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Ionian Princess

Motor Yacht

Ionian Princess is a custom motor yacht launched in 2005 by Christensen in Vancouver Wa, United States and most recently refitted in 2011.

Christensen Shipyard has earned itself a position amongst the world's composite fibreglass construction leaders with its renowned custom and semi-custom superyachts. With a current fleet of yachts from 35 to 48m, the American company prides itself on achieving the finest quality and attention to detail in each of its megayachts.

Ionian Princess measures 45.73 metres in length, with a max draft of 2.00 metres and a beam of 7.16 metres. She has a gross tonnage of 416 tonnes. She has a deck material of teak.

Ionian Princess has a GRP hull with a GRP superstructure.

Her interior design is by Pavlik Design Team.

Ionian Princess also features naval architecture by Christensen.

Performance and Capabilities

Ionian Princess has a top speed of 20.00 knots and a cruising speed of 15.00 knots. She is powered by a twin screw propulsion system.

Ionian Princess has a fuel capacity of 34,420 litres, and a water capacity of 7,840 litres.

She also has a range of 2,000 nautical miles.

Accommodation

Ionian Princess accommodates up to 12 guests in 6 cabins. She also houses room for up to 9 crew members.

Other Specifications

Ionian Princess is MCA compliant, her hull NB is 018.

Ionian Princess is an ABS class yacht. She flies the flag of st vincent and the grenadines.

She is also fitted with a jacuzzi (on deck).

• Yacht Builder Christensen View profile
• Naval Architect Christensen View profile
• Exterior Designer Setzer Design Group No profile available

Yacht Specs

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The Promises and Pitfalls of an All-Electric Yacht

• By Tim Murphy
• Updated: November 8, 2021

This past October, I saw one of the most interesting exhibits in more than 500 new cruising sailboats I’ve reviewed over two decades. It was the Arcona 435Z, built in Sweden and introduced by Graham Balch of Green Yachts in San Francisco. Balch describes his business as “a new brokerage dedicated to the electric revolution on the water,” and it was the “Z” in the boat’s name, which stands for “zero emissions,” that made this boat so interesting. This was the first electric propulsion system—not hybrid but all-electric —I’d ever seen on a cruising sailboat.

Electric propulsion isn’t new. Since 1879, electric motors have propelled boats; a fleet of some four-dozen electric launches transported visitors around the 1893 Colombian Exposition in Chicago. But cruising sailboats are not launches, and the open sea is not a protected canal. When we’re using cruising boats as they’re meant to be used, they seldom end their day plugged into a shore-power outlet. Cruising boats comprise many devices —stove, refrigerator, freezer, windlass, winches, autopilot, radar, lights—whose power typically comes from a tank of fossil fuel. And today’s cruising sailors are accustomed to using diesel auxiliary power to motor through lulls or punch into headwinds and seas.

Starting about 15 years ago, we saw a wave of diesel-electric and hybrid propulsion systems on production and custom cruising boats ( see “Perpetuated Motion,” CW , March 2005 ). Both of those systems ultimately start with an onboard internal-combustion engine. A diesel-electric propulsion system relies on a running genset to directly power the electric motor that turns the propeller. A hybrid system relies on batteries to power the electric motor, plus an internal-combustion genset to recharge the batteries. One of the promises of a hybrid system is the ability to regenerate electrical power. Regeneration means using boatspeed under sail to turn the propeller, whose spinning shaft sends electrons from the electric motor back through an electronic controller to recharge the batteries. In such a system, the boat’s propeller is both an electrical load (when running under power) and a charging source (when sailing in regeneration mode).

The Arcona 435Z was different from both of these systems: It incorporates no onboard fossil-fuel engine at all. Instead, it has a bank of lithium batteries, several solar panels, and a proprietary propulsion leg that looks like a saildrive. “This boat,” Balch said, “has the very first production unit in the world of Oceanvolt’s newest electric propulsion system, called the ServoProp.”

For our sea trial, Balch was joined by Derek Rupe, CEO of Oceanvolt USA. “If you can sail the boat and you have some solar, you can go anywhere in the world, and you can make all your power underway while you go,” Rupe said. When we spoke in October 2020, he touted three high-profile sailors who were using the Oceanvolt electric propulsion system: Alex Thomson, for his Hugo Boss Open 60 Vendée Globe program; Jimmy Cornell, for his Elcano 500 expedition; and Riley Whitelum and Elayna Carausu, who had been teasing their new boat for months on their popular Sailing La Vagabonde YouTube channel.

The efficiency of Oceanvolt’s ServoProp and the regeneration from it is the promised game-changer in each of these boats. The ServoProp is a leg with a ­feathering propeller that can be set for optimal pitch in three modes: forward, reverse and regeneration.

“You don’t need fuel,” Rupe said. “You don’t need to dock; you can go anywhere you want to go and always have the power for living and propulsion.”

That’s the promise. But are there also pitfalls?

Innovation and Risk

Marine electric propulsion is an emerging technology. Compared with the mature and settled technology of diesel engines and lead-acid batteries, electric-propulsion systems—with their electronic controllers and lithium batteries—are in a stage of development best described as adolescent. Every sailor has his or her own tolerance for technical innovation. For the promise of fewer ­seconds per mile, grand-prix-racing sailors willingly trade a high risk of expensive damage to the sails, rig or the boat’s structure itself; cruising sailors, by contrast, tend to favor yearslong reliability in their equipment as they seek miles per day.

Folks who identify as early adopters take special joy in the first-wave discoveries of a new technology; if they’re clear-eyed about supporting an ongoing experiment, they see themselves as partners with the developers, accepting failures as opportunities for learning. Sailors motivated primarily by changing the trajectory of climate change might be especially willing to modify their behavior to limit their own output of greenhouse gases. Investing in any emerging technology asks you to start with a clear assessment of your own risk tolerance. We’ll return to this theme with one or two real-life examples.

The American Boat and Yacht Council, founded in 1954, sets recommended standards for systems installed on recreational boats. For decades, ABYC has published standards related to installations of diesel and gasoline engines, as well as electrical systems based around lead-acid batteries. By contrast, it was only three years ago that ABYC came out with its first electric-propulsion standard (revised July 2021). And only last year it published its first technical-information report on lithium batteries (a technical-information report is an early step toward a future standard). The takeaway is that if you need help servicing your diesel engine or electrical system built around lead-acid batteries, you can pull into any reasonable-size port and find competent technicians to help you. With electric propulsion and lithium batteries, that pool of skilled talent is significantly scarcer.

To say that a technology is mature simply means that we’ve learned to live with it, warts and all, but that it holds few remaining surprises. Certainly, diesel-propulsion and lead-acid-battery technologies each leave plenty of room for improvement. When a charge of fuel ignites in the combustion ­chamber of a diesel engine, some three-quarters of the energy is lost in heat and the mechanical inefficiencies of converting reciprocating motion to rotation. Lead-acid batteries become damaged if we routinely discharge more than half of their capacity. During charging, they’re slow to take the electrons we could deliver.

Lithium batteries are comparatively full of promise. Their power density is far greater than that of lead-acid batteries, meaning they’re much lighter for a given capacity. They’re capable of being deeply discharged, which means you can use far more of the bank’s capacity, not merely the first half. And they accept a charge much more quickly; compare that to several hours a day running an engine to keep the beers iced down.

But the pitfalls? Let’s start with ABYC TE-13, Lithium Ion Batteries. Some of its language is bracing. “Lithium ion batteries are unlike lead-acid batteries in two important respects,” the report says. “1) The electrolyte within most lithium ion batteries is flammable. 2) Under certain fault conditions, lithium ion batteries can enter a condition known as thermal runaway, which results in rapid internal heating. Once initiated, it is a self-perpetuating and exothermic reaction that can be difficult to halt.”

Thermal runaway? Difficult to halt? Self-perpetuating?

“Typically, the best approach is to remove heat as fast as possible, which is most effectively done by flooding the battery with water,” TE-13 continues, “although this may have serious consequences for the boat’s electrical systems, machinery, buoyancy, etc.”

If you were following the news in January 2013, you might remember the ­story of Japan Airlines Flight 008. Shortly after landing at Boston’s Logan Airport, a mechanic opened the aft ­electronic equipment bay of the Boeing 787-8 to find smoke and flames billowing from the auxiliary-power unit. The fire extinguisher he used didn’t put out the flames. Eventually Boston firefighters put out the fire with Halotron, but when removing the still-hissing batteries from the plane, one of the ­firefighters was burned through his ­professional protective gear.

Samsung Galaxy cellphones, MacBook Pro laptops, powered skateboards—in the past decade, these and other devices have been recalled after their lithium batteries burned up. In that period, several high-end custom boats were declared a total loss following failures from lithium batteries. In March 2021, a 78-foot Norwegian hybrid-powered tour boat, built in 2019 with a 790 kW capacity battery bank, experienced thermal runaway that kept firefighters on watch for several days after the crew safely abandoned the ship.

Yes, experts are learning a lot about how to mitigate the risks around lithium batteries. But we’re still on the learning curve.

