electric yacht conversion

Propulsion Systems for Monohull

The silence of an Oceanvolt electric propulsion is a skipper's dream.  Whether quietly maneuvering through a harbor or motor-sailing on low-wind days to create your own apparent wind, our electric solutions will enhance and extend your sailing enjoyment. 

Oceanvolt offers Hybrid or Electric systems as a power & propulsion option in partnership with many leading monohull boat builders - adding new partners continuously. We also offer repowering solutions for converting away from legacy diesel engines – removing the diesel engine, fuel tanks and exhaust system - cleaning up greasy, smelly engine compartments and freeing up both weight and space below deck.

Oceanvolt systems are scaled and configured to achieve maximum efficiency - taking into consideration boat length, beam and displacement as well as system weight and placement within the boat.  Range, beyond battery capacity, is extended through hydro generation while sailing above 6kn.  This can be complemented with either a portable AC generator or a DC generator (in larger boats or for long distance cruising).

All Oceanvolt systems are engineered to operate at 48 volts for passenger safety and ease of repair. Oceanvolt systems are extremely low maintenance and do not require winterizing (no annual engine maintenance/storage costs).

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Electric Sailboat Motor: Range, Cost, Best Kits for Conversion

Today, owning a completely green sailboat has been made possible with electric sailboat motors.

Imagine cruising with the silence of an electric sailboat motor and the ease of use with a simple press on the start button. What’s better is there are no exhaust fumes at all with significantly less maintenance.

It’s so appealing that a lot of sailing liveaboards have made their electric sailboat motor conversion.

However, some sailors are still on the fence, worrying about the range and price of the electric sailboat motor.

If you are one of them, you are in the right place!

This post will guide you through every aspect you need to know about electric sailboat motors to help you make an informed decision.

Besides, you will get professional insights on how to make the electric sailboat motor conversion for your own boat and learn the best electric sailboat motors (with honest reviews).

Table of contents:

• Electric Sailboat Motors: Confusion Explained

Electric Sailboat Motor or Combustion Motor

• Electric Yacht Motor Conversion: Two Solutions
• How to Size an Electric Sailboat Motor

Best Electric Sailboat Motors (with Reviews)

Electric Sailboat Motor: Confusion Explained

Can you go cruising with an electric sailboat motor? Can you put an electric motor on a sailboat? Are there any limitations?

Whether electric sailboat motors are a good fit for your boat is not a YES or NO question. Here we will explain your top worries with statistics and facts. That way, you can make a wise decision according to your situation.

You may hear some complaints about the batteries and range of the electric propulsion.

However, their experience may not suit electric sailboat motors.

In fact, even small electric engines work pretty well in many sailboats. That’s because most of the time, the wind can power the boat, and the motor is just used for docking or in rare times when there is no wind.

Therefore, it makes more sense to learn electric sailboat motor performance in real-world applications.

Here is a test report of a 3 HP electric sailboat motor on an RS21 racing sailboat:

As you can see, the small electric sailboat motor can run at 5.5 mph top speed for one hour continuously.

And there is a big difference in terms of range vs speed for electric sailboat motors:

If you lower the speed, the range and runtime can be greatly extended. The slower you go, the further you’ll get. For example, if you cut your speed in half, the electric sailboat motor can last 7 hours and go 20 miles within one charge.

That’s pretty sufficient if you use the electric yacht motor mostly for docking or as an auxiliary engine.

Faster top speed (and more range) is available with higher power electric sailboat motors depending on your specific requirements. Contact a specialist to design your electric sailboat motor solutions.

Also, don’t forget to get the electric sailboat motor with regeneration (See recommendations below).

That’s to say, when there is a lot of wind and you’re moving rapidly via your sails, they regenerate and store electric power on the batteries to keep you moving at other times. Solar recharging is also a plus.

Essentially, the range depends on how many batteries you have, so it’s not a limitation of electric sailboat motors but energy and batteries.

If you are still worried, you can offset this by getting a diesel generator, which is more efficient than a diesel engine. And it is a range extender when you need it, but for 90% of your motoring that you don’t need the range, you can rely on the electric sailboat motor.

Some of you might be concerned about the extra weight of the batteries.

In fact, an electric sailboat motor with lithium batteries weighs less than a diesel engine, particularly if you include the fuel weight.

If you want a lightweight electric sailboat motor solution, make sure you get one with LiFePO4 batteries . Compared with other marine batteries, they are more compact in design with much less weight and higher energy density.

Some more advanced electric motors for small sailboats (such as Spirit 1.0 Evo) feature an integrated lightweight battery. So you don’t need to worry about the complex wiring to hook it up or extra space to store the battery.

This is a huge plus if you want to use the electric sailboat motor on a tender or dinghy.

Here is also a chart that collects the weight of some popular electric sailboat motors for your reference:

For many people, another big problem with electric sailboat motors is the cost.

It’s true that a gasoline outboard with similar power is a lot cheaper to buy. However, the electric sailboat motor eventually wins in long-term operating cost. That’s especially the case if you are going to do a lot of motoring.

Electric sailboat motors save on fuel and maintenance costs, which can build up to a large amount over time.

Here is a chart that compares the cost of a 3HP electric sailboat motor (coming with a built-in battery) with its combustion counterpart:

That’s to say, you will cover the price difference for electric yacht motors eventually as long as you use it long enough. Click to check the details of the calculation .

What makes the electric sailboat motor even more worthwhile is it saves you a lot of hassles, especially for sailors who only use the engine in and out of the harbor. Dealing with the maintenance of the gas outboard for a 10 minute motor out of and into the harbor is disproportionate and painful.

*The higher horsepower electric sailboat motor may be different in terms of the cost calculation. Check out the outboard motor pricelist by HP for more information.

As you may have already noticed, electric propulsion has already been widely used in the marine industry:

It’s quiet while motoring, clean to handle, environmentally friendly, with less maintenance and operation costs.

The electric sailboat motors are easier to use with dramatically fewer moving parts to break and no worries about being a diesel mechanic to deal with the hard pulling start. You can have it always on, so it is ready whenever you need it.

And it makes even more sense in sailing applications:

You don’t really need to motor much if your plan is to actually sail. If you are completely becalmed, you will probably just need to motor at 2 knots to keep making way, which is easy for electric sailboat motors.

If you mostly use the motor to get into and out of the harbor, the electric sailboat motor also works great for you.

You can always charge up at the dock, motor out of the marina (or even motor to your sailing area or race start), then hoist the sails and when you’re through, the batteries are charged again.

The electric sailboat motor is also useful as a backup (kicker) motor in case your system goes down. That’s why you can see people pushing a lot of big boats with small electric motors. (Click to learn more information about kicker motors .)

Personally, it’s really nice to have an electric auxiliary in the boat – no smelly, messy diesel and motor oil to deal with, a much simpler system with less maintenance, and much, much quieter operation.

However, powerboats tend to have much higher requirements in terms of both power output and runtime. In that case, an electric sailboat motor can be hard to satisfy your needs.

How Do You Size an Electric Motor for a Sailboat?

As a rule of thumb, you will need approximately 1 HP per 550 lb of the displacement of your boat.

Generally speaking, a 3 HP electric sailboat motor can push a sailboat up to 25 ft and a 9.9 HP motor is sufficient for a 30 ft sailboat to motor at a satisfying speed.

However, bear in mind the horsepower you need always depends on your needs and applications.

It’s better to check the data from real-world tests to decide whether the electric sailboat motor is suitable for your specific needs.

For example, the 9.9 HP electric sailboat motor Navy 6.0 allows you to go at 6.9 mph (11.1 kph) on a 30 ft sailboat, and the range can be extended to 46.4 miles if you decrease your speed to 2.9 mph (4.6 kph).

Click to see more test reports with other electric motor and sailboat combinations, and find the electric sailboat motor that suits you best.

If you are still not sure about the size of the electric sailboat motor for you, feel free to leave us a comment and we will get back to you ASAP with professional suggestions.

Electric Sailboat Motor Conversion

Basically, there are two ways for you to convert your sailboat to a clean and quiet electric drive system:

You can either convert your current vessel to electric or buy an engineless yacht and install an electric sailboat motor on your own.

#1. Repower Your Sailboat with Electric Motor

If you decide to replace the diesel engine with an electric motor, you will need to do a lot of preparations:

The DIY approach requires an electric sailboat motor kit (including motor and controller), batteries, a good level of mechanical ability and basic electrical knowledge, as well as some common tools such as a voltmeter.

You will need to take the old engine out for the new electric sailboat motor installation. It’s not an easy task that involves removing the engine mounts and the drive shaft (dealing with the numerous hoses and cables), taking out the engine, exhaust system, fuel tank, and its attendant tubes, etc.

Remember to balance the boat to avoid listing during the electric sailboat motor conversion.

Then in with the new electric sailboat motor. The installation process can be straightforward if you choose the electric sailboat motor kit wisely (See steps below). Furthermore, you can set up solar charging for your electric sailboat motor with solar panels and charger.

Many sailors have recorded their electric sailboat motor conversion process and experience. Be sure to check them out to get some inspiration. For example, Ed Phillips has documented everything which can serve as a guide for newbies to get started.

Mind you there can be a whole heap that can go wrong in designing and maintaining the electric sailboat motor systems. You really need to be totally on top of it if you want decent performance or reliability.

If you are not that technically inclined, it’s better to talk to a specialist first to discuss your plan for a smooth electric sailboat motor conversion.

#2. Install an Electric Motor in a Sailboat

If you own an enginless sailboat, the electric sailboat motor conversion is much easier for you.

