steel sailing yacht

Better Sailing

Pros and Cons of Steel Sailboats

What is better, a Steel or a Fiberglass sailboat? This is a common question that does not have an easy answer. Both Steel and fiber have their advantages and disadvantages and depend mainly on the size and use that we will give to our boat.

Pros and cons of Steel boats versus fiberglass boats (Glass Reinforced Plastic or GRP):

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 long as it is not a very violent or large blow. Steel has a high ductility or ability to withstand permanent deformations without breakage, and in this way, a Steel boat can be stranded on a beach, resisting the chafing of these abuses.

Steel hulls, if the right alloy is used, resist saltwater corrosion better than steel boats and do not require any special paint. They also suffer from galvanic or electrolytic corrosion that can be avoided with a well-insulated electrical installation and placing sacrificial anodes. Fiber boats do not suffer the effects of corrosion, although they can be affected by the phenomenon of osmosis and suffer from the sun’s ultraviolet rays.

Steel is a lighter material than fiber, this makes the construction of a Steel sailboat a lighter vessel. Therefore it will be faster and will need less power/wind to move the same distance as a fiber boat, which also means a lower consumption boat.

Manageability

Fiber boats being heavier are also more stable and solid at high speeds, and when the state of the sea begins to get choppy and complicated. A Steel boat at high speeds can feel more nervous and rough with a choppy sea.

Steel boats are louder than fiber boats, especially at high speeds and with bad seas. It is is a better transmitter of temperature, and therefore and if it is not well insulated in its construction with a thick layer of polyurethane or other insulators, it will be hotter in hot and cold places in the winter. Steel boats also suffer from condensation problems more than fiber boats. Therefore a fiber boat can be somewhat more comfortable than a Steel boat.

• Maintenance

Steel boats because of corrosion require greater maintenance, a problem to be monitored are the galvanic pairs of material, a corrosion effect that occurs when pieces of different metals are put together. We must be careful with the quality of any part or screw we use as it could cause us a serious problem. We must also clean the boat thoroughly with fresh water after each use.

Fiber boats do not have rivets, welds, or corrosion to worry about, although possible osmosis problems must be monitored every year, which, if not treated in time, can cause serious problems. However, osmosis problems with the new resins can be. They have palliated a lot with respect to helmets of 20 or 30 years ago. The anti-fouling that is a painting that is given to the live work of the boats to prevent different types of algae, barnacles, and snails from being embedded in the hull, is much more expensive for Steel boats than for boat fiber.

Small dents in a Steel boat are easy to repair, but when the damage is in large areas of the hull, repairs are more difficult and expensive than in fiber boats. Welding in Steel is a very specialized and complicated job, finding professionals trained to repair fiber is easier and cheaper. However, a large and partial repair in a fiber hull does not guarantee the original strength since the structural tension will no longer be the same at all points.

Fiberglass boats have a more beautiful, polished, and shiny finish. The surface finish of the Steel boats leaves the marks of the interior reinforcements marked. For these boats to look good, it is necessary to paint them with special and very thick paints. They are actually covered with putty to hide the inevitable buns and construction defects. This layer of putty must be polished by hand so that it is finished with a good finish and should be done in a controlled environment with dust extraction. It is definitely a complicated process, very expensive, and that greatly increases the price of this type of boats.

It is true that the GRP burns faster and easier, so in the event of a fire, a Steel boat will always be safer. Fiber or GRP boats are built with petroleum products and therefore are combustible. Also, before an impact with a rock, it is easier to make a waterway in a fiber boat than in a Steel one.

Residual Value

The wear and tear of fiberglass boats are greater over the years, exposure to sunlight and osmosis do not affect Steel boats. They also better resist the encrustation of seaweed and marine crustaceans. The greater rigidity and structural strength also make Steel ships stand up better over the years, and for all this, they depreciate less than fiber boats.

Fiber boats allow serial construction from a first mold or design, this leads to faster manufacturing and lower construction costs. For this and as we have explained before, Steel ships are generally much more expensive than GRP ships.

Pros and Cons of Steel Sailboats – Summary

In general, Steel allows for stronger structures, but it is much more expensive to build than in GRP. For small boats, which is the case of recreational boating, in which there is no need for large structural resistance, the GRP is undoubtedly a good choice. As the ship grows in size, the thing gets complicated, since the GRP is not able to give the required resistance to the ship without an already significant weight gain.

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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Steel Boats: A Strong Alternative

• By Geoff Payne
• Updated: August 7, 2002

Adventure cruising down Chile’s exciting southern waterway, we chose to make a side trip up one of the many fiords. Like most, this one was uncharted. “Must be as deep as the hills are high around us,” Margaret and I agreed. The crew of an approaching local fishing boat waved enthusiastically as we tacked from shore to shore against a fine breeze.

Those fishermen were really waving their hands in the air at us. “Guess they’ve never seen a sailboat with such good windward ability,” I thought as we left them rapidly astern. If we hadn’t dusted them so completely, perhaps we would have seen their hands go down onto their heads and then over their ears. Full sail and at some seven knots of boat speed, 13 tons of Skookum plowed onto a pile of sharp glacial boulders lurking below the surface.

Was the boat holed due to this colossal blunder? Was the keel parted from the hull? Was the rudder torn off? Was that the end of our cruise? Well, there was a loud bang, we felt the cockpit rapidly rise then suddenly fall, but on we sailed, red-faced and with sails luffing to slow us down. Skookum’s full keel tapers down to a 2 1/2-inch-diameter solid-steel bar. That and the heavier keel plating probably made more impression on the rocks than the rocks did on us. A boat of other material could have sustained trip-terminating damage. Once again, my decision to build in steel had paid off.

Joshua, Williwaw, Damien II: These famous steel cruisers bring to mind high-latitude epic trips, often among ice. But steel is not just for extremist cruisers. As a matter of fact, the finest steel hulls are passing you by, indeed overtaking you under sail. Only you don’t realize they’re made of steel.

On Skookum’s cabin table is a small offcut from the hull plating. It’s often passed around among visitors aboard. “Sure is strong,” folks say, “but isn’t it heavy?” Skookum displaces 28,000 pounds, which is on the heavy side for a 40-footer. But there are respected fiberglass and wood designs of similar size that are heavier still.

They say lighter is faster; it’s true. When it comes to extended cruising, though, the rules are not that simple. A cruising family accumulates literally tons of weight aboard. A serious cruising boat easily could contain over 4,000 pounds of fluids, spares, tools, literature, outboards, and other provisions. That kind of weight stresses and hampers a lightweight craft. The modern steel-hulled cruising boat will be of generous displacement, proportions that will accept a large payload without loss of performance.

Your cruising boat must have good performance. It should tack smartly, carve along to windward at six or seven knots and surge before the trade winds, leaving a straight white wake. Any properly designed, medium- to heavy-displacement sailboat with a big spread of well-cut sails ought to have sparkling performance. (The 1970s saw some successful steel racers.)

