Sail Boat Research Articles

Construction of “Lo Passador”: A Self-Anchored Suspension Bridge at the Ebro River Delta

The first bridge over Ebro River at its delta was recently constructed, substituting a barge service. The bridge, called “Lo Passador” as homage to the old guiders of the barges, was built in a protected environmental site with great touristic potential, connecting two riverside villages separated by the river. The constructed structure (winner of a design competition) consists of a slender self-anchored suspension bridge of spans 69 + 112 + 69 m, suspended from four parabolic cables through a central web, resembling a sail boat. The web naturally divides the 19,3 m wide cross section into two equal parts, one reserved for vehicles (two lanes) and the other for pedestrians and bicycles, creating a useful path connecting the two villages with amazing views over the river. Slender pseudo-circular piers are used, so that the torsion is directly resisted at the abutments by making use of a torsionally stiff streamlined steel box-girder section. Steel towers were specifically designed shallow in concordance with the shallow fields of the delta surroundings. As a structural consequence, the stress variation in the cables due to live load is minimized, making possible the use of conventional prestressing technology for the cables, which greatly reduces the cost and simplifies the details at the saddles. Selfanchored bridges are usually built over scaffolding, which was not possible over the river. Alternatively, an evolutive construction sequence was used here, including the lifting of a central part from long-stayed cantilevers. The opening of the bridge was eagerly awaited by the citizens of the two villages, and the use of the wide pedestrian path has distinctly changed their relationships.

Behaviour of PU-foam/glass-fibre composite sandwich panels under flexural static load

Composite sandwich panels were developed for the sail boat hull using glass-fibre/epoxy composite facing and polyurethane foam core. These light weight structures were tested through four-point bending tests to characterize their flexural behaviour. The material exhibited an initial linear elastic behaviour followed by non-linear behaviour. Finite element analysis of the sandwich panels, accounting for the materials and geometrical nonlinearity as well as the cohesive nature of the skin–core interaction, was performed to analyse the flexural behaviour of the structure. Good agreement has been observed between the numerical and experimental response up to the failure. Moreover, the experimental results were compared with the predictions of the classical sandwich theory. The theoretical predictions well represented the linear flexural response of the sandwich panels, while deviates as the load increase up to failure due to the theory limitations.

Cloud Computing-s Software-as-a-Service (SaaS) Delivery Model Benefits Technical Courses in Higher Education

Software-as-a-Service (SaaS) is a form of cloud computing that relieves the user of the burden of hardware and software installation and management. SaaS can be used at the course level to enhance curricula and student experience. When cloud computing and SaaS are included in educational literature, the focus is typically on implementing administrative functions. Yet, SaaS can make more immediate and substantial contributions to the technical course content in educational offerings. This paper explores cloud computing and SaaS, provides examples, reports on experiences using SaaS to offer specialized software in courses, and analyzes the advantages and disadvantages of using SaaS at the course level. The paper contributes to the literature in higher education by analyzing the major technical concepts, potential, and constraints for using SaaS to deliver specialized software at the course level. Further it may enable more educators and students to benefit from this emerging technology. Keywords—Cloud computing, software-as-a-service, e-service, higher education. I. BACKGROUND AND MOTIVATION TUDENTS in technical courses often would benefit by having experience with the same specialized software as used in industry. This is especially true in computer science and related computer application courses where advanced software is often required to help students understand important principles. Yet, budget constraints may rule out such software purchases. Some vendors offer free downloadable software for educational use. However, downloaded software still requires sufficient computing resources to install and make use of the software. Further, software installation, configuration, and routine maintenance often requires the time of skilled information technology (IT) staff, another scarce resource in higher education. In the case of specialized software, the limited number of students served makes it more difficult to justify the expense by the university. Another problem has been the difficulty students have in obtaining, installing and configuring software in a timely fashion, particularly during accelerated 8 or 9-week course format. Typically many hours of faculty support are required to assist students in this situation. When the course is offered in a distance education format, it becomes even more challenging in order to help students get up to speed fast enough for course demands. Janet L. Kourik is with Webster University, US. E-mail: kourikjl@webster.edu To circumvent such problems, some vendors responded by offering access to their software via the Software-as-a-Service (SaaS) model. SaaS, sometimes called e-service, is a form of cloud computing that delivers software and its associated data via a web browser or a thin client to relieve the user of the burden of hardware and software installation and management. From vendors that offer specialized software via SaaS delivery, the products may be rapidly incorporated into a course, often at little or no expense to the instructor in higher education. II. CLOUD COMPUTING AND SAAS Cloud computing actually is a broad collection of ideas. An analogy at this point may be helpful. Consider “TRANSPORTATION” as a broad collection of ideas. Transportation encompasses many different components of moving a person or object from point A to point B, as listed in Table 1. Transportation includes movement on land, water, and in the air. Wind, gasoline, electricity, etc. may be used to generate force for movement. A variety of vehicles may implement transportation. The elements of transportation components may be combined in many ways. For instance, wind may be used to move a sail boat on water. Another example would be a diesel engine may be used to move a bus