All you need to do is to find a reliable electric sailboat motor and install it in simple steps. The whole process can be easily done, even for beginners. Here we take the popular 6 HP electric sailboat motor Navy 3.0 as an example to show you the installation process:

• Step 1 : Rotate the clamps or use the screws to fix the outboard onto the sailboat.
• Step 2: Mount the steering system in the proper position.
• Step 3: Install the tiller on the electric sailboat motor.
• Step 4: Connect the batteries to the electric sailboat motor system.

Click to check the video tutorial that guides you through each step of the installation.

If you are worried about aesthetic issues and want higher horsepower options, an electric inboard motor can be a better suit for your sailboat. If you prefer an inboard motor for your sailboat, contact our OEM team to get an electric propulsion solution tailored to your needs.

Note : You might find some electric trolling motors rated by #s of thrust on the market. Actually, those electric trolling motors for sailboats can only provide limited speed and range. If you are heading into the wind, the trolling motors for sailboats are definitely not an ideal solution.

Once you’ve evaluated if electric sailboat motors are right for you, there are a lot of options for electric systems.

Here are some popular electric sailboat motors with positive reviews from customers worldwide. Fast charger is available for all the models recommended to reduce your charging stress.

#1. 3 HP Spirit 1.0 Evo

If you are looking for an electric motor for a small sailboat, be sure to check out the ePropulsion Spirit 1.0 Evo. It’s suitable for large daysailers or small cruising sailboats under 25 ft.

With the Spirit 1.0 Evo electric sailboat motor, you can go 5.5 mph (8.8 kph) at top speed on the 21 ft RS21 sailing boat, or troll for 20 hours continuously at 2.2 mph (3.5 kph) according to our test .

This electric sailboat motor with regeneration allows you to recover energy from the prop while under sail. It will start to generate power automatically when the sailing speed reaches 2 knots.

As an electric auxiliary sailboat motor, it can also be easily installed on your tender boats or yacht dinghies since it’s portable and easy to transport (with a lightweight integrated battery).

Features You Will Love:

• Come with the industry-first hydrogeneration capability
• Direct-drive technology makes it maintenance-free
• Portable with a 1276Wh large integrated lithium battery for long range
• Safety wristband keeps you safe in case of MOB
• Digital operation keeps you informed of the battery status

Spirit 1.0 Evo Electric Sailboat Motor Reviews:

“Great weekend with my 17′ sailboat powered by the Spirit Evo. This is great. Quiet and reliable. Went at 3/4 throttle for about 1.5hrs when taking it back to boat ramp.” – Robert Taylor

“Very happy with our Spirit Plus. Pushing our Kolibri 560 a 750 Kg sailboat, with ease. Doing about 5.8 km/h at 500W.” – Frank van Asten

#2. 6HP/9.9 HP Navy Evo Series

If you want a little more juice on the electric sailboat motor, check out the ePropulsion Navy Series. It offers 6 HP and 9.9 HP models for your selection and it provides sufficient power for sailboats up to 30 ft.

According to our test , the 6 HP electric motor Navy 3.0 can push the Catalina 25 sailboat (25 ft) at 6 mph (9.6 kph) top speed, while the Olga 33 sailboat (33 ft) can go at 7.5 mph (12 kph) with the 9.9 HP Navy 6.0 motor.

The Navy series electric sailboat motor also comes with regeneration features which can be recharged with hydrogeneration, wind turbine, and solar panel.

• Four controls to fit your sailboat installation and your boating style
• Accompany LiFePO4 batteries (need separate purchase) are more energy efficient
• Digital display offers real-time monitoring of the power and battery
• Magnetic kill switch and safety wristband keep you safe on the boat
• Electric start saves you trouble pulling the cord to start

Navy Series Electric Sailboat Motor Reviews:

“I have a Navy 3.0 with E80 on a Catalina 25 sailboat. It is working well. Currently I am using about 4% battery to go in/out of the marina by boat.” – Aaron Young

“Just finished my 8 weeks sailing journey in the Baltic Sea. The two Navy 3 outboards provide enough power for my 33ft catamaran. The 400W solar panels provided enough energy for engines and all other energy consumed on board with 2-6 persons. The two Navy Batteries provide power for engines and all other on-board electric devices. I never had to use shore power, so totally self-sufficient electric system.” – Martin Hildebrand

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The Ultimate Guide to Converting Your Boat to Electric

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Exploring the Environmental Benefits of Electric Boat Motors

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Convert your Vessel to Hybrid or All-Electric

We offer a complete service beginning with system design to Convert to Electric. Thereafter our engineering staff can remove you old engines and power systems where necessary.

We have a complete engineering service and can take your yacht from beginning right through to commissioning and sea trials.

Option 1 – a hybrid system that includes a highly efficient generator instead of a complete Convert to Electric.

Option 2 – Convert to Electric with an all-electric and solar solution, which means no more exhaust fumes aboard sailboat ever again.

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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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Solar power

Electric boats.

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I drove a rare solar-electric yacht to test clean-sea propulsion, here’s how it went

While we at Electrek often tend to focus on electric vehicles taking over roads, it’s important to remember that our inevitable abandonment of fossil fuels stems to all modes of transportation, whether it’s by land, air, or even the sea . I recently had the opportunity to set sail on Sunwater Marine’s Ramblin’ Rose , a 40-foot sailing yacht powered by solar panels and electric propulsion. It’s one of the only vessels of its kind on the West Coast.

Sunwater Marine is a San Diego-based nautical transportation company with a keen focus on spreading the benefits of renewable energy and electric propulsion to sea dwellers.

It was founded by president James Richmond in 2020, amid the global pandemic. Richmond had a little more free time to search for a boat for blue water cruising to which he could add solar.

James has been sailing for over 50 years, and has nearly 40 years of experience in the renewable and energy-efficiency industry.

He soon found a 2015 Leopard 40 Catamaran and initially planned to simply add solar panels for an electric range and an energy-efficient water maker.

However, James soon discovered viable options for electric propulsion, and began researching the possibility of converting his new yacht to be be solar-electric.

The result is the Ramblin’ Rose , a catamaran that can haul 12 passengers and sleep up to nine. It also happens to be one of the only solar-electric yachts in the West Coast.

I got the chance to take the solar-electric yacht out of beautiful Coronado and test the technology out myself.

The Ramblin’ Rose solar-electric yacht

As previously mentioned, Sunwater Marine’s Ramblin’ Rose is centered around a Leopard 40 catamaran, built by Robertson & Caine in South Africa. Richmond then put an additional $100k into a renewable energy conversion, equipping the yacht with solar panels, and electric motors.

While the original catamaran came with some traditional solar panels, Richmond’s experience in renewable energy told him that would not suffice for his solar-electric yacht.

He added lighter and more flexible solar technology from Sunflare , the first company to successfully mass-produce thin, durable CIGS (copper indium gallium selenide) solar panels.

The Sunflare panels on the Ramblin’ Rose operate individually with their own bypass diode, so if one is shaded (by the sail for example), the rest still work.

Richmond also separated the solar panels into three separate zones, so if one side of the boat is shaded, the other two are still harnessing the sun’s power back into the boat’s batteries.

He also showed me how durable these advanced solar panels were, as I was able to walk around on top of them without worrying about breaking any glass or ruining them.

The panels help charge the electric yacht’s battery packs while out sailing and indicate to the captain when they are doing so.

Electric propulsion and battery packs

To help power this vessel in and out of the marina and on the sea, Sunwater Marine’s president researched electric propulsion systems around the world, and decided that OCEANVOLT was the best option.

The solar-electric yacht now features two OCEANVOLT 15 kW ServoProp sail drives , utilizing unique propeller blades that can change pitch to optimize efficiency and even regenerate power.

The software controlled variable system adjusts the pitch of each of the propeller blades automatically, so that the power generation and output are always optimal. This is much more efficient than traditional fixed propellers.

The electric propulsion is powered by a 48 volt system, meaning it’s safe to touch without electrical shock (an ideal situation for maritime fun).

Each electric motor on the yacht is powered by a bank of 12 Lithium Iron Phosphate (LFP) batteries on each side, 24 total. The batteries provide 21 kWh of power on each side of the vessel, 42 kWh in total.

Richmond explained that he positioned each battery pack eight inches off the bottom of the boat, too, so if any water were to come in, the batteries would still be OK. Furthermore, the captain showed me backup storage of eight additional batteries should anything go awry at sea.

The status of each and every battery is monitored 24/7 by a supervisory battery management system (BMS) that will shut the battery bank down, should any individual battery begin to malfunction. Fire is not something you want on a boat, despite being surrounded by water.

Additionally, the system was implemented to safely operate minimal electric functions under any conditions, so if the electric yacht were to tip over, there would still be power to send a distress signal.

Thoughts on the future of electric propulsion

After manning the helm of the the Ramblin’ Rose , there is a lot to be excited about for the future of electric propulsion at sea , especially on a gorgeous yacht.

The ride itself was eerily smooth and quiet compared to diesel motors, with zero vibration throughout the boat. If you didn’t look back and see the wake of the electric motors, you might not even notice the yacht was being propelled.

There is a lot of potential in electric propulsion, especially as it pertains to propellers than can remotely change their angle like the OCEANVOLT ServoProps. This makes reversing the electric yacht in particular, much easier for captains compared to fixed props built to push forward.

The ability to set sail and regenerate power from the propellers is also a huge perk and pairs nicely with the advanced solar panels. Plus, you always have shore power as a backup when you’re in a pinch.

