Enhance Your Marine Navigation With Crowdsourcing Technology

Introduction to TimeZero and Marine Crowdsourcing

TimeZero pulls together data for ultra-efficiency.

Crowdsourcing is a powerful way to gather and organize data and make marine navigation safer and better. For example, if you are underway and can make a note using a marine app about a new and present danger, like a partially sunk boat along a well-traveled waterway, that information could avert a disaster.

One definition of crowdsourcing is “the practice of obtaining information or input into a task or project by enlisting the services of a large number of people, either paid or unpaid, typically via the Internet.”

Marine navigation crowdsourcing can work when a company like TimeZero, the maker of the PC-based software TZ Professional and TZ Navigator, cartography TZ Maps and the TZ iBoat app, utilizes the increasing connectivity made possible by the Internet, mobile networks, and smartphones.

Key Features of TimeZero’s Navigation Software

“Users can access their personal interface, such as My TIMEZERO, for online services,” explains Frederic Algalarrondo, sales and marketing director for TimeZero. “That includes free weather forecasts, the TZ Cloud ecosystem and synchronization, the TZ iBoat iOS app, and access to the TZ Community. User comments, photos, and ratings are recorded with the aim of creating a community database that will allow you to discover moorings that combine beauty and comfort.”

TZ Navigator PC software was designed for recreational boaters’ needs. The software can take you from leisurely cruising on your powerboat or sailing boat to racing in regattas.

“TZ Navigator offers seamless integration with your Furuno radar and sounder,” says Algalarrondo. “In addition, TZ Professional, created for professional seafarers, and TZ Navigator, are now compatible with our new TZ MAPS, which include both Vector and Raster formats as standard for improved compatibility.”

TZ MAPS is TIMEZERO’s new development in maritime cartography with high-resolution satellite photos and bathymetry. It also offers Dynamic Mooring that automatically classifies nearby anchorages based on weather forecasts and topology. A color code (Red, Orange, Green) is used to quickly advise the user dynamically of upcoming wind direction to optimize the comfort of your anchorage.

“What’s also beneficial is that this data is also available on our TZ iBoat app,” adds Algalarrondo. “We believe that our TZ iBoat app is very user friendly and does not require a lot of time to get comfortable with. To help our customers, we also organize online training sessions for all the TZ products on a regular basis.”

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Community Contributions: Marine Navigation Crowdsourcing

Regarding crowdsourcing and the TimeZero community, TZ Maps collates data from tens of thousands of users around the world. TZ MAPS allows you to edit the different chart objects in order to benefit from the most reliable and precise information.

“When a TZ Maps user makes changes to a buoy’s information, the modifications will be automatically submitted for other users present in the area to vote on,” Algalarrondo says. “If the feedback is positive, we will validate and make the new data available to our entire community. An essential and, above all, unique aspect of this function is that this includes photos, comments, and ratings.”

TimeZero users can take photos of objects like lighthouses, buoys, and reefs and document them by adding comments, for example, noting a “dangerous rock at low tide.” Having access to this information will become standard when mapping out a route.

Other important features with TZ Maps includes BathyVision, Smart Search, and Smart Zone. BathyVision allows the user to display bottom data dynamically, including color depth shading. The user can then configure both the density of contour lines and associated shading, perhaps to precisely identify an excellent fishing area.

Smart Search is a search engine seamlessly incorporated into all TZ products. It allows users to effortlessly locate various forms of information within TZ Maps charts, such as tide stations, geological formations, buoys, and objects within the user’s database.

Smart Zone is a utility that enables users to establish an alert mechanism for when their vessel enters or exits a designated region on the nautical chart, such as a restricted area. Users have complete flexibility to configure the types of zones that trigger alerts. Plus, there is an option to display a dedicated NavData list of all the areas within which the vessel is situated.

Navigating with Confidence: TimeZero’s Smart Solutions

TZ Navigator and TZ Professional come with extra benefits, including Smart Radar and Trips. In Smart Radar mode, the system uses vector chart data and AIS/ARPA targets to discriminate radar echoes, allowing you to focus on “unknown objects” to improve situational awareness. “To clearly identify echoes from buoys or AIS targets, it is possible to customize the associated radar color,” explains Algalarrondo. “This function is only available with selected Furuno radars.”

The Trip function records all the user’s data (such as position, speed, depth, wind) and combines them with any photos, catches, or events you may have created during your navigation. Trips displays directly on the chart and can also be viewed from a list where statistics (duration, distance, average speed, speed graph) are displayed together with your photos, events, and catches. When a Trip is selected, you can replay it on the chart using the time bar located at the bottom of the screen.

Navigation is key to a safe and economical voyage, and TIMEZERO has designed a solution to give boaters the best maritime information available.

-by Doug Thompson

Dive Into Furuno’s Latest: Two NavNet TZtouchXL MFDs

New NavNet TZtouchXL Ultra-Sharp 22-inch and 24-inch MFDs and more

I really enjoy having a 27-inch monitor to work on in my office. I can actually see detail in the images used in features and columns. The same goes for when I’m at the helm. Large displays make it easier to read compass headings and depth soundings, and images shown in sonar, radar, and weather depictions have clearer detail. Furuno recently introduced two extra-large multifunction displays (MFDs) to assist with my aging eyesight.

The NavNet TZtouchXL 22-inch and 24-inch super-wide, full-HD (1920 x 1080 resolution) MFDs connect with all the features of the NavNet TZtouch3 navigation system. You can have one image on the screen for the greatest detail or have six windows with different images to capture the info you need at a glance.

The edge-swipe feature makes it really easy to access the information you need quickly. Swipe from the left to view or hide navigation data, from the right to see all of your shortcuts, from the bottom to view layer options with new organizational tools, or swipe down from the top to view your own customized Quick Pages. The displays come with 10 preset screen configurations or create your own displays in the six split-screen layout.

The larger displays have an edge-to-edge all-glass look that adds a bit of sophistication to the helm and, assuming the dash has the room, the new front-mount design provides side-by-side installation with no space between for a smooth, clean appearance. The TZtouchXL displays easily integrate with existing TZtouch3 networks or owners can build their own from the ground up for the perfect navigation suite, which includes radar, fish finders, sonar, including the CHIRP Side Scan, AIS and VHF options, autopilots, and weather tracking.

Speaking of CHIRP Side Scan, it was recognized as one of the most innovative electronic technologies at the 2023 Miami International Boat Show. The system operates on a lower frequency than others on the market and scans up to 750 feet on both port and starboard sides which allows boaters to see the shapes of bottom structures and fish targets in high definition without scaring fish away due to engine noise or boat shadow. It also detects uncharted bottom hazards that could damage the hull. This feature is a real advantage for coastal and offshore fishermen. Additionally, the CHIRP Side Scan isn’t limited to boat size so it’s beneficial for those looking for more detailed bottom information while cruising.