Margaret and I have short-tacked slalom courses up narrow buoyed channels, eased sheets to race afternoon sailors, and logged some 180-mile days at sea in Skookum; all this with a displacement/length ratio of 450. That bit of weight in our steel construction equals a lot of comfort on the ocean — especially in rough weather.

No one doubts steel’s strength. It takes over 30,000 psi of force to deform it. Steel is an “orthotropic” material; that means it’s equally strong in all directions. Try to bend or rip a circle of steel any which way you like, it won’t give in any easier. A piece of wood will split down the grain. Wood is thus an “isotropic” material — stronger in one direction. Isotropic materials (including fiberglass, which has extra thickness roving here and there) are very efficient for boatbuilding because their strengths can be aligned to counteract predictable forces of water and wind. This results in a far lighter structure. Even though a piece of deck steel need only support your dainty weight, the minimum practical plating would still take thousands of pounds to pierce.

The end result in steel is an enormously strong structure. Skookum’s mast and rigging loads are so well resisted at deck level that our lee shrouds barely slacken, even under full sail and hard on the wind.

Of major concern to the designer of an all-steel sailboat is the weight of the steel superstructure. Don’t expect to find apartmentlike accommodations inside a steel-decked offshore cruiser, for that would raise the center of gravity unacceptably. The thickness of any framing also represents lost volume inside a steel hull. Used to good effect, it becomes valuable insulation, covered with paneling. Because structural bulkheads are seldom required in steel hulls, cabin layout can be very flexible. Free of constraints inside Skookum, I created a wide-open, bright and light-filled interior. Without fail, newcomers aboard remark upon how roomy the boat feels belowdeck.

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.

Once upon a time a steel hull might have looked pretty much like a wood one under construction: ribs galore. To support large expanses of steel of minimum thickness and to keep it beautifully smooth and fair, light framing (transverse and longitudinal) is definitely required. Building a fair, curve-plated, round-bilged metal hull is a skill and an art — a task for the professional boatyard. However, if the curved cross section of a sailboat is approximated in straight lines, then the plating of the whole hull is considerably simplified. The fore-and-aft joint lines between plates are called “chines.” The smooth-looking sphere that is a beach ball is actually made up of once-flat tapered strips; each seam is a chine. Done right, a multi-chine steel hull is both easy to build and puts a sweet curve or two along the topsides of that vessel. But it’s a challenge on the drawing board. Done poorly, the chines appear sudden and awkward and make for a boxy looking sailboat.

Chines also introduce lines of strength into the hull (a bit like the way a floppy sheet of paper folds into a sound little aircraft). This has led designers to say, “Aha. Maybe we don’t need the frames!” Indeed it can be done, and there are plenty of such designs available. Chined, frameless hulls do require heavier plating, so there is no great weight savings. “Frameless” construction is a hotly debated topic among metal-boat designers and builders. In fact, Skookum’s chines are strengthened by longitudinal stringers, and floors in the keel provide transverse support. To completely forego all framing yet still adhere to responsible engineering principles would render a small boat heavy indeed.

Having mastered the multi-chine concept, designers and builders saw the opportunity to go one better: eliminate at least those chines visible above the waterline by introducing a “radius chine,” a narrow curved piece of steel that disguises any sudden turns in the plating. So long as that piece of steel can be cut from either a cylinder or a cone, the task is not too hard. In fact, the whole hull can be plated in “conically developed” shapes (frames required though). Steel boats like these are the ones sailing right by you looking like molded fiberglass.

Steel can be worked into nearly any shape imaginable. Clipper bows, canoe sterns, deep fin keels, tumblehome topsides, bowsprits or reverse transoms can all be achieved at commensurate cost. The skeg supporting the steel cruising boat’s rudder can be made so strong that the arrangement could hardly be considered vulnerable to damage by floating objects. Skookum’s stern even incorporates a welded tab and stopper arrangement to support the rudder in the event of the hove-to boat being thrown backward by a big sea.

Welding allows the creation of fabulous custom work on deck. Stainless steel bollards, chain plates, towing eyes, lifting lugs, vents and fillers can all be elegantly incorporated into the deck in an utterly waterproof manner.

Even the thinnest practicable steel plating (about 7/64-inch, or 12-gauge) is too heavy a material for a sailboat much less than 30 feet in length, hence you’ll find few really small steel cruisers. Any thinner plating creates problems with welding, maintaining a fair shape and corrosion tolerance.

Stock plans in steel for popular-size (35-foot to 45-foot) cruising boats generally show a medium- to medium-heavy displacement craft with average internal accommodation. These plans cost from $500 to $1,500, reflecting a wide variation in the amount of information given. Full-size templates for plating are even available with some designs. Very serious consideration should be given to the selection of the design: The one to two percent of the finished value of your project that you invest in plans could be 100 percent responsible for ultimate success…or disappointment. And you won’t find out until the first day’s sail. Designers’ work is best not to be messed with — generally it’s not on the page if it’s not important. A custom design in steel could run to 10 percent of the boat’s value.

Chined construction, a method that greatly simplifies hull plating, is an attractive option for amateur builders. With little more than a welding machine and good cutting and handling equipment, a steel hull can be backyard built. Once I had learned how to handle the long pieces of steel properly, I found the hull construction to be most rewarding. Sparks flew, there was smoke and grit, but in essence it was a bit like sewing: I made Masonite patterns for each strake, traced around them and cut the material to shape, tacked it onto the upside down temporary frame, then finally seamed it all together. Welding is so immensely and immediately strong that I was as convinced then of the boat’s colossal strength as I am now, 50,000 miles later. Full-strength welding meant I could carry out 100 percent corrections of occasional cutting errors.

What About Corrosion?** Talk of steel and the word “rust” comes up straightaway. Rust is a chemical reaction and salt water speeds it up, but not as much as you would think. Ice scraped the paint off Skookum’s waterline about a meter back from the bow. Although I didn’t get around to touching it up until nearly a year later, no major harm was done to the plating. What worried me more was rust inside the hull, in the hidden corners of the bilges. Only after four years of hard sailing did we remove the cabin sole (wisely, I made it all demountable) and after a thorough scrub, we found areas of scratched paintwork. Nothing serious, nor structural — just awkward to sand and touch up.

The steel deck, unlike the hull, is not only continually doused in salt water, but also trafficked and abraded. Anchors, chain, winch handles, harbormasters’ boots — they inevitably knock off paint. Very soon, out weeps a trickle of brown. But at least you can see it! Unlike rot or ultraviolet deterioration or osmosis, rust gives itself away practically the day it starts. It’s not difficult to remedy, just tedious.

On Skookum we have some nuisance rust spots that repeatedly need rubbing back and touching up. Repainting means a full four or five coats of touch up, so the process is a protracted one. In every case, these bits of rust around hatches, coamings, stanchions and winches could have been avoided had I done things differently in the first place. Companies well experienced in steel boat production have developed excellent detailing on deck.

