Two marine innovators are joining forces to electrify a boating icon. Zodiac Nautic has partnered with Rhode Island-based Flux Marine to launch the first all-electric Zodiac Medline 6.8, powered by Flux Marine’s 115-horsepower outboard system. The collaboration will debut this week at the 2025 Fort Lauderdale International Boat Show.

The new model pairs Zodiac’s popular 22-foot rigid inflatable hull with Flux Marine’s high-performance electric propulsion and modular battery system. The result, the companies say, is a fast, quiet, zero-emission RIB designed for a full day of cruising, fishing or watersports.

“With more than a century of innovation behind us, Zodiac Nautic is excited to join Flux Marine as we lead the way into the electrified future of marine propulsion,” said Tim March II, chief operations officer of Zodiac Nautic. “Our vessels have pioneered new ways to explore and enjoy the oceans, and this collaboration continues that legacy with sustainable, quiet power for the next generation of boating.”

The FM115 electric outboard delivers 115 continuous horsepower, with bursts up to 175 horsepower for quick acceleration and sporty handling. The system is powered by Flux Marine’s 84-kWh battery pack, offering an estimated cruising range of 25 to 30 miles, or more than 80 miles at low speeds.

“Zodiac has always been a symbol of adventure, innovation and performance on the water, and this collaboration allows us to demonstrate how high-powered electric marine propulsion can elevate the experience,” said Ben Sorkin, CEO of Flux Marine.

The Medline 6.8’s integrated digital helm lets boaters monitor performance in real time, while the Flux mobile app provides remote status updates. Charging options include standard 110-volt and 220-volt shore power or DC fast charging, which can top off the batteries in about 90 minutes.

With a starting price of $116,069, the electric Medline 6.8 is now available for pre-order, with deliveries beginning in 2026.

The model will be on display at the Fort Lauderdale International Boat Show from October 29 through November 2 (Booth 1011, Bahia Mar).

For more information, visit fluxmarine.com or zodiac-nautic.com.

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Henri-Lloyd has unveiled the Bergen Range, a line of lightweight, high-performance mid-layers designed with sustainability at its core. The Bergen Hooded Jacket and Bergen Gilet are the brand’s first garments made from NetPlus fabrics, derived from discarded fishing nets, and Repreve insulation, sourced from recycled plastic bottles.

“The Bergen range is more than just a new style of high-performance technical mid-layer,” says Kim Ramsay of Henri-Lloyd. “These are the first garments from Henri-Lloyd that have been created using NetPlus and Repreve, enabling us to deliver outerwear that is functional without relying on virgin resources.”

Available in Navy with Off-White, Navy, and Sea Spray colorways, the Bergen Hooded Jacket retails for around $330, and the Gilet for around $260. Both come in sizes Small through 2XL. The pieces feature a chemical-free C0 durable water-repellent coating and recycled PET insulation to provide warmth and weather resistance, whether worn on their own or as a layering piece under foul-weather gear.

The NetPlus program, managed by certified B Corporation Bureo, recycles end-of-life fishing nets into nylon pellets that are then spun into durable yarns. Compared with virgin nylon, NetPlus manufacturing reduces greenhouse gas emissions by 20%, water use by 70%, fossil fuel consumption by 67%, and energy use by 68%. The program also supports coastal communities and environmental reinvestment.

For insulation, Henri-Lloyd uses Repreve, the world’s leading brand of recycled performance fiber, which transforms ocean-bound bottles into moisture-wicking, odor-resistant, and durable insulation. To date, Repreve has diverted more than 40 billion bottles from landfills and coastlines.

“We chose Repreve because it offers warmth without bulk, moisture and odor control, and long-lasting performance,” Ramsay adds. “Together with NetPlus, this range epitomizes our belief that performance and responsibility must go hand-in-hand.”

The new Bergen line marks a step forward for the iconic British sailing brand, continuing its legacy of innovation while aligning with modern sustainability goals.

For more information, visit henrilloyd.com.

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As electric propulsion, solar panels, and eco-friendly antifouling paints gain traction in the marine industry, a new study confirms what many sailors and cruisers have suspected: sustainability is no longer a fringe concern—it’s a key factor for most buyers.

According to Unmuted Consumer Insights’ 2025 U.S. Boat Owners Sustainability Study, 68% of American boat owners say a brand’s commitment to sustainability plays a role in their purchase decisions. The study surveyed more than 750 owners of power and sailboats across the country, revealing a clear trend toward value-based buying behavior.

“Sustainability matters,” said Bridget Millar, president of Unmuted Consumer Insights. “Over two-thirds of boat shoppers now consider a brand’s environmental practices as part of their decision-making process—a trend that’s reshaping the future of recreational boating.”

