hybrid sailing yachts

• Yachting World
• Digital Edition

How hybrid sailing yachts finally became a feasible option

• May 17, 2019

They’ve been a long time coming, but marine hybrid propulsion systems are finally a working reality, as Sam Fortescue reports

The Bootswerft Heinrich-built 13m Yamila uses an Oceanvolt electric motor rather than a diesel engine. Photo: Peter Minder

Every sailor is familiar with the wet cough of the diesel engine, and the acrid smell of its exhaust. For some it’s the sign that an adventure is starting, for others it is the reassurance that all is well on board the boat. The traditional engine is perhaps your boat’s most important safety feature, but its days may be numbered.

The electric sailing revolution is coming – and though adoption in the marine sector is proving much slower than in the automotive world ashore, progress is being made.

The market is still relatively small. Clear market leader Torqeedo had sales of €25m last year, most of which was in ferries and compact outboards. It also offers a range of saildrive and pod drive motors for yachts displacing from 2 to 50 tonnes, or roughly 20-60ft LOA.

But sailors have been slow on the uptake, and for one good reason: if you’re planning to cross an ocean or take on tough conditions offshore, you rely on your engine to help you outrun danger or motor through the doldrums – sometimes for days at a time.

Oceanvolt AXC series is a modular shaft drive system (10kW to 40kW) that will fit in place of a tradition diesel engine

Even with the current crop of advanced lithium-ion boat batteries , the range of an electric system is measured in tens of miles, not hundreds. So a 35ft monohull with 10kWh of lithium battery (four units weighing 96kg in total) would have a range of just 24 nautical miles at 3.8 knots, or less than 16 nautical miles at full throttle.

Taking into account the incredible wastage of combustion engines, which dissipate more energy as heat and noise than they provide in propulsion, diesel is still ten times more energy dense than batteries.

Full-carbon luxury daysailer Yamila uses an Oceanvolt SD8 8kW electric saildrive system. Photo: Tobias Stoerkle

“When you look at bluewater cruisers, of course you will have a diesel,” says Torqeedo’s founder and CEO, Dr Christoph Ballin. “And it’s right that not many coastal sailors opt for pure electric.”

But that doesn’t mean that electric has no interest for cruising sailors – far from it. The more common route for ‘normal’ sailors will be to combine diesel and electric in a hybrid sailing system.

Under this model, the engine is replaced by an electric motor, hooked up to a bank of lithium batteries. This can be charged via hydrogeneration – when the speed under sail turns the propeller and puts charge back into the batteries – and solar or wind. But when extended periods under power are required a standalone DC generator, which can be installed anywhere on board, supplies the electricity.

This is the set-up recommended by Finland’s Oceanvolt, which has focused on the cruising sailing market with a range of shaft and sail drive motors from 3.7kW to 15kW (roughly 10hp to 45hp in diesel engine terms).

“In the case of the round-the-world cruiser, we recommend a hybrid system with a backup genset to support continuous drive when/if needed,” says Oceanvolt CEO Markus Mustelin. “A regenerating prop, which spins while sailing and recharges the batteries (sacrificing 0.2-0.4 of a knot, depending on the boat and conditions) makes it possible to be almost independent of the genset and use it only for backup.”

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This system has the advantage that the generator is only needed on longer passages, so the boat still manoeuvres silently in and out of ports and anchorages.

And a well-designed, correctly sized generator is much more efficient at turning diesel into electricity than an engine not originally designed for the job. Some sailors opt for an in-line hybrid system, like those offered by Hybrid-Marine, which bolts onto the existing diesel.

These are easier to retrofit, with many of the same characteristics as the full hybrid system, but there’s the disadvantage of still having an engine boxed away somewhere near the middle of the boat.

Electro magnetism

Until now, most business has been done through retrofitting existing yachts. But an increasing number of yacht builders are looking to include electric propulsion as original equipment. The world’s third largest boatbuilder, Hanse Yachts , is perhaps the most advanced – offering its entry-level Hanse 315 with an electric rudder-drive option.

The system takes up less space than the standard diesel, is much quieter and vibration- and emissions-free. But Hanse admits take up has been disappointing.

The technology has found more interest among lake sailors. Innovative young German brand Bente has been fitting Torqeedo motors to its successful 24ft model, originally designed for Germany’s ‘Green Lakes’.

