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

‘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

How to Buy a Better Used Boat

A marine surveyor offers advice based on more than 35 years of experience.

There’s a reason why sales of pre-owned boats outpace new purchases 10 to 1. They represent a heck of a good value, particularly when factoring in perks like depreciation and owner outfitting. The trick is finding the most boat for your money with the least amount of previous owner headaches. Here’s a look at three issues that can turn your potential dream boat into the proverbial hole in the water.

Issue 1: Engine problems

Engines are typically the most expensive piece of gear on board, and it’s a hard lesson to learn after purchasing that deal of a lifetime to discover a rebuild or replacement is required.

Warning signs: Start by looking for obvious problems such as leaks, excessive rust, broken components, etc. Next, check coolant level and properties (for closed systems). Lack of antifreeze should be a concern (a possible indication of leaks) as would coolant with a rusty color or an unusual amount of solids.

Pull the dipstick and check the oil. A slightly low level might be okay, but higher than normal levels could be a sign of trouble, especially if the oil is milky or frothy—an indication that water, antifreeze or transmission fluid is present. The cause of this could mean anything from a blown gasket to a cracked block.

Is the engine difficult to start? Depending on the engine (gas or diesel), hard starting could be caused by anything from weak batteries to faulty plugs, fuel pump issues or bad fuel. How does the engine sound? Does it run smoothly at idle and under load, or does it idle unevenly and stall out when placed in gear? Rough running can be caused by anything from clogged fuel filters to compression problems, while engines idling at more than 800 rpm may have been set high to mask idling problems.

Verify proper oil pressure and operating temperature. Low oil pressure could be due to anything from faulty oil pumps to cam bearing failure. High water temperatures may be something as simple as a failed impeller, but could also be caused by corroded manifolds or exhaust risers. Also, read the smoke signals. A well-maintained engine may smoke when it’s initially started or while idling but not when warmed up or under load. Smoke color can also provide an indication of problems (blue for burning oil, black for incomplete combustion, etc.).

Red flags: Have the engine surveyed by a marine mechanic, then discuss repair options and cost. Engines are a big-ticket item, so always weigh the cost of repair or replacement versus walking away from what initially seemed like a great deal.

Issue 2: Wet/delaminated decks

Water intrusion into cored decking likely causes more boat damage every year than sinking, grounding and fire combined. Cored construction simply means you’ve got an inner and outer skin of fiberglass sandwiching some other material between them: balsa, plywood, foam, etc. The prime directive with cored construction is to keep water out, particularly with balsa or plywood. Wet wood coring can rot and allows the cored deck to separate, which drastically reduces structural integrity. Long-term water exposure causes problems with foam-cored decks as well: core separation, freeze damage and even disintegration in some cases.

Warning signs: The first step in finding deck problems can be as simple as walking on them. Soft spots, oil-canning (flexing) or even water squishing from deck fittings are all indicators of a potentially expensive repair. Drips and brownish stains below decks are also common signs of water-soaked decks and rotting core.

Sound out the decks by tapping them with a small plastic-headed hammer or the end of a screwdriver handle. Sharp, crisp sounds are what you want to hear, while dull thuds can be an indication of delamination. Moisture meters such as those available from JR Overseas (jroverseas.com) are also an excellent tool for sniffing out soggy decks.

Red flags: While repair costs will be directly related to the size of the delaminated area, cutting open a deck for core replacement is rarely a cheap proposition. If a deck flexes like the bounce house you rented for junior’s birthday, run or get ready to lay out some serious cash.

Issue 3: Manufacturer’s defects

It’s a sad fact that some problems you’ll encounter are fresh from the builder or caused by improper aftermarket installations by the dealer.

Warning signs: The sky’s the limit with the range and type of problems you’ll encounter. Common issues include holes drilled or cut into cored decks that aren’t properly sealed afterward against moisture entry. Windlass hawse holes are notorious for this. Also, inadequate backing plates for railings and cleats, unsupported wire runs, inaccessible fuel tanks, and lack of seacocks below the waterline thru-hull fittings—the list seems endless.

Red flags: Here’s where a good marine surveyor is worth his weight in gold (marinesurvey.org). It’s the surveyor who, like crotchety old Aunt Emma did on your first real date way back when, picks and gnaws at your new love, ferreting out all those faults your own moonstruck eyes have overlooked. With survey report in hand, you can work with the seller to correct these issues outright, negotiate a reduced price or determine if it’s better to find a boat with fewer issues.

— By Frank Lanier, Southern Boating Magazine February 2017

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