Finite element analysis of Carbon composite sandwich material with agglomerated Cork core

Composite sandwich structures were developed for the hydrofoil sail boat hull using biaxial carbon fabric/epoxy composite facing and agglomerated cork core. These ultra-light weight structures were tested through four point bending tests to characterize their flexural behavior. The material exhibited an initial linear elastic behavior followed by non-linear elastic-plastic behavior. Finite element analysis of the sandwich beams was performed to analyze the flexural behavior of the structure. It was found that the transition from linear elastic to non-linear elastic-plastic behavior is the result of compressive yielding of core material which leads to indentation in the beam. This also causes initiation of failure in the core. A shift in the centroid axis of the beam towards the tensile face was also observed. The sandwich structures made of cross-linked PVC and PMI foam cores were also analyzed for comparison. Further, a parametric study on the effect of areal density and ply angle of the facing fabric and core thickness were performed using finite element method. The parametric study revealed that the transition from linear to non-linear trend is caused by different mechanisms with the change in the mentioned parameters.

Comparison of C-band SAR algorithms to derive surface wind vectors and initial findings in their use in marine search and rescue

This paper presents a comparison of existing algorithms to derive surface winds from synthetic aperture radar (SAR) satellites and investigates their use in drift forecasting for search and rescue purposes. Specifically, SAR-derived winds from RADARSAT-1 and ENVISAT advanced synthetic aperture radar (ASAR) data at 1.5 km resolution are compared with scatterometer-derived winds. Three approaches were used to retrieve the wind vector from the SAR data, including an optimal inversion method combining SAR data and background numerical weather prediction, the geophysical model function CMOD-IFR2 with an a priori wind direction, and a technique that uses the backscatter values corresponding to two neighboring subimages with slightly different incidence angles. Our comparisons of SAR wind mapping with scatterometer winds from QuikSCAT and ERS-2 produced a root mean square error (RMSE) of 1.5 m/s. The optimal inversion method seems very promising and appears to be the best choice for assimilation of SAR-derived winds into operational wind products with respect to the datasets presented here. Additionally, the suitability of SAR imagery for search and rescue operations is reviewed. It is recommended that a method should be explored to automatically assimilate such data into operational search and rescue tools. Use of SAR winds in a search and rescue drift model is shown herein to produce improved drift trajectories on a number of search and rescue targets (e.g., life boat, sail boat, person in water).

