Canada and eventually sailed from the Far East to Australia on a multi-year voyage.
Arden 60' steel radius chine 3-masted schooner |
Corten cutter, converted to radius chine, made a multi-year circumnavigation |
Alaska 43 - Double chine hull that has crossed from America to Australia |
Delightful reading - thanks Ted!
A right riveting read, thanks Ted!
Well said Ted! However the most common screw up on steel boats is assuming spray foam protects the metal. It definitely does not. Sadly, many boats have rusted out from the inside, due to lack of a proper epoxy buildup under the sprayfoam ( such as Foulkes, Fehrs and Amazons) At least 3 coats of epoxy tar is minimum before sprayfoaming.More in the bilge and under the engine. Another option is using origami methods, which eliminate the chines in the ends, and leave no chines visible above the waterline, making the hull in the water indistinguishable from a round bilged boat.It also cuts building time for a hull and deck by up to90%.
Sounds like you've got some experience with metal boats so your insights/comments are appreciated. Thanks!
Funny all these years later I should read this article...I was a young fellow and met a couple of guys in Pickering who had purchased 2 Goderich 35/36's. I befriended the fellow living near the marina in Pickering and helped with various chores on the boat...The second boat was transported elsewhere. There were quite a few evenings spent melting lead and pouring it into the keel. He had the outside zinc coated then painted and it wasn't long before we were floating. I wasn't available when he was rigging and then he was gone.... Loved that boat. Another chap was building sailboats south of the 401 in Trenton. Philip Batten (I think) was his name... 32 foot keel boat very nice. He published a small booklet all about steel boat construction as he saw it. He was an engineer and I believe the boat was of his own design. Only saw one though. That would have been around 78. Bill Hamilton, [email protected]
Fabulous Share! I loved reading this stuff. Sailing is my passion and profession both and almost everyday I have new experience with sailing and lots of new things to learn. But making a boat or yacht is totally new to me. It really seems quite interesting and exciting. Keeps sharing! I love to get new ideas!
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As far as metals for constructing boats and sailboats go, steel and aluminum (or aluminium) are very popular. Both metal workers and boaters regularly argue about which of the two metals is better for the construction of boats. There are many advantages to both steel and aluminum boats. In this article, we enumerate the advantages and disadvantages of types. Also, we directly compare them to each other, elaborating on different ways in which one material is superior to the other.
Are steel hull boats any good? First of all, steel boats have great abrasion resistance. They do the job of maintaining their original look very well, especially on the hull (which is the main part of the ship, after all). This is due to the sheer ruggedness of steel and its ability to withstand external pressure.
By looking at a few points, we have explicitly compared steel boats to aluminum boats.
Aluminum weighs less than steel. Aluminum’s density is 168 pounds per cubic foot, while that of steel is 490 pounds per cubic foot. The average aluminum boat weighs about 30% less than a steel hull of the same strength.
Aluminum is more expensive than steel. Of course, the forces of demand and supply regularly affect the price of both materials. Regardless of this, aluminum is still generally more expensive.
As mentioned among the advantages of steel, the metal is used in various areas of construction. Therefore, it is very much easier to find. In areas outside hot spots such as the North American and European continent, finding enough aluminum for a marine construction project as simple as a boat could be difficult.
Since aluminum is not as strong and heavy as steel, welding it is relatively easier. Regardless of how strong aluminum is, even plate aluminum, it is not as strong as steel is. Usually, welding aluminum takes half the effort it takes to weld steel. This also helps to save time.
More so, it is important to note that welding equipment for aluminum is quite expensive in comparison to steel. Aluminum welding requires gas-shielded equipment, while steel welding requires stick/electrode equipment. The former is less common and more expensive. Also, if aluminum welding is not carried indoors, the wind is likely to interfere with the gas shield, and this can result in faulty welds. Having an enclosed space specifically for the welding of aluminum may not agree very well with the pockets of many welders and small-time marine construction professionals.