From what I’ve seen, the biggest hurdle looking ahead will be battery capacity, and providing enough stored energy to power the electric propulsion systems on the yacht.

The solar panels do help a lot, but it’s a relatively slow process. Smaller, lighter battery options will be crucial for longer distances at higher speeds at sea someday. In the meantime however, we still have sun and wind to pick up the slack.

Currently, the range and top speed are still limited by this lack of surplus energy below deck. We didn’t take the Ramblin’ Rose above 7.5 knots (~8.6 mph) because we didn’t want to burn through all our battery life (that was also in respect to the charter setting sail after us that day).

The solar-electric yacht still has diesel motors onboard for emergencies, but Sunwater Marine’s founder agreed with me that we’d like to see a day when those motors are not needed at all. Unfortunately, the technology is not quite there yet.

Luckily, people like Richmond and Sunwater Marine are using their knowledge and resources (and personal funds) to figure this stuff out for the masses, while spreading the word about electric propulsion. It has become a genuinely viable option at sea, even if it is only in support of other forms of propulsion like sailing for now.

If you’re ever visiting the San Diego area, I highly recommend reaching out to Sunwater Marine and chartering the Ramblin’ Rose , or one of the other solar-electric yachts Captain Richmond is working on.

FTC: We use income earning auto affiliate links. More.

Scooter Doll is a writer, designer and tech enthusiast born in Chicago and based on the West Coast. When he’s not offering the latest tech how tos or insights, he’s probably watching Chicago sports. Please send any tips or suggestions, or dog photos to him at [email protected]

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The Pros, Cons, and Future of Electric Yachts and Sailboats

• By Sail Greener
• Last updated: April 27, 2022

Sail Greener is supported by our readers. When you buy through links on our site, we may earn an affiliate commission.

If you sail you likely spend considerable time—and money—cleaning, fixing, and worrying about your diesel or gas engine. When it comes to safety, your backup propulsion is as important as your sails. Can you rely on electric motors for safety? What are the pros and cons of buying an electric sailboat?   

Diesel engines are reliable, but they pollute. Diesel (and gas) engines emit greenhouse gasses and exhaust that includes particulate matter and carcinogens that are a risk to human health. 

Until recently, alternatives to marine diesel engines were limited. Boat owners could carry out their own repower projects or purchase expensive commercial electric motors. Storage capacity was a problem.

Fortunately, the winds are shifting and there are now numerous high quality and economically competitive alternatives to traditional marine engines. In this article we describe the pros and cons of purchasing a new motor or repowering an existing engine. We also describe the market for marine electric propulsion systems and identify leading boat builders, manufacturers, and installers.

Why do we need electric sailboats?

The climate is warming and we continue to pump greenhouse gasses into the atmosphere at a torrid pace. Transport emissions, including road, rail, air and marine transportation, account for nearly a quarter of global CO 2 emissions. 1 https://www.ipcc.ch/report/ar5/wg3/transport/ According to the United Nation’s International Maritime Organization , marine traffic accounts for nearly 3% of the world's CO ­­­ 2 emissions.

While emissions from recreational boaters are less than those from shipping and fishing fleets, they are still considerable. According to an estimate from electricmotoryachts.com , if just 5% of the roughly 13 million registered boats in the United States today repowered with electric, boaters would eliminate an estimated 1 billion pounds of CO 2 emissions. Scaled across boaters around the world, the potential for boaters to meaningfully reduce greenhouse gas emissions is significant.

Exposure to diesel emissions also poses health risks. The smallest particulate matter can contribute to heart attacks, strokes, and lung disease. High exposure to small particulates can impair brain development in children. The International Agency for Research on Cancer , part of the World Health Organization (WHO), classifies diesel engine exhaust as carcinogenic to humans.   

Is there a market for marine electric propulsion?

Global concern over climate is leading to a revolution in how we produce and use renewable energy. This is particularly true in the transportation sector. Sales of electric cars in 2019 increased 40%. In 2020, Tesla motors alone produced almost 500,000 new electric vehicles. This helped to propel Elon Musk to become the world’s wealthiest person. Electric vehicle penetration is still just about 3% but growing dramatically 2 https://www.mckinsey.com/industries/automotive-and-assembly/our-insights/mckinsey-electric-vehicle-index-europe-cushions-a-global-plunge-in-ev-sales# A key factor driving this growth, according to the European Patent Office (EPO) and the International Energy Agency, is innovation in rechargeable lithium-ion batteries and other storage technology. Batteries now account for nearly 90% of all patenting activity in the area of electricity storage. Between 2005 and 2018, patenting activity in batteries and related electricity storage technologies grew four times faster than the average of all technology fields. 3 https://www.iea.org/reports/innovation-in-batteries-and-electricity-storage

It is clear we are reaching a tipping point for electric automobiles and trucks 4 https://www.theguardian.com/environment/2021/jan/22/electric-vehicles-close-to-tipping-point-of-mass-adoption . Is the marine sector also experiencing an electric revolution?

The market for marine electric propulsion systems is lagging what is happening with cars and trucks. However, the potential for growth in this sector is extraordinary. In an article published in Yachting World, Christoph Ballin, CEO of electric motor manufacturer Torqueedo, estimated that only about 1.3% of marine propulsion systems are electric. 5 https://www.yachtingworld.com/features/future-yachting-smart-technology-126136 According to an article published in 2017 by IDTechEx there are over 100 manufacturers of electric boats and ships with an estimate of more than $20 billion in global sales by 2027 for non-military boats. According to the IDTechEx report, recreational boats are the largest—and fastest—growing electric marine market by sales.

The growth potential is enormous considering the size of the recreation economy. In the United States alone, in 2019 outdoor recreation generated US$ 788 billion dollars in output. 6 https://boatingindustry.com/news/2020/11/12/orr-provides-breakdown-of-latest-recreation-economy-data/  An estimated $37 billion of this came from retail sales of boats, engines, accessories and marine services. According to the U.S. Bureau of Economic Analysis (BEA) Outdoor Recreation Satellite Account (ORSA) data, Boating and fishing was the largest conventional activity for the nation as a whole, adding  US$ 23.6 billion to the economy. This was the largest conventional activity in 30 states and the District of Columbia and the second largest activity in 11 states. 7 https://boatingindustry.com/news/2020/11/12/orr-provides-breakdown-of-latest-recreation-economy-data/

Pros and Cons of Electric Motors for Boats

What are the pros and cons of electric motors for sailing?

Pros of electric propulsion

• Less noise : Electric motors are quieter than diesel engines and nearly vibration free.
• Lower long-term cost : Motors last a long time and require no fuel. You need batteries and electricity, but the sun and wind can recharge your batteries. You won't need to constantly change engine fluids, filters, or worry about leaks or old tanks.
• Cleaner and healthier: You won't end up with an oily mess in the engine room and bilge
• No emissions, no exhaust : Passengers and crew won't be exposed to hazardous fumes and particulates. You won't be spewing out carbon pollution.
• Instant power: Electric motors can go from zero to full torque instantaneously. Motors do not need to wait for engines to warm up.
• Weight and storage : Electric propulsion systems are typically less heavy than equivalent diesel systems. OceanPlanetEnergy.com estimates that electric propulsion systems are typically 1/3 the weight of diesel systems. This depends, however, on the weight of your battery bank.
• Easier maintenance and lower costs: Electric motors are simpler and easier to maintain than diesel generators. OceanPlanetEnergy.com estimates that maintenance costs could be 1/20 of the maintenance costs of a diesel engine in the first decade, even less over time because of electric propulsion systems use far fewer moving parts.
• Increased reliability and safety : Fewer moving parts translates into fewer breakdown which means which means more safety.
• Regeneration:   Batteries can be recharged while sailing using, solar, wind, and hydro generation systems.  For example, at sailing speeds over 6 knots Oceanvolt systems are reportedly able to generate significant power for recharging the battery bank.
• Improved maneuverability: Electric motors have high torque at low RPM, which can make maneuvering in tight spaces like marinas more precise. Electric motors can switch from forward to backward instantaneously.

Cons of electric propulsion

• Range anxiety: Depending on your battery bank and ability to recharge, you may have less range with an electric motor compared to a diesel engine.
• Cost: Electric motors can be expensive relative to combustion engines, but costs are plummeting.
• Lack of familiarity : Sailors familiar with traditional engines may not feel prepared or comfortable to switch to a new form of power.
• Fires: There can be a small risk of fires from batterie with improper maintenance, but this is also true with internal combustion engines.
• Charging time: Recharging batteries can take time, but charging times are changing quickly. Tesla V3 Superchargers support peak rates of up to 250kW per car, which translates to about 75 miles of charge in 5 minutes for a Model 3 and charge at rates of up to 1,000 miles per hour 8 https://www.tesla.com/blog/introducing-v3-supercharging . In January 2021 the Israeli company StoreDot announced new “exreme-fast-charging” lithium-ion batteries that could charge a car battery capable of 100 miles of charge in 5 minutes.   It will only be a matter of time before similar speed and capacity is available for boaters.

Industry Leaders

Who are industry leaders in the electric sailboat space?