Sailing Through a Lull at Sabre Yachts1

Derived from field interviews and secondary research, the case describes the dilemma that the Marketing Manager Bentley Collins of Sabre Yachts faces in developing a profitable marketing mix given the firm's current product line, competitors, industry and national economic trends. Sabre had always been a niche boat builder. Their product line was divided into two distinct categories; sail boats and power boats. Their sailboats were targeted toward boaters interested in the comfort desired for cruising but also the capability of competitive racing while their power boats were designed to be modern yachts that could cruise 20 knots or better. A majority of sales came from the New England and Mid-Atlantic regions with only sporadic success in other areas. Bentley worried that slower phone traffic in Spring of 2001 would be indicative of slower sales and wanted to know what actions the firm should take to continue their regional growth as well as their push to become a more nationally-based firm. The case has a difficulty level appropriate for a junior or senior level course. The case is designed to be taught in one class period and is expected to require between five to seven hours of outside preparation by students.

System of Aerodynamic Stabilization of a Monohull Sail Boat

System of Aerodynamic Stabilization of a Monohull Sail Boat

Seasonal and daily patterns of group size, cohesion and activity of the estuarine dolphin, Sotalia guianensis (P.J. van Bénéden) (Cetacea, Delphinidae), in southern Brazil

The resident population of estuarine dolphin, Sotalia guianensis (P.J. van Bénéden, 1864), in Norte Bay, Santa Catarina, southern Brazil, was studied from 2000 to 2003. Systematic one-day cruises were undertaken aboard a 5 m sail boat equipped with an outboard motor. Applying the focal-group method, information such as geographical position, predominant behavioural patterns, group size, cohesion index and the presence of calves, were registered at every five-minute interval, totalling 198 hours of direct observation of the dolphins. The estuarine dolphin used preferential areas for each behavioural pattern. The mean group size was approximately 29 individuals, and the presence of calves occurred throughout the entire year, but with a significant increase in the warm seasons. The frequency of behavioural patterns and group size varied according to season and time of day, and were strongly associated. The frequency of moving behaviours increased in the cold seasons and along the day. The seasonal variation in the moving behaviours suggest the requirement of a larger area in the cold seasons, probably related to seasonal fluctuations in the abundance of dominant prey items. Higher group sizes were observed while dolphins were foraging. The cohesion index also varied according to the behaviour. Our results showed that group organization and behavioural patterns of this estuarine dolphin population are probably linked to daily and seasonal environment cycles, and also possibly to the condition of being at the furthest southern limit of distribution of the species.

Padrões sazonais e diários do tamanho de grupo, coesão e atividade do boto-cinza, Sotalia guianensis (P.J. van Bénéden) (Cetacea, Delphinidae), no sul do Brasil

The resident population of estuarine dolphin, Sotalia guianensis (P.J. van Beneden, 1864), in Norte Bay, Santa Catarina, southern Brazil, was studied from 2000 to 2003. Systematic one-day cruises were undertaken aboard a 5 m sail boat equipped with an outboard motor. Applying the focal-group method, information such as geographical position, predominant behavioural patterns, group size, cohesion index and the presence of calves, were registered at every five-minute interval, totalling 198 hours of direct observation of the dolphins. The estuarine dolphin used preferential areas for each behavioural pattern. The mean group size was approximately 29 individuals, and the presence of calves occurred throughout the entire year, but with a significant increase in the warm seasons. The frequency of behavioural patterns and group size varied according to season and time of day, and were strongly associated. The frequency of moving behaviours increased in the cold seasons and along the day. The seasonal variation in the moving behaviours suggest the requirement of a larger area in the cold seasons, probably related to seasonal fluctuations in the abundance of dominant prey items. Higher group sizes were observed while dolphins were foraging. The cohesion index also varied according to the behaviour. Our results showed that group organization and behavioural patterns of this estuarine dolphin population are probably linked to daily and seasonal environment cycles, and also possibly to the condition of being at the furthest southern limit of distribution of the species.