Furuno also strengthened the entire system with the latest 3.5 software update. The free software unlocks new features and enhancements to the NavNet TZtouch3 MFDs (and is also available for the NavNet TZtouch2 TZT2BB black box system with a software update to version 9.5). The new software introduces a revolutionary feature called Follow-It that allows users to leverage the Personal Bathymetric Generator (PBG) data from the DFF3D Multibeam Sonar. Follow-It instantly creates a constant-depth route so the boat can navigate a specific depth contour. With just a swipe and tap, Follow-It creates a white line on the PBG chart indicating the constant depth. Tapping the line allows the captain to transform it into an active route and send it directly to the NavPilot Autopilot in which the NavPilot will follow the depth route along a ridge or trough. This allows fishermen to keep their baits at fish level while trolling without constantly adjusting the reels.

Another notable feature in Furuno’s TZtouch3 interface is the Fish-It & Drift-It waypoint function that lets anglers create a temporary “Fish-It go-to point” and then find the correct starting point for the vessel to drift over the waypoint, which can reduce fuel consumption and time from maneuvering around.

In the version 3.5 software update, the newly refined Layers Menu (edge-swipe up from the bottom of the display) is more organized and easier with functions separated into logical tabs that bring the information together in a simple way without obscuring the screen. Tap on the tab you want to view or simply swipe left or right on the menu to access the information you need. Since the Layers menu is contextual, this tabbed interface is utilized for the Radar, Fish Finder, and even the DFF3D Multibeam Sonar screens.

Other enhancements in TZtouch3 version 3.5 include refined track management and expanded track memory. Tracks are easily named, color-coded, organized, or searched for by length, duration, or start date. Storage capacity is increased from 30,000 points to an astounding 100,000 points which helps reduce clutter from the hundreds or thousands of waypoints stored in the system. Control for the size, look, and feel of waypoints enable fishermen to more easily view the chart.

Marine Electronics: Discover The Latest Award-Winning Products For 2023

The new software also connects to compatible Suzuki outboard engine models with the NavPilot 300 that unlocks features available on NavNet TZouch3, such as Speed Control, Route Smoothing, Auto Stop on Arrival, Point Lock, and SABIKI Lock.

Furuno does a good job listening to its customers and responds accordingly. From the 9-inch display to the new, extra-large 22- and 24-inch displays, NavNet’s TZtouch3 is one of the most powerful navigation systems available. furunousa.com

-by Jeremy Peters

Innovative Boat Electronics at the 2023 Miami NMMA

Shaping the Future: The Boat Electronics Revolution at the 2023 Miami NMMA

Lowrance and Maretron score at the Miami NMMA Innovation Awards.

Boating electronics innovation has become competitive as companies work towards advancing the industry. Lowrance’s HDS PRO with Active Imaging HD and ActiveTarget 2 was awarded the 2023 Discover Boating Miami International Boat Show Innovation Award in the Consumer Electronics category. Maretron’s WSO200 Ultrasonic Wind and Weather Station received an Honorable Mention, which shows how close the results were in judging.

“Lowrance HDS PRO brings fish finding to a new level by combining two live sonar systems giving a more comprehensive and wider view to the angler,” said judge Glenn Hayes. “The innovation doesn’t stop there. With new overlay features and FishReveal now in SideScan mode, locating trophy fish has never been quicker and easier.”

HDS PRO offers a full networking and bow-to-stern boat control system that spans trolling motors, autopilots, engines, radar, communications, and connectivity and control of PowerPole shallow water anchors. Two new chart overlays are available for ActiveTarget Scout mode and Ghost 360, and a new 10-inch display is added to the lineup. Solving the needs of the boating enthusiast with boating electronics like these enhances the experience of all boaters.

ActiveTarget 2 is the latest update to the ActiveTarget live sonar and provides higher-resolution views of fish movement and structure that enable anglers to quickly recognize if lures and techniques are working in real time. The sonar offers a smoother and more consistent image with full live-action picture in Forward, Down, and Scout views.

Additionally, HDS PRO will allow for the use of two systems at the same time to give more views simultaneously with 180 View, Scout Wide View, and Forward and Scout split-screen view. These advances in boating electronics have expanded to every boating lifestyle niche.

Active Imaging HD rounds out the system with the clearest images of fish and structure from Lowrance CHIRP sonar, SideScan, and DownScan Imaging. A new FishReveal SideScan view is now available with a new S3100 Sonar Module, in addition to the already popular DownScan Fish reveal view, helping anglers easily identify fish targets to the sides and beneath the boat.

“We are honored to win an Innovation Award for our latest products,” said Jeremiah Clark, vice president and general manager, Fishing Systems of Navico Group. “This new technology is aimed at helping anglers find, see, and catch more fish by providing the full suite of tools with the highest resolution and clearest images of fish and structure to date. The Lowrance team is dedicated to innovating superior products and this recognition is a testament to that.” lowrance.com

The new Maretron WSO200 Ultrasonic Wind and Weather Station was one of only three honorable mentions awarded at the 2023 Miami Innovation Awards out of the 10 categories. “We are honored to be the recipient of this esteemed award and proud to provide boaters with a product designed to accurately measure wind speed and direction, air temp, barometric pressure, and relative humidity all within a single device,” said Christian Redditt, marine electronics sales manager.

The WSO200 measures wind by using six ultrasonic sensors in a delta configuration (the shape of a triangle) that has no moving parts to wear out or to get caught in the rigging. Unlike mechanical anemometers and weather measuring devices, the WSO200 is not affected by common problems such as bearing wear, salt and dirt buildup, or bird perching that can all result in failure or data inaccuracy.

To enhance the output, when combined with a Maretron DSM Series or dedicated TSM Series display or any device running N2KView V3 software (including non-Maretron MFDs that are NMEA-certified), all data is visible on the NMEA 2000 network for a truly plug-and-play experience. For long-range cruising, multi-day graphs of recorded data points can identify weather trends. Even more data is available with the addition of the Maretron depth/speed/temperature Triducer, a Maretron GPS receiver, and a Maretron compass to view true vessel referenced wind speed and direction as well as ground-referenced speed and direction. maretron.com

What boating electronics have you seen as innovative for your experience? Email us at SBLetters@southernboating.com.

-by Jeremy Peters

Seakeeper Ride Review: Harnessing the Best Aerospace Tech for Boating

Seakeeper introduces a “stabilizing” system that’s a game changer.

It’s always exciting when something new comes along that really makes a difference. Such is the case with the Seakeeper Ride, a vessel attitude control system adapted from the aerospace industry. Anyone who’s been out in a boat has experienced the bouncing, rolling, pitching, and yawing motions caused by waves, which aren’t always uniform and can often make the boat pound, rock, and twist unpredictably. Our Seakeeper ride review shows you how the Seakepper takes control of those movements and calms the ride.

Seakeeper is known for its gyrostabilizers that eliminate roll by automatically gauging the sea state and reacting, so when they developed the Ride, Seakeeper made sure that once the power was on, owners don’t have to worry about constantly “trimming” for more comfort. The system is intuitive and automatic as it counteracts the boat’s motion through the water for a smoother ride.

Seakeeper Ride Review: Does it Control the Roll and Pitch?