Given that recurring rust problems occur on deck, and that a boat doesn’t sail upside down, why then not construct the deck of something else? It’s called composite construction and it’s commonplace. Strong plywood decks and cabins can be built over steel framing. Epoxy and fiberglass take care of the sealing and finish. Aluminum decks can be married to steel hulls. Composite construction has other merits, such as less weight and less magnetic interference. (Tons and tons of steel certainly have an effect on a compass. Our classic five-inch-diameter steering compass stands on its own binnacle and was some 20 degrees off upon installation. Standard correctors inside the unit reduced this to a known five degrees on east and west headings. Electronic compasses can have sensors placed inside the mast or on a radar post and thus removed from steel’s magnetic clutches.)

Corrosion comes in another and more wicked form: electrolysis. Put nearly any other common metal underwater near steel and a battery current flows. More often than not it is steel that loses the electrons. Little volcanoes of corrosion erupt on unprotected steel, and these inflict damage much faster than rust. Electrolysis is a threat to any kind of boat, but especially to metal-hulled ones.

All steel craft sport little zinc pads on the keel, rudder and propeller shaft. These “sacrificial anodes” corrode instead of the hull, so must be maintained. Corrosion vigilance is the price one must pay for the reassuring strength of steel.

The corrosion specter heavily devalues older steel boats, especially if a bit of the brown stuff is visible. Boats that have not had the protection of modern paint systems might be picked up, for a “steel.” If you’re planning to recondition an older steel craft, first establish if you can gain access to all the steel surfaces. Even then the cost of dismantling, preparation and recoating will be considerable.

Coatings Offer Excellent Protection** Rust and electrolysis can only get a grip on bare steel. Coatings have advanced in recent decades and offer excellent protection. One system coats the sandblasted steel with coal tar combined with epoxy. Another paint is substantially zinc. Or, the whole boat can be “flame sprayed” with aluminum or zinc — the ultimate treatment (see the “Save The Steel” sidebar, following). Most seagoing steel is protected mainly by epoxy paint. As many as nine coats go on — primer, high builds, hard and gloss coats (polyurethane). It’s a significant investment in paint, but very effective and attractive.

That little piece of plating that we keep by the cabin table to show visitors was cut out of the finished transom. The thickness of paint buildup seen in the cross section is impressive. In fact, we’ve taken to saying we’re sailing around the world in an epoxy boat lined with steel. These paints ought to last a very long time. As long as the steel remains coated, our boat is going to be around longer than we are.

One other coating proven on steel hulls is sprayed polyurethane foam insulation. About 1 1/2 to two inches of this closed-cell substance, sprayed inside from the turn of the bilge up and over the deckhead, transforms a clammy, tinny chamber into a quiet refuge, cozy or cool as required. It’s superb insulation that retains or repels heat, eliminates condensation, dampens deck noises and sticks tenaciously to (lightly painted) steel, keeping air and water from ever initiating interior rust.

There’s an image of steel boats being dank and clammy belowdeck. Perhaps those that are uninsulated are that way. In fact, the coziest and sweetest smelling cabins I’ve experienced have been aboard steel craft. The Mexican “lancha” drivers used to think we were “locos” to live inside a black steel hull…until they came below and found it to be airy and cool. Spray foam has kept Skookum comfortable to live in at all latitudes.

The Security Issue** Steel sailboats are over-engineered — for wind and water forces, that is. Can the vessel to which you entrust your family’s life be too strong? What if on a calm and sunny day you tied up, went into town, and returned to find the local ferry had T-boned your boat into a concrete wharf? It happened. That metal sailboat completed its circumnavigation — a bit dented, that’s all.

In or out of the water an all-steel sailboat with polycarbonate hatches also will be a formidable barrier to burglars, even bullets. If seacocks connect to metal standpipes extending above the waterline and shafts have metal stuffing boxes, then a steel craft might survive an internal explosion or fire. Charred, but still floating.

Our boat’s nearly invincible strength had to become our insurance policy in far southern latitudes — no underwriter would cover us. So why are we shopping around for coverage now that we’re back in busier, foggier waters? Afraid of being run down? On the contrary — with 13 tons of momentum, our pointy-ended boat could sink something 10 times its size. We need liability insurance.

With such strength and so solid a feel, by providing so smooth a ride, the well-appointed steel sailboat is a Mercedes Benz of ocean cruisers. Cost is not in the upper luxury level, especially if you are home-building, for which steel is well suited. Extra expenses for the rig and proper sail area to drive such a sturdy craft is why a performance, steel sailboat is not going to be the cheapest option. In value, appearance and performance steel cruisers are right in there with equivalent-size boats made of other materials. And if it comes to the c-r-u-n-c-h, they’re incomparably stronger.

Before next you stroll the marinas, put a fridge magnet in your pocket. Slide it on to some really pretty boats — you might just get a surprise. Marine steel craft have come a long way in recent years.

———————————————————————— After taking a couple of years off from cruising to build a house, to research a biography of yacht designer (and uncle) Alan Payne and to fill the cruising kitty, Australians Geoff Payne and Margaret Hough are planning to take Skookum next summer for a tour of the Canadian Maritimes and beyond.

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STEEL HULL YACHTS FOR SALE

Browse our steel hull yachts

Home > Steel hull yachts for sale

Steel hull yachts for sale

Steel is one of the most popular yacht hull materials used to construct many superyachts, ships, explorer yachts, and full-displacement vessels. Steel is one of the most reliable materials that has proven its effectiveness throughout the years. Steel motor yachts and steel hulls have an exceptional ability to withstand the harshest sea conditions, ideal for cruising the most remote corners of the world in the utmost comfort.

If you are seeking a circumnavigation adventure or want to cruise far-flung areas of the world, you will need a sturdy and dependable vessel you can rely on when venturing into new territories. The displacement hull design of some of these yachts contributes significantly to their stability and efficiency in open waters. Discover more about YACHTZOO’s steel hull yachts for sale.

Length (ft)

Number of cabins, neo 52m steel.

