Corrosion Demystified

Taking the guesswork out of the analysis

Corrosion is, without a doubt, the most misunderstood and misdiagnosed condition that affects small craft. The good news is no corrosion scenario should remain a mystery—corrosion and its prevention are comprehensible.

Galvanic Corrosion

While there are many subvarieties of corrosion, it boils down to galvanic or stray current for most small vessels. Galvanic corrosion is the most common, and it progresses at a comparatively slow rate, over the course of months and years, often giving boat owners time to identify and correct the problem if they know what to look for.

In its most basic form, galvanic corrosion is a simple process, and like virtually all corrosion, is DC (direct current) electrical in nature. (There are rare exceptions when AC (alternating current) can cause corrosion.) It requires two key ingredients—dissimilar metals and an electrolyte. The metals must be in contact, either directly or via a wire or other conductor, and immersed in the same electrolyte for corrosion to occur; the electrolyte can be fresh or seawater, or even atmospheric humidity. When these ingredients are present, an electric cell is established, much like a battery. While this process technically moves metal from the anode to the cathode, the visible result is metal loss at the anode.

Though there is the potential for some interaction to occur between all dissimilar metals, the farther apart they are on the Galvanic Series—the table that lists the resting voltage and corrosion potential for all metals—the more severe the result, with a few pairs of metals being especially worthy of avoidance, such as aluminum and copper alloys.

Aluminum is among the least noble, or most corrosion-prone metals, while copper resides about one-third of the way up the chart, far enough to be problematic. When they are connected, expect the aluminum to come to grief.

The best example of galvanic corrosion is one that’s beneficial; it’s the anodes used to protect your vessel’s underwater alloys. They are called “zincs,” but in fact, they can be zinc, aluminum, or magnesium, depending upon the application. The anode corrodes sacrificially, thereby protecting the cathode, which may be a manganese bronze prop, an Aqualoy shaft, a bronze thru-hull, or stainless steel rudder.

Stray Current Corrosion

If galvanic corrosion could be likened to the proverbial turtle, plodding along slowly and deliberately, stray current corrosion is the rabbit, moving with startling and destructive rapidity. Unlike galvanic corrosion, which generates its own electricity, stray current corrosion relies on energy that is derived from a battery (and indirectly, a battery charger, alternator, or other DC power source), which is plentiful and virtually endless.

Where galvanic corrosion is measured in milli or thousandths of a volt, stray current is measured in whole volts, hence, its highly destructive nature. How destructive can it be? I’ve encountered stray current scenarios which have devoured stern drives, sail drives, and propellers in a matter of days, in some cases leading to flooding and the loss of the vessel.

Faulty bilge pump wiring is a common culprit of stray corrosion.

Stray current corrosion is most often the result of defective DC wiring, that which is in or near bilge water; faulty bilge pump wiring is among the more common culprits. Contrary to popular belief, electricity does not seek ground, it seeks to return to its source. If stray current is allowed to “leak” into bilge water, and then to a submerged metallic object such as a thru-hull, strut, or rudder, it can then travel back to its source, the battery, wreaking havoc along the way.

Prevention

The familiar saying, “Prevention is the best medicine,” most assuredly applies to corrosion. Galvanic corrosion can originate on your own vessel. For example, installing a manganese bronze prop on a Aqualoy shaft will, in the absence of a sacrificial anode, lead the former to galvanically corrode. Prevention in that case is simple: Maintain your anodes, replacing them when no more than 50 percent depleted.

Galvanic corrosion can also originate on a slipmate’s vessel. For instance, if your neighbor hasn’t changed anodes in two years, and you are both plugged into shore power, your underwater metals and anodes are connected via your bonding systems and shore power safety ground wire, becoming one big, unhappy family, as your anodes protect his or her underwater metals. It’s important to note, this corrosion has nothing to do with AC shore power itself—it could even be turned off—however, the green safety ground maintains a connection between the two vessels, as well as all others that are plugged into the same shore power supply.

Prevention in this case comes in the form of a galvanic isolator, which will block DC voltage from flowing over the AC safety ground yet allow the AC current to pass in order to trip the shore power breaker in the event of a fault. An isolation transformer is also an effective, albeit more costly, means of preventing galvanic corrosion.

There is no silver bullet for the prevention of stray current corrosion. It’s avoided by compliance with American Boat and Yacht Council (ABYC) Standards, which is to keep wiring out of bilges, and where it must enter bilges, pumps for instance, make sure there are no exposed splices or terminations. A sound bonding system also affords submerged metals some protection in that the bonding conductors provide a more direct path back to the power source than the water in which the vessel floats.

When it comes to corrosion analysis, there should be no guesswork whatsoever. If a marine industry professional or fellow boat owner says they believe the corrosion you are experiencing is the result of XYZ, ask them to “follow the electrons.” In other words, explain how the corrosion is occurring by tracing the route the electrons (which travel through metals) and ions (which travel through water) are taking. If they can’t do that, then they don’t understand how corrosion works, and thus are ill-equipped to make an analysis. Using an ABYC-certified corrosion technician will avoid costly misdiagnoses.

-by Steve D’Antonio

AQUA superPower

Power in the Future

AQUA superPower develops a network of fast-charging stations for e-boats.

Electric cars are increasing in numbers, but there’s still the issue of enough charging stations around the country to make them mainstream. The same goes for boats, and even though it’ll take longer for technology to catch up, AQUA superPower isn’t waiting. It has developed the first electric fast-charging station specifically designed for the marine environment.

