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PMY Tested. For The Boat. America's Top World's Top To get the frames, heavily curved and beveled as they are, out of straight, flat stock means they have to be cut from at least two and sometimes three pieces which are overlapped for a distance of two or three feet, but are not necessarily bolted together where they overlap, or even, in places, lie in contact.
Thus a framing system that looked very pre-planned and regular�perhaps even lofted�in the midbody and stern sections of the boat, looks more and more ad hoc and random in her difficult bow sections.
This would seem to be a very interesting melding of the Western tradition of a complete frame covered later with planking and the Oriental tradition of planking extended beyond the finished framing and the framing fitted afterwards. The transom all but planked up, and the rubbing wale running full length along the sheerline.
Planking complete to the first wale. Note the stealers to raise the sheer forward. The fourth sister in this pretty family was planked clear up to the stout wale that circles the vessel just below the bulwarks. Its planking is nearly twice as thick as the regular planking 3 inches instead of 1. It appears to be a variety of the tropical hardwood that we would have called ironbark or ironwood in Seattle, where it is used to keep anchors from chewing up the planking around hawsepipes and to cap rub rails.
The plank runs were based on the available long straight lengths of wide plank stock, and so the planks tapered fiercely as they came to the bows and the girth of the vessel rapidly changed, from a nearly square box amidships to a sharp edge at the cutwater. To plank up the bright and lively sheer line there was no choice but to cut stealers �long planks, straight on the lower edge but cut to the curve of the sheer line on their upper edge.
The heavy wale though, was either cut from an amazingly wide piece of stock or was somehow edge-bent, it was in long lengths as well. It took jacks and a chain falls to force it into place and a lot of clamps to hold it there while it was bolted off. Likewise the planking above the turn of the bilge was filled in with planks cut to long tapers and sharp ends where they met the rise of the run.
It is interesting to note that these builders generally drill the lead holes for their planking fasteners through from the outside, so they are perfectly spaced on the exterior of the hull, though they are not always so perfectly placed on the inner face of the frames, sometimes landing a bit too close to the edge of the frame, or close to another bolt.
Given the narrow planks in the ends of the vessel, it is not surprising that the bolts seem a little crowded. As with most Vietnamese boatbuilding practices, you must keep in mind that they are working with hard woods that have very different structural characteristics from the soft woods typical of much American boat building.
Typical stern details on the Ca Na boats. Note the heavy lower transom frame timber with its projecting ends. The broad flat transom was planked up with simple vertical staving fastened to substantial internal framing and set against the heavy external bottom transom frame. This lower transom frame timber, which projects outside the line of the finished boat, is a peculiarity of Vietnamese boats, common all along the coast.
Although it looks as though it should be a dreadful drag, the boats are rarely if ever loaded down to the point that it would cause a problem. I Asia Harbor Yacht Builders Yoga have not yet, however, deduced the advantage if any of the projections.
The horrendous curves in the hardwood planking of these boats are pre-bent over flame, but not in the casual way so common elsewhere on the coast.
The builders here have erected a stout framework of scrap wood from the nearby mill. There are four posts set into the ground and well braced, with high and low horizontal timbers positioned to restrain the planks, and an array of chain falls to apply the bending pressure wherever it is needed. They clamp the planks together in matching pairs with iron bars and C-clamps and use those bars to rig their chain falls to so the builders have planks that match ready to fit on each side.
Besides the neatly placed chain falls, they use a selection of tidy quarried granite blocks to weight down the long tails of the planks that are not involved in the bending. A lone man tends the fire and keeps adjusting the chain falls to obtain the necessary bend in the planks.
I have not seen anything like this anywhere else on the coast or up the rivers. Bending the Hardwood Planks Three chain falls, a rigid frame to work against, and a fierce little fire. Altogether this particular family of modern Motor Fishing Vessels is a uniquely Vietnamese combination of old European and probably older Oriental boatbuilding techniques.
No doubt the hull form is well evolved for use of a heavy diesel engine, and a type you might find in Europe or America, but the execution and the details are Vietnamese. The framing system too is Oriental rather than Western, with its sawn frames only loosely connected at the turn of the bilge, if at all. Certainly the rudder and the running gear are European, but the perforations in the rudder are strictly Oriental. If you want a traditional heavy wooden boat, you would do well to visit Ca Na to have her built there.
Or of course, you could try Sihanoukville, Cambodia as well, they do similarly fine work on a somewhat different style of boat. The influence of Nha Trang extends a long ways north and south along the coast, but by the time you reach Mui Ne and Phan Thiet you have moved into a different boat building and fishing tradition. Phan Thiet is actually the big city of the area, the largest in Binh Thuan Province.
Mui Ne, twenty odd kilometers to the north, is just a small village by comparison, but it stands on the high ground back of a prominent cape and looks out onto a well sheltered natural bay to the south and, on the other side of the cape, another bay, almost as sheltered facing the North.