• Motor yacht
• 52 m / 171 ft
• SANLORENZO - April 2026
• 12 guests in 6 staterooms
• 49.9 m / 164 ft
• TANKOA - 30 months
• 10 guests in 5 staterooms

500EXP SANLORENZO

• 47 m / 154 ft
• SANLORENZO - June 2027
• 46.70 m / 153 ft
• HEESEN - 2014

TANKOA T450

• 45 m / 148 ft
• TANKOA - 2026

BARON TRENCK

• 43.5 m / 143 ft
• EUROCRAFT - 2011
• 42.06 m / 138 ft
• AVANGARD YACHTS - 2018

COLUMBUS CROSSOVER 42

• 42 m / 138 ft
• PALUMBO - 2024
• 40.24 m / 132 ft
• MAZU YACHTS - 32 months from contract

S/Y SAILING NOUR

• Sailing yacht
• 37 m / 121 ft
• EVADNE YACHTS - 2008
• 8 guests in 4 staterooms
• 36.20 m / 119 ft
• CONCEPT MARINE - 2008
• 34.30 m / 113 ft
• MAZU YACHTS - 18 months from contract

MOONEN YN202

• 34.04 m / 112 ft
• MOONEN - April 2023
• 32.00 m / 105 ft
• CBI NAVI - 1998
• 7 guests in 3 staterooms
• 28.45 m / 93 ft
• MAZU YACHTS - 12 months from contract

The benefits of steel hull yachts

Rugged luxury yachts made of steel are a testament to the durability and strength required for adventurous journeys. Steel hull yachts for sale are among the most sought-after for yacht owners seeking to explore more off-the-beaten-track locations worldwide. One major advantage of using steel in boat building and construction is its ability to be far tougher and have much more superior abrasion resistance than lighter materials such as aluminium.

Abrasion resistance is a highly important feature on an explorer yacht, providing the ability to withstand rubbing, scraping, or erosion that tends to remove the material from its surface progressively. This also helps to maintain the vessel’s original appearance and structure. More importantly, steel hull boats for sale can also withstand significant impacts without compromising the integrity of the boat.

In addition, due to their extra weight, a steel boat’s drift is often much more stable, slower, and cruises more predictably, ideal for choppy waters.

There are also more materials and better-equipped metal workers to perform repairs and installations in steel over other yacht materials. In the case that a yacht owner finds themselves in a remote part of the world, they can almost guarantee to be able to find a specialist steel metalworker. Steel boats are also generally much less expensive to repair than other materials.

Top features aboard steel hull yachts

Steel hull boats for sale are the perfect vessels for long-range cruising in destinations such as the Arctic Circle, the Norwegian Fjords, and Canada’s Northwest Passage. YACHTZOO’s fleet of yachts includes a range of these durable and elegant steel motor yachts, suitable for the discerning owner.

Steel hull vessels combine extraordinary comfort, traditional yachting elegance, and unrivalled amenities. Owners can expect to find sumptuous interiors, spacious flybridges and exceptional amenities, including helipads, swimming pools, fitness suites, fishing equipment, cinema rooms, Jacuzzi and more.

They also boast long-range cruising capabilities, state-of-the-art systems and plentiful deck spaces to lap up your surroundings. Many are often well engineered for stable cruising, fitted with stabilisers to ensure the utmost comfort at sea.

The YACHTZOO difference

If you are seeking a steel hull yacht for sale, our team of yacht brokers will work closely with you to fully understand what you need from your yacht, and then help connect you with your ideal vessel. As one of the leading yacht brokerages in the world, we boast an impressive portfolio of steel hull yachts for sale, from explorers, expedition yachts, superyachts, and sailing yachts. Browse through the best selection of steel boats, or contact our team today.

Nothing matches the prestige of owning a superyacht and joining an exclusive club of luxury yacht owners. A superyacht puts the world at your fingertips, giving you the freedom to travel whenever, wherever, all while enjoying a highly exclusive and private experience onboard your own self-sufficient sanctuary. Cruise bluewater havens or explore the world’s most remote regions aboard a luxury yacht with loved ones. YACHTZOO offers an exquisite selection of superyachts for sale. Our luxury yachts for sale are built by the world’s most esteemed shipyards and boast world-class amenities, pioneering cruising technology, and the finest craftsmanship.

Nothing matches the prestige of owning a superyacht and joining an exclusive club of luxury yacht owners. A superyacht puts the world at your fingertips, giving you the freedom to travel whenever, wherever all while enjoying a highly exclusive and private experience onboard your own self-sufficient sanctuary. Cruise bluewater havens or explore the world’s most remote regions aboard a luxury yacht with loved ones. YACHTZOO offers an exquisite selection of superyachts for sale. Our luxury yachts for sale are built by the world’s most esteemed shipyards and boast world-class amenities, pioneering cruising technology, and the finest craftsmanship.

Yacht Sales FAQ

How can a luxury yacht broker help me find the ideal superyacht for sale.

Working with the right luxury yacht broker ensures you access to the world’s finest superyachts for sale. YACHTZOO boasts an enviable collection of luxury yachts for sale, including state-of-the-art motor yachts, expedition yachts, elegant sailboats and new build projects . The best yacht brokerages will also have connections with prestigious shipyards, yacht owners, and off-market boats, helping to connect you with your ideal vessel. Working with a luxury yacht broker can also help you establish what type of vessel will suit your lifestyle needs. Those seeking to explore the world’s most remote regions might be best suited to an explorer yacht, whereas someone wishing to island-hop the Caribbean might find a motor yacht or sailing vessel best meets their needs. When buying a yacht, you must also consider what onboard amenities are essential and who you will likely enjoy time on the water with. For example, someone wishing to holiday with family and friends will want a vessel that can accommodate plenty of guests yet still afford everyone privacy. We specialize in luxury yachts for sale and can help you select the ideal boat for your needs.

How can I ensure I pick the right yacht brokerage?

It is essential that you work with a yacht brokerage that is a member of key industry bodies. YACHTZOO is a proud member of the International Yacht Brokers Association, the Mediterranean Yacht Brokerage Association, The Worldwide Yachting Association, and the Leading Yacht Brokers Association. As a member of these leading yachting associations, YACHTOO must adhere to the highest standards of professionalism and expertise, giving you complete peace of mind.

How much does a superyacht cost?

The cost of a superyacht will depend on several factors, including the size of the vessel, the type of vessel, the shipbuilder, the year of build, and onboard amenities. Some of the world’s largest superyachts cost hundreds of millions. However, it is possible to enter the superyacht market for less. YACHTZOO’s team of brokers can work within a wide range of budgets.

How much does a superyacht cost to run per year?

The annual operational costs of a superyacht is an essential consideration when it comes to buying a yacht. Typically, you should expect to pay around 10% of the yacht’s value each year in operational costs, covering aspects such as maintenance, crew, and compliance. YACHTZOO offers exceptional yacht management services that can help streamline the operational cost of yacht ownership.

What amenities can I find on a typical luxury yacht for sale?

The type of amenities on a yacht will vary depending on the size of the vessel, with superyachts for sale typically boasting onboard amenities that rival the world’s most luxurious resorts. Amenities often include a voluminous beach club with bar, hot tub, swimming pool, fitness center, spa area, open-air cinema, tender garage, sundecks, and voluminous saloons.

Browse our luxury yachts for sale or contact YACHTZOO’s sales brokerage team; they will be delighted to help you find your ideal superyacht for sale.

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Steel Vs Fiberglass Sailboats: 7 Things To Consider

The steel versus fiberglass hull debate is a debate that has gone on for a very long time.

Ask any boat owner, and they will have their own opinion about which is best.