“With over seventy electric boatbuilders and powertrain manufacturers currently operating, the range of available models is constantly expanding,” says CEO Alex Bamberg. “AQUA’s goal is to support all electric boat users by providing the infrastructure that will enable coastlines and inland waters to establish a lasting tradition of sustainable boating.”

With electric automobiles, a fast charge to keep the car moving on the road is paramount, and it’s the same with electric boats. Without the infrastructure, a move away from liquid carbon fuels for a sustainable boating culture won’t happen anytime soon.

“Clean marine mobility works best when recreational and commercial boat users can take advantage of conveniently located charging stations throughout their local area,” says Bamberg. “These e-boat corridors are central to the AQUA vision, developing critical regional infrastructure.”

Current Locations

Lake Tahoe, California, is one such region where the chargers are expected to be installed this summer with more planned in both coastal and inland lake locations. It all started in Monaco, and charger installations continue to expand in the south of France, Spain, the UK, and Canada. Italy currently has one in Portofino and one in Venice.

Each station provides AC and DC charging with a current maximum power output of 150 kW which allows DC-compatible powerboats to rapidly recharge and get on their way. The units are constructed using Hydro CIRCAL recycled aluminum, are fully sealed, and built to IP65 standards.

The AQUA75 that was on display at the Miami International Boat Show has up to 75 kW output power with 480VAC and is similar in size to a fuel pump at a gas station. The twin Combined Charging System allows AC charging using connectors based on the geographical region. Pull up, plug in, and recharge.

App Support

The AQUA superPower Fast Charging Station is supported exclusively by the AQUA network which is accessible to marine users via the AQUA secure app, secure contactless payment, or RFID card. The app will allow users to view a map showing charger options and offer navigational aids to guide them to charger locations.

What makes it nice for the marina is that AQUA will own, operate, and maintain the network of smart chargers using its own cloud-based back-office system giving safe access to a range of user functionalities. It provides a fully funded, turn-key solution to marina owners and waterside locations which includes upgrading grid connections, supplying and installing charging hardware, maintenance and operation, and managing the customer experience. There is no cost to the marina.

“Shore power is not sufficient to meet the needs of electric boats,” adds Bamberg. “Battery efficiency, size, and regular usage mean that owners will want to charge quickly in order to enjoy a full day out. AQUA chargers allow them to charge in twenty to ninety minutes. Shore power can take more than three days.”

Partnering Up

It is estimated that there will be more than 1 million electric boats by 2030, all of which will require charging infrastructure to support them, and AQUA superPower is not only partnering with marinas across the globe but also with electric boat manufacturers.

Just days before the Palm Beach International Boat Show this past March, AQUA announced an alliance with X Shore, the Swedish supplier of electric boats in Europe and North America, to collaborate in driving infrastructure compatibility and technical standards for electrification across the marine industry as well as to “demonstrate the ecosystem and interoperability required to support marinas, boatbuilders, and consumers in the unstoppable transition to marine e-mobility.”

The announcement continued: “The marine e-mobility ecosystem requires a safe and reliable user interface providing clear guidance to charge points, coupled with ‘Plug and Charge’ technology when adoption becomes widespread.”

AQUA superPower is developing an all-electric and integrated global ecosystem of marine superchargers to reduce the impact of boating on the marine environment, and it seems they’ve caught the wave toward the future. aqua-superpower.com

-by Jeremy Peters

CHIRP Sonar Technology

Cheaper CHIRP

See below more clearly with improved and less-expensive fishfinders.

By Doug Thompson, Southern Boating June 2020

Okay, so you enjoy fishing and you’re researching the latest in fish-finding sonar technology. But “latest” and “technology” evoke lots of dollar signs.

Usually your penny-pinching detector would be correct; however, there are affordable fishfinders. Today, CHIRP (Compressed High-Intensity Radar Pulse) sonar fish-finding systems from manufacturers such as Furuno, Garmin, Lowrance, and Simrad range from $179 to $1,500—and much more. Install it yourself or add a few hours of service time and before long, you can be viewing fish and bottom features you never imagined.

“If fishing is your game, CHIRP technology is an eye-opener to the world below,” says Craig Cushman, director of marketing for Airmar Technology Corporation, a leading transducer company. “A CHIRP fishfinder connected to an Airmar CHIRP-ready transducer delivers amazing details of baitfish, game fish, and the seabed. Choose from high-, medium-, or low-frequency bands (or use them all) to match the depth and species you’re targeting. CHIRP is a game changer.”

Conventional sonar is transmitted on single discrete frequencies, such as 200 kHz or 50 kHz. CHIRP enables pulses across a broad band of frequencies; upward of 100 different ones, and varying beam widths to interrogate a target from just a single transducer.

“A fisherman getting into CHIRP for the first time should do his homework to make sure what he gets matches his needs,” says Scott Heffernan, vice president of sales at The GPS Store. “A serious offshore angler who has a two-kilowatt traditional sonar on his boat isn’t going to be satisfied by adding a three hundred-dollar CHIRP unit. At the same time, that unit might be an eye-opening breakthrough for an angler who spends his time fishing inshore wrecks or coastal patch reefs.”

Because The GPS Store offers robust online sales worldwide, the staff is adept at working with customers remotely. The staff can coach anglers via email or phone to find the best match for their type of boat, their needs, and their budget.

