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the keel log. Holes are bored in their lower arms to correspond to holes in the keel log, and the frames are lashed in place, today using synthetic line, When the frames and end-boards are finished, the builder summons friends to help fit the garboards. Fastening starts amidships then extends fore and aft. The upper planks are fitted next, overlapping the garboards, to which they are fastened. Only after both planks are joined full-length are they fitted to the frames, with copper nails supplementing traditional lashings.
Light, round beams about 1½" in diameter join hull and outrigger, with one beam adjacent to each frame. These are lashed to round longitudinal stringers fitted inside the hull. The outrigger, which is fashioned from a single debarked breadfruit log, is joined to the outboard end of the beams by crossed sticks inserted into holes in the outrigger and lashed to the beams. Slender sticks are lashed atop the beams to form a platform between the hull and outrigger. The result is a strong but flexible construction that places no load on the hull planks.
However permanent it looks, the outrigger is temporary; on her maiden voyage, a canoe will be laden with yams or other trade goods and then sailed to an island more than 100 miles to the northwest. There, the builder trades for the best outrigger stock, which will replace the original log. Thus, even before they are completed, canoes enter the trade network.
Bamboo serves for the boom and yard of the dipping lugsail. The mast, shaped from a small tree, is canted towards the outrigger (that is, to windward) with four shrouds led to the far edge of the platform. A curved strut, forked at both ends, is inserted between the mast and a sturdy longitudinal beam atop the platform. Wooden blocks can be inserted to adjust the mast, increasing its athwartship cant, much as the modern windsurfer does. The canoes are all rigged and sailed as proas, which shunt rather than tack. The bow becomes the stern and the stern the bow, and the position of the sail adjusted accordingly. Underway, I found the canoes well balanced. The helmsman sits well aft on the platform with one foot on the flat portion of the keel log that extends beyond the stern-board. He raises and lowers his paddle to steer, and makes small course adjustments by twisting it.
The islanders who build and sail these remarkable craft are aware that both their canoes and culture exist today only because they have been nurtured over generations. Such concern continues, with active debate over the pace at which malauwi is cut and the number of canoes that should be sold or traded outside the Louisiades. Few, meanwhile, exhibit any interest in abandoning their canoes in favour of fibreglass skiffs and outboards. As one fisherman said, "The canoe, he always work. No wind, we wait. But the motor, if he bugger up, no can fix. And he always need fuel."
The survival of this unique way of life is far from certain, despite the strength of the islanders' culture. A gold mine has brought some cash to the community, but at a high social and environmental cost, and other exploitative projects have been proposed. I hope the Louisiade islanders can retain control over their archipelago, so that they can chart their own course in the future, as they have done in the past.
Upwind Sail Trim And Helm Balance (Neil Pryde)
Adapted from a booklet published by Neil Pryde Sails intended for big boat sailors. I think there's something for all sailors here, however. The experience of knowledgeable canoe sailors would be worth sharing, I'm sure. If you have any thoughts on the matter, do let GOSSIP know! - Ed.
Sail Trim
Most people assume that there is an ideal trim for every given sailing situation. This is theoretically true, but involves balancing many factors according to conditions and performance goals. The constant changes in wind and sea, the relative disturbance of the air, and even the tactical position in a race, can affect the sail trimmer's goal at anyone time. In order to simplify matters let's begin by generalizing that the majority of upwind trimming situations fall into one of two categories: power or pointing.
'Power' means trimming for acceleration, and generally involves fuller, more twisted sails. 'Pointing' is trimming to flatter, less twisted sails once you have attained higher speed, and want to head closer to the wind. (I assume that tighter outhaul and kicking strap produce this trim - Ed.) The only times when these principles do not apply are in very light, almost drifting conditions, when acceleration is improved not through additional power from sails but through reduction of drag. This is achieved by flattening the sail: the wind will flow more easily over the flattened surface (less drag) than over a rounded surface.
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