Among the most intriguing findings: 54% of respondents said they would consider purchasing an electric boat if shopping today, reflecting growing openness to greener propulsion. However, the study notes that purchase intent doesn’t always equate to action, as concerns around range, infrastructure, and performance still linger.

Other data points showed a strong link between owner satisfaction and how often they use their boat—along with the length of the vessel—suggesting that boaters who are more engaged with life on the water may be more attuned to the environmental impact of their cruising lifestyle.

As sailing brands and builders increasingly market their sustainability credentials—from recyclable hull materials to hybrid drive systems—this report offers fresh insight into how eco-awareness is influencing consumer choices on the docks.To learn more, you can download the full summary report at unmutedci.com.

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With its unmistakable aqua-and-­orange color scheme emanating from twin hulls, the Fountaine Pajot Samana 59 Aurora was easy to spot in the pack of competing rallyists at the 2024 Caribbean Multihull Challenge out of St. Maarten in February. Yet while the first-time participant managed to steer clear of any winners’ circles (sorry, Team Aurora), it certainly found itself a standout in perhaps the most important category of all: eco-conscious cruising. 

TradeWinds, whose experiences blend the best of the cruising life with protecting and preserving the environment, used this year’s CMC Rally as a shakedown cruise for the much-anticipated 59-foot TWe6 Smart Electric Yacht from Fountaine Pajot. The boat’s power generation comes from hydro, solar and wind. Designed and built in partnership with EODev, a specialist in industrial solutions using hydrogen, the Fountaine Pajot 59 Aurora is the world’s first production cruising catamaran with 100 percent electric ­propulsion that uses hydrogen as an energy source. This prototype, a Samana 59 Smart Electric X REXH2, is named after the electro-hydrogen generator that it carries.

The system is based on three operating modes. The first mode is fully electric. A battery of 60 kWh, powered by solar panels and hydraulic energy similar to that on board the Aura 51 Smart Electric, allows the boat to be autonomous at anchor and during several hours when sailing. 

The second mode integrates green hydrogen as a source of energy storage, allowing for hybrid electro-hydrogen operation. Hydrogen, under pressure, feeds a 70 kW fuel cell that supplies electricity to the electric motors. EODev says that this fuel-cell technology, in addition to addressing decarbonization, allows for an increased life span of the system equivalent to three times that of traditional diesel equipment. In use, the operation is similar to a hydrogen hybrid car, with recharging possibility at port via hydrogen terminals. This mode, coupled with solar panels and hydrogen generation, provides autonomy at anchor for several weeks, and five hours of motor navigation at a speed of 7 knots. 

The third mode is diesel ­hybrid. A small backup generator will take over during situations that require prolonged use of the engines, with no possibility of recharging with hydrogen. 

In standard use, with a ­laden displacement slightly more than the standard FP59 catamaran’s, Aurora is expected to be self-sufficient, with zero emissions for up to a week. There’s one caveat: access to hydrogen recharging. For the time being, no infrastructure exists in ports. 

However, TradeWinds and Dream Yacht Worldwide have ordered 10 Fountaine Pajot electric catamarans—so the future will in some way need to include marina recharging stations. Watch this space for more information.

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Over forty years ago, when my husband and I embarked on our five-year sailing adventure to circumnavigate the globe, the world was a different place. I was a different person. 

During ocean passages back then, we often saw swarms of flying fish and vast pods of dolphins that sometimes stretched from one horizon to the other. Coral reefs we explored were vibrant and home to a mind-boggling diversity of sea creatures. It was easy to find a good-sized fish to spear for dinner, and trolled lines usually scored a catch, even for fisher know-nothings like us. 

Weather forecasts were rarely available, so when it came time to cross an ocean, we departed on a nice day, oblivious of what the weather gods might be brewing along our route. Our primary source of weather guidance was the compilations of weather logs tallied by decades of roaming seafarers: the wind roses displayed on ocean routing charts.

When we began that voyage in 1980, I had completed three years of college toward a career in dentistry, relegating my love of all things weather to hobby status. A meteorological profession just seemed too impractical and unorthodox. But after spending five years cruising—thwarted, propelled, battered, and enthralled by daily weather conditions—I realized that the atmosphere was my calling. 

After the trip, I returned to school in 1985 to pursue a degree in meteorology with an emphasis on the Arctic. Why the inhospitable, cruising-unfriendly Arctic, you might ask? We had spent one summer exploring the high-latitudes north of Scandinavia: Norway, Svalbard, Jan Mayen Island and Iceland. Weather information was either non-existent or mostly useless, so I figured Arctic forecasting might be a worthwhile focus for my weather career. Plus, it’s an intriguing part of the globe that challenges scientific understanding with its complex interactions among winds, ice floes, ocean currents and harsh terrain.