Welding aside, it is generally easier to work on aluminum. The alloy is soft; hence, it is easy to bend. Equipment is as simple as the ones used for woodwork can be used to manipulate aluminum to the required shape and size. On the contrary, steel needs specialized, heavy equipment to work.
Scrap Monster says that one pound of steel scrap goes for about 270 USD while a pound of aluminum scrap costs 1100 USD. The difference is undeniably large. So, if your boat has outlived its lifespan and you want to sell it as scrap, you would get a lot more money if it is an aluminum boat.
Furthermore, the resale value of aluminum is also higher than that of steel. If you resell your aluminum boat, you are likely to get back a large amount of the original cost back. This is partly because aluminum is a rarer and more expensive material.
Steel boats have a higher abrasion resistance than their aluminum counterparts. For boats that are likely to be at sea for a long time, it is expedient to use steel in their construction. Harsh, hard impact that can cause abrasion cannot be withstood by any other material better than steel. Of course, aluminum can take a hit; it is strong to an extent. Steel, however, is very much stronger.
You may want to note that although steel is more resistant to forces of abrasion, aluminum is more resistant to rust.
One of the demerits of aluminum boats, as mentioned above is that it is not well suited for comfort. Aluminum’s lightness is advantageous in many areas but not here. If you want a yacht that is suited for optimal comfort and relaxation, and you are stuck between steel and aluminum, it is better to go for steel in most cases.
For most steel boats that require superstructures, these superstructures are usually made of other materials such as aluminum and wood. Due to its sheer size, strength, and weight, if steel is used for all the superstructures, it may be difficult to keep the center of gravity at a low, safe level.
It is quite possible for aluminum to melt and burn. Its melting point is at 1,080 F. Steel, on the other hand, has a melting point of about 2,600 F. Now, if the heat is intense enough, aluminum can actually burn. Although the alloy is less likely to burn than other marine construction materials (fiberglass and wood), it is not as fire-resistant as steel is.
Steel is less likely to corrode than aluminum (due to its abrasion resistance). Nevertheless, there are bacteria that could speed up the corrosion process in steel, eating through a large part of it in a short time. Measures can be taken against this, but it is one edge that aluminum has over steel.
Electrolysis is more likely to occur in aluminum than it is in steel boats. This is still due to steel’s sheer abrasion resistance.
>>Also Read: Pros and Cons of Steel Sailboats
Choosing a better boat always comes down to functionality. Hulls made from both steel and aluminum have their pros and cons. Picking a material for your boat, depends heavily on what you plan to use it for. Long cruises and voyages are better carried out with steel boats rather than aluminum boats. In the same way aluminum boats are better for you if speed is your goal.
Most marine construction workers, however, prefer to work on aluminum boats because aluminum is an easier material to work with and on. Also, most boaters prefer aluminum boats due to the fact that when compared to steel boats, they have more advantages. Therefore, aluminum boats are generally preferred to steel boats . Nonetheless, functionality is a very important factor.
Peter is the editor of Better Sailing. He has sailed for countless hours and has maintained his own boats and sailboats for years. After years of trial and error, he decided to start this website to share the knowledge.
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The appeal of offshore voyaging is difficult to explain to land people who can’t imagine life without basic human rights like copious quantities of hot water and unlimited data. It can even be challenging to explain to fellow sailors who think the notion of spending days or weeks at sea is a form of waterboarding, some kind of self-inflicted torture.
But for those of us who understand, who relish intimacy with the untamed wilderness that is the ocean and embrace self-reliance and individual expression while accepting the dispassionate whims of Neptune, this is the good life.
There are two essential truths about this life: One, money does not matter. Cruising budgets and lifestyles reflect bank accounts with variously positioned commas; it’s the passages and landfalls that add up, not your investment portfolio. And two, a good bluewater sailboat — not necessarily an expensive boat, but a well-designed, solidly built, imminently seaworthy boat that is only limited by your moxie and imagination — is the key to successful bluewater passagemaking.