Ideas often are born before the technology exists, and the idea for the transom “stabilizer” didn’t get full attention until numerous mechanical breakthroughs took place.

“There are several variants of transom-mounted systems that create lift to adjust running angle and list, but there was nothing available that could truly eliminate pitch and roll underway,” explains Seakeeper President and CEO Andrew Semprevivo. “There was also nothing available that was fully automated. You don’t continually adjust your suspension, anti-lock brakes, or traction control systems in your car, they just work. We felt your boat should be more the same. There was an opportunity, and that’s what we focused on when we kicked off the development.”

A boat is generally stabilized at higher speeds by its hull design, and stabilizers compensate for roll, primarily when at anchor or at slower speeds. The Seakeeper Ride is innovative because it not only controls the roll but also controls the pitch which provides a true running attitude and a much more stable and comfortable ride when at speed.

The Ride system can eliminate up to 70 percent of pitch and roll on boats up to 35 feet while underway. In fact, on the Sea Ray SLX 250 trial in 3- to 4-foot beam seas at three seconds, the Ride eliminated 61 percent of roll and 75 percent of pitch. On a Scout 235 XSF out in stern-quartering 1- to 2-foot seas at two seconds, roll and pitch were eliminated 43 percent and 65 percent, respectively. That’s huge when going 35-plus mph in the chop.

“Based on a lot of boat physics testing, we figured out the speed of deployment and the sophistication of the measuring and control system that would be required,” says Semprevivo. “It meant that every single component of Seakeeper Ride would have to be custom-designed and manufactured for our application. It meant completely rethinking what a transom-mounted system was, leading us down the rotary actuator path for greatest speed, control, and reliability in the smallest, most efficient package.”

More Than a Trim Tab

The Seakeeper Ride’s controllers mount to the boat’s transom below the waterline similar to that of trim tabs. Our Seakeeper Ride Review delves into the proprietary sensing hardware and software takes 1,000 measurements per second to comprehend the boat’s behavior on all three axes. A custom-designed rotary blade makes 100 adjustments per second with speeds of up to 300 millimeters per second to create lift (or not) that manages vessel motion instantaneously. Imagine a cupped blade that actuates up and down at one-tenth of a second (on both sides) so that by the time the boat starts to roll or pitch, the blade has already reacted to counteract that motion.

Additional benefits of the Ride system include auto trim (a customized Trim Command Curve that automatically adjusts the boat to match the optimal running angle), Hole Shot Control (allows for faster acceleration to get the boat on plane quickly and with more fuel efficiency), Coordinated Turn (adjusts the heeling angle in a turn), and List Control (compensation for movement on board, wind, uneven loads, or prop torque).

Various Size Available

Three products with varying blade sizes are available: Seakeeper Ride 450 for boats 19-26 feet (MSRP $4,500), Seakeeper Ride 525 for boats 27-30 feet (MSRP $7,500), and Seakeeper Ride 600 for boats 31-35 feet (MSRP $10,500). Initially, Seakeeper Ride will be available as standard equipment on select models from Sportsman Boats, Chris-Craft Boats, and Scout Boats with plans to increase offerings in the coming year, including availability for DIY installation.

There’s always going to be some motion as the boat travels over water (even foils don’t eliminate all the movements), but what a difference to have the boat remain almost level and in control when underway. It certainly takes the edge off of controlling the helm.

There are two modes, manual and auto with auto being used around 99 percent of the time as it will keep the boat almost always level when underway, but the manual mode allows you to change the boat’s attitude based on running conditions. ride.seakeeper.com

-by Jeremy Peters

Revolutionizing the Seas: eD-TEC’s Pioneering eD-QDrive in Electric Boat Propulsion

The Future is Electrifying

Sailing into the Future: eD-TEC’s eD-QDrive and the Rise of Electric Boat Propulsion

Electric boat propulsion, spearheaded by companies like eD-TEC, is making strides, and by all accounts, it’s not about to stop or fade away like some TikTok trend. Most major engine manufacturers have some electric propulsion engine on the drawing board, if not already on the market, and the electric propulsion movement has inspired many start-up companies. A perfect example is eD-TEC, a German company created by former Volkswagen Group Chief Strategist Michael Jost, who has led the VW Group toward a future of “smart” cars. Jost, along with his family, has gathered a team of sustainability “believers” to create electric mobility for the ocean. Their first step to “electrify the ocean” with smart boats comes with the development of the eD-QDrive.

The system, designed and developed by the team, is an electric drive solution for vessels from small dayboats and tenders to performance cruisers up to 98 feet in length. A modular and scalable design allows for an installation of a single unit up to a quad setup with a high-C-rate battery bank for a power range from 50kW to 2,400kW and a modular battery bank that offers power from 80kWh to 320kWh. eD-TEC plans an operating window between 20 to 40 knots. In order to achieve optimal performance in electric boat propulsion, eD-TEC focuses on six core principles.

“Michael really drove the change in the automotive industry and pushed the transformation of the entire VW brand,” said Marc Jost, chief strategy officer at eD-TEC. “But there’s a clear mismatch between transforming the automotive into a more sustainable market and then hopping on a vessel and blowing out diesel fumes. That led us to think about how one can achieve a sustainable drive train, or a sustained, measured method of propulsion, without sacrificing convenience, performance, or range.”

The eD-QDrive Revolution: eD-TEC’s Leap Towards Sustainable Electric Boat Propulsion

eD-TEC is equating that in boating, resistance decreases with speed, and with that, range increases. But, to reach this speed and range along with comfort and efficiency, the approach requires that the boat’s entire setup work together—from the hull to the engines to the props and everything in between, including managing that system through the cloud and back to achieve continuous updates to fine-tune the system for optimal performance.

The six core principles that make up the holistic eD-TEC Technology Stack starts with the backbone in which all components (propellers, gearbox, etc.) operate in their ideal range within the network.

The second is the hull. Depending on the builder and its model, the hull design needs to fit the principle of “go faster to go farther” by reducing drag. Developing a lightweight and efficient hull enhanced with a stepped hull design or with foiling technology is the goal.

The third principle focuses on the drive train, and besides being plug and play to simplify installation, operation, and maintenance, the high performance-to-weight ratio is critical. eD-TEC uses axial flux technology for the motor, which typically provides more torque for a given volume than the traditional radial flux motors. The axial flux motor offers a high performance-to-weight ratio so that the 100kW eD-QDrive unit weighs only 44 pounds (20kg) with the entire drive train weighing only 220 pounds (100kg).

Electric Innovation with AI: A Closer Look at eD-TEC’s eD-QDrive

Artificial Intelligence (AI) is the fourth principle and comes from the E3/AI/AD principles found in the automotive world. eD-TEC explains it as the “end-to-end electronics setup of the platform that delivers access to the firmware of every component via a central AI box coupled to cloud-based connectivity and analysis.” This box is the heart of the stack and manages the operation of the components (propulsion, cooling, charging, switching, and battery management). In the future, it will also accommodate the addition of elements like LIDAR (light detection and ranging) for assisted docking and even autonomous driving.