“Our Furuno GP1871 chartplotter with CHIRP and a TM150M transom-mount transducer is a great entry-level setup,” says Eric Kunz, Furuno senior product manager. Online research showed the combo can be purchased for less than $1,000. “Make sure you have the placement right on the boat. That can make or break the performance of the system. If you don’t get it properly placed on the transom the screen will just wipe out. That’s true with any echo sounder product. Once you do that, you can just about count individual fish.”

Lower production costs for the manufacturer has allowed CHIRP technology to become nearly a standard feature.

“The biggest change we have seen since CHIRP’s introduction is the spread of this technology into almost every product that we make with a sonar,” says Jeremiah Clark, sonar product director at Navico, the parent company of Lowrance and Simrad. “When we first launched CHIRP, it was in a select group of products, and now every ‘conventional’ sonar display we sell, with the exception of the entry-level HOOK² 4x and HOOK² 4x GPS, has CHIRP functionality built right in.”

As with any other sonar, one of the most important things, regardless if you spend a few hundred dollars or a few thousand dollars on gear, is that the sonar can only be as good as the transducer installation. If you are well versed in installing a transducer, or if you can easily replace an existing transducer that has provided steady performance, then this can be a do-it-yourself project.

“If you are not well versed, or not putting in a direct replacement, it might be best to get help from a pro installer,” explains Clark. “Transducer location, depth, mounting angle…these can all have dramatic negative impacts on sonar performance. Any cavitation (air bubbles under the face of the transducer) will cause a poor to no image. Sonar is great when transmitting/receiving through uninterrupted water flow, but sonar (regardless of price) is terrible at reading through air.”

In a price range from $700 to $1,500, a coastal ocean boater could add the Lowrance Elite Ti2 or Simrad GO series with a seven-inch display screen. Select a larger display screen or better transducer and the price will go up.

“For a user with a bit more budget and wanting a great performer without going all the way up to the top performance tier, I think a better choice would be the Lowrance HDS LIVE or Simrad NSS Evo3 product lines,” Clark says. “A user can get a good setup in this range (seven-inch displays screen as a minimum) for around one thousand, two hundred dollars to two thousand dollars or more, depending on the type of transducer they choose to fit their needs.”

Still, adding CHIRP is almost inevitable because it comes standard on most sonar and fish-finding systems today.

“You can get CHIRP sonar for as little as one hundred and seventy-nine dollars and ninety-nine cents,” says Dave Dunn, Garmin’s director of marine sales. “The price really depends on the size of screen the user wants and if they want a combo unit (GPS+Sonar) or a stand-alone fishfinder. Screen sizes range from four inches all the way up to sixteen inches. There is a unit and price point for every boater and every budget.”

CHIRP’s top three benefits are target resolution, versatility, and sensitivity. Because CHIRP is transmitting over a broad band of frequencies, it has a tremendous advantage over traditional 50/200 frequency transducers.

“The ability to have fifty to one hundred different frequencies interrogate targets in the water and reflecting back energy from targets gives the software the ability to compress the signals into clearly defined targets on the fishfinder display,” says Cushman. “A school of baitfish can look like many small targets versus a blob. What used to look like a blob down deep can now be defined as a school of game fish. Versatility comes in the form of multiple frequency bands in the same transducer, so an angler can have a low band for deep water fishing and a high-frequency band for shallow water. Both are the right tool for a specific fishing opportunity and can be used together or individually.

“The sensitivity aspect is important when you realize that specific frequencies can reflect off certain species better than others,” Cushman continues. “The air bladders in fish vary by species, and CHIRP can send a whole band of different frequencies into the water column. Some of these frequencies reflect off fish species better than others and increase your chance of seeing more under the boat. Tuna fisherman like the upper sixty kHz frequencies. Others like higher frequencies for species like snapper and smaller fish. With CHIRP, you’re covered across a broader spectrum of frequencies.”

Electric Power for Boats

Changing the future: Electric Power for Boats

Electric power for boats is a viable, emission-free propulsion alternative in certain applications.

A lot has happened since Ben Franklin first captured lightning in a bottle. Consider, if you will, these four remarkable technological advancements that led to electric power for boats:

—Enlil, a vertical access wind turbine manufactured by Turkish company Deucei Tech and installed on the medians of major highways, harnesses the energy via the wind generated by passing traffic at the rate of one kilowatt per hour.

—South Korea’s Sihwa Lake Tidal Power Station, the largest in the world with a seawall containing 10 turbines, generates some 254 megawatts of electrical power. A megawatt, by the way, translates to one million watts.

—Regardless of what you think of its controversial founder, mention Tesla and images of electrically powered cars dominating the roadways in the near future come to mind.

—Global industrial giant Siemens teamed up with Norway’s Fjellstrand shipyard to develop and build a 262-foot-long, electrically operated emission-free ferry, in service since 2015, that can accommodate 360 passengers and 120 vehicles.

To the point, it’s not too much of a stretch for new, technologically driven ideas to find their way into the marine industry to harness electrical power and make some practical applications possible.

Dasher

Enter Hinckley’s Dasher: the world’s first, fully electric yacht. This 28-foot, 6-inch beauty was introduced in 2017 at the Newport Boat Show. Utilizing cutting-edge technology such as 3D printing to shape finite details and a carbon-epoxy composite hull, Dasher was designed and built expressly for Hinckley’s Whisper Drive silent propulsion system.