Electric propulsion companies

Numerous companies produce electric and hybrid propulsion systems for the marine sector. Some of the best known and highest quality brands that provide electric propulsion systems for yachts and sailboats include:

• Elco Motor : Elco is one of the industry leaders in this field. The company has been around for more than 125 years and now produces a wide range of outboard and inboard electric and hybrid propulsion systems. 
• OceanVolt : The Finnish company is one of the industry leaders in electric propulsion. The company produces a wide range of electric propulsion systems for monohulls and multihulls. The company has provided cutting-edge electric propulsion systems for Vendée Globe racers, including Alex Thompson’s Hugo Boss and Conrad Colman in 2017, and other racers like French Olympic sailor Damien Seguin.
• Torqeedo : When Torqeedo was founded in 2004, concepts like “clean tech” and “electromobility” were just a glimmer in Mother Earth’s eye.  One of the pioneers in the modern marine electric propulsion sector, Torqeedo is now one of the market leaders. The company offers outboard and inboard electric motors and hybrid drive systems ranging from 0.5 km to 100 kw in addition to diverse accessories from lithium batteries and solar charging equipment to smartphone apps.
• Aquamot : This German company produces in-house electric propulsion systems for electric for boats and ships, including motors, batteries, and chargers.
• Kraeutler Elektromotoren produces a wide range of industrial, ship drive, and boat motors, including drive units for motor and sailing boats.

Electric sailboat manufacturers

Who builds sailboats with electric motors?

Electric propulsion is going mainstream. Dozens of boat builders are building electric-only boats (like SoelYachts.com and Silent-Yachts.com ). Some traditional yacht builders now offer electric propulsion options—and this will likely grow to include all major manufacturers in coming years. Examples of leading yacht manufacturers that include electric propulsion options include:   

• Arcona Yachts : A leading builder of high quality yachts from Sweden, Arcona is starting to offer high quality zero-emission models, such as the Arcona 415 .
• Alva Yachts : The German luxury electric yacht brand has designed both mult-hull (non-sail) and monohul (sail) boats. The company’s 25-m Ocean Sail 82 was designed with a hybrid propulsion system and a high capacity battery bank.
• Baltic Yachts : The Finish producer of luxury yachts and a world leaders in advanced composite yacht building in 2020 selected Oceanvolt for the company’s 68-foot Café Racer manufactured in Finland. The Javier Jaudenes designed boat is just over 20 meters long and 5.5 meters wide. 
• In 2001 Elan Yachts and Oceanvolt agreed to partner to build a full range of electric-powered yachts ranging from the luxurious GT6 to the the sporty E-Line performance cruisers.
• Hanse Yachts : The world’s third largest boat builder, Hanse produces the Hanse 315, which includes an electric rudder-drive option.
• Salona Yachts : A Croatian boatbuilder, Salona builds the Salona 46, a fast, comfortable, and luxurious electric yacht and winner of the Best Green Boat Award at the  Newport International Boat Show . 
• Sunreef Yachts Eco :   A manufacturer of luxury bespoke multihulls, Sunreef Yachts Eco catamarans are equipped with composite-integrated solar panel systems and lightweight batteries for energy efficiency and environmentally-conscious luxury cruising.
• Wally : The Dutch yacht builder produces, among its many other models, the 11.35 meter Wallynano MKII, which relies on an OceanVolt electric propulsion system
• Zen Yachts : A new company established in 2021, Zen builds what it claims is the world's first series production catamaran equipped with a wingsail.

Electric conversion companies

Who can help me convert my sailboat to electric propulsion?

A growing number of companies are dedicated to helping boat builders and individuals convert their yachts. These companies may provide design and support options for advanced battery systems, solar and wind systems, hydrogenation, and overall system design. Some of these companies produce their own electric motors and systems. Leading companies in the field include:

• OceanPlanet Energy : This company includes some of the giants of the industry. Bruce Schwab was the first American to officially finish the Vendee Globe. Nigel Calder is one of the best known sailing technology writers, including his must-read classic, Boatowner’s Mechanical and Electrical Manual. The company provides energy storage, charging, and monitoring systems; system design and consulting.
• Electric Yacht : The Minnesota, USA-based company with the eponymous name supports sailors interested in electric propulsion systems. The company helps boaters design and size system and provides motor kits, batteries, chargers, and other components. The company provides examples of conversion projects on its website.
• e Marine Systems specializes in distributing solar panels, wind generators, electric propulsion drives, inverters, and energy storage systems. The company is located in Fort Lauderdale, Florida, USA.
• Naval DC produces both “pure” solar and hybrid electric systems ranging from 10 kW to 1 MW. The company provides lithium battery solutions, data and monitoring systems, electric propulsion, and matched propeller systems.

Yacht dealers

A small but growing number of yacht dealers offer new and used electric boats. Green Yacht Sales is an example of a small company that supports the sale of electric yachts and systems from diverse manufacturers.

Global clearinghouses, like YachtWorld and Boat Trader , now provide options to filter searches for electric propulsion sailboats.

Battery technology and companies

Until recently, the amount of energy batteries could store was limited. The cost of buying a new battery bank was prohibitive for most sailors. Today, however, costs are dropping and batteries provide more charge. Range anxiety remains one of the biggest reasons sailors don’t want to swap out polluting diesel engines for quieter and cleaner all-electric systems. However, this concern will soon be obsolete.

There are many high quality marine battery suppliers. Some of the major players in the LiPO market include:

• ChargeEx Lithium Ion Batteries
• Dakota Lithium
• Dragonfly Energy
• Victron Energy

Successful Examples

Okay, this all sounds good in theory, but is it really possible to throw out your old engine and install a new motor? Here are a few examples of individuals and companies making the switch to electric yachts.

As with many disruptive technologies, it is easier for wealthy individuals to pay more—often much more—for tomorrow’s technology today. That said, these Super Early Adopters are a harbinger of things to come. These individuals may be risk takers but they are also typically really smart and forward-thinking.

Swedish billionaire Niklas Zennstrom is one example of a pioneering “mogul” in the electric yacht world. The founder of Skype and former Time Magazine 100 Most Influential People awardee, in 2018 Zennstrom’s team launched Rán VII. Yachtingworld described the boat as “…so angular it calls to mind Darth Vader or a Stealth bomber.”

Zennstrom shared his views on the future of electric racing in a CNN article in 2018:

“Having gone through the design, build and initial test cycle there is no doubt to me that the future for racing yachts is electric propulsion. It's lighter, less drag, quieter, and most importantly it is environmentally friendly.”

Do-it-yourselfers have been converting electric sailboats for years. The mainstream boating magazines and the media are increasingly showcasing the stories of these sailors retrofitting their boats. A few examples of well-publicized electric yacht conversion stories include:

• In 2019 Yachting World wrote an article, “How hybrid sailing yachts finally became a feasible option.”
• Dufour 382: According to an article in Yachting World , the owners Alcyone , a Dufour built in 2016, was retrofitted with an Oceanvolt SD15 saildrive moto r.

The future of electric sailboats

We are facing a climate emergency and the world is mobilizing to reduce emissions of greenhouse gasses. A growing number of boat builders, engine and battery producers, service companies, and individuals are addressing this need by building and retrofitting emission-free sailboats.  We are still in the early stages of this transformation, but change is coming quickly.

Some of the major challenges—and opportunities—for catalyzing this transition in coming years include:

• Battery storage, charging, and cost: The pace of technology change in the battery sector is dizzying. The amount of charge, the time to charge, and the price per kilowatt of battery storage systems are all improving.  Superchargers are already widespread on land. How long will it take for marine supercharging stations to fill the world’s marinas?
• Overcoming tradition : Sailors who have used the same technology for decades may hesitate to switch to new technology. Sailors used to heavy yachts and small batteries may look with skepticism on this new technology. Range anxiety is very real in the middle of the ocean. 
• Cost : As with any new technology, early adopters may have to pay more. The cost of electric propulsion, solar and wind power, and battery storage are dropping quickly. Cost will soon be less of a concern and may become a clear benefit.
• Retrofits: Many boats still sailing form 1960s and 1970s so 50 years of old boats locked in. But this is also an opportunity for individuals and companies who are willing and able to take this space
• Manufacturing: making boats expensive and companies may not want to take risks. But new companies are emerging, and the major yacht companies now coming out with electric options (examples).

We are at the dawn of a new age of sailing. With each passing month electric propulsion technology is improving. Motors are getting better, batteries and solar panels are getting cheaper, and electric sailboats are starting to become mainstream.

Finding more information

If you want to learn more about healthy products, check out The Sail Greener Guide to Healthy Sailing . If you want to learn more about who is working to conserve the ocean, see our list of The Best Ocean Conservation Organizations for Sailors .

• Sail Greener
• Originally Published: February 26, 2022

Table of Contents

• climate , diesel engine , electric motor , environment , sailboat , yacht

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yachtvolt.com

Environment friendly yachting solutions.

At VALENCIA Marine Services SLU, we specialize in marine electric conversions, using the latest technologies and techniques to transform traditional boats into fully electric vessels.

Our team of experienced technicians will work with you to design and install a custom electric propulsion system that meets your specific needs and budget.

Our electric conversion services include everything from selecting the right battery system and motor to installing solar panels for charging and integrating the latest control systems for optimal performance.

We also offer a range of other electrical services, including:

• lighting systems,
• communication systems,
• navigation systems, and
• entertainment systems.

In addition to the environmental benefits of electric boating, there are also significant economic advantages. Electric propulsion systems are highly efficient and require less maintenance than traditional gasoline engines, saving you money on fuel costs and repairs over time.

At VALENCIA  Marine Services SLU, we are committed to providing the highest standards of quality and safety in all of our work. We use only the highest quality components and materials, and our installations are rigorously tested to ensure optimal performance and reliability.

If you are interested in converting your watercraft to full electric, contact us today to schedule a consultation. Our team of experts will work with you to develop a customized plan for your electric conversion project, and help you enjoy a cleaner, quieter, and more efficient boating experience.