4. Optimal participation in life after spinal cord injury: Physical, psychosocial, and economic reintegration into the environment

This leamer-directed module on spinal cord injury (SCI) presents a variety of perspectives of the process of personal and environmental adaptation for reintegration. Adaptation is unique to each person and does not predictably follow stages. Models used for understanding the process include biopsychosocial, ICIDH-2 (International Classification of Functioning, Disability and Health), and sector divisions of the environment. Home modification requires home (intermediate environment) evaluation and sociospatial behavioral mapping for planning and appropriation of remodeling in proportion to functional need and use. Options for access to the natural environment include specialized wheelchairs, climbing rigging, kayaks, and sail boats. Sports participation with adaptations is expanding and includes a larger variety of organizations and leagues. Economic needs are effectively anticipated with development of a life care plan. Procreative options to overcome infertility after SCI include vibratory stimulation for ejaculation, intravaginal insemination, intrauterine insemination, in vitro fertilization, and intracytoplasmic sperm injection. Approaches to requests for withdrawal of life-sustaining care include depression screening, pain evaluation, and assistance in accomplishment of person centered goals. Overall, community reintegration after SCI is continually improving because of better acceptance, accessibility, and technology for building adaptations. Overall Article Objectives:(a) To review models and theories of medical intervention and disablement and (b) to demonstrate their application in rehabilitation practice by designing unique treatment plans that meet patient person-centered goals.

Experiment of Antenna Pointing Control for Satellite Communications Tracking Systems on Vehicles. Experiment of Acquisition and Tracking for BS Satellite.

Satellite communications are utilized widely fields -navigations, broadcast and scientific. Recently mobile communications and satellite broadcast are developing remarkably. And the active antenna pointing sysem is required so that we may communicate with satellite in transportation, such as sail boat, truck and car. In this case, we can assume that the antenna base receives perturbation of a high frequency, and we must construct a compact antenna control system with high response. In this research, we use an existing antenna system consisting of a 2-axis gimbal structure driven by stepping motor and a 3-axis vibratory rate gyroscope to control the base attitude. The antenna system is used to track a Japanese broadcast satellite in geostationary orbit. We propose intellectual satellite position search system with feedback control using AGC level and feedforward control using gyro sensor to correct various errors. This papers discusses the 2-axis gimbal structure, sensor system, control algorithm, and experimental result.

Regimental Bands in the Civil War

Marching Brass were new to musical scene at time of Civil War and they performed in ways that seem odd and out of tune with our times. Brass bands of that era were part of great shift from a to an urban/ industrial society. A prismatic society is analogous to an actual prism. Just as a prism is rotated slightly and a new color appears, so, too, in a prismatic society, behavior of individuals can shift and change without regard to situation at stake or expectation of others. It is a world of interactional surprises. People living in such a culture are simply not subject to role segmentation that makes life bearable in modern complex bureaucratized society. All of this means that prismatic enjoy a wide range of options in what roles they can play and how they can play them. It is this feature of prismatic circumstances of Civil War era that is reflected in culture and behavior of and musicians during that time, and wherein culture is a kaleidoscope that can suddenly take a different shape and content. The South was still rooted in this stage (Rip-2s). The North was farther along road to modernity, though it too retained much of prismatic ethos. In a prismatic society social institutions overlap: family norms mix with political usages, economic with religious, and so forth. In them individual behavior is volatile and unstable-shifting quickly from one institutional expression to others. During these fleeting years of transition, persons were free of stifling conformity demanded in a folk society, but not yet subject to constraints to emerge in modern organizational society. The impact of a prismatic environment can be reflected in all aspects of culture, including bands and music. This is so because all role performances are less scripted than in urban/organized world, and there is greater latitude for self-expression. Moreover, in prismatic world appearances are poor guidelines to behavior. In short, things may seldom be what they seem in a prismatic society. Thus, when Robert E. Lee referred to his Union foes as Those people rather than as the enemy it was more than just a Southern gentleman speaking, and his remark did not mean he was inclined to kill fewer Yankees. Lee was merely speaking prismatically. On other hand, when Sherman said, I will make Georgia howl, he meant precisely that. Similarly, when a thirteen year old bugle boy, who had been shot in head with an arrow, shot Indian who put it there and took his scalp, it was more than a kid playing cowboy and Indian. Likewise, when a Confederate Band marched onto battlefield at Gettysburg and entertained friend and foe with waltzes, polkas and two-- steps, it was not a crazy impulse, it was prismatic behavior (Leinbach). During pauses in battles, Yankee and Rebel would gather on opposite sides of a river and engage in battles of Bands after which they swapped coffee, sugar, tobacco, etc. moving goodies back and forth on little sail boats made for occasion (Furgurson). In prismatic world, any situation can be easily and quickly redefined as something quite different from what it started out to be. Thus, enemies can suddenly become friends, lines of advancing and defending troops can become an audience, a child can become a ruthless killer, all set to music of a Regimental Band. In prismatic communities, main differentiations are between very young and very old, and between males and females. Children are but miniaturized versions of larger and act as if they were grown-ups, just as in cases of thirteen year old scalper; or little girls who helped their mother, Rose Greenhow, in business of espionage; or twelve year old Fred Grant (later a General himself), who tagged along with his Dad, Ulysses, as he battled Rebel armies. At visual level, consider prismatic little in Images 1 and 2. …