Closer to home, dinghy specialist RS Sailing has decided to fit a retractable electric drive to its new RS21 keelboat. Already christened the ‘invisible gennaker’, the system is based on Torqeedo’s Travel 1003 outboard motor.

Bigger race boats have also been attracted by the lure of low-weight propulsion. Just look at Malizia , an IMOCA 60 being prepared for the 2020 Vendée Globe with a lightweight Torqeedo system.

“Emissions-free round the world under race conditions, while simultaneously producing your own energy, is a thoroughly inspirational concept,” said Malizia skipper Boris Herrmann.

Electric has also been successful at the luxury end of the market, where lithium-ion batteries account for a smaller share of the boat’s overall cost. A 50ft Privilege 5 catamaran and a carbon fibre Gunboat 60 have both been retrofitted with Torqeedo kit, while Oceanvolt appears on a Swan 57 and an all-carbon Agile 42.

Overview of the Torqeedo Deep Blue propulsion system installed in the Gunboat Moonwave

The Gunboat Moonwave has two 25kW Deep Blue saildrives both capable of regenerating under sail. There is still a generator on board to extend battery range offshore, but “they no longer use the generator – it’s just for emergency,” says Torqeedo’s Ballin.

Spirit Yachts is also designing electric propulsion into its Spirit 111  flagship, due for launch this summer. With four big 40kW lithium batteries aboard and a 100kW motor, the yacht will be able to operate silently for hours, although it also has 100kW of diesel generator capacity.

“The real focus is not the propulsion,” explains Spirit director Nigel Stuart, “but that everything works in harmony, from galley equipment and hot water to heating, air conditioning, hydraulics etc.” The British yard is also building a 65-footer using Oceanvolt hybrid technology and a new 44-footer that is pure electric.

With racing on one hand and high-end cruisers on the other, there is something of a gap in the middle. By Torqeedo’s own admission, the cruising sailor hasn’t been a big focus of the electric revolution, but all that is about to change. “We started a bit late with sailing,” Ballin admits, “but in the next five to eight years it will be addressed big time.”

Fully integrated electric drive system will power the new 111ft Spirit Yachts flagship

What does that really mean? Well, in the first instance, it means system integration. If that doesn’t sound revolutionary, then imagine a set-up on board where solar panels, hydrogenerators, batteries, generators and motors all worked seamlessly together to keep the yacht supplied with ample power around the clock. “That’s what people are willing to pay for: plenty of energy with heating or air-con through the night,” says Ballin.

The future of hybrid sailing

In the near future, Torqeedo is planning a new range-extending DC generator specifically for hybrid sailing boats. Its existing unit is built by WhisperPower and provides 25kW, which is too much power for boats using the pod drive system.

The genset will be designed to operate at optimum revolutions, while clever DC to DC conversion decouples the battery voltage from the charging voltage, for much greater efficiency.

With boats, just as with cars, the breakthrough that will make all the difference is around battery capacity. Until range under electric power can match that of diesel, there will be many sceptics. And that isn’t likely to happen for a decade or more, according to Ballin.

“Theoretically, they’ve tested batteries in labs that are ten times more efficient than lithium,” he explains. “And if that comes through, then gasoline is done. But we are trying to combine long-term vision with short-term mindset.”

In the meantime, the prevalent technology is based on lithium-manganese-cobalt, and a process of steady development is making this 5-8% better each year. For example, BMW has just announced its next generation i3 battery, used by Torqeedo’s Deep Blue system, will be able to hold 40kWh of power – an increase of 33% for the same size, weight and nearly the same cost.

Torqeedo Cruise 2.0 FP Pod Drive is suitable for small yachts up to 4 tonnes – a folding prop can also be fitted

The other area of development is around the propeller. Most cruising systems use a folding or feathering prop designed for diesel engines. But Torqeedo’s own research shows that the consistently high torque of an electric motor is best utilised by props with variable pitch.

And yet it is Oceanvolt that has addressed this issue specifically for electric motors with its Servo Prop system, which it claims to be 30% more efficient ahead, 100% better astern and 300% more efficient in regeneration mode.

