine the shallow forefoot of the scow with the straighter run of the Fox type. I see you are using the term sports boat to describe a planing keelboat, would that also take in boats that rarely plane, like the Soling?
The class had done their usual job of squeezing an unbelievable number of boats into a tiny space and in pride of place was the Magnum 1 painted the usual John Claridge pink.I tried a google search to no avail as I thought it might clearly illustrate just how different to a pre-war Fox hull the development process brought dinghy sailors. The question is not how this affects them at high speed, it's how much does it limit them at the transition to planing? Of course, they don't need to be efficient at low speeds, so there's no need to tuck the run up at the stern. After all, the crews on scows don't move aft to get the boat planing, the keep it pretty level. Towing a miserable dinghy with a non-planing hull didn't seem to point the bow toward the sky, if anything it seemed to prevent the behavior seen in those long tail boats as they slowed for the bridge.
When you towed the Comet and it didn't plane, did it point the bow at the sky, or just run along moderately level and dig a deeper hole? But if Nick's theory is right, when towed at hull speed and power is added, the bow should stand up in the air, unless I'm misunderstanding him. There are just certain limits to what can be done with a group of 30-100 students at one time, and there are many economic reasons to keep large lecture classes around.
Any of these are a great way to get more practical experience in engineering, and look good on a resume, but there’s more than that.
However, by being involved in undergraduate research, I learned much more about how to quantitatively analyze stress fields, and about all the things that can go wrong in designing an experiment. You can start to form a professional network outside of your home university, and if you’re lucky, an internship can lead directly to a job offer. From a job hunt perspective having these experiences where I actually did something real as opposed to trivial designs and theory made me stand out a great deal from other candidates. With so many different hulls designed for a multitude of uses, it may seem like a daunting task at first – but it's really not that hard. These hulls are shorter, wide, and have full bottoms for a solid "foot print" in the water.
In addition to conquering challenges, they also serve well for day use and trips by sizeable families. These canoes are heavy and slow, but are very durable – a fact that makes them very popular with outfitters and canoe rental liveries.
Under almost any circumstances, these canoes are greatly superior to aluminum or polyethylene.
Good composite canoes, being all hand-built, aren't cheap – but their lightness, toughness, and performance can make them among the very best values.
The panels are pulled up with a strap somewhere between station 4 and the bow until they match the angle of the 150 degree block.] I saw no reason to cut 4 panels and stitch pairs back together in a straight line.
Both rely on wind in the sails and photovoltaics for their lights, communications and, in Hikianalia’s case, engines. The crew will consist of navigators, students, educators, scientists, documenters, medics, and cultural leaders, including some of the voyaging society’s early members who are now in their 60s.
Or was it a case of “accidental drift” involving storm-wrecked canoes slipping off course, or aimless one-way exile voyages? The worldwide voyage, dubbed Malama Honua Worldwide Voyage will mark the voyaging canoe’s first venture into other oceans. John did a couple of wider boats (Magnalium and the Magnum 4) but their wide sterns meant more WSA and the bows would dig in.
It's a closer relative to the first design than the scow is, in part because it belongs to a type developed by people familiar with powerboats, but again, the angle of attack at the sterns of the Fox type dinghy and the scow differ equally from the powerboat.
Of course, in a way it's an evolution of boats like the Comet, and arc-bottomed sharpie shape that was light for its day, but the stern is nothing like the Comet. That's the point where squatting is a problem, and I just haven't seen scows squat at that transition.
I would highly recommend a student going out on co-op or joining a technical club while they’re in college. They're made for paddlers who seldom go long distances, carry much gear or face large waves. Although performance designs don't strictly require skilled paddlers, they will perform best in experienced hands. They often have significant front-to-back rocker to improve maneuvering in fast waters, and generous flair and depth to tackle whitewater confidently. If a canoe is a V-type hull or has a keel, the depth dimensions likely include it, and if so, the canoe is not functionally as deep as the dimensions suggest. The have transoms as wide as the boat, the lines are dead straight aft and the angle of attack is a planing attitude even while they are at rest. When I got to stress field calculations in class, they clicked much more quickly because I already had an intuitive grasp of what was reasonable. Lab classes can be one way of connecting the two, but these are often expensive in equipment and instructor time. Many details need to be worked out, but the keys to the shape may be the dihedral angle set in the panels at the start and certainly the depth, width and location of the darts.



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