While I was pursuing my meteorological studies at San Jose State University in the late 1980s, climate change was not yet widely recognized as a public crisis. That said, a few scientists had begun to ring warning bells about the effects of heat-trapping gases—the waste products from burning oil, coal and gas—on global temperatures and precipitation patterns. Even the fossil fuel companies acknowledged that burning their products would warm and disrupt the global climate. 

It wasn’t until late in my journey toward a PhD in atmospheric sciences at the University of Washington that the collective groundswell of scientists’ anxiety surged about the destructive impacts of the changing climate. The Arctic in particular was already showing signs of the long-predicted, wholesale transformation of that region. Sea ice was disappearing, high-latitude temperatures were soaring, the Arctic system as we knew it was coming apart at the seams. Change was happening much faster and sooner than elsewhere on the globe. This blatant evidence of human-caused climate change spurred me to set my research sights on understanding how and why it was happening, as well as its impacts on other aspects of the climate system. Whenever and wherever we cruised, my antennae were tuned to detect changes, both expected and unexpected. 

Fast forward to July 2009, we again set sail, but this time on a “family sabbatical year” of cruising with our two tweenagers. Saphira, an Atlantic 55 catamaran designed by Chris White, carried us on a circuit from New England to a summer in the Bras d’Or Lakes, then southward to Bermuda, the British Virgin Islands, Colombia and Panama, followed by a northward turn up the east coast of Central America via Honduras, Guatemala, Belize, Yucatan, Key West, Bahamas and back home. Along the way I noticed many changes. 

During our offshore passages, I wondered what happened to the large pods of dolphins and fleets of flying fish? While diving in Bermuda, it seemed the reefs were much less vibrant with life and color. Maybe it was due to hurricane damage, or, were rising ocean temperatures and pollution to blame? Some beaches in the BVI didn’t look anything like photos in cruising guides: once idyllic white sand was replaced by rocky shores. Beach sand does come and go with bouts of big swells, but the pervasiveness suggested erosion caused by sea-level rise could be at least partly responsible.

As we cruised through the San Blas Islands of Panama, my antennae picked up incontrovertible evidence of climate change. In several locations, our two-year-old charts indicated the existence of a small island. We found instead that the island had disappeared, replaced by a sand shoal completely submerged below the surface. While sea levels had risen only about 7 inches on average around the globe, the low-lying, unstable sand islets that make up the San Blas can be easily eroded even with only small changes in water height. 

Elsewhere in the islands were obvious signs of substantial erosion, as roots of trees and shrubs were exposed along their shores, and many coconut palms had toppled into the sea. In the western islands at least, sea life seemed greatly depleted and many beaches were buried in plastic garbage transported by the trade winds from the east. The primitive homes of the indigenous Guna people perched inches above normal high water, and already they contended with regular flooding. Altogether, it was a disturbing scene. I wondered how many more years the Guna could inhabit these islands where they’ve lived for centuries. 

That was 2009. More than a decade has passed, and my husband and I recently returned to the cruising life. Eight months a year we live on our new catamaran, another Chris White design also named Saphira. The pandemic prevented us from cruising to as many of the Caribbean islands as we had planned, but we have been able to return to the Bahamas, Virgin Islands, Lesser Antilles, Bonaire and Curacao. 

The news, I’m afraid, is even more disturbing. Coral reefs in the Virgin Islands, Bahamas, and northeast Caribbean islands (St. Martin, Antigua, Barbuda) have further declined. Most upsetting was our return to Conception Island in the Bahamas, a national park with no inhabitants or development. Back in 2010 we delighted in snorkeling around magnificent mushroom-shaped coral structures over 100 feet in diameter, seemingly growing out of a sea of perfect white sand in water so clear it was invisible. An astonishing variety of fish and sea creatures lived in the coral’s knobs and crevasses. Ten years later, in 2020, we returned to the very same coral mushrooms, excited for another chance to see these hives of sea life. But what we found instead were corpses; lifeless mounds of dead coral covered in a thick layer of brown algae. Only a few sergeant majors and barred jacks patrolled the area. 

It was hard to hold back tears. I knew the earth’s coral reefs were struggling, but this blatant transformation from brimming life to utter death felt personal and terrifying. Because Conception Island had no development, it seemed unlikely that pollution could have destroyed these thriving colonies. According to the National Oceanographic and Atmospheric Administration’s Coral Reef Watch program, the main culprits are rising ocean temperatures and disease, aided and abetted by overfishing.  