Oceanvolt says that this prop can pump around 500W into the batteries at just 5 knots – the average pace of a 30ft monohull. At 6 knots that rises to around 800W, and at a very manageable 7 knots for a larger ocean cruiser you get 1.2kW.

“A new technology can rarely compete in price with an established one in its initial growth phase,” says Mustelin. “However, we have passed this and today electric systems are offered at a quite competitive price. When you add to that the fact the electric system is almost service free, the total cost of ownership is turning in favour of electric.”

So, you may not hear them approach, but expect to see more and more electric-powered boats on the water as the revolution continues.

A question of torque

A key part of the viability of electric propulsion rests on the notion that a smaller motor can achieve the same work as a bigger diesel. There are two elements to this. First, a diesel engine is not an efficient converter of chemical energy into thrust, creating a lot of heat and noise in the process. Second, the torque characteristics of electric are much better than diesel.

Mustelin says that Oceanvolt’s 10kW motor “easily outperforms” a 30hp diesel. “Typically, maximum boat speed will be somewhat lower (0.5kt-1.0kt) than with a comparable diesel engine, but at the same time the boat will maintain the speed better in heavy seas and headwind due to higher torque. Manoeuvrability is much better in confined marina spaces.”

That’s because combustion engines only reach peak power (and maximum torque) over a small range of speeds. Torque is a measure of turning power – at the propeller in the case of a boat.

A diesel engine develops optimum torque between 1,800-2,000rpm, while electric motors deliver it from 0 to around 2,000rpm. This allows electric motors to use higher efficiency propellers that are slimmer and more steeply pitched.

Engine-driven: The ‘alternator on steroids’

It has taken years of development and over $10m of funding, but renowned boat systems expert Nigel Calder has helped design an alternator so powerful that it eliminates the need for a generator on board.

Mounted on the engine, on the second alternator position, the Integrel can produce five to ten times more power. Sitting behind the system is at least 10kWh of lead acid batteries (lithium is also an option), and Victron chargers and inverters.

“If you crank the engine it’ll charge the batteries; if you’re running with the engine in neutral, it’ll know it’s in standalone generator mode and switch to that algorithm,” explains Calder. “It will likely be cheaper than a generator installation, and eliminates the issue of the through-hulls, the cooling circuits, the long running hours, the maintenance.”

The system allows you to run all sorts of creature comforts on board that would normally require a generator: from hot water on-demand to coffee makers and freezers. “We honestly believe that this system is going to supplant generators on almost all boats that currently have, or would like to have, a generator,” adds Calder.

With the engine in gear and at low revs, tests show how the Integrel can produce some 2kW of power without increasing fuel consumption or reducing speed – simply utilising the engine’s wasted capacity. This means it will work with the yacht’s existing engine – no need to overspec – and it has already been successfully installed on a new Southerly 480, a Malo 46 and a similar-sized Hallberg-Rassy.

Case study: Dufour 382 Alcyone

Built by Dufour in 2016, Alcyone was immediately retrofitted professionally with Oceanvolt’s SD15 saildrive motor, supplied by a 14kWh lithium battery bank. Owners Michael Melling and Diana Kolpak also specced an 8kWh DC generator for range extension. The fit out cost €30,600 for the motor and battery system, plus an additional €13,744 for the generator, and installation costs were around €8,000.

They charter the boat out near Vancouver, for exploring Desolation Sound and the surrounding area where silent, clean propulsion is a selling point. “Nothing spoils the joy of sailing – or a secluded anchorage – more than the noise and smell of diesel engines,” they explained. “Installing an Oceanvolt system in our new boat has freed us from that. It’s the way of the future.”

Charter manager Merion Martin said the conversion has also been popular with charter customers, adding: “The main advantage of the system is that it consistently uses around 40% less fuel than a standard diesel engine over the course of a week’s charter. But understanding the power management system takes a bit of getting used to, and the many components involved in the system can make troubleshooting a challenge.”

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Hybrid propulsion system

In recent years and decades, yachting technology has advanced at an incredible rate and there is no doubt that some of the most exciting developments have been around hybrid propulsion. With a growing desire to protect our world and oceans, the use of hybrid technology is an exciting solution to developing luxury yachts that have the lowest environmental footprint, along with many other appealing benefits.