– LEARN THE NAVIGATION RULES – Know the “Rules of the Road” that govern all boat traffic. Be courteous and never assume other boaters can see you. Safety Tip Provided by the U.S. Coast Guard
So, to that second point, I’ve compiled a list of interesting and affordable cruising sailboats for serious voyaging. A list of 10 sailboats for any purpose, much less world cruising, is sure to evoke outrage from strong-minded sailors, who by nature tend to be a bit opinionated. Stand by before hurling insults my way, and let me explain. I have decided to stay away from the sailboats we know by heart, the iconic old boats that usually populate a list like this: the Westsail 32, Tayana 37, Shannon 38 and Valiant 40 (the last of which, with a bit of searching, can still be found at or just below $100,000).
My list of some of the best liveaboard sailboats is eclectic and includes a mix of well-known and obscure manufacturers, but all the boats are linked in three ways: All are top-quality vessels capable of crossing oceans. They’re affordable, although in a few cases you have to look for older models in less-than-stellar condition to stay below $100,000. Indeed, in some ways, this list of used sailboats is a function of age; most of the boats were priced at more than $100,000 when new but have dipped below our self-imposed threshold in middle age. And finally, they’re all boats that I have encountered in the past few years in far-flung cruising destinations .
Love them or loathe them, Island Packets are everywhere. To some, the beamy, full-keel, high-freeboard hull designs seem quaint, to put it charitably. To others, the robust construction standards, roomy interiors and overall user-friendliness make them the ideal cruising boat. More than most, sailing vessels are compromises, and Bob Johnson and his crew at Island Packet were brilliant in prioritizing the needs of sailors. The IP 35 was introduced in 1988 and features a huge cockpit, an easy-to-handle cutter rig with a jib boom, and a clever, comfortable interior with the volume of many 40-footers. It might not be the fastest boat upwind, but the long waterline translates to good performance off the breeze, meaning the IP 35 finds its stride in the trade winds. In all, 188 boats were built before production stopped in 1994.
Don’t confuse the IP 35 with the IP 350, which was launched in 1997 and included a stern swim step. You won’t find a 350 for less than $100,000, but you will have a choice among 35s, especially those built before 1990. With two nice staterooms, the 35 is ideal for family cruising. I know of a couple of 35s that have completed the classic Atlantic Circle passage. It’s perfect for a sabbatical cruise because it holds its value and there’s a ready market when it comes time to sell.
There’s no room for discussion: Catamarans are crossing oceans, and many sailors are choosing cats for world cruising. My last visits to the Azores and Canary Islands, the classic Atlantic waypoints, proved the point. I’m not much of a statistician, but by my count, at least a quarter and maybe a third of the boats I saw were catamarans. There would be more on this list, but they are just too expensive. Finding a quality catamaran for less than $100,000 is tough. One boat to consider is the classic workhorse multihull, the Prout Snowgoose 37.
When the Snowgoose 37 was launched in 1983, English builder Prout & Sons had already been in business for nearly 50 years. The 37 was an updated version of the Snowgoose 35, one of the most successful cruising cats ever. In 1986, the 37 was updated again; the Snowgoose Elite model included more beam and interior upgrades. These models are challenging to find for under $100,000, but it’s possible. A quick glance at yachtworld.com shows several of both models available for less than $100,000. Again, the strong dollar makes European boats an excellent value.
The Snowgoose 37 is not sexy like go-fast cats, and not roomy like modern cruising cats. It is, however, seaworthy. Of the 500 built, many have circumnavigated. Older boats have solid fiberglass hulls, and more recent models are solid glass from the waterline down and cored above. The cockpit is rather compact by catamaran standards, and the bridgedeck is solid (no tramp). Many 37s and all Elites were rigged with staysails, a big plus in heavy weather. The masthead-rigged Snowgoose 37 can be sailed like a monohull offshore, and it’s quite nice not having a huge, roachy mainsail to wrestle with in a storm. With a 15-foot-3-inch beam for the 37 and a 16-foot-3-inch beam for the Elite, it’s easy to find affordable dockage and yards for haulouts. Most boats have three double cabins, making the Snowgoose 37 an ideal family cruiser.