It makes use of twin Torqeedo Deep Blue 80-hp electric motors, a pair of 50-amp dock chargers, two BMW i3 lithium-ion batteries, and is able to cruise at 10 mph with a fast cruise between 18 and 27 mph. According to Hinckley, the range for the former is approximately 40 miles and 20-25 miles for the latter. Plus, her charging system can fully charge the batteries in about four hours.

Greenline Yachts

Greenline Yachts offers four of their models as hybrids; that is, its yachts utilize solar, electric and diesel power and range in size from 33, 39, 40, and 48 feet. Its NEO model, offered in coupe, hardtop and open at 32 feet, 9 inches, is available in either traditional outboard power or an eDrive system. A pair of 80-hp Torqeedo Deep Blue engines is coupled with two high-performance lithium batteries for a total of 61kWh.

According to Greenline, this allows for a maximum range of 40 nm at an economical 6-knot turn of speed. At full throttle, NEO’s eDrive will reach a top speed of 16 knots with a range of 20 nm. As well, its larger boats make use of its Hybrid Drive.

Combined with efficient hull design, this part of the lineup combines three energy sources: inverter with lithium storage batteries, inboard diesel power with a generator and a solar roof array. The electric motors and diesel engines are both connected to the prop shaft.

Nova Luxe

New to the electric scene and willing to position himself for the upswing is Marc Hawkshurst of Nova Luxe Yachts, who chooses stable, efficient catamaran hulls from builders such as Aquila, Fountaine Pajot, Endeavour, and Maine Cat. The Nova Luxe vision is to design and build its vessels with alternative power always in mind, which means using the latest technologies to maximize performance, including the use of strong, lightweight building materials and resin infusion.

Nova Luxe used the proven Torqeedo 80-hp Deep Blue electric engines and the i3 BMW batteries, combined with a solar array and a generator, for its first entry into this sector with an Aquila 44.

The owner chose the boat for its three-cabin layout and wide beam. The vessel’s diesel engines were replaced with new electric engines. The roof now accommodates large solar panels. Once completed—a launch date in early 2019 is possible—with a pair of 30kW batteries (60kW total), she will have the ability to cruise at a 6-knot turn of speed and can run all day using 25kW.

In addition, the solar array, on a sunny day, is capable of an additional 30kW of power aboard. With the Whisper Systems DC diesel generator going directly to the batteries at the rate of 25kW per hour, the operating time can extend to a week of efficient running. While it’s not a speed demon, the yacht is the first step in Nova Luxe’s ambitious plans for the future.

The future is electric power for boats

With these examples and the many others who have already made inroads in this direction, innovators hope to go with all-electric boat designs in the future. Accomplishing this will take efforts to bring about improvements and advancements to put forward commercially viable options that are both efficient and practical for certain boaters.

While I seriously doubt we will see 40+ knot sportfish boats running offshore, the possibilities still exist for some real changes that will positively affect our industry—and the environment.

By Ken Kreisler, Southern Boating January 2019

Are Marine Batteries the Future?

What does the future hold for marine batteries?

A recent analysis by Future Market Insights forecasts that the global electric boat market is projected to grow by 11 percent. And that its value will more than double by the end of 2028. It’s estimated that pure electric boats to hold 85 percent of the market. That says a lot about the future of marine batteries.

Batteries have come a long way since Prussian inventor Moritz Hermann von Jacobi developed a useable rotating electric motor in 1834 and installed an improved version of it on a 28-foot paddle boat in 1838. The batteries used in the boat had 320 pairs of zinc plates, weighed more than 396 pounds and powered the 14-passenger boat about 1.5 miles per hour. Today, a typical marine starting battery weighs around 37 pounds.

Battery technology has advanced so much so that Panasonic Corporation has developed a pin-shaped lithium-ion battery with a .13-inch diameter and a weight of 0.02 ounces, and Sandia National Laboratories created one that is finer than a human hair. Florida International University recently secured a patent for magnetic battery technology that can recharge in a fraction of a second. Battery technology is moving forward fast.

The Norway Way

The environmentally-friendly push to go green has been a driving force in the development of hybrid, 100-percent electric and solar propulsion systems. These systems reduce emissions, optimize fuel consumption, lower noise, and vibration levels. They are lighter, take up less space, and reduce maintenance costs. The Norwegian Parliament is taking a tough stand on emissions by implementing a zero-emission zone within its fjords by 2026 when all cruise ships and ferries must be electric.

Siemens built Norway’s first all-electric ferry that has two electric motors with an output of 450 kWh through lithium-ion batteries. The 262-foot ferry is built from light aluminum. This reduced its weight by half and doubled the hull’s lifetime compared to conventional steel hulls. Steel hulls are necessary when the batteries weigh 10 tons. An all-electric catamaran built of carbon fiber was recently delivered to a Norwegian company. The catamaran has a 1,800-kWh lithium-ion battery pack and two 450-kW electric motors that can drive the 138-foot, 400-passenger ferry 16 knots for 30 nautical miles. A custom dock is in production with a 2.4 MWh battery pack that will recharge the boat in 20 minutes. Battery technology is becoming more versatile.

The Future is Electric

“Lithium-ion is the future,” says Jamie Campbell of West Marine. They store more energy, maintain a higher current. Plus, they don’t lose their charging capacity compared to other batteries, and they provide more cycles than lead-based batteries. However, they’re very expensive. Most boaters have heard of the brand Torqeedo or Elco and their electric outboard and inboard motors. Elco outboards require four 12-volt lead-acid AGM batteries to run the 48-volt system or only one lithium battery.