Both have their advantages and disadvantages, but in the steel vs. fiberglass discussion, we think these 8 things are very important to consider:

Table of Contents

1. A Brief History Of Steel Sailboats

Steel has long been used as a material for building boats in all different shapes and sizes.

Steel replaced wood as the most common material used for building large ship hulls in the early 1900s. This was due to several factors, but the main reasons were the relatively low cost of steel, the strength and availability of steel, and the fact that steel is somewhat easier to work with (and to repair) than wood.

However, it wasn’t until the 1960s that steel was used to build sailboats of more moderate size.

The famous French sailor, Bernard Moitessier, was an early pioneer of steel yachts. He commissioned the construction of his 40-foot steel ketch Joshua in 1961, which competed in the first solo round the world race, the Sunday Times Golden Globe, in 1968.

These days small and mid-size sailing boats are not often built from steel. This is because they are heavier, which means they are slower than other yachts of the same size, built from lighter materials.

Because of the extra maintenance due to rust and corrosion, a boat owner needs to be on top of things.

Yet steel yachts are known for their strength and seaworthiness, and so steel sailing yachts do have a following amongst long-term cruisers and people who liveaboard.

2. A Brief History Of Fibreglass Sailboats

The first fiberglass boat ever built can be credited to a Mr. Ray Greene, an officer in the US Navy who was an assistant supervisor overseeing small wooden boats.

The year was 1942. The first small day sailing dinghy he built was a one-off, but Ray Greene built many more fiberglass sailboats and was a pioneer for fiberglass’ production boats’ or boats built in large numbers.

Fiberglass or Glass Reinforced Plastic (GRP) sailboats exploded into the sailing scene in the 1950s, when serious production for the commercial market began. Previously, the sport of sailing had been reserved for the elite who had the money to commission once-off custom-built yachts.

The arrival of mass-produced sailboats made the sport of sailing more accessible, as it made boats more affordable. Plus, the new fiberglass boats needed less costly maintenance than the classic wooden sailboats.

Nowadays, the production of fiberglass boats is a worldwide, multi-billion dollar industry with most, if not all of the big players like Beneteau, Hunter, and Catalina (amongst others) all producing fiberglass or GRP yachts in a range of different sizes.

3. Are Steel Or Fibreglass Sailboats More Popular?

There is no question that the most popular of the two is fiberglass sailboats.

This is backed up by the sheer numbers of fiberglass boats in clubs and on the water. Take a stroll in any marina, anywhere in the world, and the majority of boats you see will be made from fiberglass.

The popularity of fiberglass boats can be attributed to the fact that they are massed produced, which makes them easily available. In addition, they look good, are strong and durable, and are relatively easy to maintain—all at a relatively affordable price.

On the other hand, steel sailboats are not so consumer-friendly. Due to steel qualities, they cannot be mass-produced and have to be custom or semi-custom built; no two steel sailboats will be the same.

Plus, a steel boat owner needs to be extra vigilant to stay on top of the maintenance due to corrosion or any rust.

4. When Should You Choose A Fibreglass Sailboat?

Fiberglass sailboats are the overall majority of the market, which most boat owners are thrilled with.

It has been the most common boat building material since mass production started in the 1950s and 1960s.

You can choose a fiberglass sailboat for almost any sailing discipline, whether racing, daysailing or long-distance cruising.

When choosing a fiberglass sailboat, there are many different brands, models, and sizes to choose from, both new and second-hand. The more popular a brand, the more information is available through owner websites and sailing forums.

Make sure you establish the type of sailing you want to do and how many hours you plan to spend on the water before you commit to buying a boat. You don’t need a fully equipped +40 foot sailboat if you only plan to daysail on your local waters.

5. When Should You Choose A Steel Sailboat?

Steel sailboats are stronger and more impact-resistant than their fiberglass equivalents.

Steel is straightforward to work with as a boat-building material which makes them popular for DIY boat-building projects and easy to repair in remote places. However, steel boats are prone to rust if not properly maintained, especially below the waterline.

In addition, steel boats need to be properly insulated, otherwise, they will be hot in hot climates and cold in cold climates,  plus they do require special anti-fouling paints.

If you are planning a circumnavigation, to go long-distance causing, or you are looking for a solid liveaboard boat, then a steel sailboat is a good choice. A steel hull gives a skipper confidence when entering an unfamiliar rocky coast, and there is less worry about hitting unidentified submerged objects.

Apart from keeping an eye out for rust, their only real disadvantage is that steel hulls make slower boats, especially in smaller boat sizes.

6. What Material Is The Most Durable?

There are very few people that will argue that fiberglass is more durable than steel.

The physical properties of steel allow steel boats to survive grounding or to remain physically water-tight if they have been involved in a collision. Plus, they are best for surviving a fire onboard.

In addition, there have been huge advances in paint and metal coating technology. So, if these paints or coatings have been applied correctly, and if a steel sailboat is well looked after, there is no reason that a steel sailboat won’t last a lifetime.

However, fiberglass has become the material of choice for most sailboat builders over the past few decades. Fiberglass sailboats are lighter and faster than steel sailboats.

In addition, they are strong, durable, and corrosion-free, which makes them a great solution for the average sailor.

7. Does It Affect The Resale Value Of The Sailboat?

Every boat will depreciate, but as there is relatively little data available, it is hard to forecast how much.

According to YachtWorld UK , the resale value of a sailboat will depend on the brand, model, condition, and age of the boat. “As a rough guide, new vessels generally lose around 40-50 percent of their initial cost over the first 8-10 years, with around half that figure loaded on the first two or three years. Once a boat is a decade, old depreciation generally slows to less than five percent annually.”

However, different markets have different demands, and so resale values will vary. For example, the American market has never warmed to metal boats, neither steel nor aluminum.

So, if you are looking for a steel sailboat, you might be lucky to find an unwanted bargain, or you could pay more as there are fewer steel sailboats around. This is compared to the French market, where French sailors love their steel or aluminum boats, so demand is higher.

Fiberglass sailboats are found worldwide, so they are not a niche market, but their resale value will depend on local markets and their condition. Historically, boats have been more expensive to purchase in places like Australia, where there is no local production.

As a rule of thumb, any boat that has been well maintained, whether fiberglass or steel, will hold its resale value.

References:

Metal Boat Construction

Ask SAIL: Steel vs. Fiberglass Hulls

YachtWorld UK

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Sailboat Hulls: Steel Vs Fiberglass

Last Updated by

Jacob Collier

August 30, 2022

For decades, sailors and boat owners have been having hotly contested debates about the merits of steel hulls vs fiberglass hulls in sailboats.

The major benefits of boats with steel hulls are that they are very strong, durable, and can be repaired easily. On the other hand, a fiberglass hull offers your boat a smooth and sleek look that is very pleasing. They are also lighter, faster, and require less maintenance than steel boats.