ABYC’s TE-13 “System Design” section starts, “All lithium-ion battery ­systems should have a battery ­management system (BMS) installed to prevent damage to the battery and provide for battery shutoff if potentially dangerous conditions exist.” It defines a bank’s “safe operating envelope” according to such parameters as high- and low-voltage limits, charging and discharging temperature limits, and charging and ­discharging current limits.

Graham Balch takes these safety recommendations a step further: “To our knowledge, the BMS has to monitor at the cell level. With most batteries, the BMS monitors at the module level.” The difference? “Let’s say you have 24 cells inside the battery module, and three of them stop working. Well, the other 21 have to work harder to compensate for those three. And that’s where thermal events occur.”

Balch followed the story of the Norwegian tour boat this past spring. He believes that the battery installation in that case didn’t meet waterproofing standards: “The hypothesis is that due to water intrusion, there was reverse polarity in one or more of the cells, which is worse than cells simply not working. It means that they’re actively working against the other cells. But if the BMS is monitoring only at the module level, you wouldn’t know it.”

On the Green Yachts website, Graham lists five battery manufacturers whose BMS regimes monitor at the cell level. “If I were sailing on an electric boat, whether it be commercial or recreational, I would feel comfortable with having batteries from these five companies and no other,” he said.

The broader takeaway for today’s sailors is that lithium batteries bring their own sets of problems and solutions, which are different from those of conventional propulsion and power-supply technologies. A reasonably skilled sailor could be expected to change fuel filters or bleed a diesel engine if it shuts down in rough conditions. With lithium-ion batteries aboard, an operator needs to understand the causes and remedies of thermal runaway, and be ready to respond if the BMS shuts down the boat’s power.

Real-World Electric Cruising Boats

When we met Oceanvolt’s Derek Rupe a year ago, he and his wife had taken their all-electric boat to the Bahamas and back the previous season. Before that, he’d been installing electric-propulsion packages for six years on new Alerion 41s and other refit projects. “My real passion is on the technical side of things—installations, really getting that right. That’s half the picture. The technology is there, but it needs to be installed correctly.”

When talking to Rupe, I immediately encountered my first learning curve. I posed questions about the Oceanvolt system in amps and amp-hours; he responded in watts and kilowatt-hours. This was yet another example of the different mindset sailors of electric boats need to hold. Why? Because most cruising boats have just one or two electrical systems: DC and AC. The AC system might operate at 110 or 220 volts; the DC side might operate at 12 or 24 volts. On your own boat, that voltage is a given. From there we tend to think in terms of amps needed to power a load, and amp-hours of capacity in our battery banks. Going back to basics, the power formula tells us that power (watts) equals electrical potential (volts) times current (amps). If your boat’s electrical system is 12 volts and you know that your windlass is rated at 400 watts, it follows that the windlass is rated to draw 33 amps.

But an all-electric boat might comprise several systems at different voltages. A single battery bank might supply cabin lights at 12 volts DC; winches and windlasses at 24 volts DC; the propulsion motor at 48 volts DC; and an induction stove, microwave and television at 110 volts AC. A DC-to-DC power converter steps the voltage up or down, and an inverter changes DC to AC. Instead of translating through all those systems, the Oceanvolt monitor (and Derek Rupe) simply reports in watts coming in or going out of the bank.

“We keep all our thoughts in watts,” Rupe said. “Watts count in the AC induction. They count in the DC-to-DC converter. They count the solar in. They count the hydrogeneration in. And the ­power-management systems tracks it that way for shore-power in.

“On a boat like this, maybe I have 500 watts coming in the solar panels,” he continued. “So then I can think: ‘Well, my fridge is using 90 watts. My boat has an electric stove. When I cook a big meal, I can see that for every hour we cook, we lose about 10 to 12 minutes of our cruising range.’”

During his Bahamas cruising season, Rupe observed that on days that they were sailing, the combination of solar panels and hydroregeneration supplied all the power he and his wife needed. “When we weren’t sailing,” he said, “we found that we were losing 8 percent each day, in the difference from what the sun gave us to what we were using for the fridge, lights, charging our laptops, and all that stuff.”

Rupe’s solution? “Twice in Eleuthera and once outside Major’s, we went out and sailed laps for a couple of hours because the batteries were below 30 percent of capacity. It was good sailing, and the wind was coming over the shore, so we didn’t have any sea state. We did a couple of hot laps on nice beam reaches, and generated about 700 watts an hour.”

Of the three sailors Rupe touted in October 2020—Alex Thomson, Jimmy Cornell and the Sailing La Vagabonde couple—only Cornell can report back on his all-electric experiences with Oceanvolt. Alex Thomson ended his circumnavigation abruptly last November, just 20 days after the Vendée Globe start, when Hugo Boss collided with an object in the South Atlantic. And at press time in early fall 2021, Riley and Elayna had just recently announced the build of their new Rapido trimaran; keep an eye on their YouTube channel for more about their experiences with the Oceanvolt propulsion system.

As for Cornell—circumnavigator, World Cruising Routes author, creator of the transoceanic rally, and veteran of some 200,000 ocean miles—he suspended his planned Elcano 500 round-the-world expedition solely because of the Oceanvolt system in his new Outremer catamaran. His Aventura Zero Logs on the Cornell Sailing website, particularly the Electric Shock article posted on December 2, 2020, are essential reading for any sailor interested in sailing an electric boat. “Sailing around the world on an electric boat with zero emissions along the route of the first circumnavigation was such a tempting opportunity to do something meaningful and in tune with our concern for protecting the environment that my family agreed I should do it,” Cornell wrote. “What this passage has shown was that in spite of all our efforts to save energy, we were unable to regenerate sufficient electricity to cover consumption and top up the batteries.”

Cornell’s experience in that article is raw, and his tone in that moment bitterly disappointed. We recommend it as essential reading—not as a final rejection of the electric-boat concept or of Oceanvolt’s system, or even as an endorsement of Cornell’s own decision that the system didn’t work. I suspect that I may have arrived at the same conclusion. Yet given the same boat in the same conditions, one imagines that a new breed of sailor—a Graham Balch or a Derek Rupe—may have responded differently to the constraints imposed by an all-electric boat, as nearly every cruising sailor today habitually responds to the inconvenient constraints of diesel engines and lead-acid batteries.

“If you bring electric winches, electric heads and an induction stove, and then sail into a high-pressure system, you’ll set yourself up for failure,” Balch said. “You have to balance your power inputs and your power outputs.

“Sailing an electric boat is a return to the tradition of sailing that the crutch of a diesel engine has gotten us away from,” he added. “Magellan’s fleet got all the way around the world, and they didn’t have a diesel engine.”

Tim Murphy is a Cruising World editor-at-large and ­longtime Boat of the Year judge.

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THE XR 41 - WHERE PERFORMANCE MEETS INNOVATION

The development of the new XR is still at an early stage, but the vision and ambition are clear: The XR will be a winner, and therefore the X-Yachts in-house design team partnered up with some of the world’s most experienced companies and racers to reach that goal!

The partners will be working closely with the X-Yachts design team, and together they will design and build a race boat with winning potential for all major championships and regattas in ORC and potentially IRC.

Designing successful race winners under ORC and IRC is not new to X-Yachts. Take for example the, Xp 44, X-41, IMX 38, IMX 40 and IMX 45, that were all dominating on the race course for years - and still is. Just like these legendary models, the XR will also have a certain degree of cruising inheritance for the sporty family.

A serious return to our DNA

The XR 41 is a serious return to the X-Yachts DNA and after 45 years of X-Yachts racing history, we are now back in racing!

Designed with input from leading design teams, crafted from the finest material, and produced using the most advanced technologies to offer an unmatched racing experience. Optimized for ORC, the XR 41 is built to turn every breeze into speed!

The 41,8 ft. racer and sporty cruiser will have its world premiere at Boot Düsseldorf in 2025!

Specification

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X Shore’s Electric Runabout

• By David Schmidt
• January 31, 2023

The X Shore 1 is being called the first affordable, performance-minded electric runabout. The 21-footer reportedly has 20-knot cruising speeds and a maximum speed of 30 knots, with a price starting at $139,000 (excluding VAT and other fees). The boat is built with epoxy-prepreg fiberglass and carbon fiber using a female mold, and X Shore is assessing bio-based resins to further lower the boat’s environmental impact.

“Some of the challenges faced were maintaining performance with just one battery, designing a hull that’s efficient and light, and bringing more of the production in-house,” says Jenny Keisu, X Shore’s CEO. She says X Shore overcame these headwinds by using batteries that deliver 3,000 charging cycles, leveraging lightweight construction materials and building a new factory in Nyköping, Sweden. Once online, this new facility could initially produce 400-plus boats per year, a construction rate that would produce further economies of scale.

Under the Hood

The X Shore 1 is powered by a 125 kW electric motor and a 63 kWh lithium-ion battery. The latter can be fast-charged to 80 percent capacity in 50 minutes, or it can be standard-charged (via a three-phase socket) in three hours. At lower speeds, a charge can yield 50 nautical miles of range. Boaters can access vessel information and control onboard systems from a networked multifunction display or from X Shore’s app. While both work for checking the boat’s remaining charge, the app is key for setting and controlling geofences and issuing other high-level commands. 

Take the next step: xshore.com

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First look: X-Yachts X 4.3

• Toby Heppell
• September 29, 2022

The first, second generation X-Yacht in the 'Pure' range, the X 4.3, has big boots to fill following a universally loved predecessor.