The future is electric!

What we do?

• Electric Boat Conversion: Converting a traditional gasoline-powered watercraft to an electric watercraft involves several steps, including selecting an appropriate electric motor, batteries, and control systems. The conversion process also includes removing the internal combustion engine, fuel tanks, and exhaust system, and installing the new electric components.
• Marina Charger Installation: To charge an electric boat, you'll need a charger installed at your marina. There are many factors to consider when selecting a charger, such as the type of battery, charging speed, and power requirements. Our  professional electricians or marine technicians can help you select and install the appropriate charger for your electric boat.
• Technical Support: There are many resources available to provide support for electric boat conversions and marina charger installations. Our companies are specialized in watercraft  conversions and offer installation services, maintenance support, administrative and technical assistance.

Electric motor

The first step in converting a boat or yacht to electric power is to install an electric motor. There are many types of electric motors available, including DC and AC motors, and choosing the right one will depend on the size and type of boat.

Battery Bank

In order to power the electric motor, a battery bank will need to be installed. The size of the battery bank will depend on the range and speed desired, as well as the size of the boat.

Charging system

A charging system will need to be installed in order to keep the battery bank charged. This can include solar panels, shore power, or a generator.

Regeneration

Many electric motors have the ability to regenerate power while sailing or motoring, which can help to extend the range of the boat.

Retrofitting

 Retrofitting your boat or yacht.

 Enjoying your GREEN boat or yacht with zero emissions and very low noise

© 2023 valenciamarineservices.com

Electric Yacht Best Sellers: QuietTorque 10.0 QuietTorque 20.0 QuietTorque 30.0LC

• Electric Propulsion
• Conversion and Stories
• Product Data Sheets
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• Customer Stories
• Is Your Boat in this List

Electric Yacht Pacific

Clean! Green! Quiet! electric propulsion

(626) 298-2262

Clean! Green! Quiet! Sailboat Propulsion

Electric yacht plug-n-play systems, do you see your boat (some california conversions).

  Clean Green Quiet 

• Boats from 2500lbs to 50000lbs
• 3 year Warranty marine systems
• 1000 installations in NA
• Over 300 West Coast  installations 

10 Electric Yacht Systems

• QT2.5DD 24v direct drive   $4995
• QT3.6DD 36v direct drive   $4995
• QT5.0DD 48v direct drive   $5495
• QT10.0SD Saildrive     $10495
• QT15.0LCSD Saildrive$14695
• QT20.0SD Saildrive     $14695
• QT30.0LCSD Saildrive$20995
• QT45.0LCSD Saildrive$26995
• Quiet Torque 60.0LC           $32995
• Lifeline AGM 
• Battle Born LiFePO4 
• Dakota 48v 96ah LiFePO4 $2699
• Spirit 1.0+
• Spirit Battery
• Navy 3 and Navy 6
• POD 1 , POD 3, POD 6
• Delta Q IC1200 & QuiQ 1500
• ePropulsion 48v 20a

 Alberg 30   

Alerion 28 express  

Allied Seawind 30   

 Angelman ketch Alpha 30    

Angelman Sea spirit   

Balboa 27   

Beneteau First 31

Beneteau Oceanis 400   

Beneteau First 42s5   

Bristol Channel Cutter   

C&C Landfall 38   

C&L Cutter 37   

Cal 2-27   

Cal 2-29   Cal 29  

Cal 30   Cal 34   

Cal 39   Cal 40   

Capri 30   

Catalina 27   Catalina 270    

Catalina 30   Catalina 320  

Catalina 34  Catalina 36   

Catboat  

Challenger 32   

Cheoy Lee 35   

Columbia 24   Columbia 40  

Columbia 8.7 & 9.6

Columbia Sportboat 30    

Cookson Yacht Frers 43

Coronado 44  

Correctcraft Cuddy Nautique   

CT 41   

Custom 37ft Sloop   

Custom Runabout 18ft   

Downeaster 32'   

Ericson 27   Ericson 29   

Ericson 30+   Ericson 31 Indep

Ericson 32  Ericson 35    

Ericson 36C   Ericson 38 

Formosa 41   

Freedom 32'    Freedom 33   

Frisco Flyer   

Fuji 35     

More California conversions)

Best seller - quiettorque 30.0 lc plug and play -shaft or saildrive.

Gemini MC105  

 Gulf 32 Pilothouse    

Gulfstar 39 Sailmaster   

Harbor 25  

 Hinckley Bermuda 40  

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Hunter 42   

Ingrid 38  

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Irwin 54    

Islander 28   Islander 32   

Islander 33    Islander 36 Freeport   

Islander Wayfair 32  

 Konasu 36   

Laurin 28   

Marinier 31   

Martini 21   

Morgan 28   

Newport 27   Newport 30  

 Nonsuch 26U    

O'Day 27   O'Day 32   O'Day '37   

Pacific ketch 45    

Pearson 30   Pearson 323   

Pearson 35   Pearson Triton   

Peterson 30   Peterson 34   

Rafiki 35  

 Ranger 29   

Ranger 33  

Santana 30/30   

Schiada 10   

Schock/Duffy 18'   

Spitsgatter 25   

Stonehorse   

Synergy 1000    

T32    

Tartan 30   

Tayana 37    

VENT DE FETE 30   

Wayfarer Islander 32   

Westerly 31    

Westsail 32   Westsail 43   

William Garden Ketch 46ft   

Yankee 30    

Best Seller - QuietTorque10.0 Plug and Play - Shaft or Saildrive

 Q uiet Torque 30.0LC  

From $14495 & $19995 (Saildrive)

• 30kW power  (28.0kW continuous)
• Equal power to about an 55hp diesel
• 170lbs - Aluminum and Stainless steel (saildrive about 210lbs)
• Dual PMAC power heads
• All electronic control
• Liquid Cooled
• three year warranty

Quiet Torqur 10.0 Electric Yacht

From $5295 to $10.495 (Saildrive)

• 10kW power  (8.0kW continuous)
• replaces 1diesels form 15 to 20hpl
• 70lbs - Al and Stainless steel
• PMAC power head

Conversion Stories

Read what some of our 1000 clients have to say about their conversions.  Check out our boat conversion list - Find you boat!

Want to talk to a client, They love to talk about their conversions.

Why Electric? Who is Electric Yacht?

Electric propulsion is the ideal replacement system for day sailor, racer, or cruiser.

• Affordable systems from 2.5kW (performs like a 3hp) to 60kW (performs like a 90hp diesel).  
• A system sized to support every boat.
• Ideal for daysailing - always ready to sail
• Matching power for coastal cruising
• Able to meet the needs of the ocean crossing cruiser

Hinckley Bermuda 41 - QT20.0 - Ventura CA

Electric Marine Propulsion is all we do

• Electric Yacht Pacific is the new address for Electric Yachts of California.
• Electric Yacht Pacific has over 250 systems conversions from Alaska to California to Hawaii
• Providing the finest affordable electric propulsion systems
• Complete systems - engineered, built , tested and ready to install

Custom Vintage 18ft wooden runabout - QT5.0 - Newport Beach CA

Check out our systems and tell us about your boat

We  will provide you with a detailed analysis of your boat with speed and  power and range data.  You will know what to expect when you go  Clean! Green! and Quiet!  Talk to or meet many of our satisfied clients

Ingrid 38 - QT20.0 - British Columbia Canada

Premier US Electric Propulsion for North America

• Engineered and Built in the US
• Tested and Shipped to you to install
• Plug-n-Play Systems 
• Marine Throttle and Monitor
• Fuse and On/Off Switch
• Optional Binnacle Mount for Wheel
• Options Current Sensor for Solar and generator

Contact Us for free evaluation

Boat make and model (if custom: loa, lwl, beam, displacement).

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We are on line daily

We are available to discuss electric propulsion for your boat: providing detail computer propulsion models to help you understand your options.

laguna Niguel

(626) 298-2262 or 855 339 2248 x 1

Available daily on line

The more we know about your sailing and cruising plans, the better we can serve you.  You will receive a complete detailed analysis of your boat with speed, power, and range data in an easy to understand and evaluate format.

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• Electric Boat Conversion Kit (E-Boat)

E-Boat Conversion Kit

We offer a full vehicle conversion kit to make your boat go electric. Our offer includes a kit with or without the installation service with a warranty of 2 years.

EV Products

Please contact us if you are interested in our products or if you want to schedule a test drive in our EV.

EV Conversion Kit​ for Boat

We offer the most complete vehicle conversion kit to make your boat go full electric. Our kit can be assembled by anyone with the needed tools. We also provide full documentation and video instructions for an EV conversion.

Our offer includes an EV conversion kit with or without the installation service with a warranty of 2 years on all parts.

Our EV Conversion Kit includes: EV Motor, Controller, Lithium battery pack,  Accelerator,  DC-DC converter 12V, Charger, Emergency stop switch,  Air conditioning assembly, Motor & Battery mount parts and other parts depending on the boat type.

Our offer includes a kit with or without the installation service with a warranty of 2 years.

Why are we better?

Our EV Kits are designed to be the best and most affordable EV kits for any boat type. Our interest is to have a high number of boats converted into EVs and that is possible only by providing a full kit for an affordable price.

We want to be the most reliable EV kit provider by offering you many benefits that nobody else has. That is why we include a 2-year warranty on all our parts and we also have a stock of all spare parts in our local warehouse.

Even years after of expired warranty, you can get any spare part at the best price or you can even upgrade your vehicle with more power or a longer range.

01. EV kit Installation

02. ev kit installation partners.