Whether you are building your own sailboat or thinking of buying one, getting the right material for the hull is of paramount importance. Your choice of material should depend on consideration of multiple factors, including its durability, stability, maintenance, repairs, weight, comfort, safety, and cost.

We have a team of sailing experts who have spent decades on the water and have set sail on boats built of all types of materials available. So who better to walk you through the pros and cons of steel and fiberglass hulls?

Table of contents

‍ Steel Hull vs Fiberglass Hull: Top 10 Factors to Consider

Let us take a look at some of the major factors that can help you determine whether a boat with a steel hull or fiberglass hull will be a better choice for you.

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 has a higher possibility of breaking. That’s because steel is more ductile and can withstand strong blows without losing its toughness.

Fiberglass is a lighter material than steel, making  fiberglass boats  lighter. Many people prefer this quality since it means that the boat will travel faster on water and will require less power and wind energy to move than a boat with a steel hull. This means lower fuel consumption and more savings. However, a fiberglass boat will be more prone to be buffeted by the winds since it is lighter.

Anti-Corrosion Properties

The sailboat manufacturing industry now uses state-of-the-art technology and makes use of the best quality materials to make the hull. Steel corrodes when exposed to the atmosphere. However, if the right alloy is used for making the hull, it will resist saltwater corrosion, without even needing special paint.

Steel boats also experience electrolytic or galvanic corrosion, but they can be avoided with the use of insulated electrical connections and sacrificial anodes.

Fiberglass does not corrode. However, it can still suffer from osmosis if the fiberglass had air bubbles at the time of lamination. This can cause water to collect in the void, forming blisters that can weaken the hull. Fiberglass may also become damaged from ultraviolet radiation.

Since steel boats are heavier than fiberglass boats, it means they are more stable on the sea, particularly if you experience choppy waters. A fiberglass boat, on the other hand, is lighter, and hence sailors may experience a rougher journey on choppy waters.

In addition, due to its extra weight, steel boats drift slower and more predictably, which is particularly useful for anglers.

Maintenance

Many steel boats require greater maintenance since they are more prone to corrosion. Galvanic corrosion can occur when two different metals are placed together. Hence, it is important that you ensure that high-quality materials, joints, and screws are used on the hull. It is important to rinse the hull with fresh water once it is out of the sea.

Fiberglass boat hulls do not have welds and rivets and you do not need to worry about the hull rusting. However, it can experience osmosis issues, which can cause serious problems if they are not treated in time.

Both fiberglass and steel boats require antifouling application to prevent barnacles, algae, and other sea organisms from sticking to the hull. However, antifouling can be more expensive for steel boats.

It is easy to repair small dents in steel boats. However, if the damage is extensive, it can be more complicated and costly to repair or replace large sections of steel hulls. Welding a boat hull is a specialized job that requires trained professionals.

It is easier to repair a broken fiberglass hull, but it may never have the same strength and durability as the original hull since the structural tension will not be equal at all points.

Fiberglass boats are made of petroleum-based products that are flammable. Hence, in case of a fire, they will burn easily and quickly. A steel boat is much safer since it cannot burn. In addition, a significant impact from an unidentified floating object can result in a breach in a fiberglass hull easily and open up a waterway into the boat that can cause it to sink. Steel, on the other hand, can withstand larger impacts without compromising the integrity of the boat.

Steel boats operate much louder than fiberglass boats, especially in turbulent seas at high speed. Steel is also a good conductor of heat and if it is not well-insulated during construction, it can become uncomfortably warm in the summer and cold in the winter. On the other hand, boats with fiberglass hulls do not transmit heat well and are more comfortable.

When it comes to aesthetic appeal, fiberglass hulls have a sleeker, shinier, and more polished look. Steel hulls often have marks of reinforcements on their hulls and they need to get a nice paint to look good. In most cases, steel hulls are covered with putty to hide any construction defects. This putty should be polished so that the boat has a nice finish and is done in a controlled environment to keep out dust.

As you can imagine, this process is complex, costly, and drives up the price of the boat.

It is easier to manufacture fiberglass hulls and mold them into more complex shapes. This can lead to faster production and lower construction costs. Sailboats with steel hulls are more expensive, as we mentioned before because  they require welding, heavy-duty grinding , and specialized cutting tools and are more labor-intensive.

When Should You Choose a Steel Boat?

Steel hulls are stronger, durable, and more impact-resistant than their fiberglass counterparts. Dents in steel hulls can be repaired easily and although steel is prone to corrosion, this can be managed by special paints, insulation, and some regular maintenance.

If you are deciding on a circumnavigation or want to go out on a long spree in the water, you need a solid and dependable boat that you can rely on when you venture into new territories.

A well-maintained sailboat gives you the confidence to enter into unfamiliar rocky coasts and reduce your worries about hitting UFOs. However, keep in mind that steel boats may be slower than fiberglass boats, particularly if they are smaller vessels.

When Should You Choose a Fiberglass Boat?

Fiberglass boats are generally prettier than steel boats since they have a smooth and polished hull. They also do not require protective paint on their hull since they are corrosion-free and hence quite low maintenance. In addition, they are lighter and faster than their steel counterparts and do not cost as much.

However, one big concern of a fiberglass hull is that it is not as strong as a steel hull. If the boat hits a hard object, the fiberglass may break, which can be dangerous on the open seas, particularly in choppy waters.

Still, fiberglass boats are an excellent option for racing and even long-distance cruising in areas that do not have sharp rocks.

The type of sailboat you choose depends on your sailing style and your needs. So make sure you consider all the factors before you invest in a steel or fiberglass boat.

Related Articles

Types of Sailboat Hulls

What Is a Sailboat Hull?

Born into a family of sailing enthusiasts, words like “ballast” and “jibing” were often a part of dinner conversations. These days Jacob sails a Hallberg-Rassy 44, having covered almost 6000 NM. While he’s made several voyages, his favorite one is the trip from California to Hawaii as it was his first fully independent voyage.

