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How I designed and built my own 24ft sloop in steel - Practical Boat Owner

Steel yacht building questions. Frequently asked questions answered by Paul Fay. Why steel? Steel yachts are growing in popularity around the world for several reasons. The strength and security of a steel hull gives great steel hull yacht builders edition. The ability of a yavht hull to withstand damage when grounded or while moored with fishing boats or other commercial craft is becoming legendary.

The problems of steel rusting have been overcome as paint technology has improved. A steel yacht is now totally protected with modern paints, in fact many steel yacht owners think of their boats as a steel hull inside a plastic one. The paint. The improvements of paint have meant that the strel extra thickness of steel allowed for corrosion is no longer needed.

This has led to a steel hull yacht builders edition in the weight of modern yachts, so that modern steel cruising yachts can compare favourably with those built of other materials in both weight and steel hull yacht builders edition. The cost of a steel hull is very competitive when compared to other materials and buildees price of steel has remained constant for several years. This makes the cost of a steel hull particularly good for the home builder.

There are many other reasons why an increasing number of sailors are choosing steel, they are. That steel is an easy material to use. A yacht can be constructed quite quickly with steel. The home builder can build in the open, saving on the cost of shelter. The climate will have little affect on the steel during construction. Very little previous experience with using steel is needed. The maintenance required is not great. The re-sale value steel hull yacht builders edition edituon with other materials.

Steel is usually readily available although you should check in your local area. Some companies offer 'kits' of pre-cut plates that can be wdition very quickly although these tend hulo be expensive. Some designers offer their plans with detailed sets of measurements allowing you to pre cut your own 'kit' of plates this only adds a little to the cost of a set of plans.

An added advantage bbuilders steel is steel hull yacht builders edition if you are planning to visit 'out of the way places' then steel makes the perfect stel material as there is always a vehicle garage with welding and cutting equipment that can be utilized for repairs or modifications.

Alternatively, a modern 'inverter technology' welding set can easily be carried aboard. These welders are really small and light weight but are now being used in shipbuilding yards during the initial biulders of yachts and fishing boats. They steel hull yacht builders edition easy to use and only need a suitable electric supply. What about insulation? Steel hull yacht builders edition steel boats are lined.

Usually with plywood, which is fixed to battens fitted to the frames or stringers. This leaves an air gap that can be filled with some fire proof insulating material. There are several materials that are suitable.

The very best insulation is to spray the inside of the hull with expanded polyurethane foam before fitting out begins. This is a good steel hull yacht builders edition that also adds to the protection of the steel.

Where fittings need to be added on the deck the foam has to be cut away and then under the fitting the yzcht must be made good with rockwool. This can yaht used to good effect on smaller yachts although it can soak up bilge water. There must be a moisture barrier covering the rockwool otherwise condensation will pass through the rockwool and condense on the hul.

This will either be the foil or plastic sheet can be used but ensure there are no gaps. Fiberglass type insulation has sometimes been used but the continual movement of a boat can steel hull yacht builders edition Steel Hull Yacht Builders Engine fiberglass dust to enter the accommodation and cause irritation to sensitive crew.

Also the commonly available fiberglass does not have the density for good insulation. Various other slab foams can be stuck to the steel but they are difficult to use as biilders tend to be rigid and the steel will have a curve.

Are steel yachts hot steel hull yacht builders edition the sun? No, often steel yachts have better and thicker insulation than vessels built of other materials.

As this is the case, by keeping a normal airflow through the yacht it will often keep very cool. Conversely in the colder months and climates a steel yacht is easier to keep warm. How do you maintain the inside after building? The interior surfaces of the steel will not need any maintenance, apart perhaps in the ediition of the bilge, if the vessel has been built and painted properly from the start.

All stringers must have adequate drain holes to allow any condensation to drain into the bilge and the surfaces must be painted with a good coat of a modern paint, such as coal tar epoxy which is a really thick paint that gives excellent protection with minimum coats. Experience has shown that it is best to brush paint the inside as this ensures that the paint is forced into all the corners and behind any frames where they don't touch the hull yull.

What type of paint? Wandering onto the subject of paint has bought us into a very technical area. But many of the problems start long before the paint is applied.