Product Overview

The new version of the X 4.3 has some pretty big boots to fill. Not only had X-Yachts sold more than 100 of the yachts, she impressed many on launch, with Yachting Monthly’s own Graham Snook stating that she was ‘One of the best boats I’ve ever sailed’.

That is not a huge surprise from the Danish yard, which has always had an impressive reputation when it comes to the sailing characteristics of their yachts.

Back in 2016 when that boat was launched it was one of the first in a new line of models in the X-Yacht’s ‘Pure’ range. Over the years that range has expanded to several models. But, significantly, this is the first second generation of a ‘Pure’ X-Yachts boat.

The hull shape has been redesigned to carry max beam further aft, which provides a wider transom and cockpit. The cines running aft finish much higher than previously, which should help increase stability when heeled but keep wetted area down when in lighter winds.

There have been tweaks on deck too and the rig is slightly taller than the previous generation. Layout below remains relatively unchanged, however.

X 4.3 specifications

Hull length: 12.67m 41ft 7in Beam: 3.99m 13ft 1in Draught: 2.2m 7ft 3in Displacement: 9,400kg 20,723lb Ballast: 3,700kg 8,157l Price: TBA Builder: x-yachts.com

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Lithium boat batteries: Why now is the right time to upgrade your electrics

• October 22, 2020

Thanks to an ongoing tangible reduction in prices, the life cycle costs of lithium boat batteries are now close to those of conventional options. Upgrading an existing boat to the newer technology is therefore increasingly feasible, writes Rupert Holmes

Photo: Torqeedo / Christian Brecheis

Larger new cruising yachts, especially those at the quality end of the market, have been routinely fitted with lithium boat batteries for the past few years. Arcona, for instance, says up to 90% of their larger yachts now leave the factory equipped with them. Equally, the technology is increasingly embraced in the racing world, whether at the top end on IMOCA 60s and Fast 40s, or smaller IRC yachts competing in RORC’s offshore races.

Benefits include a huge reduction in physical size and weight, along with a radically increased number of charge-discharge cycles. Typically the best lithium boat batteries will withstand four or five times the number of cycles compared to most deep cycling lead acid batteries.

This is a significant factor in reducing their long-term costs, although it has to be remembered savings will often not be realised until five years after installation, when conventional boat batteries may be nearing the end of their lifespan. As prices of lithium ion relative to capacity continue to fall, total life cycle costs are likely to drop below those of lead acid batteries.

Power-24-3500 battery from Torqeedo: growing production volume in the automotive sector mean we’re likely to see even more LiNMC batteries in marine applications

However, a lithium boat battery is not a straightforward drop-in replacement for lead-acid batteries. Instead, a comprehensive and unified upgrade of boat battery management systems and regulation for all charging sources is needed to eliminate the possibility of thermal runaway creating a self-sustaining fire. 

Despite the improving economic case for lithium boat batteries, this is rarely the prime driving force behind owners’ motivation. Quite simply they are better suited to today’s increasingly complex and power-hungry yachts. Lithium boat batteries can even make it possible to run air conditioning through the night without resorting to the disruption of a generator.

Equally, a lithium-based system may be able to store enough power to make it feasible to change from gas to electric induction cooking, and from a petrol tender to an electrically powered one. 

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Each of these changes have safety benefits in that they get rid of other sources of potential fire or explosion. However, there is so much power concentrated in a lithium boat battery that its chemistry is more lively than that of conventional batteries, with a potential thermal runaway situation able to create a self-sustaining fire that’s impossible to control. 

Granted, this is an extraordinarily unlikely event, but boats have been lost as a result and multiple safeguards are essential.

Safe systems

A properly designed installation will have three comprehensive lines of defence against thermal runaway. At the heart of the system the individual cells of each battery have electronics to keep the state of charge balanced across adjacent cells and to trigger isolation of the cell in the event of an over-temperature situation. 

Battery management is key. Victron’s user interface gives easy access to essential data and allows for remote troubleshooting without having to send an engineer to the boat. Photo: Rupert Holmes

At the next level up each battery module also has a more sophisticated embedded battery management system that can also shut the unit down. Both the cell level and battery level monitoring are, in theory, backstop solutions that should never need to be called upon. 

Each battery module also communicates with the boat’s overall battery management system, which is the first line of defence. This overarching system should warn the user if they are approaching operational limits, and will automatically decrease charge or discharge rates to reduce load on the battery. If necessary it will also isolate specific battery modules.

Both rapid discharge and rapid charge can cause problems, so all elements of the charging system must be part of the battery management system. Standard alternator regulators, for instance, are designed to charge at 14.4V (or 28.8V for 24V marine systems), but a nominal 12V lithium ion phosphate battery will only reach 12.8V when fully charged – they are formed of four 3.2V cells, rather than six 2.2V cells for a standard lead-acid battery. A standard charging regime would therefore overcharge the lithium units, risking overheating and potentially shortening their lifespan.

A 15kW bank of Cleantron NMC batteries fitted to an Arcona 435Z with an Oceanvolt electric propulsion system. Photo: Kelly Tyndall

That’s why a system-wide approach, encompassing power management, charging and monitoring must be adopted. All elements have to be designed from the outset to be compatible with lithium power storage and sized to match each installation.

Hardware bought from reputable suppliers will satisfy all these conditions. However, it’s as well to be aware that there are also very low cost, unbranded cells available for online purchase that have no embedded safety or management systems.

At the moment the use of reputable and experienced suppliers is all the more important, given the marine industry is still on a learning curve with this technology and specific standards for lithium ion battery installations have yet to be developed for marine use.

Specifying lithium boat batteries 

To prevent damage from storing batteries at a full state of charge, many manufacturers only allow a maximum charge of 90%. Equally, many don’t allow discharge below 10-20% of total capacity, partly reflecting the self-discharge rates of a battery in storage, which can reach 3% per month. In practice, it’s therefore worth banking on being able to use only 70% of the rated capacity of a lithium ion battery bank. 

This of course is far better than conventional lead acid alternatives, where in real-world use only 30% of rated capacity is available, but not by as large a margin as some vendors of lithium boat batteries might suggest.

In terms of battery chemistry we’re most likely to see lithium-ion phosphate (LiFePO4) batteries, a chemistry that was discovered in the late 1990s, advertised for service or start batteries. These are excellent for this purpose and are generally well priced.

However, the automotive industry uses lithium nickel manganese cobalt chemistry, which has a better response to fast rates of charge and discharge, which also makes it a better for choice for electric propulsion on the water. 

With Torqeedo alone having supplied more than 100,000 electric drives for marine use, including huge numbers of electric outboards , LiMNC batteries represent the bulk of lithium boat batteries used afloat. Storing LiMNC batteries in a fully charged state reduces their lifespan, so charging regimes will need to reflect this. With the motor industry continuing to drive down costs of LiMNC batteries, we’re likely to see wider use of this chemistry in the future.

The capacity offered by lithium ion systems is making the convenience of an electric outboard for the tender much more feasible. Photo: Torqeedo / Christian Brecheis

Temperature ratings for batteries are also important. While automotive batteries have both heating and cooling systems (usually run off the vehicle’s AC system) to keep cells in the 0-45˚C range, this is not the case for other battery types. Even in temperate climates engine room temperatures can easily top 60˚C in summer; while sub zero winter temperatures could leave a battery unable to start an engine.

Charge and discharge rates

Whatever the chemistry, it’s important to match batteries to both charge and discharge regimes. If you need batteries to charge quickly via a large alternator they must have a high charge acceptance rate.

Equally, if running large loads such as overnight air conditioning, check the specified discharge rates of the battery match or exceed the maximum power drawn by your aircon system at start up.

Lithium ion phosphate batteries, such as this LiFOS model, are the most widely sold for service and starter applications. It weighs only a quarter of an equivalent AGM lead-acid battery and is rated for 2,750 cycles

When updating an existing electrical installation don’t fall into the trap of replacing like with like in terms of available capacity. Part of the advantage of changing to lithium boat batteries is being able to run a wider range of power hungry appliances, so consider additional equipment you may want to add over the next few years, such as coffee machines, induction cookers, freezers, watermakers and dive compressors. 

A bigger battery bank also enables better use to be made of opportunistic ways to charge batteries, such as when motoring in a calm, which reduces the number of occasions on which the main engine or genset has to be run for battery charging.

At METS last year Ken Whittamore, managing director of Triskel Marine, which developed the ultra-efficient Integrel charging system, told an audience that 20 years ago a typical cruising yacht used around 1kWh of electricity per day. Today, his Hallberg-Rassy 42, which is equipped with electric cooking, water heating and tender outboard, uses 5-6kWh daily.

A similar size boat with air conditioning could double these numbers, while values rise rapidly for larger yachts – 50-60ft multihulls running air-conditioning can use 20-30kWh per day.  To put these figures in context, an average size north European home uses around 10-12kWh daily, averaged over a year.

It’s a testament to the efficiency and variety of charging systems now available that such large power usage can often be achieved without recourse to a generator. This in turn makes cruising yachts more resilient in terms of reliability, and their ability to be self-sufficient for longer without needing to refuel.