Test our demo vehicle before you buy the EV kit

As we want to provide you with the best satisfaction and the real experience before you purchase an EV kit we have prepared the test vehicles which you can use for a test drive to help you decide about your conversion to EV.

Why convert your boat into an Electric?

By converting your boat into an EV you have multiple benefits like you can charge it at home, you don’t need to have yearly oil and filter replacement service, there are much less parts in an EV so it doesn’t break like a normal petrol/diesel engine, you can keep your existing boat which you like and run it with zero CO2 emissions.

Save Your Money

Zero co2 emissions, keep your boat, frequently asked questions, latest projects.

EV Conversion VW Polo 2004

EV Conversion of Citroen Dyane DAK

EV Conversion of Citroen 2CV

Discover Independence For EVs Through Using The Power Of Solar Panels!

We offer products, solutions, and services across the entire energy value chain. We support our customers on their way to a more sustainable future – no matter how far along the journey to energize society with affordable energy systems.

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Receive an accurate quote within 1-5 days when you fill out this form.

Get In Touch

We take great pride in everything that we do, control over products allows us to ensure our customers receive the best quality service.

Yachting Monthly

• Digital edition

Would you switch to electric propulsion?

• Katy Stickland
• April 26, 2021

Would you make the switch? We ask two sailors who have looked at how the real-world numbers stack up on electric propulsion but have reached different conclusions

Ian is changing his Sadler 29's 10kW electric pod for a smaller 6kW pod which will still have more than enough power. Credit: Ian Thomson

Ian Thomson: ‘I am an electric propulsion convert’

Let’s be clear, electric yacht propulsion is nowhere near a 300-mile range at 6 knots on a 38ft yacht.

Ian Thomson is the founder of Nestaway Boats and changed his Sadler 29 to electric when his old diesel engine kept overheating

But I think it is viable for a typical 30 footer in the Solent and crossing the Channel occasionally, as long as you don’t motor long distances against full-bore spring tides, and use the sails most of the time.

For example, a 60-mile range under power in a flat calm at 4.5 knots looks achievable.

That’s why I have decided to convert my Sadler 29 to electric propulsion .

You may need a more traditional approach to cruising, but for me having no noise, no vibration, no smell and no maintenance is worth the compromise.

After a season of real-world testing in our Sadler 29 here’s what we found.

We fitted a prototype 10kW pod in August, with 18kWh of lithium batteries where the Bukh DV20 used to be.

This gave us the following results:

• 3.3 knots at 1kW output, 54-mile range
• 4.5 knots at 2kW, 40-mile range
• 5-5.5 knots at 3kW, 30-mile range

Additionally, the power generated under sail often puts nearly as much charge in on passage as we’ve used coming in or out of harbour.

On a sail of more than a couple of hours, we might even make a net gain in battery charge.

Cost aside, it would be possible to add another 50% in battery capacity and still come in just under the weight of the Bukh and diesel tank removed, and double that again if you took out all the 12V batteries.

Two 87kg, 9kWh batteries fit where the diesel used to sit. Credit: Ian Thomson

This would make 80-100 miles on battery alone achievable, although I didn’t feel the need for that much capacity.

If you accept 4 knots as a useful speed then a 2kW petrol suitcase generator small enough to keep in a locker would charge the batteries at about the same rate that you’re using electricity, getting you home if the wind died mid-Channel.

Electric motors are incredibly efficient, but you also don’t seem to need as much power as a direct conversion of horsepower to kilowatts would suggest.

3kW is about 4.5hp, and we can achieve 5 knots with 3kW.

We’re actually going to change the 10kW pod for a 6kW pod, as there are no circumstances in which 10kW does any more than 6kW, just as you very rarely use all 20hp of a diesel engine.

A small briefcase generator can get you home if the wind dies, but with only 1-2kW you won’t be able to go fast

And the 6kW pod is smaller (less drag) and lighter, so there are incremental gains there too.

This disparity between rating and power delivered could be due to a couple of different reasons:

• The torque is instantaneous so you can turn a propeller of a larger more efficient size for cruising that would stall an equivalent power diesel at idle.
• The propeller itself, in a pod installation, is vertical rather than at an angle as on a shaft drive, converting all the power into forwards rather than upwards thrust.

Another advantage when manoeuvring is the complete controllability.

You don’t have to knock it in and out of gear at idle, you can run it at 50rpm if you wish.

The lack of noise and vibration is fantastic.

Similarly, motoring downwind in light airs with a Sunday morning hangover, there are no diesel fumes in the cockpit, and there’s no oil in the bilge.

What’s not to like?

The components we fitted are as follows:

• Epropulsion 6kW EVO pod drive, £2,500 (inc VAT)
• 2x Epropulsion E-175 9kWh lithium batteries, £3,800 each
• Epropulsion 30A mains charger, £400
• Remote control throttle, £250
• Miscellaneous connection cables, £300
• Total system cost £11,050

The range figures quoted are with two batteries as above – a perfectly viable system could be rigged up with one battery (and half the range) at about £7,000.

The charger will charge each battery if completely flat in about six hours, or two could be rigged in series to double the charging speed.

Recharge cost of the complete 18kWh system is approximately £2!

For transparency, Ian’s company is an Epropulsion supplier, but the boat, and the costs, are his own.

Alan Kohler: ‘It’s horses for courses

For serious coastal cruising in boats like this Xc38, diesel still offers much greater range, safety and affordability

Boats come in a wide range of sizes, as do our cruising aspirations, from marina day-sailing to high latitude exploration.

Alan Kohler is a member of the Cruising Association’s Regulations and Technical Services (RATS) group and sails an X-Yachts Xc38 from Scotland. Credit: Alan Kohler

The suitability of electric propulsion technology depends largely on these two factors.

For dinghies, electric outboards are proven and attractive solutions.

Inland waterways craft with low speeds and easy access to shore power are also ideal candidates.

And the technology is advancing quickly.

Recent trends include electric drive options on many day-sailing boats, which only need power to get in and out of their berth.

The ‘maths’ gets more challenging for larger coastal cruising yachts on longer passages, anchoring ‘off-grid’.

So what are the sums? Roughly:

• 1 litre of diesel (0.83kg) = 2.9kWh net engine equivalent (allowing for engine efficiency)
• Thus the energy density of diesel is circa 0.3kg.kWh
• The best car batteries (eg. Tesla) are circa 6.6kg/kWh
• Hence net energy density of diesel is 23 times better than current battery technology.

Additionally, electric engine ranges are typically quoted in flat water, with no headwind and no tide – how often does this equate to your typical cruise?

Many boat owners use their engines more extensively, motoring into strong headwinds, plugging round tidal headlands or rushing to get back for work on Monday.

Power consumption rises sharply, and range plummets in these circumstances.

The case study above shows electric power can now be considered for smaller yachts, if the reduced range and power fits with a primarily local cruising style (or using a generator as a DIY hybrid solution).

The 18kWh battery equates to just 6.2 litres of diesel (compared to the 70 litre tank).

My X-Yachts Xc38 is typical of many larger yachts, with a 55hp (41kW) engine and a 200-litre (166kg) diesel tank, giving power to handle adverse weather and a range of nearly 400 miles – handy for cruising the Hebrides or crossing the Bay of Biscay.

Continues below…

Electric yacht: What are the options for going electric?

Electric and hybrid yachts are growing in popularity; we outline the current options for those making the switch

First electric boat circumnavigation on hold

Jimmy Cornell has abandoned his Elcano Challenge – a quest to retrace the world’s first circumnavigation in a fully electric…

ON TEST: Spirit 44e – the sustainable future of sailing?

A wooden boat that blazes a trail for modern technology and sustainability sounds too good to be true. Theo Stocker…

Lithium-ion batteries: a buyers’ guide for sailors

Duncan Kent explains why you should opt for quality when installing a lithium-ion battery, plus our pick of the best…

How to choose the right lithium batteries for your boat

Boost the life and performance of your lithium battery by installing the correct charging setup, says Duncan Kent

The equivalent sized battery would be 580kWh, weighing 3.8 tonnes.

Clearly this would be too large, heavy and costly to be practical.

This is where hybrid solutions start to become attractive, perhaps using a generator or fuel cell for longer range with a more modest battery bank.

Indeed many blue water cruising cats are now offered with hybrid drives, their speed aiding power regeneration.

Adapting cruising style also helps.

Perhaps we need to drop the fixation with ‘6-knot passage planning’?

The BMW i3 battery pack will take you less far at sea than on land

Realistically, the cost of large battery packs, drives and all the other systems mean that most of us are unlikely to be able to justify replacing the diesel engines in our existing cruising boats for some time, though hybrids are an interesting option for new boats or major refit.

Don’t get me wrong, I am excited about silent, low emission electric power and hope to have an electric motor to replace my 55hp Volvo when it reaches end of life in 10-15 years.

Also I will likely buy electric to replace my dinghy outboard.

We should, however, avoid rose-tinted spectacles when assessing whether an electric system will suit our boat and cruising plans.

Enjoyed reading Would you switch to electric propulsion?

A subscription to Yachting Monthly magazine costs around 40% less than the cover price .