But when the wind turns and comes from the South, the fleet will pick up and move to the northern bay! The main harbor in Phan Thiet, by contrast, is an improved river mouth with artificial breakwaters extending out into the bay, a dredged channel, and the harbor banks built up with masonry bulkheads.
The pilothouses are usually painted green or blue and there is normally quite a lot of bright red and yellow trim on the gunnels and rub rails and white outlining around the windows. There are two prominent styles of transom on the MFV type boats, both raked heavily. One type is planked straight across, but has a pronounced curve when seen from the side.
The other is planked with vertical "barrel staves" so that it flares widely to the side and aft, but presents a straight line when viewed from the side.
Altogether, these boats, even in larger sizes, give a leaner, lower impression than the husky boats from Nha Trang, and somehow perhaps a more oriental look. The country behind Mui Ne and Phan Thiet away from the streams is sandy desert and stony hills. The shoreline is a series of beautiful beaches backed by tall partially vegetated dunes. The sand ashore gives you a clue as to the Vietnam Yacht Builders Engineering sea bottom offshore: more sand, with here and there a rocky outcrop, no doubt. In consequence a great many of the boats are rigged for dragging, pulling a sock-shaped net along the bottom, using otter boards or doors or paravanes �all the same sort of underwater kite designed to pull the mouth of the net down and out.
The otter boards are prominently hung outboard on the quarters of the boats. A dragger is subject to hanging up and wrecking his gear on any sort of a rock or a wreck on the bottom, so a generally sandy bottom is just what they want. Many other local boats set enormous seine nets on the surface and spend hours with a big crew pursing up and hauling back.
I have no data to prove the point, but the draggers and seiners both look a little too sea-weary, wanting more paint more often, and other repairs as well.
Perhaps there is too much pressure on the fishery now. The squidders seem to be doing a little better, fresher paint and fewer obvious problems. Mostly they are larger boats and often of the Nha Trang MFV style, or a variant, with somewhat lower freeboard all around and less dramatic sheerlines. Needing their long booms spread out over the sea to set their nets at night, they often leave them spread during the day in good weather, but then they have to stay away from other boats or risk a major tangle of rigging.
Perhaps because they have to anchor out so far, they often have bigger cabins than typical Nha Trang boats, enough to give pretty comfortable shelter for a modest sized crew. The largest squidders are the best kept by and large and have massive arrays Steel Hull Yacht Builders Asia of expensive lighting and intriguing rigging setups to handle their long net booms. The booms swing inboard during the day or when they are traveling, but swing out over the port side and aim straight down into the water, turning the night into day to quite a depth.
Charcoaled squid was a popular and cheap treat in Viet Nam rather like salty chewing gum or fishy beef jerky when I was a young man. No doubt that has something to do with the good condition and expensive rigging of the squid boats. The most common of the traditional boats in Mui Ne and Phan Thiet are open boats, ranging from sixteen feet to about twenty feet long, and very beamy for their length. They are double enders, and unusually symmetrical, with pronounced overhangs fore and aft.
Although they are round bottomed boats�all curves without chines�they are nearly flat bottomed. The cooling water supply is the typical pipe bent around to look straight into the prop wash. More about the cooling water supply. Besides the engine, they all carry an enormous sculling oar on a pair of crutches along one gunnel. They are framed with sawn timber frames on about one foot centers and fastened with trunnels.
Most of them have the bow bulkheaded off and decked over and a tight midships bulkhead as well to keep the fish from sliding end to end. They are all finished with the same oil as the MFV types, so they look brownish grey almost all the time, only being beautifully brown for a short while when the oil is fresh.
They are often painted blue inside, and commonly have blue or yellow gunnels and a bright red half stripe forward, with a graceful, if somewhat small, eye painted on the red background. They all have ornate nga , usually painted red with yellow accents. They are very burdensome little boats, easily carrying a three man crew and their catch and gear. Their rudders are shipped through a slot in their sternposts.
A very few of them have arranged a primitive sun shade sort of shelter for the helmsman, but mostly they are entirely open. Typically a heavy rope grommet is seized on the loom of the oar ready to drop over a short stout wooden stanchion set in the gunnel on the port quarter. Viewed from the wrong perspective they seem to be about as graceful as half of a watermelon, but that is carrying it too far. They are short, round, beamy and deep bodied, but they move very easily over the water, drawing very little and making almost no fuss as they move, at least lightly loaded.
The harbor at Phan Thiet holds three other very unusual wooden boats: a water taxi, an ancient style of double-ended sailing vessel adapted to power, and a small, ocean-going freighter. The most visible of these peculiarly Phan Thiet type boats is a small fleet�a dozen or so�of heavy, double-ended water taxis. They make a living by sculling a short distance from boats anchored out in the harbor to the beach and back, landing crews and fish and fetching out groceries. They are odd boats, about twenty feet long, flat sheered, ugly, propelled by a single enormous sculling oar at least as long as the boat itself, and apparently all of them in the control of a guild of old women.