Looking ahead

Over the past few years the overall trend has been to increase the energy density, and therefore capacity, of batteries without a corresponding increase in their physical size or cost. Historically the general trend has been for the available technology to advance at about 5-7% per year – a trend that Torqeedo says it expects to continue.

“Beyond that, it’s hard to say when step changes will come,” says vice-president of program management, Thomas Wiedemann. “However solid-state and other new lithium technologies are still very new and very, very expensive, with significant challenges for widespread adoption.” 

He predicts short-term gains over the next two to four years may come in optimising how we charge lithium boat batteries, including more efficient and cost effective forms of charging while under way. Solar power, for instance, continues to fall in price, while a greater range of companies now offers panels in custom sizes and shapes that can be tailored to neatly fit the available deck or coachroof space.

Looking further ahead, the automotive industry is putting a huge effort into extending the total lifespan of batteries. To date, car manufacturers have generally guaranteed the batteries of their electric vehicles for 200,000km (125,000 miles), or eight years. However a recent report in the Economist revealed three companies – one in China and two in North America – that are expected to launch a production battery that will be good for one million miles. That’s a figure that’s necessary for electrically powered buses and trucks, but such technology would also render a yacht’s batteries as fit-and-forget items that have the potential to last as long as the vessel itself.

The case for lead acid batteries

It’s still too soon to automatically discount lead acid batteries. While they’re less suitable for high-demand applications, there are still many boats for which they are appropriate – and this technology has also been advancing over recent years. 

They also avoid the big humanitarian and environmental issues currently associated with mining cobalt and, unlike lithium ion batteries, recycling is easy and cost effective.

First published in the October 2020 issue of Yachting World.

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Several injured after Duluth sightseeing boat Vista Star crashes into breakwater

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Several people were injured after the Vista Star, a boat offering sightseeing cruises on Lake Superior, ran into a breakwater near Duluth on Saturday night.

The 92-foot, three-deck vessel struck the barrier — built to protect shorelines from waves — in the Wisconsin Entry, according to the St. Louis County Sheriff's Office.

The sheriff’s office, U.S. Coast Guard, Duluth Fire Department and St. Louis County Rescue Squad responded to the call and found the Vista Star tilted to one side and in 5-foot waves.

The crew of the Vista Star was able to later maneuver the vessel off of the breakwater. Responders to the crash escorted the vessel several miles back to the Minnesota Slip where it was docked. The Vista Star was able to make it under its own power.

Eighty-four people were on board at the time of the crash, according to the sheriff’s office. One person suffered non-life threatening injuries and was taken to St. Luke’s Hospital in Duluth. Several other people were assessed for minor injuries after the vessel returned to the Minnesota Slip.

The St. Louis County Sheriff’s Office is investigating the incident.

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The value of class: electric superyacht toys

Part of an interview series with its experts, lloyd's register reveals the safety implications of li-ion batteries….

With the advancement in battery technology, the dominant battery chemistry lithium-ion is more prominent than ever across a spectrum of industries. Nowadays, most superyachts will be carrying a range of lithium-ion battery-powered equipment on board as part of their arsenal of on-board toys, from electric scooters and Seabobs, to electric tenders. However, these toys carry with them certain safety implications that are not being fully realised by the superyacht industry.

For new build projects, such implications are easily managed – if a full list of toys the yacht intends to store in a certain space is communicated at the design and build stage, any associated risks can be counterbalanced from a hardware or operational perspective, just as it would for a space containing petrol. More issues arise, however, when the existing fleet incorporates toys powered by different energy sources on board, such as lithium-ion batteries.

“A yacht is designed with spaces for specific purposes but, at some point, a new portfolio of toys might be purchased and stored on board, which bypasses the preliminary phase of design and risk assessment,” advises Valerio Dell’Anna, marine surveyor at Lloyd’s Register. “The risk is that anybody can replace their existing tender with an electric tender, with 50 kilowatts of lithium-ion batteries, on board a boat that is perhaps 10 years old.”

The risk that Dell’Anna is referring to relates to the risk surrounding this particular energy storage on board. “There have been some incidents of fires on yachts in the past two or three years related to lithium-ion batteries,” he continues. “It was not the batteries creating the issue, but the process by which the batteries are being charged. The industry is used to storing energies like petrol, and now it has to get used to a different type of energy storage, which in this case is batteries.”

“The industry is used to storing energies like petrol, and now it has to get used to a different type of energy storage, which in this case is batteries.”

As electric superyacht toys are an emerging trend, classification societies and flag states have started to produce guidance notes to advise on the safe storage of lithium-ion batteries on board, and prescriptive requirements are likely to be implemented soon. In the meantime, Lloyd’s Register recognises the importance of raising the awareness of the risks associated with the storage and charging of electric tenders and toys in the marine environment, especially on board the existing fleet.

Responsible for the port of Palma de Mallorca and other yachting hotspots in the region, with hundreds of visits on board per year, Dell’Anna observes a wide spectrum of storage and operational arrangements across the existing fleet. “We always try to talk to the chief engineer and the crew and enquire about the level of awareness they have about the topic, as well as highlight what due diligence they should be putting in place,” he explains. “Sometimes they will have sufficient protocols for charging, with a crewmember always on watch, but it often depends on the size of the boat.”

The message that Lloyd’s Register surveyors try to convey to the crew is that they should be considering lithium-ion batteries in the same way they would a jerrycan of petrol. “On its own it’s not dangerous, but it might become dangerous under certain circumstances,” Dell’Anna concludes. “All regulations work under the concept of safety balance in the yachting industry: something is allowed as long as you understand the risks and counter balance those risks with either design features or operational procedures. This is what the crew of an existing yacht should be considering when bringing any new equipment on board for entertainment rather than safety.”

If crew consider the risks associated with the storage and charging of lithium-ion batteries on board, and make the necessary adjustments to ensure its part of the overall safety balance of the vessel, there is no reason why electric tenders and toys can’t be enjoyed in a safe environment. And if there is any uncertainty, the yacht’s flag state or classification society can be consulted on the necessary measures.

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BMW teams up with tech start-up to present 13.5m electric boat

Car giant BMW has teamed up with German tech start-up TYDE to present a new 13.5-metre foiling watercraft named The Icon. Built as a showcase boat, the first unit has been manufactured in Europe and is making its debut this week at the Cannes Film Festival.

The battery-powered model has an impressive range of over 50 nautical miles at 24 knots, with a maximum speed of 30 knots. Hydrofoils aim to improve efficiency by up to 80 per cent compared to a conventional hull and contribute to improved speeds and enhanced comfort while underway. 

The boat's design is characterised by a flat trimaran-style hull with "prism-like" layout and a central support for the superstructure. The sea-inspired two-tone exterior is enhanced by strips of LED lights, which carve out the boat's profile by night.

On the interior, the yacht has good head heights thanks to an "origami" style design which allows passengers to remain standing upright across the cabin. The cabin is separated into twin lounge areas and a BMW-designed helm station, which features rotating helm seats that allow the space to function either as part of the social area or independently. At the centre of the helm station is a 32-inch touch digital control unit with 6k resolution that has been designed to look and feel like the BMW iDrive operating system. Voice control is also integrated into the same system.

The cabin is flanked by glass panels which promote a continuous connection to the water. This ethos is extended to the swim platform on the aft, which spans 4.5-metres and creates an "exceptionally spacious" entrance to the cabin.

In a press release, TYDE explained that each individual furniture piece is made of grainy metal which reflects sunlight around the cabin like waves on the water. 

The Icon is also fitted with Dolby Atmos system which harnesses input from two-time Academy Award winner Hans Zimmer. 

The craft has been designed "as a series product with pioneering technology for private or even commercial use" intended "to inspire CO2 -free mobility at sea". It will be on display at Vieux Port for the duration of the Cannes Film Festival. 

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France's centre-right bloc proposed a "legislative pact" on Monday that could pave the way for a broader deal with French President Emmanuel Macron's party as political leaders struggle to form a government.

Journal of Materials Chemistry A

High-voltage performance of lini0.5mn1.5o4-based lithium-ion batteries with 4−methyl−1,3,2−dioxathiolane−2,2−dioxide (mdtd) as electrolyte additive.

Spinel-type LiNi0.5Mn1.5O4 (LNMO) materials have attracted broad attention as components of rechargeable lithium-ion batteries (LIBs) due to their high energy density. However, continuous decomposition of electrolyte at high working voltage hinders its practical application in carbonate-solvent-based electrolytes. In this work, 4-methyl-1,3,2-dioxathiolane-2,2-dioxide (MDTD) was added as a functional electrolyte additive to the standard electrolyte (i.e., 1 M LiPF6–ethylene carbonate/ethyl methyl carbonate/dimethyl carbonate) to enhance the electrochemical performances of LNMO-based LIBs. Specifically, addition of a 0.5% additive in the standard electrolyte significantly improved the capacity retention of LNMO/Li half-cells from 78.5 to 95.8% after 500 cycles at 5 C, increased the capacity retention of LNMO/graphite full-cells from 70.8 to 80.9% after 100 cycles at 0.5 C, and enhanced the capacity retention of LNMO/LTO full cells from 37.2 to 81.8% after 200 cycles at 5 C. In addition, the standard electrolyte containing 0.5% MDTD also improved the cycling performance of LNMO/Li half-cells at 45°C, expanding the applicable temperature range. Comprehensive characterization combined with theoretical calculations allowed to reveal the action mechanism of the additive. In this mechanism, MDTD is decomposed subsequently involved in the decoration of the electrode–electrolyte interfacial films (for the LNMO, Li, and graphite electrodes), providing it with improved conductivity, protection, and resistance to electrolyte oxidation/reduction decomposition features. These findings suggest that use of the MDTD additive is a promising strategy to optimize high-voltage electrolytes for the industrialization of LNMO-based LIBs.