Torqeedo won West Marine’s “Most Environmentally Friendly Product” award in 2011 with a 3-hp equivalent electric motor and now offers 32 electric boat drives ranging from 1 to 80 horsepower along with lithium batteries engineered to match each system. If you’re making a move to all electric, Torqeedo has developed a lithium-nickel-cobalt-manganese battery for their 20-hp outboard that weighs up to 70 percent less than an AGM battery, has a waterproof housing with IP67 plug connection and communicates with the drive’s onboard computer; however, it can be used with other electric drives as long as power requirements are within the battery’s specifications (not as a starter battery). For boats with a direct drive inboard system, Torqeedo has developed BMW’s i3 (and now i8) automotive lithium-ion battery system for use in their fully-integrated, 80-hp Deep Blue inboard drive system.

Mastervolt recently designed the MLI-E Series, the first being the MLI-E 12/1200 battery. Using a lithium-ion phosphate chemistry, the 12-volt battery, “is the most stable available and is not prone to self-ignition,” says Rufus van Gruisen, president of Cay Electronics. With 1,200 watt-hours of energy, the battery is designed to replace most existing lead-acid batteries to power small electric motors for propulsion.

What’s Ahead

“Looking further ahead, the marine industry will benefit from research into developing solid-state batteries, currently underway by some automotive manufacturers including BMW and Toyota,” says van Gruisen. “Solid state batteries will use both solid electrodes and solid electrolytes and have a greater energy density than achieved with lithium polymer technology; however, lithium batteries will continue to be the cutting edge for now.”

By Steve Davis, Southern Boating September 2018

Photos: Wikimedia Julius Dub/ Mastervolt

WebWatch

WebWatch ™, an all-in-one Wi-Fi hotspot, cellular data, and high-definition television (HDTV) antenna from SHAKESPEARE®, delivers highly efficient onboard connectivity.
The integrated receiver switches automatically between Wi-Fi signals and cellular data for optimized Internet and greater range.

MSRP $900;
shakespeare-ce.com/marine

The Smartplug Shore Power Systems

The Smartplug Shore Power Systems connector is designed to provide better protection for your boat against loose connections and corrosion. Unlike traditional twist-type plugs, its pin-and-clip design delivers more than 20 times the metal-to-metal contact, reducing the chance of fire due to resistance and overheating.

Three weatherproof seals ensure a safe, dry connection. Available in 30- or 50-amp versions with stainless steel, black, white, or gray nonmetallic covers.

MSRP varies; smartplug.com

‘Lite it up’ with Custer Products LED Lights

Custer Products Lite It Series Marine LED Lights provides excellent illumination while using very little battery power. Available in ﬂoodlight/worklight beam patterns, ranging from 60 to 90 degrees for close-proximity lighting. Mounting hardware is included. MSRP $35-$175; custerproducts.com

Hubbell Marine YQ100PLUS Intelligent Y Adapter

Hubbell Marine’s YQ100PLUS Intelligent Y Adapter allows yacht owners with 100-amp, 125/250 AC electricity the capability to hook up to pedestals with one or two same-phased 50-amp 125/250V AC receptacles. This ideal shore power adapter features indicator lights that detect and communicate whether or not the dockside wiring is safe for operation. MSRP $4,999; hubbell-marine.com

Thrusters: Thunder from Down Under

Marine thrusters to the rescue

Docking is by far the most intimidating part of boating. Ask any boater and they’ll tell you that it’s not weather, grounding or even a man overboard situation that keeps them up at night, but rather a safe landing at the dock, especially if there’s an audience. Bow and stern thrusters have come to the rescue as these marine propulsion units have proliferated on boats of all sizes, from superyachts to tenders. Today, the telltale roar of a boat pushing sideways toward a dock is heard in marinas worldwide and even with the advent of pod drives with directional thrust coming from the engines, bow thrusters still save the day in many situations.

Whether you already have thrusters, want to add them or think it’s time to update or replace them, here’s how the world of pushing a yacht sideways is changing.

What’s new

Imtra Dual Speed Control Panel features a “hold” function for easy docking.

There are many manufacturers of marine thrusters including Side-Power, ABT-TRAC, Wesmar, C Marine, Max Power, VETUS, Lewmar and others. Thrusters may be either AC, DC or hydraulic (for larger vessels) and approximately 60 percent of them are installed by boat builders on new models while 40 percent are aftermarket additions. As all marine equipment, they are an evolving technology with innovation driven by boater convenience and expectations.

• Proportional control—Proportional DC thrusters popped on the scene about five years ago. Unlike traditional on/off switches, proportional thrusters add power the more the toggle is moved. “You only apply the power you need,” says Peter Nolet, product manager at Imtra Corporation, sole U.S. distributor of Side-Power thrusters. “The benefit is smoother control, longer run time and limited heat generation.”

• Quieter operation—The noise heard around the marina is less the motor and more the cavitation of the propeller. It’s a sound most boaters would like to limit. One manufacturer, C Marine, touts quieter operation by design with a seven-bladed propeller. Bob Sentz, vice president of Wesmar’s mechanical division, advises that to minimize cavitation, thrusters must be installed at least one propeller diameter below the waterline. “It’s key to have say, a 12″ propeller, installed at least 12″ below the waterline.”

• Intelligent interface—Better interfaces make operation easier. For example, Twin Disc’s new digital thruster panel—used for their EC300 Power Commander and joystick system—has larger toggles for better feedback. Other information on the panel may include hydraulic oil level and temperature indicators with audible alarms if something is amiss. Optional displays even use bar graphs for quick visual reference on how much power is applied, and tethered remotes let you walk the deck while docking.