Application of a non-convex model of fabric deformations to sail cut analysis

Abstract In this paper, we present a computer model based on an elastic string network representation for sail deformation. The equilibrium equation for this model is written in the form of a minimization problem. The latter is non-convex because of the unilateral-stress behaviour of strings. The method of deconvexification has to be used in order to obtain an equivalent problem which is easier to solve. The resulting model is applied to sail cut design problems: bi- and tri-radial cut plans are compared, as well as variations of the elasticity modulus in warp and weft directions. The results are found to be very similar to what is usually observed on actual sail boats.

Intra-urban Navigation in the Tokyo Area in Modern Times

It has been thought in previous studies that inland navigation had declined in modern times. The author differs with this idea. That is to say, we can say that the navigation has progressed at least in the field of ko-unso (reception and distribution) in modern cities.The purpose of this article is to clarify the function navigation played in urban transportation, in parallel with the progress of other forms of transport and modern industries. The research field for this article is Tokyo, which was one of the most developed cities in modern Japan.Intra-urban navigation in the Tokyo area evolved chiefly as traffic by barges along the Sumida River, Tokyo Port and canals which were built early in the Edo Period, e. g. Onagi River, Kanda River, Nihonbashi River, etc.Intra-urban navigation has several characteristics: namely, transshipment, reception and distribution. Taking this into consideration, the author classifies intra-urban navigation into four types for investigation. They are:1. Transportation connected with marine transportation: Most of the ocean-going ships could not come into direct contact with the shore before World War II. Therefore, when freight from ocean-going ships came into and out of the city, barge transportation was indispensable. This type was the main stream of intra-urban navigation ever since Edo Period.2. Transportation connected with railway transportation: This type of navigation arose in modern times. Stations dealing with freight opened near the riverfront, where freight carried from the railwey was transferred to barges.The quantity of freight carried by this type of navigation was about 45% of the total amount which was dealt with at eight stations in Tokyo City.3. Transportation linked straight to the hinterland transshipment: The ships of this type came into direct contact with the shore. There were two categories: inland navigation originating from Tokyo through the Naka River, Ara River, Tone River, etc., and transportation by steam and sail boats around Tokyo Bay. In the Edo Period, transport items were crops, sea products, soy, etc., but these changed gradually to industrial items in modern times.4. Reciprocal tranport within the city, among each area: This type increased with the expansion of the urban area. It was intra-urban transport between factories or storehouses built in the areas which had many canals, e. g. Fukagawa-ku, Honjo-ku. It seems that the freight volume was twice as much as the total coming into and out of the city.Judging from the above, intra-urban navigation played a great part in transport of freight in the city.The transported items of intra-urban navigation in modern times were rice, wood, coal, gravel, chemical manure, steel, etc., Above all, a large amount of coal as fuel for industry was transported during modern times, particularly from the Taisho Era to early Showa. Intra-urban navigational tranport played an important role in the location of factories as well as in the establishment of land-use zoning in city planning.