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Lufthansa Airlines SVO Terminal – Sheremetyevo – A.S. Pushkin international airport

Terminalsguides » Lufthansa Airlines » Lufthansa Airlines SVO Terminal – Sheremetyevo – A.S. Pushkin international airport

Lufthansa Airlines Fukuoka Airport Overview–Contact Detail & Address

Airport	Sheremetyevo – A.S. Pushkin international airport
Airlines	Lufthansa Airlines
Official website
Terminal	Terminal 1
Airport Address	Khimki, Moscow Oblast, Russia, 141400
Status	Active
IATA Code	(FUK)
City	Moscow
Country	Russia
Contact Number	+74955786565

Departure Terminal at Fukuoka Airport for Lufthansa Airlines

Terminal 1 is designated for the departure upon Lufthansa Airlines at Fukuoka Airport. To ensure efficient boarding, you must arrive at the Lufthansa Airlines FUK Terminal as early as possible prior to the scheduled departure. With this, all the pre-boarding formalities, such as, check-in, baggage drop, security check, and immigration, could be done on time without impacting your departure timing. 

Protocols to Follow While Departing on Lufthansa Airlines at Fukuoka Airport

Following the proper procedures at Fukuoka Airport when departing on Lufthansa Airlines:

Check-In: Travelers can check in at the appropriate check-in desks in Terminal 1 or using the Lufthansa Airlines app.

Baggage Drop: Passengers are required to deposit their bags at the specified location after checking in.

Security Check: In order to be screened for security, passengers must take off their shoes, belts, and personal gadgets. Liquids and gels have to be put in clear plastic bags that can be sealed and should not be bigger than 100 milliliters.

Immigration: If a passenger is going abroad, they have to clear immigration. This entails showing an immigration official their passport, visa (if needed), and boarding pass for validation. 

Boarding: Passengers can head to their Lufthansa Airlines Fukuoka Airport departure gate to board after all formalities have been completed.

Arrival Terminal at Fukuoka Airport for Lufthansa Airlines

Lufthansa Airlines designates terminal 1 at Fukuoka Airport for all its arrivals. This terminal is easy to traverse because of its excellent signage and simple structure. Lufthansa Airlines, which prioritizes the comfort and convenience of its passengers, guarantees a seamless arrival experience at Terminal 1. Upon arrival, travelers can verify the arrival evaluations for their merry-go-round number and retrieve their bags from the designated baggage claim area for their flight.

Protocols to Follow Upon Lufthansa Airlines Arrival at Fukuoka Airport:

Immigration: Passengers arriving must go to the immigration counter and show their completed immigration card, passport, and visa (if applicable). 

Baggage Claim: Travelers should go to the baggage claim area to pick up their checked luggage after passing through immigration. 

Customs: Passengers who have goods to declare must go through customs after retrieving their bags and produce their customs declaration form.

Lufthansa Airlines Assistance: The Lufthansa Airlines staff is on hand throughout the terminal to aid customers with any needs or questions they may have. 

Lost & Found Support: In order to help passengers reunite with their misplaced or delayed luggage, Lufthansa Airlines FUK Terminal–Fukuoka Airport provides Lost & Found assistance.

Unaccompanied Minor Assistance: At Fukuoka Airport, Lufthansa Airlines offers unaccompanied minor support, allowing kids to travel alone with full supervision and care during their trip. 

Facilities Featured at Lufthansa Fukuoka Airport

Indeed, the Fukuoka Airport has a number of ATMs. Within the airport’s grounds are ATMs operated by Indian Bank, Canara Bank, Bank of Baroda, and ICICI Bank. For those who need quick cash, there are ATMs located in Terminal 1 (T-1)’s departure area (pre-checkin).

Retail Outlets

There are numerous retail establishments available for passengers to enjoy at Fukuoka Airport. These include the shoe store Pavers England, which is situated at the Anna International Terminal’s International Departure section. In a new development, the airport has also set aside about 1,228 square meters for retail establishments. Here, clothes, jewelry, and beauty firms will open stores.

Duty-Free Shops

Duty-free stores at the Lufthansa Airlines Fukuoka Airport offer upscale goods such as jewelry, watches, cosmetics, fragrances, and alcoholic beverages. Flemingo Duty-Free is the company that runs the duty-free shops. Travelers can pre-order premium goods online to pick them up at the airport.

Baggage claim services

When a passenger arrives at Fukuoka Airport, baggage claim services are available. The airport’s arrivals area is where travelers can retrieve their checked-in luggage, which is the baggage claim area. 

Using cutting edge technology, the airport offers a baggage wrapping service for both the city side and the international terminal check-in area. Some travelers have even reported having to wait up to two hours to retrieve their luggage due to delays in baggage processing and delivery. 

Restaurants

Lufthansa Airlines FUK Terminal is close to a number of eateries, such as Adyar Ananda Bhavan – A2B, Fukuoka Food Express, Junior Kuppanna, Pizza Hut, The Irish House, Krug & Co, Copper Chimney, and HAPPY BEAR – Airport Metro. Travelers can choose from a variety of cuisine selections at these eateries, which are close to the airport. 

The Fukuoka Airport has a number of cafes where travelers may get a range of drinks and snacks. Among the cafés are Jugman 700 ML Juice, Starbucks, Hatti Kaapi, Coffee & More, Salman Juice And Snacks, Fuel Juice And Pasta Bar, Soft ‘N’ Creamy, Tea Time, and Lassi Shop. 

Currency Exchange

At Lufthansa Airlines Fukuoka Airport, currency exchange services are offered. These services are open around-the-clock and allow you to exchange a number of different currencies. Among the currency exchange companies at the airport are Prime Forex and BookMyForex, which provide doorstep delivery and pickup currency conversion services.

Medical Services

The Apollo Hospitals First Aid Room, which offers passengers in need of emergency medical care, handles medical services at Fukuoka Airport. For any medical needs, there’s also a pharmacy at the airside of the Domestic Departures. By guaranteeing that visitors may have access to emergency medical assistance quickly, the airport improves the general safety and wellbeing of passengers using the facility.

Device Charging Stations

Fukuoka Airport offers charging stations. Zeon (24 kW) is responsible for maintaining four electric vehicle (EV) charging stations at Fukuoka Airport. The types of charging stations available at Lufthansa Airlines FUK Terminal are DC 150kW, DC 60kW, and DC 30kW, catering to various electric vehicles. These charging stations are part of the services provided by Ola Mobility at the airport, offering different capacities to accommodate different EVs

List of All:  Lufthansa Airlines Terminals  

Lufthansa Airlines (FUK) Fukuoka Airport Location Map

Lufthansa Airlines flies to Mumbai, Delhi, and Frankfurt from Fukuoka Airport.

Terminal 1 of Lufthansa Airlines Fukuoka Airport is the airline’s operating base.

It is true that the FUK Terminal offers currency exchange services.

In-flight Wi-Fi is available on Lufthansa Airlines.

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Are you dreaming of an electric boat? Here’s where to start

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Let’s all take a moment and give thanks to electric car manufacturers. They’re the reason for a surge in interest in electric-powered boats. That’s good news for cottage boaters (and for our neighbours and wildlife) who want a quieter, more peaceful on-water experience or who want to reduce their contribution to nasty emissions, oil, and other pollutants in the lake. 

If you’re daunted by the prospect of learning the new technology, don’t be. Whether you want to convert an existing cottage boat or you plan to fit your next new boat with electric power, start by asking yourself a few basic questions, says Dean Heinemann, the director of sales at New York-based Elco Motor Yachts , which is a pioneer in electric marine propulsion and classic electric launches. First, what kind of boat do you have and how fast do you want to go? This will determine the size of motor you need. Second, how far do you want to go without recharging? Your answer will dictate the number and size of batteries you require. Add a charging system for your setup, connect all the components together, and you’re ready to cruise.

The motor: How fast do you want to go?

The faster you go, the more power you will need. To determine how fast your boat can go, consider its hull shape: displacement or planing. Displacement hulls (the round bottoms of canoes, motor launches, and large sailboats are good examples) are designed to cut through the water smoothly and push it aside with little effort. Planing hulls (V-hulled ski boats, for example) will lift out and skim on top of the water, but to get up on a plane they require an increase in power. For planing boats, weight, which is always a consideration in boat design, becomes a bigger issue. 

“One of the nice things about converting boats to electric, as opposed to cars, is that the weight of the boats is not as big a factor in performance because there are no hills to go up,” explains Jonathan Killing, of Toque Innovations in Midland, Ont., who has worked on a number of design projects involving electric motors. “But when you get into planing boats, you make your own hill getting up onto plane, so weight becomes a huge factor.” A planing boat needs more than a burst of power to climb up that big bow wave; the motor also needs to run at a higher speed to hold the boat there. 

“You need to realistically look at how you boat and decide if electric can fit into that,” says Mary Jo Reinhart, the director of OEM and retail sales for the electric motor manufacturer Torqeedo in Crystal Lake, IL. “Are you going 40 mph all the time? Do you need to?”

Muskoka cottager Graeme Ferguson has immersed himself in research about electric propulsion technology since falling in love with his 36-foot 100-plus-year-old restored launch, Heather Belle. About 20 years ago, he replaced her Chrysler Crown six-cylinder engine with an Elco electric inboard motor, the equivalent of an 8 hp. Heather Belle will run at her displacement hull speed (roughly the fastest a displacement boat can go) of about 12 or 13 km/h, but he says, “I prefer to cruise slowly for a day on the lake.”

When Pierre Malo of Victoria, B.C., converted his 16-foot Lund to electric power, it wasn’t so much because he embraced the “slow boating” lifestyle, though he likes that too. His eye was on the bass and trout in freshwater lakes on Vancouver Island. Problem was, some of the smaller lakes have a 10 hp speed limit, and some prohibit any internal combustion engines at all. So he took delivery of the Lund without its usual 50 hp gas outboard. Pierre had already used a Torqeedo Ultralight 1 hp on his kayak, and he went back to the German company for a Cruise 4.0 with remote steering, which is comparable to an 8 hp gas outboard. 