Cloud-based connectivity is the fifth principle and enables over-the-air updates of the system and equipment, remote monitoring and predictive maintenance, and continual system improvement. This is supported by the sixth concept, the subscription model for software updates and upgrades, one of which could unlock a power upgrade in real time to give a performance boost when cruising.

The eD-QDrive 1 system is 100 percent electric, reliable, and safe, designed for easy installation, and is an outstanding example of the future of electric boat propulsion. The drive is available now for vessels up to 33 feet (10 meters), providing up to 200kWc. The eD-QDrive 2 and eD-QDrive 3 will allow vessels up to 79 feet (24 meters) to be powered by eD-TEC in the near future. ed-tec.de

-by Steve Davis

A Quick Comprehensive Guide to Lightning Protection for Boats

Understanding Lightning Mitigation for Boats

Techniques to lessen the impact of a lightning strike

Having lived on the Chesapeake Bay for more than 20 years, 11 of them managing a boatyard that routinely repaired lightning-damaged vessels, I’ve learned a lot about lightning and its capricious nature as well as the damage this atmospheric phenomenon can produce, especially on boats without proper lightning protection.

When describing lightning, calling it unpredictable is an understatement. If anyone tells you they can predict what lightning will do, you should be suspicious. I’ve seen a monohull sailing vessel struck by lightning, causing the stainless steel VHF whip antenna to melt, dropping slag into the cockpit where it burned the dodger and gel coat. The VHF radio remained fully functional, and there was virtually no other damage save for a few burned-out light bulbs. This vessel was fully bonded (more on that shortly). I’ve also dealt with a catamaran that was struck. A plastic transducer was blown out of the hull, causing the vessel to flood and settle to the bottom at its dock, among other damage. It had no bonding system.

Adopting Standardized Lightning Protection for Boats

Fortunately for boat owners, builders, and yards, there is an objective third-party standard that is designed to help reduce, if not eliminate, injury and damage caused by lightning strikes, both direct hits and near misses. The American Boat and Yacht Council’s (ABYC) Standards, Chapter TE-4 “Lightning Protection” spells out guidelines that are primarily designed to keep those aboard safe from injury and fire caused by lightning strikes. To be clear, this system does not prevent lightning strikes (whether or not any system is capable of doing that is hotly debated); it is instead designed to safely channel them to the water on which the vessel floats. A variety of products have been, and continue to be, marketed that claim to prevent strikes.

Key Components of a Boat's Lightning Protection System: Wiring, Air, and Ground Terminals

Bonding systems are typically designed to prevent corrosion, however, when used in conjunction and compliant with a lightning protection system, they can improve safety and reduce damage. Bonding systems connect underwater metals, deck gear, spars, rigging, towers, tanks, and equipment enclosures, among other things.

One of the features of a lightning strike is the possibility of a side flash, essentially a lightning bolt that passes laterally within the vessel, potentially through a crew member or a combustible structure such as wood, fiberglass, or fabric. When using the proper gauge wire to connect underwater metals and the above-mentioned components as a part of a lightning protection system, the chance of a side flash can be significantly lowered.

Much like a structure ashore, a vessel’s lightning system must possess two important elements, an air terminal and a ground terminal. The air terminal is “…a device at the uppermost point of the lightning protection system that attaches a lightning strike to the lightning ground system.” It is designed to bridge the gap between a lightning bolt and the vessel. Air terminals should be made from solid ³/₈-inch copper or a ½-inch aluminum rod (the latter is better suited to aluminum spars), the top should be domed, and it should stand six feet above the masthead or other ungrounded or non-conductive structures (essentially everything).

The ground terminal, which represents the other end of the system, is the connection between the vessel’s lightning protection system and the sea. These must be metal and can be made from copper, copper alloy, aluminum, stainless steel, or lead, with a minimum thickness of ³/₁₆ inches and 1 square foot of surface area.

Existing underwater appendages can fill this requirement, particularly an exposed ballast keel, struts, and rudders, provided they are nearly directly under the down conductor. In most cases, that excludes everything but a keel or a dedicated ground plate; however, these other submerged objects may be electrically tied to the ground terminal, augmenting its effectiveness.

For stand-alone, dedicated ground terminals, TE-4 calls for the edges to be square, or sharp, rather than radiused and not filleted with caulk or fairing (the leading edge can be rounded) for maximum dissipation effectiveness. Some studies indicate that the edge is what dissipates the strike, so the longer it is the better, making a rectangle more desirable than a square. My preference is for a solid ¼-inch-thick, 1- or 2-inch-wide copper strip—a band of sorts—that runs parallel with the vessel’s centerline, amidships, or beneath the mast or air terminal, that totals a minimum of 1 square foot of surface area. Thru-bolts connect this to the hull, with one serving as a connection point for the primary conductor from the air terminal, as well as for secondary conductors from other bonded gear and underwater metals.

Wiring that connects the air terminal to the ground terminal should be tinned, stranded copper and a minimum of #4 AWG (American Wire Gauge). It should be routed as straight and directly downward as vessel design permits. Under no circumstances should it make sharp bends—a sharp turn in this wire could lead to a side flash. If bends are necessary, they should never exceed 90 degrees with radii no less than eight inches. Additional wiring associated with the lightning system, from deck gear, stanchions, rails, etc., should utilize #6 AWG. Generally, at least where ABYC compliance is sought, all other bonding wires should be #8 AWG.

While it depends a great deal on the vessel’s design, with moderate investment, lightning “hardening” is possible, and it’s always easier to include it during the build rather than after-market.

-by Steve D’Antonio

Seakeeper Ride

Introducing Seakeeper Ride

Seakeeper Ride is the first-of-its-kind Vessel Attitude Control System (VACS) that eliminates up to 70% of pitch and roll underway. You thought you knew boating, but you’re in for one hell of a ride.

Go Where the Fish Are – SiriusXM Fish Mapping

Okay, so say you’re in a fishing tournament and as you head out to catch fish, most of the boats head north. But a little birdie tells you that conditions are much better south. Following information provided by SiriusXM’s Fish Mapping service on their multifunction display (MFD), the team headed south, and on that day, they won the tournament.

What it Does

The SiriusXM Fish Mapping service provides up-to-date information that is broadcast directly on your MFD via satellite. It’s not cell-based or Internet-based, and there’s no app for it. The data is provided by a partnership with Maxar, a space technology and intelligence company and the force behind Google Earth imagery, that offers near real-time monitoring of ocean and weather conditions. The data runs through your weather receiver and has complete coverage over the U.S. and most of Mexico and Canada extending 150 to 200 miles offshore, far beyond the range of cellular networks.

“There are eight dedicated pelagic fishing-specific features for fish mapping,” says Geoff Leech, SiriusXM’s senior director, marine services. “Three sea temperature options, two plankton options, weed lines, fishing recommendations, and sea height.”