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Yacht Design - a primer

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Sailing Vessel Designs for Steel Construction All prices are in US Funds

• MURRAY 33  A 33' double chine sloop/cutter; fin keel, skeg rudder. Up to 7 berths, generous stowage. Ideal long range cruiser. SP-$50 US/ FP-$495 US
• ARAGOSA 35 A fast, modern 35' sloop with a comfortable 4-6 berth layout for coastal or blue water cruising, or club racing. Fin keel and tall rig assures superb all around performance. Also available for aluminum construction. SP-$60 US/ FP-$695 US
• HUROMIC 35 A very able, radius bilge, full keel 35'7" cruiser with two successful circumnavigations to her credit. The last voyage, Sitka to Sitka, was single handed in 180 days. She will take you anywhere you want to sail, in safety and comfort. Sloop or double headsail rig as preferred. SP-$75 US/ FP-$695 US
• PUFFIN A 36' or 38' flush decked, pilothouse sloop with live-aboard accommodations. Shoal draft with twin bilge keels. Powerful diesel for maximum cruising speeds under power and a tall sloop rig to move her in even light air. A true 60/40 motorsailer with large fuel tankage and comfortable wheelhouse. SP-$85 US/ FP-$895 US
• KAIULANI 38 A 38' go anywhere, radius bilge cutter with full keel/Brewer bite. Three cabin privacy, large galley, pilot berth, stall shower and ample stowage in a well proven hull. SP-$90 US/ FP-$895 US
• ARAGOSA 38 A superb all around 38' cruiser. Fast fin keel hull and tall sloop or cutter rig. Features U galley, stall shower, complete nav area and berths for 5, not including the settees. Truly and outstanding yacht in every way. SP-$90 US/ FP-$895 US
• CARIOCA A handsome, clipper bowed, flush decked 40' cutter with full keel and Brewer bite. Radius bilge hull. Berths for 6-7, large galley, deep, protected cockpit. A yacht that blue water sailors will appreciate. SP-$90 US/ FP-$895 US
• VERITY 40 A 40' fast, radius bilge, fin keel cutter and a very successful design. Three cabin privacy with all the amenities - stall shower, pilot berth, huge galley, etc. in a sleek, modern package. Moderate displacement and generous sail area provide top performance. SP-$90 US/ FP-$995 US
• CORTEN One of my most popular designs. Available as marconi cutter, marconi schooner, gaff schooner and marconi yawl. Can be built as 40 footer with transom hung rudder or 42'9" with counter stern and inboard rudder. Pilot house version optional. Kits available. Radius bilge or double chine hull available. 6 berths in 3 cabins, aft cockpit. Complete plans include all options so you can tailor this yacht to suit your needs. SP-$95 US/ FP-$995 US
• NOMAD A modern steel 42' pilot house cruiser that performs well due to her tall cutter rig, fin keel and skeg/rudder. Radius bilge hull. Accommodates 4-6 in 3 cabins and features a roomy U shape galley, stall shower and comfortable pilot house, wrapped up in a handsome package with a springy sheer and attractive overhangs. SP-$95 US/ FP-$995 US
• ALASKA 43 A 43' center cockpit, flush decked, pilot house, full keel cutter. Designed as a live-aboard for northwest waters. A "go anywhere" yacht and a very popular design. Double chine construction. SP-$95 US/ FP-$1095 US
• CANYON 43 A modern 43' pilot house cruiser on a full keel, radius bilge hull with Brewer bite. The interior features 2 staterooms plus a roomy saloon, U shape galley, and head with stall shower. Moderate displacement and generous sail area offer good performance in a true blue water yacht. SP-$95 US/ FP-$1095 US
• CAPE RACE A 44' full keel/c.b. center cockpit, auxiliary ketch. The original has cruised from the Baltic to Turkey to California. Liveaboard layout for 6-7. Available as double chine or full round bilge hull. Options include longer ends, to 47', taller rig, deeper keel, Tailor this yacht to suit you. SP-$95 US/ FP-$1095 US
• MIAMI A 45' radius bilge, ketch with full keel and Brewer bite. Flush decked, aft cockpit and a handsome, salty, go-anywhere vessel. Liveaboard layout for 2-4 with room for 2-4 guests (who wants 'em?) in 4 cabins plus workshop. A yacht for the serious cruising family. Options include pilot house version and keel/c.b. with only 5' draft. SP-$95 US/ FP-$1095 US
• ORCA A 45' modern fin keel, pilot house cutter with a large saloon in the pilot house and 3 cabin privacy. Features strong steel hull and, if desired, a light weight aluminum deck. A tall cutter rig assures top windward performance for this fast, long range cruiser. Also available in full aluminum construction. SP-$100 US/ FP-$1795US
• KINGSLAND A 45' radius bilge, flush decked, pilot house cutter (trunk cabin option if preferred). Double ended or counter stern. Full keel with Brewer bite. Radius chine hull has been built by both professionals and raw amateurs (gutty, raw amateurs). Berths for up to 8 in 3 cabins, large head with stall shower and a huge workshop (or an owner's cabin with private head) aft. SP-$100 US/ FP-$1295 US
• WOLF POINT Pilot house 47' ketch with raised cockpit, flush decked forward. Radius bilge hull with fin keel/centerboard or deep fin if preferred. Owner's cabin aft with separate head. Room for 4-6 guests forward. Extra large galley. SP-$100 US/ FP-$1495 US
• NORTHEAST 47' Radius bilge, center cockpit, flush deck, full keel (Brewer bite), cutter. Designed for world voyaging. 7 permanent berths, 2 settee-berths, in 3 cabins. 2 heads, stall shower, large workshop, huge galley. Go anywhere. SP-$100 US/ FP-$1195 US
• ALBATROSS A 53' fully developed, Y sections, full keel schooner with knockabout bow and inboard rig. Features enclosed wheelhouse, owner's and guest/crew cabins and large cargo hold which can convert to 2 more double cabins. Designed for island trading and live-aboard use. SP-$100 US/ FP-$2195 US
• KITTIWAKE A 54' ultra modern, pilot house, center cockpit cutter for radius bilge steel hull with aluminum deckhouse and cockpit. Fin keel and skeg rudder. Accommodations for 7 in 4 cabins with huge galley and room for an 11-12' boat on the aft deck. Large engine room and protected cockpit with windshield . SP-$100 US/ FP-$2495 US
• ARDEN A 60' three masted schooner now available for steel construction. An unusual design but a comfortable and easily handled yacht with excellent accommodation for cruising or chartering. This is a handsome vessel with many interesting features. SP-$120 US/ FP-$2795 US

Be sure to include your full mailing address. The plans cannot be sent via e-mail. All plans are shipped folded and via airmail .

We do not share customer information with anyone without the customer's express permission.

It usually takes 4 to 5 days for delivery in Canada, a week to the US, and 10 days to two weeks to the rest of the world. Mail to a few countries may take more than three weeks.

Express delivery, please contact us.

Rolled prints are too expensive to mail, check with us on other options.