• Retractability—Not all thrusters live in fixed tunnels. Some, like those from Max Power, can drop down from the hull only when in use. This is especially useful for sailboats to reduce drag, but it is also helpful for anyone operating in shallow water where grounding could damage a traditional thruster tunnel.

• Jet thrusters—Not all thrusters have propellers. Holland Marine Parts, a Dutch company with dealers along the eastern seaboard, builds water jet bow and stern thrusters. These have a few benefits including quiet operation and less vulnerability since there is no propeller and no need for installation of a tunnel.

Repair, replace, upgrade, or add

Your next boatyard visit will be the ideal time to decide whether to service, repair or replace your existing thrusters or to add a new one. Nolet suggests taking this opportunity to upgrade your existing system. “Side-Power thrusters can be upgraded from on/off systems to proportional control via the motor,” he says. “We refurbish the motor and add the control panel and CAN bus cable and ship it back. The initial setup in the yard then just takes a few minutes to integrate. The best part is that it restarts the two-year warranty on the motor itself.”

Sentz agrees with repairing. “We can turn a rebuilt motor around in less than a week including shipping, and it costs about half of replacement depending on the model,” he says. “And you can do this without ever hauling the boat out of the water.”

According to Nolet, the biggest issue is with thrusters that were undersized for the vessel and work too hard. “Other than that, it’s only sheer neglect that will require a replacement including a corroded motor, a failure of the armature or damage to the gear leg.”

Boatyard basics

Per Sentz, boatyards are pretty savvy when it comes to installation and servicing of thrusters. Talk to your yard project manager to ensure they can integrate thrusters and engines with the new joystick drives and do regular maintenance including checking hydraulic oil reserves and operating temperatures (normally 90-140 degrees Fahrenheit), and inspecting mounting bolts, zincs, rubber seals, electrical connections, and hydraulic pumps if present.

“The main thing about any thruster is to keep the props clean on both sides because that can cause vibration,” says Eric Folkestad, product development manager at ABT-TRAC. “Also, the shaft seals should be replaced every three to five years and have the yard check for corrosion and pitting on the shafts.”

If the boat is hauled, have the yard inspect the props and tunnel. Depending on your cruising grounds, hard growth such as barnacles can damage the props or make the motor work harder.

If you do decide to size up in horsepower or add a DC proportional thruster, remember that you’ll most likely need to add to your battery bank whether 12, 24 or 48 volts. With that may come the need for a larger or different charger, so beware of mission and budget creep. Then, enjoy your new maneuverability, regardless of who’s watching.

— By Zuzana Prochazka, Southern Boating Magazine March 2016

INFORMATION:

ABT-TRAC: abttrac.com

Imtra Corporation: imtra.com

Wesmar: wesmar.com

Eluding Zeus’ Wrath

Protect your boat from lightning

Studies indicate that the odds of your boat being hit by lightning are about 1,000 to 1. You can increase those odds by two or three in the southern states where thunderstorms are more numerous. That may still not sound like much of a risk, yet the odds of a person being struck by lightning are almost a million to one in any given year—and most people seek shelter when a thunderstorm approaches. Even a fairly benign-looking thunderhead without much in the way of wind or rain can produce lightning, and lightning bolts can strike far from the parent thunderstorm. “Positive giants,” bolts from the top of a cumulonimbus cloud, can travel miles from the storm base.

Lightning typically strikes the tallest object, and boats on the water fit that description. As you would expect, sailboats with high masts have the greatest risk, but even PWCs have been hit. A lightning bolt can easily damage or destroy electronic equipment, and the incredibly high voltages can even blow holes through hulls. Fires are certainly a strong possibility. Lightning also poses great risks to those on board, with injuries that range from minor scrapes to permanent disabilities and even death.

Siedarc sparking electrodes are installed around the hull just above the waterline.

Can you keep your boat from being hit by lightning? No. Can you protect your boat and everything and everyone on it from lightning? Yes! Lightning protection for a boat is similar to that for homes or buildings, and the original concept is credited to Benjamin Franklin. In 1749, Franklin formulated the idea of a lightning rod as part of his research on atmospheric electricity. He believed a large metal pole would attract lightning strikes, and attached wires could dissipate the electricity harmlessly into the ground.

With modern lightning protection, you’re not trying to attract lightning bolts, just intercept them before they do damage. The basic principle is still the same as Franklin’s: Have the bolt hit a “lightning rod,” now referred to as “air terminals,” and then direct the electrical charge via conducting wires into, in this case, the water.

The most basic lightning protection system (LPS) uses the mast as a lightning rod/air terminal, the interceptor of the lightning strike. A metal mast will work, but for non-metal masts a pointed metal spike or a prefabricated air terminal can be mounted on the mast top. This in turn is connected to “down conductors,” cables or strips using aluminum or copper, which will take the electric charge down to a ground plate. The plate should be at least one square foot in area and be made of a good conducting material. To determine the area protected by such a system, start at the top of your mast and sweep out an arc 45 degrees from the mast down to the surface. This inverted cone will be your safe zone.

For other boats, especially those without a tall mast, multiple air terminals would be needed at the top of the vessel. Down conductors would be on the outside of the boat, and you should have multiple grounding terminals at the waterline to prevent sideflashes. (A sideflash occurs when some of the electrical current from the main lightning strike pathway jumps a small distance to another object.) This would make a safely enclosed “cage” protecting everything inside.