The Corbin 39 is not as well known as it should be. It’s a capable bluewater sailboat cruiser with many impressive voyages logged. My Quetzal spent several weeks moored alongside a handsome 39 in Corfu that had sailed around the world, and I also spent a winter in Malta in the same boatyard as another 39 that had recently crossed the Atlantic. A canoe-stern, flush-deck pilothouse cutter, the 39 was offered with either an aft or center cockpit. Designed by Michael Dufour and constructed by Corbin les Bateaux in Canada, hull number one was launched in 1977. Built in various locations in Quebec, 129 boats were launched before a fire destroyed the deck tooling in 1982. A new deck with a larger cockpit was designed, and 70 more boats were laid up before production ceased in 1990.
The rub on the Corbin 39 is that the majority of boats were sold as kits with owner-finished interiors. Kits varied from just hull-and-deck to “sailaway,” with everything fitted except the interior. Only 15 boats were finished at the factory. Not surprisingly, the interior quality is unpredictable, from rough-hewn lumberyard specials to beautifully handcrafted gems finished by marine professionals. The difference is reflected in the price. A nicely finished, well-equipped model from the mid-’80s typically sells for between $60,000 and $80,000.
The hull shape features a long fin keel and skeg-mounted rudder. The hulls are heavily laid up and include Airex coring. Early decks were plywood-cored, but most boats have Airex in the deck as well. Ballast is 9,000 pounds of internal lead, translating to a 40 percent ballast-to-displacement ratio. The wide flush deck is spacious, and the sleek pilothouse usually includes inside steering. Massive double anchor rollers are incorporated into the bowsprit in later models. Most boats include a double-spreader spar, and almost all were set up as cutters. There’s plenty of freeboard, which becomes obvious below. While interior arrangements vary considerably, there’s a lot of room to work with. I prefer the post-1982 aft-cockpit 39s; they’re generally of a higher quality than earlier boats.
– CARRY A BEACON – Satellite beacons such as EPIRBs or PLBs allow boaters to transmit distress signals and their exact coordinates from anywhere on the planet, no cell service required. It may be the best $400 you ever spend. Safety Tip Provided by the U.S. Coast Guard
“The Cabo Rico 38 hull shape is the one in which everything came together best,” wrote Bill Crealock in his design notes. He might have changed his mind later in life, considering that the Cabo Rico was introduced in 1977 and he designed many boats after that, but few will dispute that this 38-foot cutter, built in Costa Rica, is flat-out beautiful. From the clipper bow to the sweet sheer to the abundance of honey-colored teak, the Cabo Rico 38 is a boat to inspire the most practical among us to quit their job, buy this vessel, and head for the South Pacific.
Not surprisingly, many people have done just that. Cabo Rico built 200 full-keeled 38s, with most of the production occurring in the 1980s. There’s always a selection of boats for sale for less than $100,000. Cabo Rico was an outlier among manufacturers of the time, building serious cruising boats in Central America instead of Taiwan, but quality control was always excellent. The full keel is slightly cutaway, and the rudder is attached to the trailing edge. The prop is in an aperture and totally protected, but not well suited to backing into a slip. Full-keel boats may make some younger sailors cringe, but the CR 38 has a very soft ride in rough seas and heaves to effectively. It also has a solid fiberglass hull with a layer of balsa for insulation. Sometimes it’s noted that the hull is balsa-cored, but it’s not. After about hull number 40, lead was used instead of iron for internal ballast. The deck is balsa-cored, however, and there’s a substantial bulwark. Items to be wary of are the teak decks (most 38s have them) and the fittings supporting the bobstay.
A true cutter rig, the 38 has just under 1,000 square feet of working sail area and performs better than most people suspect. The staysail was originally set on a boom that cluttered the foredeck and limited sail shape. Many boats have been converted with furling staysails sans the boom — a nice upgrade. When the wind pipes up, the 38 tracks nicely with a reefed main and staysail. I encounter 38s all over the Caribbean. They’re easy to spot; they’re the beautiful boats in the anchorage.