The monstrous oars are obviously a handful for the old women, who stand amidships on a thwart well above the bilges to manage to handle the oar at all Vietnam Yacht Builders 98 and painfully, slowly row their fares back and forth. Though I have only spotted one example, there was, as of , still an ancient style, double-ended wooden sailing vessel about forty-five feet long, fishing with a fleet of round basket boats offshore.
Her rig is gone and she is powered now, but is otherwise as she or her ancestors went to sea generations ago. She is finished in dark oil, nearly black, with no trim except for a small patch of red at the top of her stem head, the normal long slender white eye on the gunnel and a long tapered yellow scowl of a mouth just above the water line. The other Phan Thiet oddity, standing out for sheer size and for being painted in the traditional Nha Trang colors bright blue, with red, black and white trim , is a small fleet�three in harbor at once for example�of identical small ocean-going freighters.
This lower cabin is clearly really a cargo hold. A second level cabin above, set in from the deck edge a foot or two behind low bulwarks provides accommodation for a number of people above the cargo cabin. These boats do not seem to be in a coastwise trade, running north and south. In any event, the whole mainland is well served by the road network these days as well as the rail line.
Rather, there is an island, Phu Quy, about km offshore in the South China Sea, with a vigorous agricultural and fishing economy and about 20, residents. These boats must be their link with the mainland. Pietri described a variety of sailing freighters working out of Phan Thiet, hauling nuoc mam fish sauce to market and returning with rice from the Mekong region, as well, presumably, as trading to the offshore island.
None of them looked at all like this modern vessel, which clearly has evolved over the past fifty years along with the very similar though somewhat smaller modern MFV motor fishing vessel type boats built all up and down the coast.
Many of the medium or smaller sized boats from Phan Thiet, of whatever build modern or traditional , go to sea with a fleet of six or more round woven bamboo basket boats on deck. They are put overboard to fish independently during the work day. They are about eighteen or twenty feet long, sharp bowed and round sterned, with a full midships section but easy lines.
They all carry bamboo sponsons along their gunnels, but rather than being made from styrofoam covered with split laths of bamboo, like the similar sponsons on the boats around Thuan An Beach near Hue , they appear to be true bundles of small bamboo stems. That may be an illusion, they may have styrofoam filling covered with small whole stems rather than the split lath.
All of the ones that I have seen were anchored out in the harbor and I could not photograph their inner structure, though it was apparent from a distance that they have a full set of wooden ribs at least and probably a wooden stem post or cutwater.
The harbor is cut off at the upstream end by a low bridge and rapidly shoaling water. It shelters a large fleet of boats of all varieties and types. A previously unknown friend sent me a tantalizing photo of what seemed to be a very distinctive, slender and shapely basket boat hauled out on the beach near La Gi. So I marked La Gi down in my notebook and kept the place in mind as I worked my way south from Hanoi for the March expedition.
I found them moored in the harbor. The smaller ones also work off the beach to the north of town, though I only found that out while looking, more recently, on Google Earth. In the harbor there was a selection really, ranging from about 16 feet long and a little more than four feet beam to perhaps 26 feet long and six to seven feet beam. Though they were obviously based on woven bamboo, it was also pretty obvious that their construction involved a good deal of fiberglass mat or roving and polyester resin.
The smaller boats or their immediate ancestors might be the archetype for the fleet, with larger boats developing some interesting refinements. They are a very graceful design, with an elliptical stern and a sweeping sheer, quite low amidships and then rising in a single sweep to a proud but slender bow.
Round bottomed of course and, like almost all basket boats, inherently fair, they should be very dry and able little sea boats. Their elliptical sterns are all but identical and their rudders are rigged just the same. The Phan Thiet boats though, seem to be a little more robust, higher sided and with a less dramatic shearline. Perhaps more interesting, the Phan Thiet boats all had added sponsons made of split bamboo encasing Styrofoam and lashed to the hull each side, just below their gunnels.
It would be very interesting to compare the two styles in a good chop. Besides the bamboo form they were built on and the outer skin of glass and plastic, they have solid timber stem pieces attached with two or more bolts through the bamboo and fiberglass hull. The gunwales, inner and outer, are solid timber, not bamboo, and in the case of the smaller boats, they are wrapped with the same glass mat or roving as the hull itself. The rudder arrangements vary slightly. All the rudders are fabricated from bar stock and flat plate, and all are operated with a short tiller.
Although most of the rudder stocks pass through the stern deck and hull in short pipe rudder tubes, some hung clear outboard. The larger boats are a little more refined, with their hull form a little more conventional, but clearly showing their ancestry.
They have sawn gunnels inboard and outboard of the hull, with the same three bulkheads amidships and aft and a fourth one just aft of the bow. The wooden outer stem is proportionally much heavier than on the smaller boats and extends 18 inches or more above the sheer line.
A graceful added wooden bulwark raises the sheer forward and is rabbeted into the stem.
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