Sea Surface Temperature Contour, Front Strength, Subsurface Temperature: “Probably the most prominent features are the sea surface temperature fronts,” says Leech. “We show you where the biggest fronts are between one body of water sea temperature and the next, and we’ve labeled them from one to four (one is weak, four is strong), so optimally, you’re looking for that temperature break, that front where really warm water is next to a lot colder water.” Contour lines on the display show noticeable breaks, and Front Strength identifies steep temperature changes where nutrients concentrate, both attracting baitfish. Subsurface Temperature measures water temps more than 90 feet below the surface that some fish species prefer and allows you to target where they are likely to be hunting.

Plankton Concentration: Plankton is the primary food source for most baitfish. Contour lines identify where they are, and the front strength option shows the greatest plankton concentrations where murky, nutrient-rich water favorable for baitfish occurs next to clear, predator-preferred water.

“Where a strong plankton front and a strong sea surface temperature front collide or overlap shows a much more probable area of finding the baitfish that attract the pelagic fish,” says Leech.

Weed Lines: Their oceanographers take various reports and images from satellites and run them through an algorithm to figure out the locations of the most prominent patches of sargassum weed. Contour lines show their approximate locations. “This is really a service for offshore anglers and not the near-shore guy,” says Leech. Because of interference, weed lines are rarely shown within 25 miles of the shoreline. Floating plants provide nutrients and cover that create habitats for baitfish, shrimp, etc., which attract larger, predatory game fish.

Fishing Recommendations: This feature maps locations that oceanographers recommend for finding specific types of game fish based on their expert analysis. This tailored information helps you find the type of game fish you’re looking for, faster. “We currently have six species of pelagic fish in it,” says Leech. “You can click on mahi, swordfish, billfish, tuna and see where the recommendations are offshore. But it’s really important to note that fish recommendations really only appear when conditions for each species are perfectly ideal.” If not, recommendations won’t be noted.

Sea Surface Height Anomaly: Using real-time radar data and models to locate “upwelling” areas that create favorable conditions, including nutrient-rich water that attracts baitfish and game fish, are shown in this feature. It also works the other way to avoid “downwelling” areas that are nutrient-poor and don’t support favorable fishing conditions.

“There is nothing on the market that allows you to see fishing-specific options for pelagic anglers on your display via satellite,” says Leech. “You need to have a weather receiver, which is the piece of hardware and antenna that connects via ethernet to your marine chartplotter and brings in the signal, but to be clear, fish mapping is a superset, so once you have the fish mapping tier of service, it includes all the weather features.”

It’s the weather service that got SiriusXM into the maritime field. Offshore, radar has its limitations because you only see the front of storm and are unable to see the entire system and watch it build. “To see weather radar and lightning right on your display screen allows you to make some very educated decisions,” he adds. “Go, no go, try to split storm cells, run around them, duck in for cover, whatever it is, that is absolutely, without a doubt, critical for anybody who is offshore, especially if in a center console or exposed flat skiff or something with no place to shelter.”

For $99.99/month, you get the weather package ($59.99) and the Fish Mapping service. Fish Mapping is now available for Furuno’s NavNet TZtouch3 line, Garmin’s GXM 54, and Simrad’s WM-4 receivers and compatible displays. siriusxm.com/marine

Dock Like A Pro With Dockmate

Docking Dominance

Wireless remote control technology takes the stress out of docking your boat.

Just about everyone who’s docked a boat knows there are many forces that can really screw things up—wind, boat wake, current, engine throttling, and no one to help, to name a few. It can be a very stressful moment—one that’s unwanted before and after you’ve spent an enjoyable day out of the water. There are solutions, and Dockmate offers wireless remote control technology to a docking system that takes those forces out of
the equation.

“Dockmate is a wireless remote control that will control your engines, your thrusters, your anchor, your horn, all from a small handheld device,” says Marc Curreri, CEO and co-founder of Dockmate US. “It gives you the freedom to leave your helm and maneuver your boat from the aft deck, the bow, or somewhere where you have greater visibility to see the dock.” If you’re single-handed or have non-boating guests on board, it’s really a game changer to have the freedom to snuggle up to the dock and tie-off the lines by yourself, no running back and forth from the helm to position the boat in a manner so you can catch and hold on to the dock as you secure the boat…much less stress.

Customized Installation

There are three Dockmate remote controls to fit boats with a single engine to those using the Volvo pod system, or the Yamaha Helm Master, or Mercury’s Joystick Piloting for Outboards, and their Zeus pods as well as Skyhook and other dynamic positioning systems.

Dockmate is designed to work with boats equipped with electronic controls, but if a boat has mechanical or hynautic control systems, then the installation of an electronic-to-mechanical interface will work.

Installation is easy for a trained Dockmate dealer because the system is primarily plug-n-play whether through an engine or electronic control manufacturer’s controller area network (CAN) bus or gateway. That doesn’t mean it’s a DIY project any boat owner can do. Yes, it’s generally a plug-n-play install, but it’s the proprietary software that requires exact knowledge in order to setup and customize each system to the owner’s particular boat based on his or her preferences. The throttle, the thrusters, the anchor, etc., all behave a little differently, so each Dockmate dealer is a certified installer who has gone through extensive practical and personalized training.

“All of our dealers are certified by us,” says Curreri. “We make the investment to go to their location and do a regimented classroom training and then go to the boat and do the installation. The dealer does the installation with me and the chief tech on board.” Dealers have to have a technical as well as a boating background in order to ensure the Dockmate system works with the boat’s characteristics.

The system operates on 12- or 24-volt setup and consists of the remote controller, a cradle for it, and the receiver.

Every Dockmate receiver is programmed for a specific boat and connects to the boat’s engine and electronic controls. It translates the remote control’s commands so the controls can respond accordingly. New this summer is the receiver’s aluminum construction and IP67 rating. It’ll be the most waterproof unit installed under your helm.

A Remote for You

As mentioned, there are three remotes designed for the Dockmate system: The Single/Twin, the Twist, and the Vector. The Single/Twin remote has touchpad control to operate one to two engines along with bow and stern thrusters, one or two anchors, and the horn.

The Twist and the Vector incorporate joystick control for forward, backward, sideway, and diagonal control of the boat’s direction. The twist of the joystick knob will rotate the vessel.

The Vector is designed specifically for boats using the Volvo Penta IPS or Zeus pods and is also compatible with Mercury’s Joystick Piloting for Outboards and Yamaha’s Helm Master. Additionally, it can run dynamic positioning systems or Mercury’s Skyhook when installed. Like the Single/Twin controller, the Twist and Vector also operate anchors and bow thrusters with separate buttons, if desired.

A unique feature of Dockmate is the proprietary Dock Control software, particularly the proportional engine throttle. “The more you move your joystick forward, the more throttle you get. It’s not incremental, it’s like stepping on the gas pedal,” says Curreri. “We can adjust that throttle and how much throttle you can use.”

It’s not a one-size-fits-all—each boat is customized based on the weight, forward and aft thrust, etc., so it can really dial into the customer’s needs, like balancing thrusters with engines to make it walk sideways. The joystick gives the same feeling and response time as if you’re working with the boat’s controls directly.

The Dockmate system uses frequency-hopping-spread-spectrum technology (FHSS) to avoid interference and to prevent eavesdropping. It is the same technology used with cell phones, Wi-Fi, Bluetooth, etc. FHSS controls multiple different channels at the same time with the code changing several times a second.