The news is not all bad. Our southward heading brought us to Bonaire and Curacao, where the corals are still healthy and teaming with life. Cruising friends report healthy reefs in parts of the Windward Islands, as well. These relatively healthy reef systems, along with local efforts to grow new coral colonies, can help restore this vital ecosystem, but only if we give them a chance. Further warming caused by emissions of heat-trapping gases produced mainly by burning fossil fuels must decline dramatically and rapidly, or else cruisers will encounter more and worsening impacts of these gases. 

Not only are oceans warming, but they are also becoming more acidic as they absorb carbon dioxide from the air, which is converted to carbonic acid in salt water. Higher acidity stresses marine creatures that form hard shells from dissolved calcium carbonate, such as corals and mollusks. Climate scientists like myself have known for many decades that increased greenhouse gases would have these impacts, and we’re now learning about the many ways that a warmer earth will cause stronger storms and more frequent extreme weather events of many kinds. Recent Atlantic hurricane seasons have shown us a glimpse of the future, with higher numbers of major tropical storms, more cases of rapid intensification, and heavier rainfall when they come ashore. 

We cruisers are acutely attuned to our surroundings, from weather and sea state to currents and marine life. We are also on the front lines of the impacts of a changing climate. As my husband and I continue to explore the planet by boat, I expect to see ever-clearer evidence of the monumental changes resulting from human activities to date. My research will continue to focus on uncovering details of why these changes occur and which regions will be affected.

Governments, businesses, and individuals can (and must) work together to reduce carbon emissions, curtail overfishing, prohibit harmful coastal development, and restore devastated marine life. The cruising community can help by getting the word out, volunteering in local efforts to repair and prevent damage, advocating for action, and minimizing our own impacts on the beautiful coasts we are so fortunate to visit. 

Jennifer Francis is acting deputy director and senior scientist at the Woodwell Climate Research Center in Falmouth, Mass.

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Nearly 20 years ago, the Pew Oceans Commission, which I was member of, released a report about the state of our oceans, and it wasn’t pretty. Overfishing, pollution, and habitat destruction were threatening the seas. When the commission ended, I knew one thing, as a sailor, I had to help. One of the biggest issues I saw was other sailors and boaters – an amazingly talented and civic-minded group – were not yet activated on behalf of the oceans we love.

A year later, in 2004, I co-founded Sailors for the Sea along with my friend, Dr. David Treadway, another avid sailor. There were 2.5 million self-identified sailors in the United States at that time. We had no idea how our community would respond. Some of my friends thought I was nuts – “David,” they would tell me “sailors want to go to the party after the regatta, not a rally for the oceans.” 

Still, we plunged ahead and set a goal of recruiting one percent, or 25,000 sailors, to join the movement to help save the oceans. We had success in getting attention and created some very important programs including Clean Regattas and Rainy Day Kits (now called KELP, or Kids Environmental Lesson Plans). However, we did not make much headway in hitting our 25,000 number.

Fortunately, we kept at it, ultimately merging with Oceana (one of the largest ocean conservation organizations on the planet), and in the last four years, something has clicked. Much of it is due to the hard work of our team and Oceana, but I think credit should also go to the new generation of sailors entering the sport. They want to become ocean activists and are now finding us. The sailing community seems to be well on its way to becoming a true force for saving the oceans. I am so glad Sailors for the Sea is there to serve them, our community, and the oceans.

Today, we’ve far surpassed our initial goal. In just the last year, we’ve grown an incredible 90% and now count more than 40,000 members—our community of Green Boaters who routinely speak up for our oceans and follow our Green Boating best practices. This is a big win for our oceans. In 2021 alone, more than 47,000 sailors participated in a Clean Regatta—which has potentially kept 675,000 single-use plastic water bottles out of waterways and waste streams—and 768 organizations, sailing programs, and families used our KELP activities to teach kids about marine science and environmental issues. We’ve also now recruited 16 Skippers, volunteer activists who are focused on organizing their local marinas, clubs, and community.

While there have been many gains over the last two decades, the oceans need our help now more than ever. Many of the problems that we uncovered in the Pew Oceans Commission report still exist – coastal development, invasive species, overfishing, and of course climate change are all taking a toll. Finding and implementing solutions takes vigilance, dedication, and commitment. But it’s worth it.  

As sailors, we know that life on land and in the oceans is inextricably linked, and the quality of our life—from the food we eat to the air we breathe—depends on a healthy, thriving, and biodiverse ocean. The good news is that we can achieve this. 