Supplementary files

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J. Mu, X. Li, R. He, L. Sun, X. Bai, L. Zhang, X. Zhang, Z. Liu, J. Gao and A. Wei, J. Mater. Chem. A , 2024, Accepted Manuscript , DOI: 10.1039/D4TA02559H

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The power of silence ®

X Shore creates high performance all-electric powered boats that are changing and charging the boat industry for a fossil free tomorrow. The boats are a result of Scandinavian design that blends with nature, Swedish maritime craftsmanship, innovative solutions and cutting-edge technology.

How long does an X Shore boat take to charge?

It depends on what type of charger you use. Let’s say you plug in an X Shore boat into a regular 230V outlet overnight, this would give you enough power for your next day boat activities. To get a faster charge you can connect your Juice Booster to a three phase socket, found in most marinas nowadays, and this would charge your Eelex 8000 from 20% to 80% in 3 hours. Or, if you have access to a fast charger you’ll be able to go from 20% to 80% in just one hour. If you want to calculate the estimated time it would take for you to get a full charge, you simply divide the battery capacity (63 kWh/126 kWh) with the power output of your charger (kW).

What charging capabilities are typically available in marinas and smaller harbors?

Today, most marinas and many smaller harbors offer charging possibilities. Most common is standard outlet charging, but some harbors also offer fast charging. The availability of fast chargers along the coast and in the archipelago is still quite limited, but as more electric boats enter the market, the electrical infrastructure at sea will grow as well.

What is the cost for a full charge?

The short answer is that it’s always way cheaper than a regular tank of petrol. The long answer is that it depends on the location and the current kWh price. Our dual lithium boat batteries can store 126 kWh. So, to calculate the approximate cost for a full charge you take the current kWh price in your area and multiply it by 126.

Electricity and water don’t mix...what makes X Shore boats safe?

It’s reasonable to have safety concerns regarding new technologies such as electric boats. However the fact is that you can feel as safe at sea on your X Shore boat as on a traditional combustion motorboat. All X Shore boats have been tested in rough conditions in the Nordic seas, and they operate safely. All electrical systems and batteries in the boat are fully insulated and constantly monitored to ensure a safe and stress-free boat experience. The battery pack used in X Shore boats is KBP63, which has the protection classification IP67 and IP6K9K. The battery pack is also stored inside a 'puncture-resistant shell' and is certified for use in marine applications in line with international accredited standards (DNV GL). Nowadays, almost all electric vehicle batteries are fully insulated. Just as you can feel safe driving an electric car through a rainstorm, you can rely on the watertight and heavily reinforced protection of the electrical systems and batteries on our boats.

What do I do if the battery runs out at sea? Is there a roll-on/roll-off emergency battery option, or gas or diesel back-up generator?

Running out of power at sea is very unlikely. Contrary to a combustion motorboat, X Shore boats will automatically go into “power saving mode” when reaching 10% battery capacity. This means the boat will go at reduced speed of 6-7 knots to enable you to get to a charging point safely. There is no roll-on/roll-off emergency battery or diesel back-up generator.

What batteries are used in X Shore boats?

Dual lithium boat batteries from Kreisel.

How are your batteries produced? Isn’t battery production harmful to the environment and/or people?

Kreisel is based in Austria and source many of the components for the batteries from their region and neighboring countries. Austria has one of Europe's greenest energy mixes and Kreisel use solar panels as well as heat recovery to reduce production emissions. The battery cells are mainly sourced from Asia, from a well-established supplier that is signed up to responsible sourcing standards. We are working closely with Kreisel to gain traceability of key components, map the environmental footprint and take actions to reduce it. We will share updates as we progress this work.

How powerful are the batteries? What is the equivalent power in AA batteries?

Our dual lithium boat batteries can store 126 kWh. A regular AA battery has a capacity of 0.025 kWh. This means that you’d need 50400 AA batteries to reach 126 kWh, that’s a lot of batteries!

Where are the X Shore boats made?

The boats are designed and manufactured in Sweden. Our HQ is located in Stockholm and our factory is located in Nyköping, one hour south of Stockholm.

How long is the battery and motor warranty?

Does the purchase include service if not, who can do the service or repair.

No service is included, but if you would experience any trouble with the software or other components of the boat, you can always turn to us and we will help you. If an accident was to happen, inflicting damage to the hardware, practically any repair shop will be able to fix it. If you have any questions regarding repairs, you can contact us , we are happy to help and recommend who you can turn to for service or repair.

Do you offer an extended warranty or seaside assistance package?

No we don’t, but we’re always open to help or recommend whom to contact when in need for assistance. Here is our contact information.

How does the screen work?

The center console has a screen that helps with everything onboard, such as navigating, monitoring, and steering different functions of the boat.

Is there an X Shore app?

Yes, the app is available for you to download after you purchased the boat.

What is the X Shore captain’s watch?

You can buy your own X Shore captain’s watch that can be used as a remote key to unlock the boat. It also works as a “person over board” detector and will stop the boat if the captain falls over board. It is a high performing smart watch with all the functions you’d expect.

Why do you use cork on the deck?

Mainly because it’s a more sustainable option to the otherwise typically offered teak, but also because of the many benefits of the material suitability for boats. Compared to wooden floors, cork offers a soft feel and doesn’t get very hot on a sunny day. Which makes walking barefoot on the boat so much more pleasant. And apart from the natural aesthetic appeal of the material, cork also offers durability, traction, sound proofing, elasticity, compressibility, and insulation – while still being easy to maintain.

What makes the cork a sustainable option and where does the cork come from?

The cork used on X Shore boats is harvested in Portugal, in accordance with the strict European environmental regulations. The cork-oak is one of the most unique ecological systems in the world, contributing to biodiversity and CO2 absorption. (While teak can cause issues of high eco-cost of tropical deforestation.)

How durable is the cork and what happens if I damage the cork?

We recommend coating the cork with Osmo hardwax oil to improve the durability, but this is optional. In case of minor damage such as dents we recommend mixing cork granules with glue and then fill in the gaps. In case of larger damage, we would recommend patching it up.

What materials are used for the hull?

We use a combination of glass fiber and carbon fiber to balance weight, performance and environmental impact. The hulls are built in a sandwich construction, which is beneficial in terms of stiffness and weight. We currently use hulls produced through vacuum injection. We are continuously working on reducing the weight and environmental impact of our hulls, as well as the rest of the boat. We are moving to in-house hull production at our factory in Nyköping, where the hulls will be produced with an industry leading method, so called pre-preg, that enables us to use a resin binder (rather than styrene-based vinyl ester), as well as to use significantly less plastic than in common composite hulls. Our in-house hull production will be fully up and running as of 2023. Until then, Read more about our sustainability goals here: https://xshore.com/sustainability

What modules are available?

For Eelex 8000 there are about 15 different ways to combine your modules. You can opt for a social module, with sofa and table that converts to a sun bed. There is a forward sun bed with ample storage and possibility to hold a porta potty. You can also opt for diving modules and fishing modules. The modularity makes the boat fit for any occasion. You can easily swap from one module to another depending on what you want to use the boat for on that day.

X Shore 1 is available in two different versions Open and Top, available in three specifications: Utility, Performance and Premium

Does the boat have solar panels? Why not, and could I buy them as an upgrade?

Currently no. A typical solar panel generates at best 400 W, which means it would take 315 hours of decent sunlight to fully charge the boat. Therefore, we don’t consider its effect efficient enough to prioritize as an option for now.

X Shore boat specifications

• Length: 8m / 26.2 ft
• Width: 2.6 m / 8.5 ft
• Depth: 0.8 m / 2.6 ft
• Weight: 2,600 kg / 5,730 lbs
• Top Speed: 30 Knots
• Cruising speed: 20 Knots
• Range: 100 NM at lower speeds
• Model: Open, Top
• Length: 6.5 m / 21 ft
• Beam: 2.23 m / 7.3 ft
• Depth: 0.65 m / 2.13 ft
• Height: 1.66 m / 5.4 ft 1.66m inkl | 2.19 m / 7.18 ft
• Weight: 1.7 Ton | 1.77 Ton
• Electrical Motor: 125 kWh
• Battery Capacity: 63 kWh
• Range: 50 NM at lower speeds
• Charging: 20-80% 1.5 hours (22kW) / 4.6 hours (7.3kW) / Fast Charging 50 min (45kW)
• Display: Large touch screen

Where can I buy an X Shore?

You can buy directly from us or find your nearest X Shore retailer here .

How long is the estimated delivery time?