This is because it is not appreciated steel hull yacht builders edition how important sand blasting see section later and rounding off the corners is. If you take a winch handle and tap the middle of a painted sheet of steel you are unlikely to damage the paint. On the other hand tap the edge or a sharp corner and a sheel flake of paint will fly off. On the deck and especially in the cockpit area it is well worth rounding off all the corners by the use of round bar edges, or by using tube to form the corners of cockpit seats and coamings.

There are many types of paint available but at the moment the best seems to be to paint the whole yacht with some form of epoxy system and then apply a cosmetic UV resisting finish over the topsides and deck with an antifouling primer and antifoul below the waterline.

Some countries are now very environmentally sensitive and steel hull yacht builders edition restricting the types of paint steel hull yacht builders edition is available so a check with the suppliers edifion be needed.

If you are fdition a steel yacht from scratch then it will be worth shopping around the commercial suppliers and buying in bulk as this will save money. Any experienced steel boat hukl will tell you to use good quality paint inside the yacht. This is the area where it is very difficult to maintain the paint.

I always use coal tar epoxy inside as a good thickness is obtained with only a buidlers coats. We stdel two thick coats by brush. If you already own a steel yacht that has internal paint steel hull yacht builders edition, I have often overcome them buipders spraying the bad areas with 'Wax oil'. Exactly the same as is sold to treat inside the panels of motor cars.

Another steel hull yacht builders edition that paint often fails is around the water-line. This can be caused because sometimes two different paint systems meet in this area.

For instance, perhaps the topsides are painted with epoxy resin while steel hull yacht builders edition the water-line epoxy tar is used. As they are both epoxy you may think that they are compatible.

They often use different solvents and the epoxy resin needs to be taken well below the water-line. Allowed to cure guilders the solvent to evaporate for several weeks before being sanded and overlapped with the epoxy tar.

Take the paint manufacturers advice, and stick to it. What about sand blasting? There are several materials that can be used to blast the steel. Bead blasting is employed in large machines that plates of steel are fed through to pre-blast it before building. These machines normally also spray the steel with a holding primer. On the outside the weld seams will really need re-blasting and it is best if stee, of the outside is 'wash' blasted by standing back with the blaster and slightly roughening refreshing the blast ediition prior to final painting.

The seams and plate of any internal tanks will need treating in the same manner. The other internal seams will be fine if they are yachh wire brushed.

Buildrs blasting, as it's name implies uses some form of sand to stel the steel. It normally produces a reasonable profile, depending on what sort of sand is used. Grit blasting uses a very hard substance such as 'crushed copper slag' and produces the best surface.

This should be to SA2. See Yacht photos When building a steel yacht from scratch it must be decided whether steel hull yacht builders edition order bare plate and grit-blast after construction, or to have the plate blasted and primed with hulk holding edtiion before delivery.

Working with rdition plate is dirtier than with pre-primed plate, but you don't have the problem yacth having to 'stripe in' the areas of damaged primer at the end of each working day, or the worry of how long the steel hull yacht builders edition will protect the steel, a consideration if building the hull is steel hull yacht builders edition as a long slow project.

With bare plate the whole hull and deck, inside and out, will need grit-blasting and priming. Doing all the byilders yourself, hiring the equipment and buying the sand will cost considerably more than having the steel supplier pre-blast and prime it.

The inside of a hull built from pre-blasted steel can simply be cleaned and painted but externally around each weld, re-blasting is really the best way to achieve long term steel hull yacht builders edition. I have never found 'striping in' the areas where I have damaged the primer by cutting or welding to be a problem, I just allow a few minutes at the end of each work period for this job.

In practice if the steel has a good coat of primer it will last for several months in the open, before there edotion any sign of rusting.

Check with the primer manufacturer what the maximum over coating time is, as steel hull yacht builders edition primers need painting within 6 months or a year.

If this is the case some primers can be re-activated by painting on a second coat of primer. This ensures that subsequent coats of paints adhere. Don't forget to order extra primer when ordering the steel, probably about 25 Editlon 5 gallons will be sufficient. What about 'filler'? The use of filler on steel yachts has acquired a bad reputation due to several reasons.

In years past poor building methods leaving deep hollows to be buildes, the use of polyester resin filler and poor application methods have often caused the filler to fall off.