All large metal objects should be bonded together by conducting wires or cables to equalize the electrical potential. It’s the differences in potential that cause sideflashes. This would also be true for metal-hulled boats.

Engines should be included in the wiring. Special precautions should be taken to protect electronics that are very susceptible to lightning damage. Besides grounding, surge protectors should also be installed.

Although it is highly recommended that a marine electrician actually installs the lightning protection, this can be a DIY project to retrofit a boat. If you are buying a new boat, a LPS can be incorporated into the design depending on the vessel’s specifications and, of course, economic concerns.

To check on the standards you should follow, refer to the National Fire Protection Association NFPA 870: Standard for the Installation of Lighting Protection Systems and the standards for lightning protection as set forth by the American Boat and Yacht Council (ABYC) TE-4 Lightning Protection.

Marine Lightning Protection, Inc. in Gainesville, Florida, specializes in lightning protection for boats. Dr. Ewen Thomson, the company’s founder, is an electrical engineer and sailor. His pioneering work has led to a considerable improvement in marine lightning protection, and his website provides a vast amount of information on lightning protection and lightning protection systems.

— By Ed Brotak, Southern Boating Magazine March 20116

INFORMATION:
abycinc.org
marinelightning.com
nfpa.org

Ed Brotak is a retired meteorology professor with more than 80 articles published, many dealing with weather hazards for both marine and aviation interests.

Weego Jump Starter Battery

Weego Jump Starter Battery+ is a compact and portable jump starter that fits in your pocket and starts 12V batteries in boats, cars, toys, and more. It also charges phones, tablets and speakers, and is easy to use with jumper cables included. Weego Jump Starters are offered in three sizes: JS6 Standard is capable of starting gas engines up to 4.6L and diesel engines up to 2.4L; JS12 Heavy Duty can easily start gas engines up to 6.4L and diesel engines up to 3.2L, and JS18 Professional can start gas engines greater than 6.4L and up to 4.8L diesels. MSRP $99; myweego.com

Hubbell Marine’s 50 Amp Shore Power Cable Set

Electrical connections are vital for the safety of a boat. Hubbell Marine’s 50 Amp Shore Power Cable Set features a thermoset contact carrier that is arc and heat resistant as well as waterproof. Copper crimp barrel terminations provide tighter connections and a longer life. A bullring brings strain relief on the terminals, while a molded-in flex feature controls the angle of cord entry and keeps water out. The cord’s nickel-plated brass shell and contacts help prevent corrosion. A metallic threaded ring provides a watertight seal when mated with the shore power inlet, while the lip protects the plug/receptacle connection from moisture. Some of Hubbell’s 50 amp cords feature two bright LEDs. A green light indicates Power On and red designates Incorrect Wiring at the power source—both are visible even in bright sunlight. MRSP from $450; hubbell-marine.com

By Nathalie Gouillou, Southern Exposure, September 2015

Inverters

Get 120-volt power on board just like at home.

If your boat is without a generator you’re stuck with 12-volt DC power like the cigarette lighter in your car—it’s fine for charging cell phones but it won’t work for a big screen TV. An inverter is the solution. Inverters take DC power from your boat’s batteries and turn it into AC power that you can use to power onboard electronics and appliances. Sensitive electronics like laptops and big screens are dependent upon the quality of the electricity used to power them. A modified sine wave output can result in poor picture and sound quality, and in rare cases cause a malfunction. An inverter such as Xantrex’s PROwatt SW offers true sine wave output, virtually free of higher frequency harmonics that often cause issues with sensitive electronics. How much electricity you want to produce and for how long depends upon how many batteries you want to carry.

Inverter technology has improved greatly over the past 20 years. In the early 1990s, a 2000-watt inverter weighed 100 pounds or more, and put out a modified sine wave form of AC current that was harsh on some electronics. While modified sine wave inverters are still offered, there are inverters now that put out a true or pure sine wave form of AC electricity that produces power like the 120-volt power outlet in your home. Pure sine wave inverters previously cost twice as much as modified sine wave inverters, but costs have come down dramatically in recent years. Today, the price difference is 10 to 20 percent more for a pure sine wave inverter, and the weight has been cut in half.

Inverters can be an efficient alternative to noisy generators that burn a lot of expensive gas or diesel. Inverters run silently, they don’t kick out any exhaust fumes and can provide up to 4.5kW of power depending on the size of the inverter and the battery bank you have on board.

To figure out how much power your battery bank will supply, simply find out the number of amp-hours the battery bank offers. Batteries serve as an energy source for 12- or 24-volt equipment as well as the DC power that the inverter uses to convert to AC power. The larger the battery bank— measured in number of amp-hours—the longer it will last.

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A boat owner must also factor in the loads on the batteries to accurately calculate both battery power required and the number of hours the battery will supply that power. Boats normally have DC loads such as lights and pumps, as well as AC loads such as appliances, TVs and other electronics. Add up the wattage draw of all appliances and make an allowance for future additions. For example, if you come up with a total of 2000 watts and then install a 2000-watt inverter, you’re tempting fate. The 2000-watt rating is for optimum performance, and if you push that to the edge, there may be problems if the inverter runs too hot or there are surges in power draw. It’s better to go with a 3000-watt inverter to have a cushion to account for surges and spikes in the power draw. Typically, a 3000-watt inverter will operate at its peak efficiency at about 2000 watts.