The delivery time of your boat will depend on what features, add-ons and modules you choose. You order confirmation will specify the estimated delivery date. You can contact us for discussion regarding your preferred delivery date.

How much does an X Shore boat cost?

• • From €249,000 excluding VAT and shipping.
• • From $329,000 excluding VAT, including US configuration, overseas shipping and import taxes (local taxes and fees may apply).
• From €99,000 excluding VAT and shipping.
• From $139,000 excluding VAT, including US configuration, overseas shipping and import taxes (local taxes and fees may apply).
• From €109,000 excluding VAT and shipping.
• From $149,750 excluding VAT, including US configuration, overseas shipping and import taxes (local taxes and fees may apply).

Since you can customize the boat to your pleasure and needs, your total price will depend on the choices you make in our configurator. Non-US boats are sold ex-works at the X Shore factory in Nyköping, Sweden. We are happy to support with recommendations on shipping partners if desired.

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Field test: PV Modules

A real world comparison between Mono, Poly, PERC and Dual PV Modules.

* This is a field test and the results are specific for this installation on this location please research which is the best solution for your own situation as the results can be different based on environmental influences.

Total solar yield as of 27/03/2023 when the results were reset: Mono: 9158 kWh Split-cell: 9511 kWh Poly: 9113 kWh Perc: 9471 kWh Perc-east: 1970 kWh Perc-west: 1730 kWh

X-Yachts choose Victron Energy Lithium-ion energy system

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X-Yachts are no strangers to the world of performance sailing and their pedigree is easily warranted, as over the last 35 years the company has been synonymous with high performance yachting, winning nine official World Championship titles, and delivering almost 1,000 ISAF recognized one-design class yachts. Race victories in prestigious regattas like the Admiral’s Cup, Sardinia Cup, SORC, Rolex Giraglia Race and Rolex Middle Sea Race all show testament to the X-Yachts heritage of building world class performance yachts.

However since 1990 X-Yachts have increasingly focussed on making offshore performance orientated cruising yachts over 50ft. More than 200 X-Yachts between 50 and 73 ft are sailing around the world, many of them making circumnavigation voyages.

The all-new X6

Building on this success X-Yachts have now developed the all-new X6 to provide ultimate luxury, without sacrificing the renowned X-Yachts sailing performance. The X6 has been designed to take her owners and crew anywhere in sumptuous style and comfort as demonstrated in the headline image rendering above and the one below. These images are based on advanced 3D design technology and showcase just some of the offerings and possibilities.

Lithium-ion battery systems

Performance, cruising ability and luxury in a modern 66ft yacht such as the X6 cannot exist these days without a performance energy system to match. This being the case Victron Energy are delighted to announce that X-Yachts have chosen a Victron Lithium-ion energy system as the optional enhancement for Hull No.1. The older technology of AGM (lead acid) is currently offered as the standard fit, but that is heavier with a lower charge acceptance rate, less cycling ability and a shorter lifespan.

For an in depth comparison of the two technologies see the blog: Batteries: Lithium-ion vs AGM

This all adds up to a growing list of prestigious yacht designers and builders who have chosen such Victron Energy systems. In fact in the coming weeks we also have another high-end yacht company to add to the list, besides Morris Yachts and TAG Yachts who have already fitted such systems.

X6 equipment specification

The chosen products for the X6 optional energy system include:

• 7000VA Isolation transformer
• Quattro 24/5000/120-100/100
• Skylla-i 24/80
• Color Control GX
• BMV-700 battery monitor
• Lynx Ion + Shunt 600 and see an earlier blog post
• Lynx Distributor
• 4 x Lithium battery 24V 180Ah
• Ancillaries such as DC-DC converters and Panels and system monitoring

Why choose Victron?

In writing this blog I was curious to know why X-Yachts chose Victron Energy components, so I asked them. Here is what John Morsing who takes care of all their technical and electrical installations had to say:

“We chose Victron ‘s system because they were able to deliver a complete system where the individual components are all from one supplier. Moreover, in being our primary supplier of these components, we have historically had good cooperation, service and support, both locally and globally from Victron Energy.”

Interestingly these are almost the exact same reasons I chose Victron for my private conversion to electric propulsion and a lithium-ion system on my own 26ft sailing sailing yacht. It would appear I’m in good company!

It seems barely a day goes by now where I don’t hear of some company or individual choosing a lithium-ion system over older lead acid technology energy systems. Large, small, leisure or commercial it seems Lithium systems have come of age in the marine world.

Thanks to X-Yachts for the information and images used in this blog.

Thanks also to Niels Kaarill for making me aware of this project. Niels is Victron Energy’s area sales manager for Scandinavia.

Learn more about X-Yachts: https://www.x-yachts.com/en/

John Rushworth

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Lithium-Ion Batteries for Powering Sailboats

Ready to re-power with a li-ion setup read this first..

Photo by Benôit Sthichelbaut

Several themes prevailed at last fall’s International Boatbuilder’s Exhibition (IBEX), one of the marine industry’s premier insider conferences. One was hybrid boat design, and a second was the application of lithium battery technology to high-current electrical applications. “Hybrid” and “lithium” have become buzzwords in the marine industry as we look forward to green technologies, not only with boats but in all manner of electrical supply and propulsion systems.

In light of this latest trend toward lithium-ion batteries in marine applications, Practical Sailor decided to explore the products currently on the market, separate fact from fiction, and get a clearer picture of where lithium battery technology is headed in the next few years. With all the hype about lithium-ion batteries, we expected to find multiple manufacturers jumping into the marine market, but in fact, we only found four companies actively targeting the marine sector. One of those companies, Corvus Energy of Vancouver, B.C., has delved only into the commercial side of the industry.

Of the three major players in the recreational marine market, two are familiar names to PS readers. The Dutch company Mastervolt was recently recognized in our inverter-charger test (PS, March 2010). The German company Torqeedo, known for its breakthrough electric outboard motors (PS, January 2011) now has a 24-volt, 104-amp hour, stand-alone battery available. Valence Energy Systems offers several battery packs in both 12-volt and 19-volt configurations. Although some sailors have found other sources for lithium-ion batteries, these batteries are not aimed at the marine market.

Why lithium ion?

Scientists and engineers have been trying to improve batteries since Alessandro Volta developed the first so-called “voltaic pile” over 200 years ago. Cheaper, safer chemistry, greater power density, a faster recharge rate, low maintenance and greater cycle-life have always been the goals and will continue to be the driving forces from a design perspective. The need for storing electricity and making it portable is a fundamental fact of life in today’s age.

Early on, scientists knew that lithium is the lightest of all metals and has a very high electro-chemical potential. Lithium provides the highest energy density for its weight; in fact, depending upon the specific chemistry used, lithium-tech batteries can easily achieve two- to three-times the power density of conventional lead-acid or nickel-cadmium batteries. Also early on, scientists learned another important fact about lithium metal: It is inherently unstable. Early efforts to create rechargeable battery cells resulted in frightening fires and extreme over-heating issues. The answer to that problem was to move toward the lithium-ion, which is not metallic and considered safe as long as certain, very strict cell control parameters are met during discharge and recharge. Safety is also dependant to a large degree on the actual lithium-based chemistry used.

Sony Corp. is credited with being the first to bring the lithium-ion battery to mainstream commercial use in 1991. But the learning curve certainly didn’t stop there. The stories of people burning their knee caps as the lithium batteries in their laptop computers went into thermal run-away are not urban myths.

In spite of these early growing pains, technology has evolved to the point where the current state of the art is lithium-ion. There are several reasons for this:

· High energy density compared to any technology we are aware of today.

· Essentially no “break-in” charge cycling is needed.

· Relatively low self-discharge (approximately 3 percent voltage drop per month), especially compared to the nickel-based chemistry it is replacing, Nickel cadmium (Nicad) and nickel metal hydride (NiMH).

· Low maintenance.

· No “memory” issues such as those that plagued Nicad technology

· Much higher recharge efficiency

The Lithium Difference

As interest in all things eco-friendly and hybrid and total electric propulsion concepts continue to evolve, one of the obvious questions is: “How are lithium batteries different from the batteries on my boat right now?”

The differences are many, and they are by no means obvious. We list some of the advantages above, but here are some of the disadvantages we face as we employ this technology:

· Lithium battery cells require “protection” circuitry to maintain carefully controlled balance in both voltage and amperage between the cells that make up a battery. One engineer weighing in on a lithium-battery forum who has worked extensively on lithium technology for the airline industry states that a variation of as little as 100mV between cells during discharge can cause major problems.

· Lithium batteries are subject to accelerated aging if not properly cared for. A fact that is often ignored and is somewhat counter-intuitive is that storing lithium batteries at 100 percent state of charge will actually reduce their life cycle potential. Cycle life, especially at the price of these batteries at this point in time, is a major issue. Without maximum cycle life, the return on investment for this technology is seriously in question.

· Battery storage temperature is another critical concern with lithium technology. Engineers have learned that lithium batteries that are partially discharged and stored in refrigerators last longer. Tesla Motors, for example, has studied these matters extensively and has integrated a liquid cooling system for its battery pack to help maintain favorable temperatures and maximize battery cycle life.