As more and more hybrid yachts and concepts are coming to market – including the options available from Bering Yachts – hybrid-powered yachts are increasingly proving to be a popular choice for forward-thinking yacht owners. The subject of hybrid propulsion is a fascinating one, that could cover many pages, but here we summarize key points of note. For those interested in learning even more than we have addressed in the following article the expert Bering Yachts team is on hand to discuss in detail the possibilities that hybrid can offer, together with the pros and cons. Want to learn more about hybrid yachts? Continue reading below:

What is the history of hybrid propulsion?

Hybrid propulsion in yachting has its origins in the 20th century, with some iterations of its usage seen as far back as one hundred years ago. However, it is only in recent decades that the idea of “Green Yachting” has become better understood and more widely applied in a luxury yacht setting. It is also worth noting that this technology is still very much evolving, even now, with new and more efficient systems constantly being developed. Most particularly noteworthy advancements are around battery systems, their capacity, and capabilities.

Key projects in the evolutionary process of hybrid superyachts included 96-metre Limitless, launched by Lürssen in 1997. But, it was the launch of the 58-meter sailing yacht Ethereal from Royal Huisman in 2009 that really caught the attention of the yachting world. Hailed as the world’s first true hybrid superyacht, Ethereal was the brainchild of discerning owners who were determined to create an energy-efficient and environmentally responsible sailing yacht, drawing on all the available technology at the time to do so. The 2015 83.5-meter Savannah, which launched from Feadship in 2015 was another significant milestone, with a pioneering hybrid propulsion package installed. The yard reported that Savannah’s five-option propulsion system delivered significantly reduced emissions together with a 30% fuel saving when compared to similar non-hybrid vessels.

Today, more and more hybrid superyachts are being launched and offered, with hybrid yachts of note including the one-of-a-kind 142.81-metre Sailing Yacht A, 50-metre HOME and 50-metre Electra from Heesen, 43-metre Canova from Baltic Yachts and 80m Artefact from Nobiskrug.

But what exactly is hybrid propulsion technology?

Put simply, hybrid propulsion technology is the use of two (or more) different energy sources to power a yacht, with the traditional engine source being supplemented by another source. Most often this means the use of a combination of diesel and electric systems. These power sources can then either be used individually or in conjunction with each other depending on the system installed. Hybrid propulsion technology is applicable on both sail and motor yachts and is optimized to suit the vessel in question to deliver the best and most efficient results.

The Details

Traditionally yachts are powered by a combustion engine that is powered by fuel. By contrast, a fully electric propulsion system makes use of a battery-powered motor. A hybrid propulsion system will feature a variable combination of a combustion engine, generators, battery packs and electric motors, dependent on the system. There are two primary types of hybrid systems: serial and parallel. Key differences between these two systems are in the relationship between the propeller and the engine.

Serial Hybrid System:  This is where the main power source is an electric motor that is supplied by batteries, with an engine-driven generator on board to charge the batteries. When charged the electric motor will power the yacht, with the combustion engine shutting down. In a serial system, the engine and driveshaft are not mechanically connected. Often there will be the option for charging to also be powered by solar power, wind power, or shore power.

Parallel Hybrid System:  This more versatile set up offers multiple options for operations, allowing users to easily switch between propulsion modes (whether electric or combustion engine). Unlike the serial set up, in a parallel system, the engine and driveshaft are connected directly, with the electric motor working on the same driveshaft. With this system, the traditional engine set up remains for when long periods of operations are required. The electric system can then be used as needed, dependent on the setting/conditions/requirements, with both systems able to work in parallel.

Because it is not directly connected to the propeller shaft, a serial system’s generator/electric motor must be able to handle the highest propulsion levels that the boat can achieve and is subsequently more powerful than a parallel system. While a serial hybrid system delivers clear improvements in efficiency (versus a conventional system) when operating at higher/optimum speeds, this set up can also mean situations where efficiency benefits of the hybrid system are potentially reduced when being used in low-speed operations such as harbor maneuvering.

In contrast, the electric elements of a parallel system need not operate at such high propulsion levels. The standard engine can be used for higher levels, while the electric motor will usually be used for when low to moderate speeds are required. The traditional engine will usually put to use for higher speeds and/or when the batteries are depleted, meaning that the most efficient form of operations is instigated as needed.