What are some things you can do? First and foremost, be an ocean advocate. Support the people and the policies that can make real, positive changes for our oceans. Whether you’re a sailor or just someone who cares about the oceans, you can sign up to become a Sailors for the Sea “Green Boater”. The more this community grows, the larger impact we can have. Are you involved with any sort of event planning? While our Clean Regattas sustainability initiatives are targeted at water-based events, most of the best practices can be implemented at any event. Have kids in your life? Take a look at our Kids Environmental Lesson Plans. It’s never too early to foster a love for the environment and improve ocean literacy. 

The health of our oceans depends on all of us, and the actions we take today to protect it help secure a better future for everyone.

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The start of a new cruising season is a time often filled with thoughts about the exciting new adventures ahead. As it should be. But it’s also a time to ponder how we, as individual sailors, can help make sailing a greener, more sustainable activity. While what follows is a far cry from mastering carbon sequestration or cold fusion, here are some simple ways we can all reduce our ­environmental wakes.

Chandlery choices. It’s incredibly hard to eliminate all single-­use plastics, but numerous manufacturers are working to reduce our dependence on these materials. Companies including B&G, Harken and Yamaha have pledged to reduce their dependence on unsustainable packaging, and green-minded customers are encouraged to support businesses that share these ethics. 

DC alternatives. Few sailors enjoy listening to marine engines rumble just to keep the batteries charged. Fortunately, today’s hydrogenerators and wind generators can keep the DC juices flowing, and solid options exist from manufacturers, including Eclectic Energy, Nature Power and Watt&Sea. (See the November/December 2021 issue of Cruising World.)

Grocery getting. Provisions are fundamental to any passage or cruise, but how one’s victuals come packaged can go a long way toward reducing the amount of garbage in our collective wake. If you’re buying shelf-sturdy items such as nuts, grains and dried fruits, check the bulk-food aisle. Some stores allow you to bring your own reusable containers (they’re weighed ahead of time) to eliminate single-use packaging.

Hydrate or die. Dock water doesn’t usually taste great, but bottled water generates plastics and microplastics. One smart option is to buy an RV-style, spigot-attached water filter (ballpark $30 from Amazon; not for use with saline) and a clean, dedicated hose. This inexpensive kit can be used to fill large onboard dromedaries, which, in turn, can fill or refill each crewmember’s reusable water bottle. 

ICE melters. It’s ironic that internal combustion engines are nicknamed “ICE machines,” given their CO2 footprints, but there’s optimism in today’s marine-specific electric motors. These range from DC-powered outboards to saildrive-style electric motors from companies including ePropulsion, Oceanvolt and Torqeedo. If your whip or dink needs repowering, go electric. You’ll enjoy quieter, vibration-free cruising and—given the automotive industry’s direction—likely increase your vessel’s resale value.

Toxin taming. When it comes to protecting coral reefs and the marine environment, not all sunscreens are created equal. Instead of falling for marketing lingo such as “reef safe,” read each product’s ingredient list and cross-reference it for known environmental toxins. Online resources exist at the Haereticus Environmental Laboratory and on Cruising World’s website, making it easier to protect your family from UV rays without harming the environs we all love. 

Second acts. Few commissioning activities are as exciting as bending on new sails, even if doing so begs questions about what to do with the old inventory. Companies such as Sea Bags Maine and Mafia Bags accept sail donations and repurpose old airfoils into duffels and totes. Other options include organizations such as Sails for Sustenance, which collects old sails and provides them to Haiti’s subsistence fishermen.

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One of the strangest things that I have to regularly explain to nonsailing friends is why ­engines are often run offshore to generate onboard DC ­electricity. While savvy friends understand that charging needs to happen if one is going to rely on their batteries, those less technologically inclined are sometimes stumped. And rightly so. If sailing is so green, they ask, why do sailors emit CO2 to keep their nav lights on? 

Contemporary sailors, though, have their choice of several alternatives to producing electricity without starting up their diesel engine, starting with solar panels and progressing to hydrogenerators and wind generators. While plenty has been written about solar panels, this ­technology depends on the sun, which is dormant during nighttime hours, and sometimes during the day too, especially on my home Pacific “Northwet” ­waters, as we like to call them. 

By comparison, hydrogenerators and wind generators are also highly effective, sometimes for entire 24-hour ­cycles, and can often satisfy all of a vessel’s DC-power needs. Alternatively, these generators can serve as part of a multipronged energy-producing system aboard yachts with significant DC-power needs to run heating and air conditioning, powered winches, refrigeration and the like. Here, then, is a look at how wind and water generators work, the benefits they provide, and some practical considerations for owners interested in greening up their onboard-power production.