“Dockmate uses six channels simultaneously, and the code changes six times a second,” says Curreri. In other words, if there are two boats or a hundred boats utilizing the Dockmate system at the marina, they’ll never interfere with the other when the boat’s remote is paired to its receiver. The remotes are transceivers and communicate both ways with the receiver within a range of up to 165 feet. They are also waterproof and float, and if accidentally dropped, all systems immediately default to neutral.

The Dockmate wireless remote control docking system can remove the stresses of docking your boat and make that day on the water as you intended…fun. dockmate.us

Volvo Penta’s Assisted Docking System

This New Assisted Boat Docking System Will Have You Docking Like A Pro In No Time!

As a new captain on a 54-foot Huckins motor yacht who used to take tours across Lake Tahoe, I learned how to handle the shifting mountain winds, especially when they pushed the boat away from the dock. I was taught that “slow was pro” when maneuvering alongside the dock between boats, and there were those moments when a little speed was necessary against the wind to get close enough for a deckhand to toss over the dock line, but there were plenty of times with guests on board when I could have used Volvo Penta’s new Assisted Docking system.

Volvo Penta strives to make life on the water easier for boaters, and the Assisted Docking system succeeds in that goal. The new technology allows captains to compensate for wind and current, as well as maneuver in tight spaces, thus taking a lot of the stress out of docking and making the process easier and safer.

“The neat thing about the system and what makes it a game changer is it takes away the wind and current; you feel what’s going on right now,” says Andrew Sweet, Volvo Penta’s national diesel business development manager. “That wind and current affect you when you’re docking the boat; it moves the boat. But when you push that button for assisted docking, the system locks in place the heading and position….it sets a waypoint.”

How it Works

The Assisted Docking system consists of the joystick that controls the steering input and the GPS-based Dynamic Positioning System antenna. Volvo Penta improved the antenna with more receivers for more accurate GPS position readings to set the boat’s exact position and heading. The captain lets the system know which direction the boat should head and at what speed by maneuvering the joystick.

“When you’re maneuvering using the joystick, you’re working in conjunction with the system,” explains Sweet. “When you push that GPS button, the system basically sets a lane fore and aft and side to side. Now when you move the joystick, and you say I want to go back, the system knows the lane that it wants to be in. So if the wind and current start moving the boat, the GPS, through the software, says, ‘Okay, we’ve got to get back,’ so it takes your input and then it adds its input to put you back on course. The system is sensitive enough that you only move a little bit.”

The system does this by calculating drive angles and thrust, then acts on the drift and moves the boat back to its intended course. The boat docking system keeps this course by constantly fine-tuning the steering angles and thrust.

The main features of the boat docking system are moving in straight lines without manual compensation, standing still, slow maneuvering functionality, rotating around a fixed point, micro-repositioning and alignment, and side push for sideways docking.

“Assisted Docking is a hybrid between automated docking and manual docking,” says Ida Sparrefors, director of autonomous solutions and new business models at Volvo Penta. “Even though, in some ways, it would have been easier to implement full automation, the beauty of this system is that it gives the captain enhanced control. With our team of experts, from software developers to test drivers, we have made it behave intuitively in all situations so that anyone can feel like a seasoned captain.”

During the testing, Volvo Penta found that people used to working with the joystick without the assisted docking system wanted to use a lot of throttle to get in fast and then realign. “With assisted docking, it seems to work better if you’re slower, not as aggressive because the system is compensating for you,” says Sweet. “You don’t have to force the boat in the slip. Let it come back slowly, it’s nice and smooth, you don’t have to worry about the momentum of the boat because the system is taking that wind and current away. …The problem with fast is you have the momentum of the boat, and that’s fine if you want to compensate for slowing it down because what we found is for the folks that were still doing it the old-fashioned way with a lot of throttle, you get the momentum of the boat going, but when you let go of the joystick, the system wants to set the waypoint. So now the momentum is carrying the boat past the waypoint and the system says, ‘Oh, we have to come back,’ and now you have, say full forward going the other way, so the boat gets rocking; whereas, you come back slow, you don’t have all that. You let go of the joystick and it just stops.” Slow is pro.

The Assisted Docking system is available for new installations, as an upgradeable option for Volvo Penta IPS-equipped yachts from 35 feet to 120 feet long and as a retrofit for existing IPS-powered boats with a software upgrade and new antenna. volvopenta.com

Kicker: Get the most from your sound system.

Tips on Tunes

Get the most from your sound system.

What do you want from your boat’s sound system? Your listening habits, tunes, and sound system are part of your good time and your identity on the water. How to set up or restructure your sound system takes a little planning.

“Have a game plan,” says John Myers of KICKER. “Don’t think of your boat’s sound system like the stereo system in your home or car. While they all project sound, the extreme elements of moisture, salt, heat, and vibration necessitate that a boat system be not just durable, but also planned around your particular uses.” Myers suggest asking yourself these questions when setting up.

Where do you want your sound?
Where is there proper space to locate your speakers?
How loud do you want it?
How much power do you need?

Where you want your sound depends on how you use your boat. The helm, the bow, the aft deck or console, or even the cabin are all viable locations depending on how many people boat with you and where you plan to listen. Whether at the sandbar or cruising, determine how and where you project your sound. That logically leads to the second question.

The boat’s construction determines possible install locations as speakers require certain depth to fit the magnet and basket, which hold the speaker components. Your installation will depend on where panels are located and where the fiberglass and core can accommodate the depth of your speakers.

Speaker mounting is very important to sound quality. The most popular marine applications utilize open spaces to mount speakers. The open-air space is called “infinite baffle,” aka “Free Air” (a KICKER-coined term that is now used industry-wide to explain the lack of dedicated speaker enclosure). Most speakers in boats are mounted on a panel that is not specifically enclosed for the speaker, but may also house other items like life jackets and other boating essentials in under-seat storage compartments. Infinite baffle installation contrasts with tower cans, which are sealed enclosures as the speaker is wrapped in an airtight environment.

A sealed enclosure for the subwoofer offers improved power handling and output but requires a specific air volume. Subwoofer enclosures can be made of any material so long as it does not flex. That is why fiberglass makes a good enclosure but is time-consuming, more expensive, and harder to construct. All subwoofer enclosures need the right volume of airspace. Sealed is an improvement to infinite baffle, but to get even more output, the enclosure may need to be vented.

How loud you want your music also determines the size, type, and number of speakers, subwoofers, and amplification required. Subwoofer (a speaker that plays lower frequencies of bass) size and number will determine how much power you need to run them. Additional power is especially important if you like the sound of pure, pulsing bass. More bass output requires bigger speakers or subwoofers which could also mean you’ll need additional power for amplification. The location of multiple or larger amplifiers will depend on where you can properly ventilate them. While powerful, newer, smaller amps generate less heat than older ones, you have to evaluate not just air circulation to keep amps cool, but the additional power requirement for your audio system.