Which system to use, and the power levels, ranges, and efficiencies that are possible will depend on a number of variables including the type and use of the yacht, and owner preference. Whatever the type of system in use, the end goal is to deliver the most efficient operations possible, making use of all systems and of available electrical energy.

What are the advantages of Hybrid Propulsion?

The primary benefits of hybrid propulsion include efficient power use, allowing fuel to last longer, and for a yacht to run itself with more self-sufficiency due to a reduced reliance on engine power alone. The use of hybrid propulsion can represent significant savings on operational costs when compared to equivalent non-hybrid yachts. The versatility of a hybrid system also allows captains to operate yachts in the best and most efficient way dependent on the setting and operation requirements

That said, other key benefits that are of direct interest to the luxury yachting sector include quieter operations, due to the options of placing the more compact power sources away from guest areas, and a reduction of vibrations. Hybrid propulsion technology is essentially silent mode for your yacht. Much of the technological developments around hybrid have been client-driven, with more owners now seeking to experience yachting in a lower-impact manner, while enjoying the best and most comfortable on-board experience. When the yacht is in ‘silent mode’ guests can enjoy their surroundings more without the background noise of engines, and also enjoy a quiet night of sleep that is undisturbed by operational noise.

What are the environmental benefits of hybrid propulsion?

There are many environmental benefits to the use of hybrid propulsion and all these benefits are in line with the style of expedition and exploration yachts being built by Bering Yachts. Using a hybrid system lowers the yacht’s fuel usage, reduces emissions, increases efficiency, and allows the yacht to go further for less. It means greener yachting – something that is more important than ever as the world becomes more aware of the impact of fossil fuels and pollution and of individual carbon footprints.

For those cruising in marine reserves and pristine waters, the knowledge that the impact of their yacht can be kept to a minimum is often another priceless benefit. ‘Silent mode’ also delivers on an experiential front – there is something very special about enjoying a deserted anchorage without any disturbance. Equally, when in port the ability to not run off full engine power is extremely appealing.

With more and more destinations on the planet becoming protected zones, where diesel-powered vessels are not allowed to visit in order to protect these precious sites, the ability to cruise under electric power is certain to become increasingly appealing. From coral reefs to nature reefs, there are rising numbers of cruising grounds where soon only yachts with electric propulsion will be able to gain entry. For those owners who wish to see the world without restraint, this is an extremely important consideration when considering whether to invest in electric propulsion.

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This New Hybrid Sailing Yacht Can Generate Its Own Clean Energy While Cruising

In “hydrogeneration” mode, the yacht’s propellers produce clean, green power., rachel cormack.

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Southern Wind ’s new sailing yacht is a breath of fresh air.

The 108-footer, known simply as the SW108 , sports a pioneering hybrid-propulsion system and a range of high-tech features that can be tailored to each new owner. The South African yacht maker first teased the new model in the spring of 2021, but now it’s showing off the first hull of the series (in render form, at least).

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Penned by Nauta Design and Farr Yacht Design, the SW108 is available with three different keel configurations (lifting, telescopic or fixed). Owners will also pick between various deck layouts (Raised Saloon, Deck Saloon or Gran Turismo) and a myriad of interior styles. This “Smart Custom” design ethos, as the yard calls it, ensures each yacht has its own unique personality.

The first hull sports an extra-wide beach club aft.  Southern Wind

This particular model will also be equipped with a diesel-electric propulsion system comprising two generators, a lithium battery bank and a motor. As a result, it will be IMO Tier III compliant. In other words, it will emit little (if any) carbon. The system can be operated in three different modes: “Silent” for zero emissions and noise, “Hybrid” to optimize fuel consumption and “Hydrogeneration” to produce clean, green energy via propellers. Top speed and range is yet to be disclosed.

The yacht will be equipped with a diesel-electric propulsion system.  Southern Wind

Southern Wind says the SW108 will feature advanced composite construction on the hull and deck—that is, resin and foam reinforced with carbon, which results in a light yet sturdy yacht. The interior, meanwhile, will have a foam sandwich structure with wooden veneers. Of course, you can expect a full suite of swanky amenities, such as a gym, a sauna, an extra-wide beach club and a garage big enough to store a 16-foot tender.

Quite rightly, Southern Wind has described the newcomer as “the ultimate balance between customization, innovation, reliability, sustainability and efficiency.”