Lithium-Ion Chemistry

Perhaps one of the most confusing issues surrounding lithium battery technology is that the different manufacturers are using different types of chemistry. Some use a lithium-cobalt or lithium-cobalt mixed with nickel technology, which is generally considered unsafe for use in larger battery configurations like those we see in marine applications. Others use lithium-iron phosphate or lithium-manganese or lithium-iron magnesium. Still others will use an even more complex lithium-nickel-manganese-cobalt blend, which supposedly enhances the potential current density. A recent addition to this chemical potpourri is a lithium-ion-iron-sulfide chemistry, which one British company is claiming will provide 1.6 times the energy density of existing lithium batteries at half the cost. Time will tell. In all of our research, we found that there is no common ground in all of this. Each manufacturer is walking a fine line between power density, safety in application, and cost.

Much has been learned from the automotive sector in all of this, and they certainly have a more business-friendly critical mass to support research and development than the recreational marine market.

With that in mind, you may be asking yourself why your brand new Toyota Prius is still using 15-year-old nickel-metal hydride technology for its hybrid drive power. The truth is, Toyota intended to use a lithium-ion battery pack in its 2010 models, utilizing nickel-based chemistry. It turned out that although they were able to reduce materials costs significantly, they discovered that the production process was quite complicated and added too much cost to the battery to make it economically viable. So, Toyota shifted gears, and stuck to the tried-and-true NiMH battery pack it has been using with good success­­—for now. Plans are to introduce a tri-metal lithium battery pack with their 2012 model year using a cobalt, nickel, and manganese blend.

courtesy of Veolia Environnement

Lithium in Boats

So far, we’ve only seen lithium-ion batteries used in high-end hybrid, all-electric, or alternative power applications on boats. Even among that small niche, it is more common to see AGM batteries because of the high cost of using lithium-ion. With that said, we have seen major price adjustments in lithium batteries in just a few years. Mastervolt, for example, introduced its MLI 24/160 lithium-ion battery several years ago at a nearly $8,000 list price. That same unit today costs $6,650, still nothing to sneeze at, but moving in the right direction.

Regulatory Issues

One of the regulatory issues that is driving interest in electric propulsion has nothing directly to do with the batteries themselves. For several years, some European countries have excluded the use of internal combustion engines on lakes and inland waters. This has driven up interest in electric propulsion, and it has certainly helped the Germany-based Torqeedo. Its lithium-ion battery is a spin-off from its core business, which is a growing line of highly developed electric outboard motors, all powered by lithium-ion batteries. These same regulations are now moving to the U.S. and several of the classic inland pontoon boat manufacturers have embraced the Torqeedo motors as original equipment.

Photos by Ed Sherman

Meanwhile, there are no standards or federal laws that specifically address lithium-ion use or installation on recreational boats. The American Boat and Yacht Council (ABYC) is considering development of some guidelines in this area, but at this time, nothing has been cut in stone.

Nor are there any U.S. Coast Guard regulations. We suspect that the USCG will approach Li-ion battery standards as they have similar issues: Wait to see what the ABYC comes up with first. For now, the 40-year-old USCG regulations that apply to basic lead-acid battery technology installations are the only mandatory requirements guiding field installers. This is a pretty frightening circumstance when we think of the potential here. As we mentioned, these lithium batteries have extremely high power densities, meaning that for their size, they can pack a very serious punch. One of the concerns is over-current protection of battery banks on boats in the event of an electrical short-circuit at or near the batteries. The available short-circuit current at these batteries is extremely high—in the thousands of amps—and there are no guidelines that specifically address short-circuit current protection.

The potential for disaster is real. We found some Valence U-27 lithium batteries available on eBay at a $1,500 “Buy it Now” price. Combine that temptation with the unfiltered accolades of the blogosphere, and it is only a matter of time before someone replaces all of their standard lead-acid batteries with high-power lithium-ion batteries, believing it is the right thing to do. The following point can’t be overemphasized: Proper use of lithium-ion battery technology on boats means buying into a system that includes consideration for not only safe installation, but also proper load management, over-current protection, and recharging while at rest and underway. Also, achieving the maximum lifecycle from a lithium-ion battery requires careful provisions during seasonal lay-up periods—an item that you don’t see advertised in the boat show literature. If the off-season maintenance routine is not carried out correctly, this could have a significant impact on the actual cost per watt-hour of electricity used during the life of these batteries.

The Players Today

As already stated, we could find only three companies that have made any significant inroads into the recreational marine marketplace, and we identified one company that is working in the commercial marine market. This seems a bit odd, because if you Google through lithium battery manufacturers, you will find hundreds even thousands listed, primarily in China, but with a main focus on other industry sectors, predominantly batteries for electronic equipment. The need to keep all those iPads and iPods powered up is a really big deal from a global perspective.

Let’s focus on the three players in the recreational marine market: Mastervolt, Torqeedo, and Valence Energy. Each of these companies offers very different products and has taken slightly different directions in how it has approached the recreational marine market.

Mastervolt, based in Holland, prides itself on its ability to stay at the leading edge when it comes to designing and bringing to market innovative, integrated power-supply systems. Practical Sailor has certainly seen that innovation in any product comparison tests we have done in recent years where Mastervolt had a product to offer. As leaders in this area, it stands to reason the company would be among the first to offer up a high-capacity battery system using lithium-ion technology. Enter the MLI 24/160.

Mastervolt systems end up on a lot of high-end vessels and land-based coaches all over the world. Many of their customers have high electric power demands and power-to-weight ratios are a never-ending design concern. Lithium-ion can help there. Further, the company’s acquisition of Bellman, an electric-motor drive company, last fall seemed to create a natural match to expand into the electric propulsion sector of the market.

One of the fundamental design parameters around any electric propulsion system is weight reduction, particularly on a sailboat. The increased power-density of the lithium-ion battery is a major contributor toward making these sorts of propulsion systems a reality for the mainstream. Furthermore, when compared to traditional battery technology, lithium tech batteries can be discharged much further than their lead-acid counterparts, so they are effectively providing more power for each charge-discharge cycle. Mastervolt claims its new battery delivers 60-percent more power per cycle than a similarly sized lead-acid battery. It also spotlights the battery’s extremely fast rate of recovery. The main limit on the rate of recharge, says Mastervolt, is the charging capacity of the onboard charging system.

Mastervolt has chosen lithium-iron phosphate as its cell chemistry. Based on our research, this chemistry is among the safest under the lithium battery umbrella. To further enhance safety and help control cycle life, Mastervolt includes an integrated battery management system (BMS) in each battery. This system continuously controls cell balancing during charging, discharging, or at rest. If the user chooses, and it is recommended, the batteries can be connected via a MasterBus network to one of Mastervolt’s MasterBus-enabled battery chargers. Mastervolt claims that this “system-matching” will add approximately 5-percent more effective capacity. Also, the system lets you monitor battery state of charge via a remote panel. In tune with hybrid or high-voltage DC electric drive systems, the batteries can be series-connected to achieve as much as 250-volts DC and can be parallel-connected to increase amp-hour capacity to a virtually unlimited level. This, of course, is good and potentially bad, as discussed earlier. This is one of the reasons some standards development is in order, in our view.

Mastervolt enjoys an impressive customer list that is working with lithium battery technology at one level or another. Practical Sailor readers will certainly recognize some of Mastervolt’s lithium-ion customer base: Pearson Yachts, Baltic Yachts, Swan, X-Yachts, Catana, and Outremer, to name a few.

Bottom line: Mastervolt does a good job of balancing performance expectations with safety. Sailors interested in hybrid propulsion should keep an eye out for field reports (and updates in Practical Sailor ) as more of these systems go into service.

Torqeedo is based in Starnberg, Germany with offices in Crystal Lake, Ill. Practical Sailor has tested two of the company’s portable outboards, most recently the T-1003 (January 2011). Several years ago, the company introduced what are to date the most innovative electric outboard motors anywhere. They are powered with lithium-ion batteries; lithium-ion manganese, specifically.

Although Torqeedo is marketing its new standalone Li-ion battery pack toward smaller boats (as opposed to the larger boats with hybrid or electro-propulsion that Mastervolt is attempting to woo), some makers of larger boats are embracing it as well. Godfrey Pontoon Boats, one of the oldest U.S. builders of pontoons, now offers a Torqeedo power package, and its dealer network seems to be embracing it.

Torqeedo’s current battery offering, the 26-104, is a nominal 24-volt, 104-amp-hour capacity unit. It also offers a 350-watt charger that they say will recharge the battery in eight hours. Like the Mastervolt battery, this battery pack has a very sophisticated, integrated control system that monitors and maintains each cell that makes up the pack. Additionally, the Torqeedo battery pack provides internal over-current and short-circuit cut-off protection. Mastervolt, by comparison, relies on externally mounted protection. Both are fine.

For now, the most suitable application for the battery would be to provide support for their higher-output electric motors such as their “Cruise R” package. This particular motor is the rough equivalent of a 9.9-horsepower outboard engine, but will consume a fair amount of electrical power in service. The Cruise 4.0 for example requires 48 volts to run. So series-connecting a pair of 26-104 battery packs would get you there.

What’s the price of all this green power you ask? Well, get ready to shell out lots of green. Once you get past the price of the motor, you’ll be spending $2,500 each for the 26-104 batteries and another $600 to get the matched charger. That’s $5,600 just for the battery system, more than you might pay for a boat that would run on it.