Thirst and Patience

HER THIRST, PERHAPS, began in childhood, and patience too, pas sionate seed. After all, getting there was an equal gift, crossing to the island?Monhegan Island, Maine?those summers which slowly turned the last century geared down and disappeared into this one, and the island, ten miles off shore, kept its own beauty lightly, sleepily. idea came from her mother?Mary Warner Moore?for whatever reason: to get her children, Warner and Marianne, out of the heat of Carlisle, Penn sylvania; to witness herself?landlocked, Missouri bred, her husband lost, institutionalized?what was coolly, lushly visible. Here was the island's sweating, raw board ice house, and the pond beside it, cut and harvested every winter since 1874, going nearly lagoon in summer, languid, dizzy with birds. Here was Lobster Cove, desolate, wet and dangerous (No one has ever been saved who fell overboard or from rocks the village pamphlets warn), and the thick high woods beyond, solemn with pine. Enough for children, certainly. Enough finally to make Mary Warner Moore come whisper close to building a here, settling permanently. Later, in 1933, it was Marianne Moore herself who would recall those days when she and her mother reached the island by a sail boat called Effort, arriving at low tide, which to say, midnight, hobbling over stones. . . by lantern-light to the gabled attic room in a fisherman's cot tage.1 Now crossing eighty, ninety years beyond those summers, it enough to put such reverie against the chill sea air. And there, eider ducks in stiff flying formation skimming the waves, and seals on sudden out croppings of rock, stilled by sun. Our boat takes its long hour to get there, progressing, Marianne Moore wrote of such boats, white and rigid if in / a grove,2 to this island where imagination became a place for her to loot and redream, most urgently to see. Impossible, finally, to judge the weight of such memory, this island of folktale austerity and strangeness, but we have some evidence. There it is, Moore admitted in The Steeple-Jack, the piece which opens her Com plete Poems with a firm clear color (a sea the purple of the peacock's neck), a careful wonder that recognizes waves as formal the scales / on a fish, or the ornate sugar bowl shaped summer house liked because the source of such elegance is not bravado. Like Ambrose, the student she

A Howie Dream That Came A live

It was 10 years ago. In a call from Howie Davis, I heard him say, "Mert, I'm going to be in Denver a few weeks. Should you be in Buena Vista at that time, I could drive down and meet with you. We could spend a few hours dicussing in greater detail a possible Readiness project." He was referring to a session we had been discussing one day on the Potomac. There, sitting in his sail boat we talked about organizations and the way they varied in readiness to make needed changes. He wondered if a tool could be developed for consultants that they could use in diagnosing an organization's readiness to move and a process by which that organization could be helped to increase its capacity or readiness for change. Wonder of wonders—the big man arrived in Buena Vista on a gorgeous fall day, having driven 120 miles through the mountains he had grown to love. Hisfirst words were these, "Mert, let's not meet in a motel and miss the beauty of this setting. Is there a place in the mountains where we can meet?" Wefound Cottonwood Lake 18 miles away—nestled below peaks reaching 13,000 on three sides. There on a campsite table, looking down on the blue lake and its awesome setting, we pursued one of Howie's passions. He began to describe a project that he wished could be done, with a clarity and word choice that impressed me. As the ideas tumbled out, I made notes of what he hoped could be done. During a pause in the conversation, the wilderness silence was broken by the call of an elk. He never forgot the thrill of that moment. By the time our visit was ended and Howie had settled his huge frame in the rented car for his return trip to Denver, we had conceptualized a project that now has a nine-year history. Its outcomes stand as a memorial to this man.