Due to be delivered in 2023, the first hull is currently undergoing the final stages of the lamination process. Following this, the deck will be dry fitted to the hull. Exciting times.

Rachel Cormack is a digital editor at Robb Report. She cut her teeth writing for HuffPost, Concrete Playground, and several other online publications in Australia, before moving to New York at the…

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THE FUTURE IS ELECTRIC

E-motion is the only supplier of standardized hybrid propulsion systems that fit into the existing engine room of all serial production yachts from 40-250 feet..

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First 36m hybrid SW108 sailing yacht Gelliceaux delivered

Related articles, superyacht directory.

Southern Wind has delivered the first hull in its “smart sailboat” SW108 series following "intense weeks of sea trials", according to the South African shipyard.

Gelliceaux has now departed Cape Town and is currently sailing offshore in Namibia, with plans to embark on a "high seas voyage" with her new owners.

Construction on the 35.5-metre sailing yacht began in 2021, with Gelliceaux being the first model conceived and engineered from the outset as a diesel-electric hybrid. She is inspired by the recent design loop and BAE HybriGen propulsion system of the shipyard’s SW96 model, Nyumba , and with this technology could "virtually extend her range indefinitely", according to Southern Wind. Naval architecture on this model is by Farr Yacht Design .

"It's incredibly rewarding to see and experience the boat we have created together," said the yacht's owners (both passionate sailors). " Gelliceaux is definitely a beauty. She will be great fun when cruising and should prove to be a beast when appropriately challenged."

The sailing yacht has a low-slung profile courtesy of Nauta Design , with a sportier look that departs from Southern Wind’s previous builds. A notable design element is the coach roof’s central skylight and side windows, which allow natural light to flood the yacht.

Gelliceaux also sees her internal structure optimised to suit the hybrid drive layout and long-range ocean passages. This includes a lower guest cockpit to provide a sheltered recreational area and the foredeck which, fitted with four winches at the mast step, enables safe manoeuvring.

Accommodation is across four cabins, with an owner’s cabin forward and the three additional guest cabins amidships. All cabins are centered around the spacious, split-level main saloon, which is fitted with an eight-person dining table and an extended settee that integrates the saloon with the TV lounge, creating a communal living space. Interior styling is also by Nauta Design, who opted for a neutral colour palette with warm undertones, light-wood panelling and soft backlighting.

On deck, Gelliceaux stands out with her beach club and garage. When the yacht is at anchor, the twin-fold transom facilitates direct connection with the sea. By opening the aft portion of the deck together with the transom door, the swim platform doubles its surface area to a total of approximately 10 square metres. The garage is designed to fit a five-metre diesel jet tender.

Southern Wind CEO Marco Alberti said: " Gelliceaux is the first unit of the new SW108 model which perfectly embraces the SW concept of Smart Custom. But being the first of a new series she is in reality very close to being a full custom boat."

Gelliceaux is able to generate 35kW while sailing at 16 knots and 25kW while gliding at 14 knots.

According to BOATPro , Southern Wind has one SW96 currently in build.

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How hybrid sailing yachts are slowly becoming a reality

Every sailor is familiar with the harsh cough of a diesel engine and the acrid smell of its exhaust. For some it is a sign that the adventure is beginning, for others it is a reassurance that everything is in order on board. A traditional engine is arguably the most important safety feature in your boat, but its days may be numbered. The electric yachting revolution is coming. And although the introduction of electric motors [...]

Every sailor is familiar with the harsh cough of a diesel engine and the acrid smell of its exhaust. For some it is a sign that the adventure is beginning, for others it is a reassurance that everything is in order on board. A traditional engine is arguably the most important safety feature in your boat, but its days may be numbered.

The electric yachting revolution is coming.  And although the introduction of electric motors in the marine industry is much slower than in the automotive industry,  progress has been made.

The market is still relatively small.  The undisputed leader in the production of electric motors,  Torqeedo , last year made € 25 million in sales, most of which were for ferries and small boats using outboard motors. But the company also offers a range of engines for yachts ranging from 2 to 50 tons, or roughly 20-60 feet of total length.

However, yachtsmen are in no hurry to purchase new products, and there is a good reason for that:  if you plan to cross the ocean  and you may face difficult conditions on the water, you rely on your engine to help you avoid danger or fight your way through hopelessness - and sometimes these conditions last for several days.

