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Without getting too technical, with aluminum used for shell plating e. Put another way, to get the same strength as steel in an aluminum hull, it needs to be approximately half the weight of steel. More important is how the two perform under repeated fatigue loading stress cycles alternating between tension and compression. Tests show that for a similar number of cycles, steel stays above its yield strength threshold. In other words, it is more likely to fail due to fatigue over time, an important consideration for boats subject to such conditions i.
But by how much? Converting from steel to aluminum is fairly straight-forward mainly because the members used are much the same in configuration and the methods of design and construction are similar.
And while there are standards-making organizations e. Consider plating thickness. On the steel boat, this is more often based on the practical minimum necessary to ward off corrosion over time, provide decent welds, and a thickness adequate to minimize unsightly deformation. Thus 10GA. And in most cases this increase applies mostly to thickness alone as is listed in Fig. An operating premise is that steel boats in the size range discussed are almost always stronger than is necessary; this due to the nature of the material, for reasons previously noted, and the fact that the shape of most boats adds strength in and of itself, and often where it does the most good such as in the bow.
So using the example, 10GA. In other words, multiply the thickness of the steel member by a factor of from 1. Tip: Start with 1. The point is, many alternatives can be used to build an aluminum boat with largely the same results in terms of strength, durability, etc. 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. Transom thickness technically need be no more than that of the side or bottom plating. Additional thickness may be required � at least in the area of the cut-out � either through the use of doublers or thick inserts. A thicker insert is preferable at a cutout to avoid the need to seal joints between doublers by welding. Where thin plating meets thicker plating, bevel the thicker edge at a slope equal to at least three times the thickness of the thinner plate see Fig.
The insert should have rounded corners rather than being a hard square or rectangular shape. There is an on-going debate as to whether welded aluminum boats should be made as light as possible via light plating and framing but with more of it , or with heavier plating using minimal but also somewhat huskier framing members. A boat built with light plating and framing is lighter in weight for more-economical operation, has a higher speed for a given power, is more-easily trailered, has greater payload, and because it has less material, will cost less.
First, there is a natural tendency among builders in any material to over-build and second-guess the designer, even when a boat uses the heavier plating approach initially.
The typical idea is that if so much is good, then a little more must be better. The result is that such boats weigh more than the designer predicted. You guessed it � NOT the builder. Much depends on the boat and its expected service. For pleasure boats, I tend to favor lighter scantlings, but for more rigorous duty, heavier construction may be justified.
However, rather than simply increase plating thickness, you might get similar results by adding a few more internal stiffening members instead.
An appealing possibility on metal boats is tanks integral with the hull, which is acceptable for diesel fuel but not gasoline. When balanced between two points on bow and stern inferior construction methods will cause other hulls to buckle as much as eight inches, while hulls built at Christensen have a barely measurable deflection.
Inspired teamwork is the only way to produce a world-class boat on time and on budget. The shipyard's motto is "Whatever it Takes" and every quarter an employee who best exemplifies this philosophy is singled out to receive the company's WIT Award. Shared commitment, shared values and shared profit is a winning combination at Christensen Shipyards and a guarantee of our clients will get the very best from out talented and dedicated boat builders every hour of their yacht's construction.
Full transparency is also the order of the day. Clients will never have to worry about how many hours have been spent on their boats. We offer full accounting for every dollar and every man-hour spent on the boat and are committed to maintaining an equitable balance of work versus progress payments.
We believe that transparency is key to a happy and successful building experience for our clients and their project management team. These principles guide a never-ending drive to improve both the quality of Christensen's products as well as its construction processes. The company has become a world leader in FRP vacuum-bag constriction, a process that saves time and money, and results in lighter and stronger hulls, decks and superstructures. For example, every new hull is thoroughly tested with heat guns to locate spaces where additional insulation can be added.
Christensen's use of four small full synchronized and auto-managed generators-- rather than two or three large gensets-- keeps electricity from being wasted in load banks and minimized wear and tear. The newest innovations include building our own comprehensive HVAC systems, replacing copper nickel salt water piping with composite piping and incorporating easy to repair or replace compressors.
Christensen's next launch, Hull 38, will feature Christensen's first truly integrated "glass bridge" a development the company believes will vastly improve the functionality and beauty of the bridge while at the same time dramatically lowering the cost and raising the reliability of the entire navigation package. These craftsmen create handrails, stairways, anchor pockets and myriad other stainless steel parts that are fit to precision and polished to a mirror finish. Christensen prides itself in the use of only the highest-grade stainless steel stock, resulting in exceptional finishes that will last for the life of the vessel.
Slabs of stone are brought right to our facilities for fabrication. Elegant woodwork, exquisite and elaborate stonework, impeccable stainless steel, and custom upholstery are all done onsite by our master craftsman in modern facilities, using state-of-the-art tools and machinery.
By keeping as many trades as possible in-house, Christensen can maintain it's high finish standards as well as control it's production process. Using computer-driven CNC machines, Christensen can very quickly build custom components for its boats, including such built in features as exterior settees, bars, cabinets, hot tub surrounds, and Bimini tops.
While other yards outsource trades such as cabinetry, painting, piping and electrical installation, Christensen is proud to offer all of the skills and trades necessary to build a world-class yacht under one roof. Christensen has two 50M yachts now under construction and available for purchase. Christensen also offers the immediate availability to begin an additional hull. The yard consists of , square feet of climate-controlled manufacturing space and a seven-acre marina.
A dozen large shipbuilding bays located directly across from all major craft shops allowing the companies workforce to build with extremely high levels of efficiency. Christensen's facility houses each supporting craft and trade including state-of-the-art stone shop and a world-class upholstery and finish studio. Christensen's existing shipyard allows it to build world-class yachts up to 50 meters feet in length. Nestled in beautiful eastern Tennessee, Christensen's future shipyard located in Tellico Lake, Tennessee, will consist of acres with , square feet of climate-controlled manufacturing space and will offer 13 large manufacturing and assembly bays.
This much larger yard will allow the Christensen's portfolio to expand to include yachts up to ft, while still manufacturing yachts up to 50M at the Vancouver, Washington facility. This new yard will maximize Christensen's strong stance in the global yacht market by allowing both an east coast and west coast presence for the world renowned brand.
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