Ta Yang, builder of Tayana sailboats, has been building capable cruising boats forever, it seems. The Robert Harris-designed Tayana Vancouver 42 has been a mainstay of the serious cruising fleet since the day it was launched in 1979, and is still in demand today. The company built 200 boats, mostly in the ’80s and early ’90s, although a few V42s were built into the 2000s. With a bit of digging and some haggling, you can find boats for less than $100,000, but they’re likely to be older models. As of this writing, yachtworld.com has eight V42s listed, with three asking less than $100,000.
I’ve encountered the V42 all over the world, and in my yacht-delivery days, I had the pleasure of delivering a couple of 42s up the East Coast and down to the Caribbean. The double-ended hull shape with a fin-skeg underbody is stiff and seaworthy, if not wickedly fast. Considering the rugged construction, with a solid fiberglass hull and balsa-cored deck, nobody has ever accused Ta Yang of going light on its boats. Ballast is internal iron, a massive single casting that weighs in at 11,800 pounds. Ta Yang has evolved as a builder, and later models included upgrades like vinylester resin and larger Yanmar diesels.
A true cutter, the V42 has a double-spreader rig and is heavily stayed. The seagoing deck is cambered to shed water. Teak decks, with all their virtues and vices, were common; I’d look for a boat that’s been de-teaked. Like the Corbin 39, the V42 came with either a center or aft cockpit, although most boats were aft-cockpit models. The aft cockpit is deep and secure, if a bit tight due to volume sacrificed by the canoe stern. The center cockpit is cramped but offers excellent visibility. The interior is lovely, with exquisite Taiwanese joinery. Although interior arrangements vary because Ta Yang encouraged owner input, across the board, this is a friendly boat for living aboard. The aft-cockpit model includes one head and a traditional layout with excellent light and ventilation. The center-cockpit model features a large owner’s stateroom aft.
The Pretorien 35 does not pay homage to tradition. The Euro-style low-slung wedge deck and flattish lines were thoroughly modern when the Pretorien was launched in 1979. Sure, there are IOR influences in this well-proven Holman & Pye design, including a slightly pinched stern, cramped cockpit, and a high-aspect, short-boom mainsail that results in a large foretriangle. But a small main is easy to handle offshore, especially in squally conditions, and a large poled-out furling genoa provides a low-stress way to cross oceans. The test of a design is revealed long after the launch, and the Pretorien has aged brilliantly. It’s often mistaken for a Swan or Baltic. Famed voyager and author Hal Roth chose a Pretorien for his last boat.
Below the water, which is what really matters at sea, the Pretorien pushes the right buttons for serious sailing. A fine entry provides enough of a forefoot to prevent pounding in lumpy conditions, and as on the Valiant 40, the fin keel incorporates a stub to which the external ballast is fastened. The rudder is mounted well aft for excellent steering control, especially on a deep reach, and is tucked behind a narrow but full-length skeg. The Pretorien displaces 13,000 pounds, of which 6,000 pounds is ballast, translating to a stiff, seakindly boat.
The construction is superb. The solid fiberglass hull includes longitudinal stringers that stiffen the panels and encapsulate the bulkheads. Tabbing and fiberglass work is first-rate throughout. Wauquiez was one of the first builders to use solid laminate beneath high-load deck fittings. The side decks are wide and, with the chainplates well inboard, easy to navigate. The interior arrangement is conventional, but ample beam amidships helps create a surprisingly spacious feel below.
There were 212 Pretoriens built during a seven-year production run, so there’s usually a good selection of boats on the used market. Today’s strong dollar makes European Pretoriens an excellent value.
– SHOW THEM HOW MUCH YOU CARE – Nothing says ‘I love you’ like making sure the kids’ life jackets are snugged up and properly buckled. Safety Tip Provided by the U.S. Coast Guard
Gulfstar had a terrible reputation in the early ’70s: It was infamous for producing wide-body motorsailers with tiny rigs and chintzy Formica interiors. Company founder Vince Lazzara was adept at reading market trends and upped his game in the late ’70s and ’80s. Lazzara, who also founded Columbia Yachts, was a veteran of the production-sailboat wars and realized that buyers were demanding high-quality boats that sailed well. The Gulfstar 44 was launched in 1978, and 105 were sold before the company started producing the Hirsh 45 in 1985.