Today’s inverters, such as Charles Industries’ True Sinewave Inverter/Charger and the Xantrex Freedom SW 3000-watt Inverter/Charger, operate as an inverter, battery charger, dual 30-amp pass through and neutral ground/switching. The typical scenario is when you wake up in the morning on your boat and don’t want to run the engine to make coffee or operate the microwave. The inverter provides quiet AC electricity to run appliances, drawing the DC power from the batteries. Later, when people are up and about, the engine is turned on to recharge the batteries and higher power appliances such as air conditioners.

One important specification to note is the continuous rating of the power that the inverter supplies. Charles Industries’ True Sinewave Inverter/Charger has a continuous duty rating of up to 3200 watts, while Xantrex’s Freedom SW 3000 has a continuous duty rating of 3000 watts. Two Freedom SW 3000 units may be stacked for 6000 watts of power and 300 amps of battery charging capacity with generator control, including supplementing the generator’s power with inverter power for those temporary high power load conditions.

Another inverter/charger combination unit is OutBack Power’s M-Series inverter/charger, which is modularly expandable to provide a complete power conversion solution. The M-Series incorporates a DC to AC inverter, battery charger, and an AC transfer switch, which combines 30-amp pass through and neutral/ground switching. The M-series comes in sealed and vented models, with a continuous duty rating of up to 3000 watts for the sealed version and 3600 watts for the vented.

Today’s inverters can also work with the boat’s generator if you have one, so if the power load on the boat exceeds what the generator can output, the inverter can draw power from the batteries and add additional AC power to the boat’s electrical system to handle the load.

As boat owners decide to upgrade their current boat instead of buying a new one, adding or replacing the marine generator and either adding or replacing the inverter/battery charger can greatly improve the quality of life on board at a reasonable cost.

RESOURCES:

Charles Industries charlesindustries.com;(847) 806-6300

OutBack Power; outbackpower.com; (360) 618-4305

Xantrex; xantrex.com;(800) 446-6180

By Don Minikus, Southern Boating January 2015

Lithium Ion Batteries

There are very few people in the industrial world who have not had some experience with lithium ion battery technology. Lithium ion batteries power almost all modern electronic calculators, electronic watches and cell phones. The advent of rechargeable lithium ion technology in the early 1990s led to such widespread acceptance of the technology that in Japan in 2011, two-thirds of all portable secondary battery sales were lithiums.

Lithium technology has a number of properties that make these rechargeable batteries so attractive. Most important—especially for those used in cell phones—is that they don’t acquire a memory. They can therefore be recharged from any state of charge without adversely affecting their capacity. The second helpful feature is that lithium ion batteries can be recharged very rapidly. A NiCad battery that used to power early cell phones took almost four hours to charge. The Lithium ion battery that charges a new similar cell phone takes about 45 minutes and lasts almost three times longer.

Lithium ion batteries have been making their way into the marine market due to the features noted above for the smaller batteries. In addition, two other lithium battery features are finding great favor with boat owners.

The first is a relatively light weight. Lithium is one of the lightest elements in the periodic table that is not a gas. It floats on water, and a cubic foot of it weighs 62.4 pounds. By comparison, a cubic foot of lead tips the scales at about 710 pounds. A lithium-based battery of about 61 pounds will have approximately the same capacity as a lead-based battery of 168 pounds. This gives marine designers, builders and decorators much more flexibility.

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The other feature mariners like about lithium technology is the fact that the batteries can be charged very rapidly without adverse effect. One builder of aluminum yachts reports that the lithium house battery system he installs requires only one hour of generator time a day to keep the house bank fully charged, compared with four hours for the more traditional lead-based house system he used to install.

The improvements in lithium technology in the past two years have led to the development of a couple of all-electric outboards. Torqeedo has produced an 80-hp unit and a Canadian boat builder, Campion of Kelowna, B.C., has produced a 180-hp all-electric outboard—currently the most powerful in the world. More manufacturers have plans to produce all-electric outboards. This year, in fact, a megayacht builder announced the development of a 12-passenger shore boat for running guests from the anchored megayacht to shore—at 45 knots powered by a pair of 300-hp all-electric outboards.

With the advent of all-electric outboards of meaningful horsepower—as opposed to trolling motors—and the success of the Tesla all-electric sports car, lithium battery manufacturers have had to step up their game considerably, not only with respect to the amount of power that can be stored but also with respect to their battery management systems (BMS). In the short two years since Campion’s 180-hp—which required thousands of small cells to be hand “assembled” to produce the 400 VDC required to power the unit—the company’s Florida consultant began manufacturing in China an 88-pound, 51-volt battery that stores 7 kilowatts of power. The internal battery cells are fitted into in an almost traditional looking, dust-proof and water-resistant case. Each battery has its own battery management system on board and is about 26″x11″x7″.

These types of batteries are still relatively expensive, but major development in the electric car field may soon start to flow into the marine field. In Europe, Renault produces an all-electric car that is sold without the battery pack. Packs are leased to car buyers for the equivalent of $100 per month. Gas costs the buyer almost $300 per month, whereas the cost of battery lease and charging is about $110 per month, and if there’s a battery problem the builder supplies a new one at no cost. This battery lease/rental business model is now being examined by businesses in the marine field.

There will be continued development in battery technology, but these batteries have now reached the point where they are viable for many uses.They are still a bit pricey, but when one considers they have about three times the life of regular lead-based batteries the cost over time is not that much more.

By Roger McAfee, Southern Boating September 2014