  All plans are sold on a no exchange, no return basis

Brewer Yacht Designs 1825 Evergreen Drive Agassiz, BC Canada VOM 1A3 Phone 604-796-3732  Fax 604-796-3738 [email protected]

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US Army boats head out on a mission to build a floating pier off Gaza’s shore for food deliveries

Soldiers of LLV Monterrey from 7th Transportation Brigade (Expeditionary) prepare to deploy to the Gaza Strip on Tuesday, March 12, 2024, at Joint Base Langley-Eustis in Hampton, Va. (AP Photo/John C. Clark)

A group of soldiers from 7th Transportation Brigade (Expeditionary) wave to the crew of LLV Monterey as it pulls out from port on a humanitarian mission to Gaza, on Tuesday, March 12, 2024, at Joint Base Langley-Eustis in Hampton, Va. (AP Photo/John C. Clark)

Soldiers from 7th Transportation Brigade (Expeditionary), 3rd Expeditionary Sustainment Command, make final preparations on LSV SP/4 James A. Loux before deploying to the Gaza Strip on Tuesday, March 12, 2024, at Joint Base Langley-Eustis in Hampton, Va. The Loux will be supporting the construction of a floating pier off the coast of Gaza for delivery of humanitarian aid. (AP Photo/John C. Clark)

BG John “Brad” Hinson, commander of 3rd Expedition Sustainment Command and Assistant Commanding General (Supply) of XVIII Airborne Corps, speaks during a press conference pertaining to four army watercraft deploying to Gaza for delivery of humanitarian aid on Tuesday, March 12, 2024, at Joint Base Langley-Eustis in Hampton, Va. (AP Photo/John C. Clark)

CW3 Jason West, left, skipper for LSV SP/4 James A. Loux, 7th Transportation Brigade (Expeditionary), stands with his family before deploying on Tuesday, March 12, 2024, at Joint Base Langley-Eustis in Hampton, Va. (AP Photo/John C. Clark)

LSV SP/4 James A. Loux heads down the James River for a deployment to the Gaza Strip on Tuesday, March 12, 2024, at Joint Base Langley-Eustis in Hampton, Va. The watercraft will build and operate a floating pier in support of a humanitarian mission to Gaza. (AP Photo/John C. Clark)

Soldiers from 7th Transportation Brigade (Expeditionary), 3rd Expeditionary Sustainment Command, enter the mess galley on Large Land Craft Monterey on Tuesday, March 12, 2024, at Joint Base Langley-Eustis in Hampton, Va. The Monterey was one of four army watercraft deploying to Gaza for a humanitarian aid mission. (AP Photo/John C. Clark)

Col. Sam Miller, commander of 7th Transportation Brigade (Expeditionary), speaks to media before units from his brigade deploy to Gaza in support of a humanitarian mission on Tuesday, March 12, 2024, at Joint Base Langley-Eustis in Hampton, Va. (AP Photo/John C. Clark)

Soldiers give the crew of the LLV Monterey a box of snack bars before the Monterey leaves for deployment to the Gaza Strip for a humanitarian mission on Tuesday, March 12, 2024, at Joint Base Langley-Eustis in Hampton, Va. (AP Photo/John C. Clark)

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WASHINGTON (AP) — Four U.S. Army boats, loaded with tons of equipment and steel pier segments, left Virginia on Tuesday, heading to Gaza as part of the U.S. effort to expand the delivery of food and other supplies to starving Palestinians as Israel’s war against Hamas drags on.

The ships pulled out of docks at Joint Base Langley-Eustis and headed down the James River toward the Atlantic Ocean for what could be a month-long voyage to the Mediterranean Sea. There, at a yet-to-be-announced location along the Gaza shore, they will build and begin to operate a floating dock to receive the aid.

Since Hamas militants attacked Israel on Oct. 7, Israel’s military has battered the territory, killing more than 30,000 Palestinians, according to the Gaza Health Ministry, and creating a humanitarian catastrophe . The U.N. says virtually all of Gaza’s 2.3 million people are struggling to find food. But getting humanitarian aid to the area has been difficult, due to the ongoing hostilities and struggles to coordinate with the Israeli military, which has blocked routes and slowed deliveries due to inspections.

The latest Pentagon plan calls for the U.S. military to build what is called a modular causeway system. Off shore, the Army will build a large floating platform where ships can unload large containers of aid. Then the aid will be transferred by the Army to a motorized string of steel causeway sections that have been pushed to the shore.

That pier is expected to be as much as 1,800 feet (550 meters) long, with two lanes, and the Pentagon has said it could accommodate the delivery of more than 2 million meals a day for Gaza residents. Officials have not said who will be unloading the containers and taking the aid ashore. President Joe Biden has said there will be no U.S. troops on the ground in Gaza.

On Tuesday, as family members and senior Army commanders watched, about 70 soldiers with the 7th Transportation Brigade (Expeditionary) pulled away from the docks in four U.S. Army vessels: the USAV Wilson Wharf, USAV Matamoros and USAV Monterrey, all Army landing crafts, and the larger USAV SP4 James A. Loux, a logistics support watercraft.

The brigade’s commander, Army Col. Sam Miller, said about 500 of his soldiers will participate in the mission. All together, Pentagon officials have said about 1,000 U.S. troops will be involved.

Calling it a complicated mission, Miller said the transit will take about a month, but it will depend on weather and any possible high seas. The actual construction, he said, will take about a week, but that also could be hampered by weather. Then it will take additional time to get the delivery process coordinated with those providing the aid and the system up and running. Defense officials have said it will take about two months to get the deliveries started.

The Army’s vessels and maritime capabilities are unique and not as well known as the Navy’s. The last time the 7th Transportation Brigade did a similar mission to construct a large pier was in Haiti in 2010. But it has participated in a number of major military exercises.

“The soldiers here are energized, they’re motivated, they’re excited,” Miller said, adding that the new humanitarian mission “gives them purpose and meaning” and highlights the Army’s watercraft. He noted that just 36 hours after Biden ordered the operation, the first Army vessel — the USAV General Frank S. Besson logistics ship — left Joint Base Langley-Eustis on Saturday.

Miller said a larger Maritime Sealift Command ship will also be leaving Virginia in the coming days, and will be carrying some of the bigger equipment and more of the steel pier segments.

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PEXMOR Boat Seats Low/High Back, Folding Boat Seats 2 Pack Stainless Steel Screws Included, Fold-Down Fishing Boat Seats Waterproof Captain Boat Seat w/Aluminum Hinges & Thick Soft Cushion, 2 Packs

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• 【Ergonomic Design】-The seat is filled with thickened ultra-high-density sponge has good rebound and can perfectly fit the curve of the body. The curved ergonomic back and wide seat design provide comfortable support.It can reduce your fatigue caused by sedentariness.
• 【Weather-Resistant & Waterproof】-Covered with high-quality PVC material,With tight stitching, it can effectively prevent accidental tears. It has excellent water resistance and abrasion resistance. Besides,the smooth and soft surface improves comfort.
• 【Durable & Stable Design】 -Heavy-duty rust-resistant aluminum alloy hinges prevent the backrest from bending and making it capable of standing up to the shock of great waves. Base made of high-impact plastic injection-molded frame with strong load capacity up to 250 lbs.
• 【Easy to Fold and Store】-The aluminum hinge design makes it can smoothly flip up the backrest when needed for a comfortable seat, and fold it down to create more space when not in use. (Hight Back Dimensions: 24"H x 19"W x 15''D, Low Back Dimensions: 21"H x 21"W x 15.5''D)
• 【Easy to Install】-We provide detailed illustrated instructions to allow you to quickly complete the assembly. What's more, the 5" x 5" bolt hole pattern allows you to easily mount the seat to any standard 4-bolt swivel or base (base not included).

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