Fully HDPE 57ft Narrowboat – Why We Built It (and Why It Matters)

Can I just clarify something — when you say “one colour,” that’s not actually the case. HDPE (including Marine-Tec and Polystone G) can be produced in a wide range of colours. And while it’s true that painting isn’t the traditional route, HDPE can be painted or treated, although most people choose not to because the colour goes all the way through — so scratches don’t show a different layer underneath.

Speaking of scratching — yes, any material will scratch. But Polystone G Marine-Tec is specifically engineered for marine environments. As I mentioned, it’s already in use across workboats, emergency vessels, fishing boats, and even military boats. I'm not saying HDPE is the best material in the world — what I’m saying is it’s a different and proven option.

That’s really the point of this thread: to raise awareness that we’re bringing this tried-and-tested material into the canal boat world.

And regarding the question about stress — the design stress is typically taken as 0.5 times the ultimate compressive strength of HDPE. But of course, many other factors come into play when designing a hull, from thickness and structure to how the load is distributed.

Also worth noting: this same family of materials is used in things like playground equipment, with embossed finishes available. And yes, there are several companies — especially Bruno Tideman Boats — who’ve been building high-performance workboats from HDPE for years now. Their boats are amazing and a real testament to what this material can do.

Every material has its pros and cons. We’re just here to offer an alternative — and hopefully open up a few minds to something new on the water.

 

When it comes to plastic welding, it’s important to understand that this isn’t a casual or unregulated process. In the UK, plastic welding for structural applications is governed by strict standards and recognised certification bodies.

our fabricators are trained to the highest UK standards, often through technical colleges and specialist training providers. Many of our team have completed qualifications such as:

• City & Guilds Level 2 or 3 in Plastic Fabrication
  
  
• Training through The Welding Institute (TWI) or equivalent institutions
  
  
• Certifications based on DVS 2212-1, the internationally recognised standard from Germany (which many UK marine and industrial fabricators follow due to its rigour)
  

These qualifications cover far more than just the ability to join two pieces of plastic. They include:

• Material science – understanding the behaviour of thermoplastics like HDPE
  
  
• Welding techniques – such as butt welding, extrusion welding, and hot air welding
  
  
• Temperature control and rod selection – using the correct welding rod and heat for each job
  
  
• Joint preparation – ensuring clean, bevelled edges and consistent weld geometry
  
  
• Non-destructive and destructive testing – welds can be bend-tested, pull-tested, or cut open and examined to ensure strength
  
  
• Compliance with industry codes – especially for pressure-bearing and load-bearing structures
  

For structural marine applications — like our HDPE canal boats — the weld quality is absolutely critical. We apply quality assurance at every stage of fabrication, and all welders on the project are qualified, assessed, and signed off to ensure their work meets both UK expectations and international marine welding standards.

A properly welded HDPE joint will often have equal or greater strength than the parent material, making it not just viable but incredibly reliable for hull construction, bulkheads, superstructures, and more.

So to be clear: this isn’t some DIY project with plastic sheets and a heat gun. This is precision work, carried out by trained professionals, under regulated practices, to produce structural-grade, watertight, and long-lasting vessels.

 

That's exactly the answer I was looking for. Thank you so much for sharing your data.
However, let me insist once more to fully clarify my doubts. The ISO proposes that, for homogeneous (metallic) materials, the lower of the two values be used: 0.6*ultimate stress or 0.9*yield point, while for reinforcements, 0.8*yield point is proposed. With aluminum, these values must be used for the material after welding. However, for fibers or wood, values based on 0.5*ultimate stress are proposed, corrected by a series of factors.
It follows that homogeneous materials have better design stress values than non-homogeneous materials. Furthermore, the design stress for panels is not the same as for reinforcements. Likewise, design pressures vary, in the same area of the boat, depending on whether a panel or reinforcement is being studied.
This could be advantageous for the boats you build. Why not apply the criteria for homogeneous materials to HDPE, also differentiating between panels and reinforcements? Perhaps your technicians are already doing this.
Thank you in advance.

 

In metal construction, as your technicians undoubtedly know, the material supplied by welding always has better, not similar, mechanical properties than the base material. This is what would be expected in any welding process. However, in aluminum, despite the good welding properties, lower design stresses must be used because the base material, in the weld area, loses mechanical properties. Failure will never occur in the weld bead itself, if properly made, but in the base material.
In short, welding doesn't add strength to the overall structure. If it doesn't decrease it, it's already sufficient.

 

All great points, and definitely something I’m taking on board. Thanks for sharing the insight