Development of Ishinomaki Fishing Port and Overseas Fishery after the War

Many geographers have been concerned about the development of the ports of overseas fisheries and the decline of coastal fishing villages by the spread of powered boat. This report is a study on the development of a base of overseas fisheries.Ishinomaki is located near Ojika peninsula and at the mouth of the Kitakami river. It was opened by Date Masamune as a port for communication between the various feudal domains in the 17th century. But this port as a trading center declined since the end of Meiji era when the Tohoku railway line was opened and the ocean-going ships changed from sail boats to powered ones. Ishinomaki was gradually changed to fish-landing port in accordance with the development of fisheries along the coast of Ojika peninsula and neighboring islands and became one of the important fishing ports of northeast Japan.Long-line fishing and bonito angling have been extensively carried on with the villages along the east coast of the peninsula, as it bases, while drag net and sink gill-net fisheries were developed at the villages along the southern sandy coast from Edo period.Ishinomaki flourished as a fishing port of landing from ships with bases at neighboring villages. The wholesale dealers in fish and fish processors at Ishinomaki provided the fishermen with funds for the construction of ships in exchange of the sale of catches. Although the fisheries in neighboring villages was prosperous, the fisheries in Ishinomaki itself was in a poor condition. In 1916, for example, there were only 5 powered boats and 120 unpowered boats. Most of these were used in fresh water fishing.Development of Ishinomaki as the base of overseas fishery depends mainly on the advance of the marine product processors into the fishery after the war, the trasfer from drag net boat to catcher boat of salmon fishery and the conversion of the bonito fishing boat to long-line tuna ship after the Peace Treaty in 1952. The owners of these boats extended their management by diversification of fishery and enlargement of ships, and they themselves migrated to Ishinomaki city from neighboring villages in pursuit of the plentiful labor and advantage of communication.

EARLY MICRONESIAN VOYAGING: A COMMENT

In Andrew Sharp's response to Dr. S. H. Riesenberg's article on Micronesian voyages, the former appearing in the latest issue of Oceania (September, 1966), Sharp raises a question in his last paragraph (p. 65) to which I would like to answer. Sharp thinks that the first thing a practical-minded Micronesian boat-builder would want from the early European navigators, traders and missionaries who came to his island would be nails and spikes to strengthen his vessels , and supposes that this could have increased the range of safe two-way voyaging . From my own experience in the Marshall Islands at intervals since 1946, and as recent as 1964, I can attest that nails and spikes are just not the things the Marshallese canoe-builder wants to strengthen his craft. I have had Marshallese repeatedly answer me, when I have put the same question as does Sharp, that the demands of the sea upon a canoe, both hull and outrigger, are such that lashing with sennit is the only practical way to hold the craft together. They have tried nails and screws and find that the craft will break up more easily then, under the constant pitching and yawing that is encountered on the waves at sea. The craft must be flexible in order to withstand this punishment. Even lashings tend to yield, loosen, and break apart, and have to be redone even during a voyage. It is not only from the mouths of informants that I can speak of this. Frequently on lagoons in the Marshalls I have ridden in outrigger canoes, 20 to 30 feet long, for distances that took as long as eight to ten hours, especially if we were moving upwind and having to tack constantly. Further, I have had the experience three times of travelling between the atolls on the high sea, once for as long as 38 hours. During these voyages I have watched the parts of the outrigger frame and its attachment to the float, and even the planks of the hull itself, move with wave motion, and the lashings that held them together gradually deteriorate. At sea, repairs were made without great difficulty. Once the stay that held the mast upright parted and the entire rigging fell into the water ; but everything was put right within an hour and we were on our way. If nails and bolts were used instead of lashings on these craft, the wood itself would have parted. When it is a matter of Marshallese building and handling European-type sail boats, it is another matter, of course, and there they follow the Western custom.

Something new in sail boats

Something new in sail boats