The typical 6.5-inch or 8-inch coaxial may not reproduce sufficient bass, so bigger subwoofers come into play. These all need more power and a dedicated amplifier. The purpose of a speaker is to move air. Larger speakers move more air and require more enclosure space. Myers explains sound like a stone hitting the water and causing ripples—the bigger the stone, the stronger the ripple effect. So size does matter. If you cut corners on your speakers, subwoofers, electrical system, or amplifiers, you sacrifice the quality of your sound.

Installing more sound requires more supporting electrical power. The number of additional batteries and the possibility of a larger output alternator are power considerations. Myers offers this rule of thumb: “For every 1,500 watts, add an identical battery to your existing battery.” Do you want to tie batteries together? While deep-cycle rechargeable batteries are popular, they are not the best for sound. Since your house battery starts your boat, a battery isolator can ensure that your house battery maintains power—even if the auxiliary battery, which you may add for your sound system, is drained by other operations or fails.

If you play music primarily while the boat is in operation, just connect additional battery(s) to the existing battery and wire them parallel. If you play your stereo with the ignition off, use a battery isolation method to avoid draining your main battery.

The final wiring details can make all the difference in ensuring that your system holds up to the elements. Using only pure copper amplifier power wire is important to avoid saltwater corrosion. Copper Clad Aluminum (CCA) wire should be avoided as it is 98 percent aluminum with a thin copper coating that produces more corrosion and less connectivity. Cutting corners will compromise your sound.

So before investing in your boat’s sound system, spend some time analyzing your boat, your listening lifestyle, and your budget. Being aware of the details will improve your installation and enjoyment of your boat’s sound, no matter where and how you like it. kicker.com

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.”

Steady Relief

Seakeeper develops its smallest stabilizer yet.

By Steve Davis, Southern Boating May 2020

Everyone knows the purpose of stabilizers on a boat—to keep it stable. In other words, to prevent the boat from rocking and rolling not only while underway but also at anchor. There’s nothing worse than being at anchor trying to calm your body down from that swaying sensation after being out in the waves and swell all day and the boat can’t sit still.

Marine stabilizers were primarily built and installed on large, ocean-going, commercial vessels, but as boating became more of a recreational pastime, it wasn’t long before stabilizers found their way into the hulls of cruise ships, then superyachts, and now yacht lengths less than 100 feet. It wasn’t just one design that followed that time line, but all of them, from fins to rotating tubes to gyroscopes, and as technologies advanced (and prices dropped), so did the ability for stab10ilizers to adapt to any size boat and for boat owners to have one.

Gyroscopic stabilization was in the forefront of that technology when Elmer Ambrose Sperry Sr. became seasick on an Atlantic voyage in 1898. Sperry built upon the work by Marinus Gerardus van den Bos in 1885 and Hermann Anschütz-Kaempfe’s invention of a usable gyrocompass in 1906 that could accurately find the direction of true (geographical) north no matter the vessel’s motion, weather, or amount of steel surrounding it. Sperry produced a gyrocompass that was easier to manufacture in 1908, but it was Sperry’s seasick voyage that prompted him to figure out a way to use the properties of a gyroscope to counteract the effect of waves on ships. The gyrocompass uses a continuously driven gyroscope to find direction, but alone, a gyroscope, simply put, is a mounted wheel that can spin rapidly about an axis whose orientation is not affected by the tilt of the mount because of the physics behind the conservation of angular momentum. To avoid a physics class, the gyroscope detects the deviation of an object from its desired orientation, so when installed on a boat and the boat rolls, the gyroscope counteracts that roll.

Sperry’s compasses and stabilizers were adopted by the U.S. Navy, the first installation in the World War I transport ship USS Henderson in 1917. It had two 25-ton, 9-foot diameter flywheels and was able to reduce roll to three degrees in rough seas. In 1932, the Italian passenger liner SS Conte di Savoia had three flywheels 13 feet in diameter that weighed 108 tons. It was because of such weight and bulk that gyrostabilization gave way to other forms, but with the continued advancement of technology and manufacturing processes, the gyrostabilizer has made a comeback.

This past February at the Miami International Boat Show, Seakeeper introduced the smallest marine stabilizer ever designed for boats as small as 23 feet—the Seakeeper 1. Compared to the size and weight of the first gyrostabilizers, the Seakeeper 1 measures only 22.9 inches long, 23.6 inches wide, and 15.7 inches high and weighs just 365 pounds.

Shep McKenney, who introduced the Hinckley’s line of Picnic Day boats and JetStick technology, and John Adams, a naval architect who pioneered Maritime Dynamics’ ride control systems, joined forces in 2001 to develop a practical and modern gyrostabilizer system. Their first prototype went into a Viking 43 in 2006, and in 2008, Seakeeper officially formed and launched the M7000 for boats up to 55 feet. By 2013, it had produced 1,000 units and in 2014, Seakeeper launched its first line of five stabilizers and hasn’t looked back.

The Seakeeper 1 has a new look and design that includes a window on top to show off the flywheel capsule and rounded edges for a streamlined, compact unit. Because of its small dimensions, the stabilizer can install beneath a seat. It is completely contained with no part of the sphere hanging below the point of installation for a flush mount. The Seakeeper 1 only uses 12V DC power. The flywheel capsule is vacuum sealed which cuts the power requirements in half, reduces the weight, and enables the flywheel to spin about three times faster (up to 557 miles per hour). In fact, the smaller package has the stabilizer up and running in 15 minutes. The capsule also keeps the flywheel, bearings, and motor isolated from the marine environment.

To keep the inner workings of the stabilizer cool, Seakeeper has patented a cooling system that removes heat from within the enclosure and dissipates it through a glycol/seawater mix. Smart technology gives the stabilizer active control to optimize torque so the Seakeeper automatically and instantaneously reacts to the sea state at all speeds and sea conditions. A passive-controlled gyro needs to shut down in rough conditions and faster speeds.

The Seakeeper 1 has a control keypad on top of the unit, and a new dash display allows control from the helm. All Seakeeper gyrostabilizers eliminate up to 95 percent of boat roll in vessels from 23 feet to 75 feet. More than 12 boat manufacturers have plans to integrate the Seakeeper 1 into their newest models, but don’t let that stop you from fitting your boat with one. A simple leaning post installation usually takes only two days for small boats. The Seakeeper 1 will be available for shipment beginning June 2020 and will retail for $14,900. seakeeper.com

Volvo Penta’s Easy Connect

How Volvo Penta’s Easy Connect smarter engines share info for better boating

Mobile phones are great at connectivity. Apps like Tinder foster romance, emails make it easy to work anywhere, and Facebook keeps you up-to-date with family and friends worldwide. Even inboard engines can “talk” to owners and service techs.

Volvo Penta has made engine technology smarter with Easy Connect, an app that gives boat owners remote access to engine, boat, and route data directly on a smartphone or tablet.

“For Volvo Penta, the key to this integration is the Electronic Vessel Control (EVC) which serves as the platform for all components throughout the boat,” explains Jens Bering, vice president of marine sales for Volvo Penta of the Americas. “Through Easy Connect, they can share information through the mobile dashboard that allows them to provide data quickly and accurately to their authorized Volvo Penta service dealers, lowering maintenance time and improving repair precision.”