Even with the current crop of advanced lithium-ion batteries  electric system power reserve  measured in tens of miles, not hundreds. Thus, a 35-foot monohall with a 10 kW lithium battery (four units totaling 96 kg) has only 24 nautical miles in reserve at 3.8 knots or less than 16 nautical miles on full throttle.

Despite the incredible inefficiency of internal combustion engines, which dissipate more energy in the form of heat and noise than driving, diesel is still ten times more energy intensive than batteries.

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“If you look at the cruisers sailing the high seas, you will certainly see diesel,” says the founder and CEO.  Torqeedo, Christophe Ballin ... "And it's okay that few sailors choose an all-electric motor."

But this does not mean that electric motors are not of interest to yachtsmen - this is far from the case.  In the most optimal way  for the modern sailor there will be a combination of diesel and electricity in a hybrid propulsion system.

With this approach  traditional engine  replaced by an electric motor connected to a lithium battery. They can be charged by hydro-generation (where sailing turns the propeller and creates power for the batteries) or by the sun and wind. But when long periods of operation are required, electricity is provided by a self-contained DC generator that can be installed anywhere on board.

This setting is recommended by a Finnish company.  Oceanvolt which specializes in the cruise sailing market with an electric motor range from 3.7 kW to 15 kW (approximately 10 hp to 45 hp in terms of an internal combustion engine).

" For sailors sailing around the world , we recommend a hybrid system with a standby generator set to support continuous power supply when needed, ”says CEO  Oceanvolt Marcus Mustelin ... "The propeller, which rotates during sailing and recharges the batteries (taking 0.2-0.4 knots, depending on the boat and conditions), allows us to be practically independent of the generator and use it only for reserve."

The advantage of this system  the fact that the generator is needed only on long passages, so the boat maneuvers quite silently in ports and at anchorages.

And a well-designed and properly sized generator is much more efficient at converting diesel fuel to electricity than an engine that was not originally designed for this purpose. Some sailors prefer an integrated hybrid system like the one offered  Hybrid-Marine , which is mounted to the existing diesel engine.

They are easier to retrofit and many have the same specs as the full hybrid system, but the downside is that you still need room for the engine.

"Electromagnetism"

Until now, most installations have been done by retrofitting existing yachts. But more yacht builders are looking to include an electric propulsion system as an initial equipment.  Hanse yachts , the world's third largest yacht manufacturer, is arguably the most innovative today, offering  Hanse 315  in the base with an electric drive on the steering wheel.

The system takes up less space is much quieter than standard diesel and does not generate vibration or emissions. But  Hanse  admits that the overall venture has been disappointing so far.

The technology has met with more interest among those who walk on the lakes. Innovative young German brand  Bente  accommodates motors  Torqeedo  to its successful 24-foot model originally created for the German Green Lakes.

However, large racing yachts are also interested in lightweight propulsion systems. Just look at  Malizia ,  IMOCA 60 preparing for  Vendee Globe 2020  years with a lightweight system from  Torqeedo .

“A race around the world, not only free of emissions but also generating its own energy, is a very inspiring concept,” says Malizia skipper Boris Herrmann.

Electricity is also making headway in the high-end market, where lithium-ion batteries account for a smaller share of the boat's total cost. 50ft catamaran  Privilege 5  and a carbon fiber boat  Gunboat 60  have been modified with the kit  Torqeedo while setting  Oceanvolt  appears on board  Swan 57  and completely carbon  Agile 42 .

Moonwave  has two 25kW units  Deep blue capable of being recharged while sailing. There is still a generator on board to provide power for the high seas, but "they barely use the generator, leaving it for emergencies," says Ballin of  Torqeedo .

Spirit yachts  also develops an electrical installation for its flagship  Spirit 111 due to be presented this summer. With four large 40 kW lithium batteries on board and a 100 kW motor, the yacht will be able to run silently for hours, although she also has a 100 kW diesel generator in reserve.

“Our focus is not on the driving force per se,” explains the director.  Spirit Nigel Stewart - but on the harmonious operation of equipment, from the galley and hot water to heating, air conditioning, hydraulics, etc. " The British shipyard is also building a 65-foot using hybrid technology.  Oceanvolt  and a 44-foot with only an electric motor.