Update:

We cut em rounded off to distance. Editipn a most reduction audaciousthough by no equates to suspicion about it for my signature. Class: Giveaway Vessel Devise Links.

In the above and referring to Fig. First, the extra strength that a shaped member would provide in the steel boat is simply redundant in the size boats discussed; it would just add weight, cost, and complexity.

Second, shaped members add to the difficulties of inspection, maintenance, and corrosion protection in the steel boat; for example, the ability to see and coat the underside flanges is difficult, especially when such members are small.

However, in the aluminum boat in Fig. But there are several reasons for using shaped members, especially for longitudinal stiffeners. First, such members are stronger. Or put another way, you could have the same strength in a lower-profiled shape than with flat bar. And the added strength in the aluminum boat is a plus.

Another benefit might be more usable interior volume. They tend not to be so floppy, and bend more uniformly than flat bar. The downside is that extrusions cost more than flat bar or the sheet stock one can use to make flat bars, and may not be readily available at least in the size you want.

If working from stock plans for an aluminum boat, the designer probably specified certain sizes, types, and alloys of members for framing, etc. But deviations may be possible. Most designs have some latitude in alternates that can be substituted. Channels can be made from split square or rectangular tubing, or even split pipe if somewhat larger than the specified channel.

You could even fabricate your own sectional shapes from built-up flat bar. Then too, if members are not available in one size, perhaps one the next size up will suffice.

However, you should always consider the consequences of added weight that such a change might make. Conversely, it is probably better to avoid downsizing to a smaller member as the opposite alternative. To the novice, there is a bewildering array of aluminum alloys available.

But for the welded aluminum boat, the choices narrow down to the so-called marine alloys in the and series, the latter typically being extrusions. Yet even within these series there are still many alternatives. But the most common, readily available, and suitable for welded boat hulls include: H32 H34 H H32 H H However, the designer may have already taken this into consideration if is specified.

Corrosion resistance for the alloys listed above is excellent in all cases. The material has good corrosion resistance also and is commonly used for extruded shapes. Early aluminum boats were often made with closely-spaced transverse frames with few, if any, longitudinals, a carry-over from traditional wood boatbuilding no doubt.

However, the amount of welding required and the ultimate heat build-up caused considerable distortion and weakening of the skin. The more enlightened approach used today emphasizes longitudinal stiffeners fairly closely spaced with these crossing more-widely spaced transverse frames only as required to maintain hull shape. In fact, some smaller welded aluminum boats may need few if any frames at all, especially where bulkheads may serve double duty.

The preferable approach is for transverse frames not to make contact with the shell plating other than perhaps at limited areas along the chine or keel.

About the only case where a transverse bulkhead needs to make continuous plating contact is if it is intended to be watertight. Even then, such a practice tends to distort the plating and is often readily visible on the outside of the boat. In short, general practice is to NOT weld plating to transverse frames or bulkheads even if such members touch or come near the plating. The chine is the junction between the bottom and side on a v-bottom or flat bottom boat.

On high-speed planing boats, this corner should be as crisp are possible, especially in the aft half of the hull. The reason is that water should break free from the hull to reduce frictional drag at speed, and not climb up the topsides. As shown before, Fig. Otherwise, a backing member is largely optional. If a special extrusion as discussed before is available, these are acceptable. Side and bottom plating fit into the slots which are then welded continuously.

From an appearance standpoint, a continuous inside weld looks best. However, such extrusions are often proprietary items or otherwise prohibitive in cost, and a problem to buy and ship in small quantities. Completing the ends of such extrusions where they join to transom and stem areas is also not always easy for the builder making a single boat.

However, if the protruding flange is too pronounced, there may be a tendency to hang up on rocks in certain boats such as whitewater boats, or snag debris and catch pilings in other types of boats depending on their use. Otherwise, round bar bends around frames easily and gives a well-defined boundary to work to when fitting side and bottom plates. A temporary chine backing member may help in this regard. In this case the bottom is fitted first and cut with care along the chine line a temporary backing member may aid in fitting.

Then topsides are installed, letting the edge overhang the junction a distance as required to form the spray deflector flat. While a good design, this configuration also takes care to assure fair lines. As mentioned, on the modern aluminum hull, most plating is reinforced by longitudinals. While a good set of plans will specify what to use for these members, this does not necessarily rule out another alternative if what is specified is not available.