Working with Water

As their moniker implies, ­hydrogenerators are electromechanical machines that ­harness the energy of moving water. Hydrogenerators typically capture this energy as ­alternating current, convert it to direct current, and then send it to a battery for use later. While ­hydroelectric dams are an ­everyday form of ­hydrogeneration ashore, ­marine-facing systems ­typically come in different sizes, and with varying charging capabilities, but most employ an underwater turbine consisting of a propeller or impeller that’s part of an assembly that hangs from a yacht’s transom or is fitted to its undercarriage, directly abaft the keel. 

“In essence, a hydrogenerator consists of an impeller ­designed to extract kinetic ­energy from the water, and an alternator to convert the rotary motion produced to electricity,” Peter Anderson says. He is Eclectic Energy’s managing director. Eclectic’s line of hydrogenerators employs a dive plane beneath the impeller, which allows the system to “fly” through the water at a controlled depth, similar to how a hydrofoil allows a boat to rise above the water at a ­desired height. This approach differs from other designs that resemble an outboard motor. 

“The amount of ­kinetic energy available in a fluid stream—air or water—varies as the cube of its velocity,” Anderson says. “For a water generator, this means even a modest increase in boatspeed produces a substantial increase in power output. Equally, at lower speeds, the amount of energy available falls rapidly, as do outputs.”

Because of the direct ­correlation between a vessel’s speed over water and a hydrogenerator’s ability to produce power, the size of its propeller or impeller matters greatly. Spec the system with too small a prop, and it won’t ­generate much juice; spec too large a spinner, and it will create ­excessive drag and could possibly break if a vessel’s speed surpasses certain thresholds. Because of this, most hydrogenerators come—or can be ordered—with different size impellers. 

With a properly sized system, hydrogenerator-induced drag is minimal, Anderson says. It could cost a 30-footer that’s making 6 knots roughly a 10th (or 1/5 of a knot) of boatspeed; this likely drops to an invisible metric for a 50-footer in similar airs.

Sabrina Huet, communication and sales manager at Watt&Sea, another hydrogenerator manufacturer, echoes this: “Our cruising hydrogenerators produce energy from boatspeeds of 2 or 3 knots up to 20 to 25 knots,” in the case of racing yachts. “It all depends on the propeller size. We offer four propellers with different diameters to accommodate different sailing speeds. The aim is to minimize the drag effect while optimizing the output. To put it in a nutshell: We suggest a bigger diameter for slower boats, and a smaller ­diameter for faster boats.”

As mentioned, as a boat moves through the water, ­hydrogenerators initially ­capture the energy from the spinning propeller as AC power, which is converted to DC. “Most modern generators use alternators,” Anderson says. “AC power is rectified to DC within the housing.” ­Watt&Sea’s systems work in a similar manner. 

As with other technologies described in this article, batteries are sold separately. A sailor can use any kind of battery, they would just have to check if a particular battery or battery bank requires any specific voltages, Huet says. If a battery or bank has needs that are different from Watt&Sea’s factory settings, those parameters can be changed easily, thanks to the system’s integrated mobile application. 

That said, it’s ­important to confirm that a yacht’s ­batteries are in good shape before connecting them to a hydrogenerator. “A ­minimum of 300 amp-hours at 12 volts is ­recommended,” Anderson ­advises. Most cruising yachts have at least 400 amp-hours of battery capacity, with 200 amp-hours that are usable. Batteries should not be routinely discharged below 50 percent, he notes, so it’s sensible to increase battery capacity if space and budget allow.

Both Eclectic Energy and Watt&Sea employ smart ­technology to ensure that their systems don’t create overcharging issues. “A charge ­regulator normally forms part of the ­installation,” ­Anderson says. “This terminates the charge once the batteries are full, which prevents possible damage through ­overcharging.” Once the battery or bank is topped up, the regulator then connects the generator to a power resistor in order to dump additional electrical energy.

Hydrogenerators can make great use of trade-wind conditions, however too much of anything becomes a negative. “Our hydrogenerators can withstand difficult conditions, but it’s essential to lift up a generator when approaching rough conditions, and to secure it with a rope or even ­belowdecks,” Huet says. “It’s also important to think about the lifting and lowering system, such as a hoist, to make the handling easier in both rough and calm seas.” 

“Prudence would suggest water generators be raised out of the water and possibly stowed,” Anderson says of preparing for heavy weather. “However, many owners report operating their Eclectic generators in storm conditions without problems.”

As with all systems, ­installation is an important consideration. 

Watt&Sea recommends hiring professional ­installers. Eclectic Energy, however, is more geared toward do-it-yourselfers. “Our generators are supplied with standard mounting hardware and installation instructions,” Anderson says. “Many owners do install these systems themselves.”

