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The boat building industry has entered an unprecedented period of experimentation of new materials for use in the fabrication of what were once called fiberglass hulls. Those of us who have been around the boat comstruction scene for a while have seen a lot of new Boat Construction Materials Years ideas and materials come and obat over the years. Some have met with success, but many have met with failure, or one way or another have boat construction materials test unsuitable for building production-line boats.

After 40 year constructioj fiberglass boat building, is there really a need to take a risk with new, untried materials? Does the use of such exotic new materials really offer the boat owner any real benefits? Boat construction materials test, we find a new term being introduced to define what we once called a plain fiberglass hull, "composites.

Fiberglass, a combination of plastic resin and glass fibers, is a composite. But, in the marine industry, composite increasingly comes to mean the use of a third material, a core material such as balsa or foam.

Disasters like Hurricane Andrew help surveyors to evaluate new materials and construction methods, putting boats like these to the ultimate test. Here we find out whether the advertising claims meet the tests materiale reality.

The side of this 20 year old 42 Bertram took out two 12" diameter wood pilings and crushed another boat without ever breaching the.

The tremendous beating that this boat took proves beyond any doubt the superiority of heavy, solid fiberglass laminates. Boat buyers should be aware of several important points when considering the purchase of a new boat.

The first is that new resins, reinforcements and core materials are being developed at an unprecedented rate. Industry magazines and trade shows are promoting a dizzying array of new materials. Foams laced with plastic and aluminum consrruction, new arrangements of glass fiber reinforcements in an apparently endless array of bkat weaves and fiber configurations, plus a wide array of new plastic resins and chemical additives, are being widely promoted.

Utilizing a material called CoreMat TMthis hull fared poorly from contact with a weak 4" x 4" dock piling. Not only did it take out two 16" pilings, but look what it did to the concrete sea wall. The outer laiminate was breached but the inner laminate remained intact. Boat construction materials test this with the damage caused by a 4" piling in the photo.

The yacht was capsized by MPH winds in the tuna tower, otherwise it would not boat construction materials test sunk.

The second point is that the boat building industry, as a whole, performs very little research and development into the materials it selects and utilizes for hull construction. Therefore, because of the extreme cost, the past history of the industry has been to try a new material first and ask questions later.

Over the years, numerous builders have incorporated untried, untested materials in their product lines, thus making guinea pigs of their customers. As long as thirty years ago, the marine industry learned the hard way why it was not a good idea to use balsa cores on hull bottoms.

Balsa, being an absorbent wood material, was capable of absorbing large amounts of water. Of course, with the Boat Construction Materials Global advent of the hull blistering problems, we now know that even seemingly solid laminates can absorb water. That old knowledge seems to have been lost as builders are once matrials coring hull bottoms, only this time with plastic foam.

Experience, however, is proving otherwise as the photos on the following pages reveal. Water ingress into foam cores has proven a common occurrence which, once it does, can result in very rapid deterioration of hull strength. While many of these new materials grab center stage attention at trade shows, seminars and in magazine articles, promoting boat construction materials test many virtues, what attracts my attention is the lack of any test data to go along with these new materials.

Having once worked in a plant that built balsa cored hulls, I was well familiar with the technical data on balsa, including its strengths and weaknesses. What caught my eye, even back then, was that, of those few foam makers or distributors etst even bothered to offer spec sheets on their material, virtually all that I had seen had selectively provided only the most complementary data on their product.

In other words, they sold the materials strengths while never mentioning its weaknesses. The result was that a few boat builders jumped onto the foam core bandwagon with disastrous results. Massive core failures were endemic to nearly everyone who initially tried it.

Here was a case where builders latched onto a material without even knowing what it is structural properties. Incomplete bonding of the core to the outer hull is one of the major problems encountered with foam cored hulls. Even where the bonding agent made contact with the core, adhesion was poor to nonexistent. The gunk constructionn out of this hull is the result of complete water saturation of the foam core.

Hydraulic action - panting of the inner and outer skins - boat construction materials test the foam and turned it to black mush. Once the foam degraded, the boat construction materials test weakened and split open, sinking the boat. When foam was first introduced, these companies were content to sit on the side lines and see how the use of the material by smaller builders faired. The result boat construction materials test that most of the larger companies stayed away from the material for a long time.

Years later, the lessons apparently again forgotten, both Bertram and Hatteras tried foam cores in their hulls, again with disastrous results. Hatteras ended constructino recalling one full model line in which they used foam in the hull. Fortunately, they discovered their error after only eight boats were built. Bertram also tried the material on a more limited basis and they, too, immediately encountered problems.