If this all sounds excruciatingly slow, be assured that you can go fast with electric. Both Elco and Torqeedo have developed high-power motors for planing boats—Elco’s EP 30 and 50, and Torqeedo’s Deep Blue series 25, 50, and 100. “Honestly, it’s expensive because of the setup it requires,” says Reinhart about Torqeedo’s planing option. The high-end Deep Blue 50 (equivalent to 80 hp) uses BMW i3 electric car batteries; a complete system with battery and motor can run $50,000 to $60,000 U.S., she says. Elco and Torqeedo’s electric non-planing motors retail for $1,700 to $9,000 U.S., plus batteries. 

The batteries: How far do you want to go?

“Batteries are the gas tank, so depending on your needs and objectives, you select the size or capacity of your batteries accordingly,” says Elco’s Dean Heinemann. Your run time will be determined by the battery capacity and the average amp draw you use while cruising. (Amp hours are an indication of capacity, or the amount of current a battery can supply for a given period of time.) “But it all comes down to throttle management, and it varies by water current and conditions as well,” Heinemann explains. If you decrease your throttle, your run time and range will increase exponentially. If you’re in a strong current or windy conditions, you will need more power to maintain control of the boat during docking or other manoeuvres, and you won’t go as far. To add more range, add more capacity to your battery bank, or reduce speed.

Boaters have two battery options: lead acid and lithium ion. Lead-acid batteries are less expensive up front than lithium. (Count on at least $250 U.S. for a quality 12-volt, deep-cycle lead acid battery.) However, as they get toward the bottom of their charge, they don’t perform as well as lithium batteries, which means you’ll have less range. And they don’t recharge as quickly. They are also heavier than lithium, which can translate to hundreds of pounds difference in weight in the boat, and they take up more space. Lithium batteries can cost three to four times as much up front (Torqeedo’s Power 48 5000 is $5,200 U.S.), but comparing lithium and lead-acid batteries is like comparing apples to oranges. Lithium batteries perform more efficiently as the charge drops, can accept a greater depth of discharge, and can go through more recharging cycles than lead-acid batteries. That means you won’t need to replace lithium batteries as frequently and, over time, the price difference will narrow.

That was Pierre Malo’s conclusion. He installed a single Power 48-5000 lithium battery at the back of the boat where the fuel tank would normally sit.  He paid close to $14,000 for the whole system and can troll for four hours (at a civilized 1.5 to 2.5 km/h) and still have 92 per cent of power left. After driving at maximum speed (11 km/h) going point to point all day for bass fishing, Pierre says his batteries will drop to 37 per cent. A networking cable connects the motor, the throttle, and the battery so that all the components talk to each other; the throttle display tells him how much charge he has left and, as he slows down or speeds up, how much farther he can go at a given speed. When he gets back to the dock, he just plugs the charger into any 110-volt outlet. 

The chargers: What battery system did you choose?

Chargers are sold separately because they depend on which and how many batteries you use. Not surprisingly, lithium and lead-acid batteries need different chargers. Prices start at about $560 for lithium chargers and $200 for lead acid. Heinemann recommends investing in a high-quality charger with a balancing feature that makes sure your batteries are all charged to the same level. Also, people should charge their batteries right after use, he says, to help extend the life of the battery no matter how much you use it. If you’re new to it, working out the logistics of battery systems can make your head spin, so get advice from whoever is supplying your motor. 

Imagine, though, if you could stretch the limits of range without having to go back to shore to plug in. Some larger boats use an onboard gas or diesel generator to recharge. Others have a backup engine for charging and for higher power needs. For brothers Tom and Mike Keevil, on Lake Vernon, near Huntsville, Ont., solar power was the answer. “Tom convinced our parents that they should be running a solar boat back and forth to the cottage,” Mike says. They built a canopy for their mother’s 18-foot pontoon boat, which doubled as a sunshade and a platform for the panels. They chose a Torqeedo motor equivalent to a 9.9, and Mike got four used 300-watt solar panels plus batteries.

Since then, the brothers have experimented with other boats. Last spring, Mike salvaged a 16-foot Springbok bowrider “on its way to the scrapyard,” erected a platform for two 300-watt solar panels, and installed an Elco 9.9, 48-volt outboard, plus eight 6-volt golf cart batteries. Figuring out where to place the batteries to keep the boat balanced is one of the tricks of electric conversion. Mike set them in the back to replace the weight of the 70 hp Mercury gas outboard he had removed, but many owners will spread the weight out under the seats or, for inboards, in the centre of the boat in the old engine compartment. 

“Even if it’s a half-overcast day, I can fish forever for free,” says Mike. “I bring in about as much power as I draw.” His normal trolling speed is around 4 km/h, and he has enough power to fight wind or manoeuvre at the dock. On a dark day at top speed (about 10 km/h), he’ll deplete his batteries in 20 minutes, but his goal is to maintain a slower speed to avoid plugging in at their off-grid cottage, and let the panels do their thing. Last summer on a fishing trip in Temagami, Ont., he put about 70 km on the boat without depleting the battery, thanks to the solar panels and a stretch of bright weather.

Meanwhile, builders of boats across North America are moving towards electric motors. In Kelowna, for example, Templar Marine Group has developed five models on the same 26-foot hull for recreational and commercial use. “We think we’ve hit all the buttons for something that someone can buy today, and plug in [to a standard 110-volt outlet] today, and that uses as much power as a hair dryer,” says Mark Fry, Templar’s CEO. Templar boats are built by Campion Marine and use Exro Technologies propulsion, with a top speed of about 7 knots and a price tag of $140,000 Cdn. Vision Marine Technologies (formerly the Canadian Electric Boat Company) offers five models of electric boats, including the Bruce 22, shown above, which features mahogany woodwork and a maximum speed of 66 km/h.

Electric conversions are fun stuff for cottagers who love messing about in boats—or technology. But the concept doesn’t have to be complicated. The bottom line is that if you want more power, you’ll need a bigger motor. If you want greater range, you’ll need more battery capacity. The future will undoubtedly bring faster, more powerful, and more affordable electric boats. “We have seen the weight of lithium batteries come down as much as 50 per cent and pricing come down as much as 30 per cent over the last 18 months,” Heinemann says.

In 2019, for example, Torqeedo’s 24-volt 3500 battery had 30 per cent more power, though it was the same size and just two pounds heavier than its predecessor, says Mary Jo Reinhart. 

The 12 lead-acid batteries in Graeme Ferguson’s century-old Heather Belle weigh one ton, not exactly a lightweight solution for going fast. But that’s the beauty of electric propulsion’s evolution. These days, there’s something for everyone, whether you like to go fast or troll around the lake all day. And though Elco has been around even longer than Graeme’s elegant launch, you might say that companies like it and Torqeedo are just getting started.

This article was originally published in the Aug/Sept 2021 issue of Cottage Life  magazine .

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Khimki, Moscow Oblast, Russia

Khimki is a city located in Moscow Oblast, Russia, which is situated about 23 kilometers northwest of Moscow. It is one of the most significant industrial centers in the region and has a population of approximately 253,000 inhabitants as of 2021. The city is connected to Moscow by the Moscow-St. Petersburg highway and the Moscow Central Circle railway.

One of the most beautiful areas in Khimki is the historical center, which is known for its well-preserved buildings from the 19th and 20th centuries. The area is home to the City Hall and the City History Museum, as well as several beautiful parks and green spaces. The housing prices in this area are on the higher end due to the historic charm and central location. The average price for a one-bedroom apartment in the historical center is around 50,000 rubles (about $675) per month. The transportation is convenient with several bus and minibus routes connecting the area to the rest of the city. This area is generally safe, with low crime rates.

Another area worth mentioning is the recently developed residential district of Yaroslavsky. It is located in the eastern part of the city and is known for its modern and comfortable living spaces. The area has a large park with several playgrounds, bike paths, and sports fields. The housing prices in this area are more affordable compared to the historical center, with the average rent for a one-bedroom apartment being around 30,000 rubles (about $400) per month. The transportation is also convenient, with several bus routes connecting the area to the rest of the city. The safety of this area is also high, with low crime rates.

The Sokolniki neighborhood is also a popular residential area in Khimki. It is located in the southwestern part of the city and is known for its green spaces, which include several parks and forests. The housing prices in this area are slightly higher than in Yaroslavsky, with the average rent for a one-bedroom apartment being around 35,000 rubles (about $470) per month. The transportation is convenient, with several bus and minibus routes connecting the area to the rest of the city. The safety of this area is also high, with low crime rates.

Khimki is known for its diverse industry, which includes metalworking, chemicals, and construction materials. The city has several large industrial plants, such as the Sheremetyevo International Airport, which is one of the busiest airports in Russia. The city also has several shopping centers and entertainment complexes, such as the MEGA Khimki Mall, which is one of the largest malls in the region.

The people of Khimki are known for their love of sports, with football, ice hockey, and basketball being the most popular. The city has several sports clubs, such as the Khimki Basketball Club, which is one of the most successful basketball teams in Russia. The city also has several well-known public figures, such as the musician and composer Andrey Makarevich, who is known for his work with the band Mashina Vremeni.

Khimki is a beautiful city with a rich history and culture. The city has several outstanding areas, each with its own unique charm and character. The housing prices in the city are generally affordable, and the transportation is convenient, making it a great place to live. The city is known for its diverse industry, sports, and entertainment options, making it a great place to work and play.