One concern for sailors—especially those who voyage in log- and debris-strewn ­waters such as the Pacific Northwest—is an encounter with an ­unidentified floating object, which could damage the impeller or propeller, or even the entire assembly. Much like during storm conditions, sailors are advised to retract their hydrogenerators based on ­localized conditions.   

The amount of power that a hydrogenerator can produce is an important and ­subjective question. Much hinges on how fast a boat is sailing (or ­motoring), the size of a hydrogenerator system, and the size of its impeller/­propeller. Because of this, Anderson and Huet advise customers to check manufacturer websites for more information about specific models and impeller/­propeller sizes. 

While the drawbacks to ­using a hydrogenerator—aside from turnkey costs, minimal drag, and attention to debris in the water—are minimal for sailors frequently on the move, the upsides are substantial, ­especially if you don’t care for the sound of a diesel engine or generator. “Water generation is the only renewable technology capable of matching the power consumption of a typical cruising yacht on passage,” Anderson says. “This removes the need for daily engine or genset runs to charge up the batteries.”

Counting on Breeze

The concept behind wind generators is equally ­simple, and most manufacturers ­rely on a turbine with blades that are exposed to airflow, which makes them spin. If this sounds to you a lot like an ­inverted (or dry) water generator, you’re spot-on—with a few ­exceptions. 

First, hydrogenerators are under the water’s surface, while wind generators are fitted on deck atop poles or on struts mounted on a mast. ­Second, wind generators are typically larger, employing longer blades, with greater cord widths than would be found on hydrogenerators. Third, since hydrogenerators depend on boatspeed to produce power, their performance is typically more consistent and not affected by small puffs and lulls of the wind. Lastly, the two types of generators typically produce different types of electricity.

 “All of our wind turbines produce DC Power,” says Dan Kruger, president of RDK Products. His company manufacturers wind turbines under the brand name Nature Power Products. “It starts out as high voltage, but through our controller, the system will step down the voltage to correctly charge your 12-volt batteries.”

Nature Power ­Products come with a generator, three carbon-fiber blades, and a charge controller. Customers need to supply their own mounting pole, and ­Kruger notes that most of his ­customers purchase theirs from fence stores. 

As with hydrogenerators, wind generators are ­available in different ­sizes, with ­different ­energy-­producing ­capabilities. Nature ­Power offers 400-, 500- and 2,000-watt systems. ­Kruger says: “These are designed to run most of your smaller ­electronics, televisions, GPS, fans and lights. They aren’t ­designed to power air conditioners unless you build a fairly substantial hybrid system that also includes a battery bank and solar energy.”

As with hydrogenerators, wind generators are compatible with a range of battery technology, including lithium and absorbed glass mat batteries. “A typical marine-grade deep-cycle 12-volt battery is fine for a basic wind-turbine system,” Kruger says. “Many sailors will have a bank of batteries. We also ­manufacture 24- and 48-volt ­wind-turbine systems for larger, more ­complex installations.” 

Determining the right-size wind generator for your sailboat starts with calculating your vessel’s power needs. “There’s no minimum-size ­vessel for a wind turbine to make sense,” Kruger says. “But if you’re getting into larger vessels, such as a Swan 88, you would definitely want to be looking at the Nature Power 2,000-watt system.”

Nature Power Products protect their connected battery or battery banks from overcharging by entering a “float” mode when the system’s controller senses that the storage ­reservoirs are topped off. 

As with windmills, wind generators are most ­effective in a good, steady breeze. The working range for Nature Power’s 400-watt system is 6 to 24 knots of wind, with 24 knots being the optimal windspeed. Kruger says that the goal is to expose the wind generator to steady, laminar flow, not ricocheting gusts. “The higher you mount the wind turbine, the cleaner the wind will be and the more efficiently your system will operate.” 

Too much breeze, he says, can be problematic. “The ­only time you would want to take down the unit is if you feel the storm might jeopardize the actual physical installation,” Kruger says, ­explaining that Nature Power Products are designed to withstand ­serious wind without sustaining ­damage to the turbine, its circuitry, or the connected battery or battery banks. The systems accomplish this by employing its float mode when windspeeds crest certain thresholds. “The system’s ­actual ‘survival’ windspeed is 96 knots,” Kruger says. 

While installing a wind ­generator isn’t a plug-and-play operation, the systems are relatively lightweight and generally require somewhat basic wiring schemes, making them DIY-friendly. Maintenance is also a typically easygoing affair. Kruger suggests ­replacing a system’s turbine blades ­every few years and installing the system’s controller in a dry place near the battery or bank. 

