New construction
The new construction process
How a new yacht goes from drawings to delivery, whether it is built in steel, aluminum or fiberglass, and what to expect at each stage of the project.
Construction types
Steel, aluminum or fiberglass
The hull material shapes how a yacht is built, how long the build takes and how it behaves at sea. Choose a material to see how the hull is put together, the main build stages and our new-build models built that way.
Steel construction
Steel is the traditional material for larger displacement yachts, superyachts and expedition vessels. It is strong, tough and relatively straightforward to repair, but heavy, so most steel yachts pair a steel hull with a lighter aluminum superstructure.
Best suited to
- Displacement motor yachts and superyachts
- Expedition and long-range yachts
- Owners who value toughness and ease of repair far from base
What to consider
- The heaviest of the three, so it is rarely used for fast planing yachts
- Needs careful corrosion protection: coatings, insulation and sacrificial anodes
- Fairing and painting are labour-intensive and add to the schedule
- Usually the longest build of the three
How it is built
- Plate cutting & formingSteel plate and profiles are CNC-cut from the production drawings, then rolled and bent to the curves of the hull.
- Block fabricationThe hull is built as a series of blocks, each with its frames, longitudinal stiffeners and plating welded under cover in the workshop.
- Keel laying & block assemblyBlocks are lifted onto the building berth, aligned and welded together. Keel laying traditionally marks the start of this stage.
- Superstructure joiningThe aluminum superstructure is usually built in parallel and joined to the steel deck through a bimetallic transition strip that prevents galvanic corrosion.
- Blasting, fairing & paintThe structure is blasted and primed, faired with filler to a smooth, even surface and finished with a multi-coat paint system.
- Outfitting, launch & trialsEngines, systems and the interior are installed, then the yacht is launched for harbour tests and sea trials, with class surveyors following the build.
Steel-hull new builds
All new builds
Aluminum construction
Aluminum yachts are welded from marine-grade aluminum plate and extruded profiles, typically 5000-series plate and 6000-series extrusions. No moulds are needed, so one-off hull shapes are practical, and the weight saving over steel suits faster yachts. Aluminum is also the usual material for the superstructure of a steel yacht.
Best suited to
- Fast and semi-displacement yachts where weight matters
- One-off custom designs, since no moulds are needed
- Superstructures on steel yachts
What to consider
- Higher material cost than steel
- Needs skilled aluminum welders and a clean, controlled workshop
- Stainless steel and copper fittings must be isolated to avoid galvanic corrosion
- Dents more easily than steel
How it is built
- Plate cuttingAluminum plate and extruded profiles are CNC-cut from the cutting files produced during engineering.
- Framing on a jigFrames and bulkheads are set up on a building jig, often upside down, so the plating can be fitted from above.
- Plating & weldingHull plates are fitted and welded over the frames by specialist aluminum welders, under cover and in controlled conditions.
- Turning & superstructureThe hull is turned upright, then the deck and superstructure are fitted and welded. Welds are inspected, by the class surveyor where the yacht is classed.
- Fairing, insulation & paintWith no gelcoat, the hull is faired with filler and finished with a multi-layer paint system. Insulation is fitted and dissimilar metals are isolated to prevent galvanic corrosion.
- Outfitting, launch & trialsEngines, systems, interior joinery and deck hardware go in, followed by launch, sea trials and handover.
Aluminum new builds
All new builds
Fiberglass construction
Fiberglass, or glass-reinforced plastic (GRP), is the material of most production yachts and catamarans. The hull, deck and superstructure are laminated in female moulds, so once the tooling exists every hull comes out consistent and the build moves quickly. Many yachts combine glass with carbon fibre, or with foam or balsa cores, to save weight.
Best suited to
- Production motor yachts, day boats and catamarans
- Repeat builds of a proven model
- Owners who want a shorter lead time
What to consider
- New moulds are a large upfront cost, so one-off fiberglass yachts are less common
- Changing the hull or deck shape means modifying the moulds
- Laminate quality depends on process control at the yard
- Gelcoat needs regular care to keep its finish
How it is built
- Plug & mouldsFor a new model, a full-size plug is CNC-milled and faired, and the female moulds are made from it. Existing models reuse the yard's moulds.