Some mistake the G44 for a Bristol, and it has a similar profile, right down to the teak toerail and raked cabin trunk. A sleek center-cockpit design, the hull shape features a 5-foot-6-inch fin keel, a skeg-hung rudder and moderate proportions. I know the boat well, having delivered one from Bermuda to Annapolis and another from Fort Lauderdale to Boston. It has a nice ride in lumpy seas and powers up when the big genoa is drawing on a reach. The construction is typical of the time, with solid fiberglass hulls and cored decks. Gulfstars were known to blister, and it’s likely that any 44 you find will have had an epoxy bottom job along the way — and if it hasn’t, it will need one. The keel-stepped spar has an air draft of 55 feet. Some owners have modified the sloop rig with a staysail. The cockpit is roomy, especially for a center-cockpit design, although there’s not much of a bridgedeck. All sail controls are led aft. Lazzara was an early proponent of this feature, and the boat is user-friendly overall.
The interior sells the boat. It’s nicely finished in teak, and the layout is made for living aboard. The aft cabin includes an enormous double berth with an en suite head and stall shower. The main saloon is spacious and well ventilated, although beware of the plastic opening portlights. If you are looking for a comfortable, well-built center-cockpit cruiser but can’t find one that you can afford, track down a Gulfstar 44; you’ll be pleasantly surprised.
Any list of bluewater cruising sailboats must include a Robert Perry design. I could have easily put together nine Perry boats for this list. The Nordic 40 may surprise some, especially because 40 feet is an iconic length, bringing to mind such boats as the Valiant 40, Hinckley Bermuda 40, Bristol 40, Pacific Seacraft 40, Passport 40 and others. The trick is finding a 40-footer for less than $100,000. Nonetheless, the Nordic 40 and its larger sister ship, the 44, are among my favorite boats.
Based in Bellingham, Washington, Nordic produced world-class yachts during its brief production run in the 1980s. Only 40 Nordic 40s were launched between 1982 and 1987, but they’re worth seeking out on the used-boat market. The 40 features the classic double-ended Perry hull shape, with a fine entry, a deep and powerful fin keel, a skeg-mounted rudder positioned well aft, and a reverse transom. Freeboard is moderate and the sheer line is subtle, but to my eye, with its double-spreader rig and gently sloping deck line, the boat is poetry in the water.
The hull is solid fiberglass and the deck is balsa-cored, with solid laminates below loaded-up deck fittings. Original boats came with Navtec rod rigging and a hydraulic backstay, but many have been upgraded by now. Sail-control lines are led aft to the compact but functional T-shaped cockpit. The traveler is forward of the companionway, allowing for a cockpit dodger. The Nordic 40 is nimble in light to moderate breeze but can also stand up in a blow and heave to decently.
The interior is well suited to a cruising couple. It’s really a two-person boat, with a V-berth forward and large C-shaped galley aft, with plenty of counter space and a huge fridge. It includes the normal deft Perry touches — excellent sea berths, a separate stall shower and generous tankage. If you do find a Nordic 40 on the used market, be sure to take a hard look at the Westerbeke diesel and the V-drive transmission.
A handsome, nimble and capable double-ender by legendary designer Bill Crealock, the Pacific Seacraft 34 is well proven, with scores of ocean crossings in its wake.
After the boat was first launched as the Crealock 34 in 1979, Pacific Seacraft introduced a fifth model years later, a scaled-down version of the popular PS 37. Though expensive at the time, the 34 was another success story for one of America’s premier builders, and hundreds of boats were built in the company’s yard in Santa Ana, California. There is always a good selection of used boats available for less than $100,000. Another nice perk for used-boat buyers is that the 34 is back in production at the reincarnated Pacific Seacraft yard in Washington, North Carolina, providing an outlet for parts and advice. The company is now owned and operated by marine archaeologist Stephen Brodie and his father, Reid.