Smart Service

Besides the ability to quickly connect with a service technician to analyze diagnostics, Easy Connect provides a live dashboard display so guests can follow along with the performance of the boat while underway via Bluetooth, a great complement to analog instrumentation. The app also stores the data from the boat’s previous trips so you can view the route history, fuel usage, speeds, and more from the comfort of your home to help plan future voyages. You can share the experiences on social media, too.

EVC is the backbone of Volvo Penta’s fully integrated solution, controlling all functions from the engines to the propulsion system to the user interface. Boat captains should think of it as the operating system on a computer—everything is managed from the EVC.

If it was not for the EVC, all components would be integrated individually. Instead, it enables a seamless solution where all components, whether the Volvo Penta IPS, steering, throttle, shift, glass cockpit, joystick, or the Dynamic Positioning System, come together into one common platform.

Smart Speed

Faster computers helped spawn Volvo Penta’s innovation. Each engine is equipped with an Engine Management System (EMS), an onboard computer that essentially controls the whole engine. The data is then transmitted over the EVC Controller Area Network bus.

“If we had a slow EVC system, we could not transmit the data as fast as we need to,” says Bering. “A slow platform would also not allow us to support certain features, and that means technologies need to evolve with changing demands and expectations.”

In 2019, Volvo Penta’s evolution continues with the launch of EVC2. This is the first major upgrade to the EVC platform introduced in 2003. With an all-new electrical architecture, the refined system offers new features, such as a single connection point for diagnostics and the possibility to manage EVC functions for the complete vessel and driveline independently.

“This faster, smarter technology within EVC also allows us to connect more features into the boat’s ecosystem,” says Bering. “It offers one connection point for everything from software downloads and diagnostics to an onboard service assistant.”

Driving a lot of changes are tougher emission regulations being enforced worldwide.

Smart Care

“Environmental care is at the core of everything we do at Volvo Penta so, in that sense, it has always been a driving factor for us,” he continues. “But with that in mind, emissions are becoming more stringent, and we must prepare for the changes to come. We’re leveraging what we’ve learned from our work in the commercial sector, where strong emission regulations are already in play in parts of the world, to prepare our leisure customers for the upcoming requirements.”

Boat owners with engines pre-2003 and not equipped with EVC can’t take advantage of much of the new technology; however, if the EVC system is already installed, it is possible to add on new features to improve the experience, such as cruise control, DPS and more. Most boat owners are unclear how the advancements in fuel, intake and exhaust, and the cooling system play an important role, but it’s through these factors that the engine power and overall performance are improved.

“From an engineering standpoint, boating technology is becoming more complex. It’s our job to make sure the customers don’t see it this way,” says Bering. “For them, the experience should be easy, seamless, and user-friendly. The more simple the interaction, the more enjoyable the experience will be. This is the focal point of our Easy Boating initiative, and we ensure the objective is achieved through a fully integrated system that is all supported by a single supplier.”

Smart Change

There are more than 250,000 engines with the EVC platform on the water today. Volvo Penta backs that up with a network of more than 3,500 dealers across the globe to give boaters that vital connection when they need it most—that’s connectivity that really makes a difference.

volvopenta.us

By Doug Thompson, Southern Boating August 2019

Sacrificial Anodes

Sacrificial anodes die so your underwater gear may live.

A war is raging under your boat. High-priced running gear and outboard lower units made of aluminum, copper, and steel face galvanic corrosion. Corrosion occurs when dissimilar metals connect under water. The solution involves connecting an even more “active” negatively charged material to the copper and steel—the sacrificial anode. The anodes are made of aluminum, zinc, and magnesium and connected to the boat’s underwater engine and propulsion parts to take the brunt of the corrosion. They are “sacrificed” to protect the more valuable metals.

How do anodes work?

“Anodes have to be underwater to work,” explains Martin Wigg, vice president of Anode Business at Performance Metals. “The anodes work by providing a supply of electrons to lower the voltage of the protected metal. That is only half the circuit though. The other half is the flow of ions in the surrounding water. No water equals no ion flow and no circuit and, therefore, no protection. There are companies that market ‘corrosion grenades’ to protect metal in air, but they are a scam.”

Aluminum has become a recommended metal for anodes in salt water, and magnesium anodes work best in fresh water. In fresh water, a zinc anode forms a chemical coating that stops it from working; however, zinc anodes are a favorite of many boat owners in salt water despite the advantages of aluminum. “Zinc is still used in the majority of cases,” says Wigg. “It’s fine for use on inboard boats in salt water but that’s really all.

However, people are slow to change. They have been using zinc for years and are hesitant to change to something new, especially if zinc is working fine.” When boaters take the leap and try aluminum anodes, they find that they work better than the old zinc anodes and never go back. This is especially true for aluminum-hulled boats and outboard motors.

How long do anodes last?

“Zinc doesn’t really protect aluminum components that well even in salt water,” Wigg explains. “Many boaters also don’t realize that zinc doesn’t work for long in fresh or brackish water. I have heard people say, ‘My anodes have lasted for years.’ Yes, because they stopped working.” Anodes dissolve over time and, eventually, must be replaced.

Two factors are important. First, to provide good protection, there must be enough anodes to bring the full potential of the vessel down by 0.2V to an acceptable range. The lower the measured voltage, the less likely the metal will corrode. This is where zinc anodes have a problem protecting aluminum components. Zinc anodes sit at -1.05V and aluminum components sit at around -0.75V, a difference of 0.3V, not much more than the required 0.2V drop. Aluminum anodes—a special alloy—sit at -1.1V, a difference of 0.35V, which is much better.

“The second factor is that the protection offered is proportional to the surface area,” Wigg says. “So as the anodes wear away, that surface area is reduced. The general guide is to replace the anodes after they have worn down by one half.” Performance Metals’ range of aluminum alloy anodes has a Red Spot plastic indicator that appears on the surface when it is time to change.

Which boats need anodes?

A 50-foot fiberglass cruising vessel has metal components that need protecting. With bonded thru-hulls, use a transom anode at a minimum. Wigg suggests the Performance Metals’ Divers Anode or HYAA (ribbed anode with extra surface area). “Viking uses these on its vessels. There should also be anodes on the engine’s drive shaft to protect the propeller and shaft. The bonding system is not well connected to the shaft since it goes through the gearbox.”

There are various shapes and sizes of anodes that have a variety of purposes.

Outboard-powered boats need anodes to protect the engines. Install the main aluminum anodes on the outboards. A transom anode for any other metal components is also advisable and should be aluminum. A zinc transom anode would reduce the protection provided by the aluminum ones on the outboard and speed up their use.

Also, outboards are unique because the midsection and lower unit are almost always aluminum. Back in the early 1990s, as the outboard makers saw galvanic corrosion as a huge issue, they sought a better solution than zinc anodes and went to aluminum. Some outboard manufacturers void warranties if anodes are zinc.

By Doug Thompson, Southern Boating February 2019