Bottom line: Torqeedo is the player in lithium-powered, small boat electric propulsion. As such, it can command a high price for its products. Anyone pondering an electric dinghy or day-sailor should check out Practical Sailor ’s recent review of the Torqeedo T-1003 (January 2011).

Valence Energy Systems

Valence Advanced Energy Systems seems to have the more diverse lithium-ion product line at this writing, probably because the company is attempting to aggressively target any and all emerging markets for lithium battery technology. It has been in what is called the “large format”(as compared to cell-phone batteries) lithium battery business since late 2007. As of February 2010, the company had partnered with group Beneteau in a collaborative effort with ZF Marine and Volkswagen in the development of their diesel electric hybrid drive system, which has great future potential for bringing this sort of technology into the mainstream.

Photos courtesy of Mastervolt

The company is now headquartered in Austin, Texas, with a European office in Antrim, Northern Ireland. Its choice of specific lithium chemistry is lithium-iron-magnesium-phosphate, and it has invested millions in independent laboratory testing to determine that this technology is intrinsically safe. The company claims that since 2006, thousands of its systems have been put to use in both mobile and stationary installations.

Valence is the only company in our grouping that offers what can be considered “normally” sized battery packs that can easily be considered as direct replacements for existing lead-acid batteries. It has two models in its line-up, the U24-12XP and U27-12XP, that are case sized based on U.S. standard BCI group numbers 24 and 27, respectively. These are both very commonly used standard automotive battery sizes, and this sizing probably reflects needs created by Valence’s penetration into the emergency vehicle market sector. Some of the company’s other battery sizes target the electric vehicle or stationary back-up power market sectors.

Like both the Mastervolt and Torqeedo battery packs, these units employ integrated cell-balancing technology as well as comprehensive data monitoring capability, but its BMS module is external to the battery and not to be confused with a dedicated battery charger.

The company offers a series of variously sized and rated BMS modules. These modules can attend to monitoring and battery-to-battery balancing needs in systems that use up to 47 battery packs connected in series. So, depending on system needs, Valence can provide for a system that requires from as little as 10-volts DC to as much as 750-volts DC. A module that has the capability of working with up to 10 of the company’s 12-volt batteries connected in series (up to 150-volts DC) retails for $225. The company claims that any modern battery charger calibrated to work with AGM or gel-cell technology will work with its batteries. Their group 24/12-volt battery retails for $2,200 and its group 27 equivalent retails for $2,500. As part of any installation, users are advised that the remote BMS module is recommended for best results.

Bottom line: Valence is the only company reviewed here that offers batteries in standard sizes, a plus for boat owners with battery compartments that are tight or hard to re-configure.

With what Practical Sailor has learned after putting a microscope on this topic, it’s safe to say that lithium-ion battery technology for use in recreational marine applications is in its infancy. But with a mix of well-heeled yacht owners and green energy zealots willing to lay down the cash, we are seeing steady progress and climbing the learning curve in the right direction.

Global forces are really what will dictate how much people will spend to keep the ball rolling. Certainly in the case of hybrid and total electric propulsion, which are without question several of the biggest potential markets for lithium battery technology implementation, world oil prices will drive the acceptance of alternatives to internal combustion engine drive systems for boats.

Europe is leading the way on that front and it stands to reason. Their price-per-liter of either gasoline or diesel fuel far exceeds anything we have seen yet here in the U.S. The obvious question is: “How long that will remain the case?”

Air quality as well as water pollution on inland lakes and the evolving mandates against internal combustion engines—again, already an issue in Europe—will also be a contributing factor and force the move toward more electric power solutions.

Within the automotive sector, we are seeing continued growth in the hybrid sector. With all-electric cars like the Chevy Volt and Nissan Leaf, it is reasonable to expect that others are going to jump full on to this bandwagon. This bodes well for the lithium battery business, and marine applications will be a major part of the trickle down from this.

When all is said and done, a few key questions regarding lithium-ion battery technology in the recreational marine industry market remain unanswered. We still really don’t know what the actual cycle life of this technology will be under real-use conditions. The information today used by the vendors and proponents of the technology are based primarily on laboratory tests under ideal conditions, not living in the bowels of a boat. Until we see the real-world numbers for cost per watt/hour of electricity produced, this is all just speculation.

Finally, and perhaps most importantly, installation standards for these systems need to be established to ensure boater safety. There are none in place at the moment, although it appears that ABYC may be introducing some relevant standards as early as summer 2011. Stay tuned.

In our apples-to-avocados comparison of lithium-ion batteries, each maker has carved a particular niche. While the weight savings is significant with lithium-ion batteries, the price holds back mainstream acceptance.

• The Electric Alerion 33
• AGM vs. Lithium in the Real World

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Naomi campbell wows in gold bikini during ibiza getaway with gal pals, naomi campbell sizzles in gold for ibiza getaway.

Naomi Campbell was rocking that supermodel bod on a girly getaway with Eiza González and Michelle Rodriguez ... living it up on a yacht in Ibiza.

Check out these pics -- Naomi was killing it in a teeny metallic gold bikini, with matching gold bling and shades while soaking up the sun like a pro on Monday.

NC was clearly living her best life, working those angles in her two-piece like a pro -- just as effortlessly as when she first hit the modeling scene at 15.

It wasn't just Naomi making waves -- Eiza and Michelle also sent temperatures soaring ... rocking tiny bikinis and diving into some serious snorkeling action before drying themselves off back on board.

As for Naomi, it's unclear if her two young kids joined her on the yacht, but judging by the pics, it looks like she got some well-deserved mommy time off.

The British legend welcomed her second baby at 53 last year, just two years after her first -- proving that age is just a number!

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ION yacht NOT for charter*

24.55m  /  80'7 | ferretti yachts | 2002.

Owner & Guests

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Special Features:

• Interior design from Zuccon
• Sleeps 8 overnight

The 24.55m/80'7" motor yacht 'Ion' was built by Ferretti Yachts in Italy. Her interior is styled by Italian designer design house Zuccon and she was completed in 2002. This luxury vessel's exterior design is the work of Ferretti Yachts.

Guest Accommodation

Ion has been designed to comfortably accommodate up to 8 guests in 4 suites. She is also capable of carrying up to 4 crew onboard to ensure a relaxed luxury yacht experience.

Range & Performance

Built with a GRP hull and GRP superstructure, with teak decks, she has impressive speed and great efficiency thanks to her planing hull. Her water tanks store around 1,200 Litres of fresh water.

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Motor yacht Ion is currently not believed to be available for private Charter. To view similar yachts for charter , or contact your Yacht Charter Broker for information about renting a luxury charter yacht.

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Specification

M/Y Ion

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… is our wonderful Baglietto 101, with aluminum hull and superstructure that can accommodate up to 8-10 guests in her 4 cabins in the lower deck all with a/c and en suite facilities.

contact us and book to learn more about THEION Yacht

49.000 € per week during high season

Enjoy amazing tours around GREEK ISLANDS.

FOR CHARTER

THEION is our wonderful Baglietto 101, with aluminum hull and superstructure that can accommodate up to 8-10 guests in her comfortable 4 cabins in the lower deck all with a/c and en suite facilities. One Master cabin, one VIP and two Twin that convert into perfect Double cabins with one Pullman berth in each, while her professional crew of 5 sleeps in separate compartments offering the maximum privacy to THEION’s guests. Her saloon and cabins are equipped with TV and audio system and so is her Flybridge for entertainment and fun! She is powered by 2 MTU engines that give her a cruising speed of 25 knots and a top of 32 knots so you can discover even more spots of the Greek coastline!

THEION’s interior is classic and elegant offering a sense of opulence when step on board. Her ample spaces along with her comfortable dining areas are ideal for gathering with family and friends. You can enjoy a fine dining experience either inside the yacht or at the aft deck, relax on the flybridge’s sunbathing area with a cocktail or, if you are more into adrenaline, have fun with her various water toys!

The pure lines of this yacht are the result of the glorious cooperation between Baglietto & Paszkowski. The construction of both structure and over structure is made by Baglietto while the interior are from Mondomarine who carefully followed the technical specifications and styling Baglietto fixed for this model.

Uniques Design and luxurity combined with space

Why theion Is The Perfect Choice?

Accommodation.

10 guests in 1 Master cabin, 1 VIP & 2 Twin that convert into Doubles with 1 pullman berth in each, all with air-condition and en-suite facilities.

TENDER & TOYS

Tender: Zodiac 5m (new model, 2022) with a Yamaha ob 115hp, SeaDoo 3 seater (new model 2022) 300 hp with audio system, SUP, Wakeboard, Canoe for 2 pax., Inflatable sofa for 3 pax., Tubes, 2 X inflatable platforms, Waterskis, Seabob, Snorkeling & fishing equipment

GENERAL AMENITIES

Sunpads, wifi, a/c, Sony MHC, V83D Bluetooth Audio system for parties, Sundeck is over than 100 sq.meters with refrigerator, Barbecue. THEION has also a sky lounge on the sundeck with clear view all around. The main deck has a good size galley, not visible to the guests and a comfortable saloon along with a very large dining area leading out to the cockpit.

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