The 34 blends traditional values above the waterline with what was then a more modern underbody, with a long fin keel and skeg-hung rudder. A bit hefty at 13,500 pounds of displacement, the design otherwise is a study in moderation, and drawn with a keen eye toward providing a soft ride in a seaway and staying on good terms with Neptune in a blow.
The hull is solid fiberglass, and early decks were plywood-cored before Pacific switched to end-grain balsa. The hull-to-deck joint incorporates a molded bulwark that offers added security when you’re moving about on deck, and a vertical surface for mounting stanchions.
Most 34s are cutter-rigged for versatility but carry moderate-size genoas instead of high-cut yankees for more horsepower off the wind. Down below, the layout is traditional, but the 6-foot-4-inch headroom is a pleasant surprise. The Pacific Seacraft 34 is perfect for a cruising couple.
John Kretschmer is a delivery captain, adventurer and writer, whose own boat Quetzal , a 1987 Kaufman 47, has seen a refit or two over the years. His latest book is Sailing a Serious Ocean: Sailboats, Storms, Stories and Lessons Learned from 30 Years at Sea , also available on his website .
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Durability. Steel sailboat hulls are much stronger than fiber or GRP boats. In general, Steel allows stronger structures to be equal in weight. A Steel boat is much more robust, and its structure is more rigid, so a Steel boat will better withstand bumps and rubs. In the event of an impact, the Steel bends while a fiber boat breaks, this as ...
Performance shortcomings in reality are only when compared to a similar boat. The glass or timber boat (vds 34s were made in steel, glass or cold moulded diagonal strip) has less overall weight, same sail area but more weight in the keel itself. The steeler has a heavier hull so can carry less ballast in the keel.
Durability. Sailboats with steel hulls are much more durable and stronger than those with fiberglass hulls. Steel sailboats have a more rigid structure and are quite robust so they can better understand grazes, rubs, and bumps when out in the open water. In case of impact, a steel hull will bend and may become dented; however, a fiberglass hull ...
The process starts with clean, shot-blasted steel plates arriving at the factory gates. The thickness of steel used ranges between 4 and 6 millimeters depending on where it is used and the size of the yacht to which it is destined. Linssen cuts these steel plates to shape using a CNC plasma profiling machine.
It is true that cored F.G. hulls may eventually delaminate from the core or the core itself may sheer but in well-built boats this is a very long-term process, but properly maintained glass or cold-molded wooden boat will last for 40- 50 years. The same cannot be said for steel.
The hull and superstructure are built up from nearly 2,500 pieces of steel, all carefully welded together. This allows for a multi-chine hull that mirrors the rounded bilge shape of traditional working boats. Her pronounced, exposed stem continues along the hull's bottom as a keel before merging into a skeg, which protects the propellers.
Steel sailboat design has come a long way in recent years. Two aspects of the preceding paragraph have come under rigorous review as designers and manufacturers constantly come up with better steel craft. First, the superstructure need not be made of steel. Secondly, in some cases, the framing can be done away with.
Steel hull sailboats epitomize the very essence of adventure and exploration. Their unwavering strength, unrivaled versatility, and indomitable spirit unlock a world of possibilities for daring voyagers. These vessels fearlessly navigate treacherous waters, embracing the unknown and guiding you to the most awe-inspiring corners of the Earth.
The materials used for hull construction of sailboats are GRP (glass fiber reinforced plastic), carbon, Kevlar, wood, aluminum, steel, ferrocement and also various hybrids of these. Some of these materials are not suitable for use in cruisers due to their specific characteristics. Carbon and Kevlar usually only play a role in extremely ...
The steel, Ice-Classed hull itself suggests a focus on rugged durability on voyages where flotsam and jetsam can include everything from whales to semi-submerged steel cargo containers. High bulwarks, covered exterior walkways, and premium, commercial-rated hardware and systems also speak to the expedition nature of her mission.