- GelcoatThe mould is waxed and gelcoat is sprayed in first. It becomes the glossy outer surface of the finished hull.
- LaminationGlass fabrics and core materials are laid up by hand or by vacuum resin infusion, which controls the resin content and reduces voids.
- Structural gridStringers, bulkheads and engine beds are bonded into the hull while it is still in the mould, so it keeps its shape.
- Demoulding & deck jointThe hull and deck are released from their moulds, and the deck is bonded and fastened to the hull once tanks and engines are in.
- Outfitting, launch & trialsSystems, interior and deck hardware are fitted, then the yacht is launched, sea-trialled and handed over.
Fiberglass new builds
All new builds
Steel, aluminum and fiberglass at a glance
| Feature | Steel | Aluminum | Fiberglass |
|---|---|---|---|
| Typical use | Displacement yachts, superyachts, expedition yachts | Fast yachts, custom one-offs, superstructures | Production yachts and catamarans |
| Relative weight | Heaviest | Light | Light, especially with cored laminates |
| Tooling | None: cut and welded from plate | None: cut and welded from plate | Female moulds for hull and deck |
| One-off designs | Practical | Practical | Costly unless moulds already exist |
| Outer finish | Faired and painted | Faired and painted | Gelcoat from the mould, or painted |
| Main durability concern | Rust: coatings and anodes | Galvanic corrosion: isolate dissimilar metals | No corrosion; blistering (osmosis) can affect older hulls |
| Repairs | Steel welding, widely available | Specialist aluminum welding | Specialist composite repair |
| Build time | Typically the longest | In between | Shortest for an existing model |
General guidance on typical construction methods. Materials, methods and schedules vary by yard, design and classification society, and many yachts combine materials. Ask us about a specific build.
Project timeline
How a custom new-build project runs
The typical path for a custom superyacht of roughly 50–70 m, from first concept to delivery. Production yachts such as the 48 Hybrid follow a shorter, simpler build; ask us for its schedule.
01 Concept confirmation & feasibility3–6 monthsDesign fees; slot deposit may apply
Confirm the general arrangement, prepare a preliminary specification and collect budget estimates from shortlisted shipyards, then discuss build slots. Italian yards with this capability include Tankoa, ISA, CRN and Palumbo.
02 Contract & technical lock4–6 months10–20% deposit
Sign a MYBA-style or shipyard build contract, finalise the detailed specification (often 200–400 pages) and choose classification society and flag, for example RINA or Lloyd's Register, Cayman or Malta. Structural changes become expensive after this point.
03 Engineering & production design6–9 months≈5–8% of contract
Structural calculations, hull optimisation, electrical and hybrid integration, HVAC, AV/IT and stabilisers, and class approval of the drawings.
04 Hull & superstructure12–16 months≈35–40% of contract
Steel cutting, keel laying, construction of the hull and superstructure and installation of the engine room, with tank testing and quarterly inspections by the owner's representative.
05 Interior fit-out & systems10–14 months, overlapping≈30–35% of contract
Owner's suite, guest and crew areas, pools, AV/IT, joinery and stone. The interior specification is the biggest single factor in where the final budget lands.
06 Commissioning & sea trials3–6 monthsFinal ≈10%
Harbour tests, sea trials, noise and vibration checks, class and flag certification, crew training and delivery.
Typical payment schedule (Italian yard)
- Contract signing 10%
- Steel cutting 10%
- Keel laying 10%
- Hull completion 20%
- Superstructure 20%
- Launch 20%
- Delivery 10%
What moves the budget
- Expanded hybrid battery capacity
- Custom glazing
- Custom marble and stone
- Beach club redesign
- Helipad certification
- Tender garage engineering
- Structural changes requested by the owner
Indicative planning figures for a custom yacht of roughly 50–70 m built at an Italian shipyard. Actual budget, schedule and payment terms depend on the shipyard, specification and contract. This is not an offer or a quote.
New construction
Start a new-build conversation
Tell us the size, use and timing you have in mind and we will come back with options, indicative budgets and next steps.
- Call(754) 444-6729
- Emailorders@azureyachtgroup.com
- Based in1314 E Las Olas Blvd #2256, Fort Lauderdale, Florida · serving Miami, Fort Lauderdale & South Florida