As with all technologies, wind generators have their downsides. Breeze can be an inconsistent actor, and ­air-density changes ­depend on atmospheric pressure and temperature, both of which can complicate a system’s ­daily output. Also, some generators are loud, making the owner unpopular, say, in a crowded anchorage. And while they are capable of ­impressive ­power generation while ­anchored in the trades, downwind runs—typical of trade-wind ­passages—reduce the apparent wind, ­rendering ­generators less productive. Lastly, ­depending on their ­installation, a wind ­generator can possibly interfere with running rigging and sails, or depending on their size, they might cast shadows on a ­vessel’s solar panels. 

Otherwise, wind generators can be a great source of green energy, and are ­commonly bundled with other green ­solutions to create ample ­onboard power.

David Schmidt is CW’s ­electronics editor and frequently reports on other types of gear.

The post Power Sources for Life Off the Grid appeared first on Cruising World.

In a bid to add renewable-power generation as an option for vacation sailors, Voyage Charters offers a 48-foot multihull powered by electric drives; a 57-foot model is also on the drawing board.

That makes Voyage among the first, if not the first, to offer electric marine propulsion for charter. One other builder, Maine Cat, of Bremen, Maine, launched its first electric MC 38 LS-E sailing catamaran in September 2018, but as of yet, has no plans to add the model to its charter operation in Hope Town, Abaco, in the Bahamas.

The Voyage 480, of which one is now available for charter in Tortola, in the British Virgin Islands, will also serve as a demo for future electric Voyage Yacht sales, to the private market and to charter yacht owners. Like the 480, the Voyage 575 is under contract to also be equipped with electric propulsion, solar charging, hydrogeneration and a standby DC generator running off diesel fuel. Inclusion of a DC generator gives the vessel a motoring range comparable to a similar boat with a diesel engine.

Practical benefits of these cats, according to the company, include silent, cool motoring, as well as the ability to run reverse osmosis water systems without having to constantly run the generator and burn diesel.

“We believe that these electric boats will play a significant role in rebuilding the charter fleets and indeed the tourism industry in the British Virgin Islands, as more and more residents and visitors consider the environmental implications of everything they do and rely on,” says Voyage broker Peter Jones.

How does this new technology translate for bareboaters ready to book?

RELATED: Voyage Charters Recovers from Hurricane Irma

David Beavis, Voyage’s managing director of charter reservations, took time to answer a few questions. Worth noting is that midseason pricing for a bareboat charter aboard this cat is approximately 12 percent more than a standard diesel-powered Voyage 480. Sailors with the standard resume are qualified to take the electric cat out on charter.

Once at the base, charterers are taken through a comprehensive checkout. Specific to the electric model are tutorials on location and operation of the Oceanvolt SEA (Silent Electric Autonomy) system controls and displays and how to operate the vessel under power. Battery bank charge levels are also explained. Operating the electric cat is no more complicated than taking out a diesel-powered sailboat, says Beavis.

Perhaps even more innovative than the power supply is the support Voyage can provide during the charter. The Remote Service Interface that’s part of the Oceanvolt SEA system aboard the Voyage 480 enables the boat to be connected to a Wi-Fi network. This in turn allows the base staff, as well as Oceanvolt technicians, to remotely monitor, diagnose and troubleshoot system issues on the boat.

Voyage, which took a significant hit to its fleet during the record-breaking hurricanes of 2017, has rebounded. The company’s Soper’s Hole Marina office and reception area on Tortola are fully operational. For details contact the company.

The post Going Electric on Charter appeared first on Cruising World.

In Costa Rica, a wooden ship is being built. The keel foundation is laid, milled timbers are drying and a skilled team from around the world is gathering at SailCargo Inc.‘s so-called “jungle shipyard.” The ambitious undertaking, which has been watched by the international community for nearly two years, is finally bearing fruit.

Ceiba (pronounced “say-bah”) will be a three-masted square-topsail schooner designed to carry cargo. By drawing special attention to the business plan, initial skeptics have already been subdued: SailCargo has secured letters of intent from clients, ranging from several countries, who are eager to employ the ship’s services of emission-free cargo as soon as possible.

As one future client, Kent Goodwin, founder of Canadian bean-to-bar chocolate company Organic Fair, stated, “Ceiba is the missing link in my otherwise sustainable supply chain.”

In three to four years, the 150-foot Ceiba will ply the Pacific waters of the Americas.

The ship will carry organic avocado oil, ethically sourced green coffee, raw cacao beans and Canadian barley, used for the craft-beer market. Ceiba will be able to carry approximately 250 tons and up to 350 cubic meters of freight, with more space available on deck.

This project is funded entirely by individuals investing in shares, which begin at just $100.

For more information, or to support the project or join the team, contact info@sailcargo.org.

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