A colleague ran his Contessa 34 onto a boulder lee shore, F5, big damage, the boat dragged off and significant repairs; owner of a Sigma 41 ran into a rock and snapped the steel toe of the hull flange from the keel all theta through, as well as significant hull damage, I too rammed a ledge at spring tides at speed and busted GRP stringers etc ...
8 posts · Joined 2017. #1 · Dec 3, 2017. Hello. We're actively searching for a boat to sail the carribean for the post '18 hurrican season. Nov 18-June 19. 2 adults 2 teenagers. In our search came across a steel hull 80's Bruce Roberts 43'. We have been looking at plastic boats all this time and really have no idea on what's good ...
Steel is a hull material used by many long distance power and sail cruising designs that prize strength. Builders who use aluminum should have knowledge about proper alloy selection, specialized anti-corrosion techniques, and how to isolate the hull from dissimilar metals which may cause corrosion. Steel hulls can be repaired easily using universal techniques.
When you see a steel hull that shows no signs of rust, you can be sure that the owner has been exceedingly vigilant in maintaining the boat. If you become the owner, the same vigilance will be required of you. A fiberglass hull can wait months or years for attention, but the unrelenting nature of corrosion will severely punish the slothful ...
A sailboat with a steel hull evokes an image of ruggedness and reliability. Steel is renowned for its exceptional strength, making it an ideal choice for those seeking a sturdy vessel. Steel hulls provide excellent resistance to impact, which is especially crucial when sailing in potentially hazardous waters or encountering floating debris ...
The first Gazelle was conceived as a no-frills light-displacement boat that could function both as a shoal-draft coastal cruiser on Chesapeake Bay, where Colvin was based at the time, and as a bluewater cruiser. She was built of 10-gauge Corten steel (i.e., about 3.4-mm thick), except for the main cabin top, which was marine plywood.
The main benefit of a steel hull is it's incredibly strong. Steel has the additional drawback of being very susceptible to corrosion and must be painted. ... we are 27 years and are pursuing our biggest dream…sailing around the world. As for steel boat we purchased one as well ( yeah just before we got the aluminum one. It was a disaster, a ...
Aluminum 5086-H34 44,000 psi 35,000 psi. Aluminum 5456-H321 51,000 psi 42,000 psi. Steel - Grade A 58,000 psi. Steel - Grade AH32 68,000 psi. It is standard practice to increase the scantling of an aluminum part to make up for its lower strength of course but, even so, the aluminum still has a very substantial weight advantage. When you ...
Posts: 2,103. Boy, I'm not sure where the idea that 4 mm is sufficient for the hull of any boat over 30 feet or so. Delfin is 1/4", or 6.4 mm, and prior to fairing, showed deflection in the bow plates with the ribs on 18" centers. If the steel was Corten, maybe 4 mm would work, but Corten steel has other issues.
Most marine construction workers, however, prefer to work on aluminum boats because aluminum is an easier material to work with and on. Also, most boaters prefer aluminum boats due to the fact that when compared to steel boats, they have more advantages. Therefore, aluminum boats are generally preferred to steel boats.
Tayana Vancouver 42. Tayana Vancouver 42 Dave Backus. Ta Yang, builder of Tayana sailboats, has been building capable cruising boats forever, it seems. The Robert Harris-designed Tayana Vancouver 42 has been a mainstay of the serious cruising fleet since the day it was launched in 1979, and is still in demand today.
Stray current can burn through the hull, or cause very quick galvanic corrosion. Steel will wear through plastic insulation quickly if chaffing occurs. Again regular maintenance, and safety is the key. Steel can be magnetized, which will screw with your compass. There are multiple fixes. Steel is safer for lightening strikes.
Steel boats are not actually like cars -- they are made of heavy plating, not light sheet metal. Like other hull materials, including wood-- there's no nightmare, as long as you don't treat it like a plastic boat.You have to understand what it takes to maintain it (and there's more to it than painting), and you have to do that maintenance.You have to understand galvanic and electrolytic ...