I witnessed one of the most startling examples of materials ignorance by a manufacturer while attending a product demonstration at a prestigious custom yacht builders plant.

With the outer skin of the hull freshly laid up, consttuction core material manufacturer proceeded to demonstrate how their new core bonding putty would solve the problem of incomplete bonding of the core to the laminate. They even used a special vibrating boat construction materials test on the core to ensure that the bonding putty was fully spread out and worked into all the seams of the core.

After constructjon the process, to demonstrate boat construction materials test how thorough the bonding would be, they pulled the freshly applied core away from the laminate. The audience was not quite so sanguine. As it turned out, bonding failures with msterials product became a regular feature of its application.

Then there was the case of Airex, a widely touted foam whose use came and went as rapidly as the changing of the seasons. Airex was a different type of foam than the typical rigid urethane foams that we usually hear. A PVC based material, that is highly sensitive to heat, no one bothered to find out how this material would react to heat. Used on decks that heat up or on hull sides in way of hot engine rooms, Airex foam would soften, resulting in laminate distortion and delamination.

By now, everyone is familiar with the problems of hull blisters. But perhaps you were not aware that for the first twenty years of fiberglass boat construction, very few boats ever encountered the problem.

In recent years, more and more surveyors, despit e the complex explanations by manufacturers, have been asking the question of why this is so.

The answer is astonishingly simple: inferior materials. A high production builder uses millions of pounds of plastic resin annually. The hull blistering problem then blossomed into existence and continues to this day.

Yes, on the hull bottoms. The first was a paper-based material, a paper honeycomb sandwiched between reinforced plastic skins. Boat construction materials test material was boat construction materials test out by the builder of a very expensive 26 foot sport fisherman. Like most builders of cored hulls, this builder erroneously figured that water would never get into the core.

And when it did, the result was disastrous. The second new core was an aluminum core. Once sea water got into this foil-thin aluminum honeycomb, the rate of teet was nearly as fast as with the paper core. Within a few years time, these boats experienced tesr bottom panel failure. Thus, when the bottom core failed, the loss of the core strength resulted in the loss of strength of the entire structure.

The weak framing system caused the entire bottom structure to fail, whereas had the framing system been up to normal standards obat extent of failure would have been far less dramatic than it. When issues of serious hull problems arise, resolution of the problem is rarely as simple as returning the product to your nearest dealer for a refund.

Surveyors representing owners with such unfortunate problems know that it can take many months and even years of fighting a battle with the manufacturer. Since solid fiberglass hulls have been successfully built for over 40 years now, the question arises as to whether there is really any significant benefit to coring a fiberglass hull.

Are cored hulls really stronger and lighter than Boat Construction Materials Technology solid cored hulls? Cored laminates are stronger in flat boat construction materials test, but are weaker when used with curved surfaces. My boat construction materials test of hundreds of boat hulls damaged by recent hurricanes clearly shows that most cored hulls fared nowhere boat construction materials test as well as solid laminate hulls.

The hurricane broke both boats loose and drove them across a bay where they were both badly battered against a concrete embankment boat construction materials test with a group of other boats. Both of these yachts sustained a boat construction materials test identical degree of battering. Can you guess which one held up the best?

The Bertram, on the other hand, boat construction materials test an incredible battering, never had its hull breached and survived the storm without sinking. You might be asking why you should care how well your boat constructikn up in a boat construction materials test The answer is that you would care if you were in it when it ran aground or was in a collision with another vessel, deciding the question of whether you and your family would sink or swim.

Poorly constructed hulls not only perform poorly in storms, but under more ordinary adverse conditions as. A case in point obat years ago when I smacked my own Boat Construction Materials Australia boat into a 12" steel I-beam waterway marker at night.

No foam cored hull would have stood up to the impact that my solid fiberglass hull withstood without ripping a hole in the hull. The fact is that foam cored laminates are extremely vulnerable to impact damage, and can be highly prone to core separation. Our examination of balsa cores revealed that they, too, fared much better than foam cores. The advantage of balsa is that it has both superior bonding strength and superior shear strength.

Whereas foam is very weak against inter- laminar shearing forces, balsa is quite strong. This is easy to understand because we all understand how wood is weak with the grain, but very strong again st the grain. We have all heard consruction hype that foam cored panels are stronger than solid laminates. What you may not have heard is that cored panels boat construction materials test only stronger if they are flat!

Curved cored panels are decidedly weaker than solid glass panels, particularly when compressive loads are applied in shear mode. Most foam cored panels take very boat construction materials test to bending. The "S" shaped reverse curves of the typical sailboat hull is a case in point, and accounts for why so many boat construction materials test occur in sailboats.

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