Introduction

So much misconception and apparent mystery surrounds the construction, use and history
of the marine applications of aluminium alloys, and so little advice or instruction exists, that
this alone justifies adding yet another volume to the already bulging bookshelves of those
whose livelihood depends upon satisfying the demands of the private and public sector for
marine craft and ever increasing marine applications. 
There is little doubt that there is a significant use for aluminium alloys. The dilemma is:
where, when, what and how. This book endeavours to answer some of the many questions
still outstanding. It is not an exhaustive study, and it is presumed that the reader has a
knowledge of boatbuilding. He or she may even be currently engaged professionally in
supplying boats in the 1–40 m (3-131 ft) range, but is finding that certain customers'
demands cannot be met by the use of existing practices. There are, unquestionably, types of
craft and other applica tions where aluminium alloys will perform their function in a way
that is superior to all other materials, just as wood, plastic and steel are in turn su perior in
their own specialist uses. 
Because of the higher prices of the basic materials, an aluminium boat may initially cost
more than a similar steel vessel. There are, however, savings to be made over a period of
years that justify the increased cost and could even result in a net gain. It has been variously
calculated that a weight saving of 35–45 per cent can be expected from the use of
aluminium alloys as against steel for hulls, and 55-65 per cent for superstructures. The
advantage gained by the weight saving can be capitalised by an increase in speed for the
Because of the higher prices of the basic materials, an aluminium boat may initially cost
more than a similar steel vessel. There are, however, savings to be made over a period of
years that justify the increased cost and could even result in a net gain. It has been variously
calculated that a weight saving of 35–45 per cent can be expected from the use of
aluminium alloys as against steel for hulls, and 55-65 per cent for superstructures. The
advantage gained by the weight saving can be capitalised by an increase in speed for the
In the author's experience, it has been more beneficial to introduce those boatbuilders who
use wood to the use of aluminium alloys than to use operators with an existing experience
in steel fabrication: 
 The boatbuilders using wood have a delicacy of touch that is not always in evidence
in steel operators.
 Many of the tools of the boatbuilder using wood can also be used on aluminium,
whereas few of the tools used for steel are suitable. 
 Methods and techniques of shaping and forming aluminium differ fundamen tally
from those used with steel.
 Whereas with steel the effort is put into heating, hammering and forcing, with
aluminium it is cold shrinking and stretching that provides better results. The
material, being more ductile, responds to more gentle treatment.
 Larger bend radii are necessary for aluminium, and consequently different knives are
used on bending machines.
  Welding machines and techniques for aluminium can be quite different from the
normal welding for steel
There are, of course, certain disadvantages in the use of aluminium alloys and these should
not be overlooked, although the rate of imbalance is improving rapidly: 
 There are still a great many more welding repair facilities for steel than for
aluminium. However, on larger vessels, with adequate electricity-generating
equipment, a small MIG or TIG set could be carried which would be sufficient for all
but the major problems, or a shore electricity supply could be connected. A drill and
a supply of rivets should be part of the boat's stores, which would enable at least
temporary repairs to be effected (see Chapter 18 on repairs). A selection of various
thicknesses of aluminium offcuts should be readily obtain able from the building
yard, and it would be wise to have the building yard 
FIG1 A 57 m (187 ft) motor yacht capable of 33 knots. The bow section is almost
completed and is positioned ready for assembly to the midship sections. To date, this is
probably the largest aluminium alloy motor yacht built in the UK (Photo: Shead Design). 
make up a repair kit consisting of all necessary items relevant to a repair of any
kind.
 Aluminium has a fairly low melting point, about 593°C (1100°F). Consequently in
high-risk areas, fire protection must be considered (see Chapter 16).
 There are certain items of marine chandlery that are not compatible with aluminium.
This is rapidly being corrected as more and more fittings of a basic aluminium nature
are becoming available; and, provided the proper pre cautions (as discussed in later
chapters) are taken, even dissimilar metals can be used in proximity to one another
without a disastrous effect. 
 Aluminium is a very clean material that does not involve dirty processes. It is
comparatively lightweight, and therefore easily handled. Operators like work ing
with the material, and the working processes of welding, cutting, drilling, shaping,
forming etc are generally quicker than with steel - so production costs are lower. And
although the cost of production equipment is higher, the effect of wear and tear is
somewhat less. Saw blades are cheaper and last longer, and all cutting and drilling
equipment maintains a sharper edge for a longer period of time. Cold shaping with
the correct shrinking and stretching tools (see Chapter 3 on tools) is remarkably
quick and effective, and storage of aluminium creates fewer problems than steel;
there is less weight and less deterioration to con sider
 When building in aluminium there are many thousands of sections for which
extrusions dies are available. These include angles, channels, tees, zeds, 'I' beams,
solid squares, flat bars, hollow rectangles, solid rounds, polygons, hollow hexagons,
quarter rounds, beading, fillets, half round mouldings, step edges, corner mouldings,
fluted strip and fluted angles, cover mouldings, water channels, drip mouldings, as
well as a great variety of tube diameters and wall thicknesses. If a special extrusion is
required, it is not expensive to have a die specially produced (depending on the
quantity to be extruded). 
A designer needs to prepare differently for the design of aluminium struc tures;
design parameters and functions that have proved satisfactory in steel are not
readily convertible into aluminium. The design criteria is different and should be
recognised as such, just as the builder in turn must learn that alumin ium is unique
and that to obtain the maximum from it he must adjust to its own peculiarities and
characteristics. The owner, too, has a part to play if he wishes to get maximum