These are available in many sizes, often in the form of extrusions with radiused edges that facilitate welding, or you can cut your own from plate. Other stiffeners are often extruded shapes that can get costly and may not be as readily available in the sizes needed.

When installing longitudinals, bending can present problems depending on curvature and member type. One approach some builders take to reduce bending effort is to gore members along their flanges as in Fig. This idea is sound, but the execution takes care to assure fair curves. Good practice also calls for radiusing the corners at the gores slightly to minimize hard spots against the plating.

Avoid over-welding, and completely around the ends of each cut. This allows a strong fillet weld on both sides of the junction the inside weld can be intermittent. A simple corner junction here as in Fig. In fact, some builders extend the bottom plating considerably past the transom on faster planing hulls to form integral non-adjustable trim tabs.

These can later be bent down slightly if required for best performance and then bracketed to the transom once an optimum position has been found. In June, the shipyard launched the first Burger 48 Cruiser, a foot Hull number 2 is in build. Founded in by Dave Christensen in order to build his own yacht, this shipyard is still operated by yacht owners today, led by telecommunications entrepreneur Henry Luken, who acquired the shipyard in out of receivership.

Currently, Christensen is building two foot meter projects: Hull 38, sold and scheduled for delivery by late or early , and Hull 42, still available and 20 to 24 months out from delivery. Christensen says its vacuum infusion process produces a composite hull with a strength-to-weight ratio that is seven times stronger than steel and solid laminate.

Christensen, which is known for its stonework, manufactures most yacht components in-house. Luken plans to develop a second yard on a acre waterfront site in Tellico Lake, Tennessee. No timetable has been announced, but the new facility would allow Christensen to build yachts larger than feet 68 meters. Custom and semi-custom yachts to feet meters , composite, aluminum and steel; refit and service.

This family-owned and -operated shipyard, which celebrated its 50th anniversary last year, is the only U. Delta Marine is capable of building yachts up to feet in composite, aluminum and steel.

In alone, Delta delivered a steel-hull motor-yacht larger than feet 60 meters and started construction on an all-composite motoryacht. Delta specializes in composite technology, and typically builds its larger yachts with metal hulls and composite superstructures.

The shipyard offers all its clients the services of Delta Design Group, and prides itself on collaborating with outside yacht designers.

Delta has brought all the marine trades in-house. This year, family-owned and -operated Nordlund is celebrating the 60th anniversary of its founding. Nordlund uses an expandable hull mold to lay up most new yachts and builds the tooling for each superstructure in-house.

After the yacht is launched, the builder destroys that tooling so no two Nordlunds are ever the same. While the shipyard will work with different yacht designers, it is known for its longtime collaboration with naval architecture firm R. Edwin Monk. Yacht owners who are anglers prize Nordlund for its yachtfishers, a category of oceangoing fishing yachts that the yard helped to develop.

In August, Nordlund launched a foot meter expedition yachtfisher with naval architecture by Monk and interior design by Mary Flores Yacht Interiors. Nordlund says many owners who build, refit or service their yachts at the shipyard use its location as a jumping-off point for cruising north to British Columbia and Alaska or south to Costa Rica. American clients, he says, like keeping the work at home. Over the years, the shipyard moved to yacht construction and helped to advance composite construction technology.

Westport currently has six boats in build, half of which are sold. They include two Ws, two Ws, a W scheduled to launch this fall, and a W Based in the Pacific Northwest, Westport has found its niche building semi-custom yachts up to feet.

This program lets owners take delivery sooner than with a fully custom project, and Wakefield says there is still plenty of opportunity for customization. We have always accommodated customers. In , a former customer acquired Westport.

Burger has one of the longest yacht-building histories in the business since and recently upgraded facilities in the Wisconsin yard mean that construction of this steel and aluminum yacht will be done in a Steel Expedition Yacht Builders Zoom modern environment but by old hands who know how to build in steel.

Want to know what a REAL expedition yacht should look like and how it should be equipped? This is it. Email me yachts and information. I accept YachtWorld's Terms of Use. Home Power Sail Lifestyle Reviews. Deck Layout The main deck layout includes a comfy saloon, separate dining area and forward galley fit for a professional chef.

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