Spirit Yachts: How and why do yacht owners use green technology?

But between races on one side and advanced cruisers on the other, there is a bit of a dip down the middle. By confession  Torqeedo yachtsmen have not been the focus of the electric revolution, but that must change. "We are a little late with sailing," admits Ballin, "but this will be fixed in the next five to eight years."

What does this actually mean?  Well, first of all, it means system integration. If that doesn't sound revolutionary enough, imagine an on-board installation where solar panels, hydro generators, batteries, generators and motors operate without interruption to ensure that the yacht has enough power around the clock. " This is what people are willing to pay for:  enough energy, incl. - for heating or air conditioning during the night, ”says Ballin

. The future of hybrid sailing

Soon  Torqeedo  plans to use a new DC generator specifically designed for hybrid sailboats. Its existing prototype is designed  WhisperPower  and provides a power of 25 kW.

The generator will be designed to operate at optimal rpm, while  Smart converter  will separate the battery voltage from the charging voltage for greater efficiency.

With boats, as with cars, the breakthrough that will be critical has to do with battery capacity. Bye  power reserve on an electrical installation  not comparable to diesel, there will be many skeptics. And that is unlikely to happen for ten or more years, Ballin said.

"Theoretically, in laboratories  batteries tested that are ten times more effective than lithium, he explains. - And if this happens, the gasoline era will end. But now we are trying to combine a long-term vision with a short-term perspective. ”

Meanwhile, the widespread technology is based on lithium-manganese-cobalt, and the technological development process adds 5-8% every year. For example,  Bmw  recently announced that her  battery i3  the next generation used by the system  Deep Blue by Torqeedo , will be able to support 40 kWh of power - an increase of 33% for the same size, weight and almost the same cost.

Another direction of development is associated with the screw.  Most cruisers use a folding or regular propeller designed for diesel engines. But research  Torqeedo  shows that high motor torque is optimal for variable pitch propellers.

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And yet it is precisely  Oceanvolt  took care of the issue of screws especially for electric motors with their own system  Servo Prop which is said to be more efficient at the front on the 30%, better at the stern on the 100% and better at the 300% in regeneration mode.

Oceanvolt  says such a propeller can deliver about 500 watts to the batteries at just 5 knots - the average pace of a 30-foot monohull yacht. At 6 knots the figure rises to about 800 watts, at 7 knots you get 1.2 kW for the larger ocean cruiser.

“A new technology at its start can rarely compete in price with an existing one,” says Mustelin.

However, we have done so, and today electrical systems are offered at a fairly reasonable price.  competitive cost ... Add to that the fact that the electrical system is virtually maintenance-free, and the total cost of ownership translates into electricity. "

So you may not hear their "quiet footsteps", but expect to see more and more electrically powered boats on the water as you continue.  "Electric revolution" .

Torque issue

A key part of attraction  electric motor  relies on the idea that a smaller engine can do the same job as a larger diesel. There are two points here. First, the diesel engine is not an efficient power-to-thrust converter, generating a lot of heat and noise in the process. Secondly, the torque characteristics of the electric motor are much better than those of the diesel.

Mustelin says that  Oceanvolt's 10 kW engine “easily outperforms” the 30 hp diesel.  “Typically, the boat's maximum speed will be slightly lower (0.5-1.0 knots) than when using a comparable diesel engine, but at the same time the boat will maintain speed better in rough seas and headwinds due to more high torque. Also  maneuverability will be much better  in the confined space of marinas ”.

This is because combustion engines only achieve peak power (and maximum torque) over a small speed range.   Torque  is an indicator of the force of rotation, in the case of a boat, the rotation of the propeller.  The diesel engine develops optimal torque at 1800-2000 rpm, while the electric motors develop it from 0 to 2000 rpm.  This allows electric motors to use higher efficiency propellers that are thinner and have a steeper pitch.

Alternator on "steroids"

It took years and over $ 10 million to develop, but a renowned yacht expert  Nigel Calder  helped design an alternator so powerful that it eliminates the need for a generator on board.

Mounted on the engine,  Integrel  can produce five to ten times more power. Behind the system is at least 10 kWh of lead-acid batteries (lithium are optional), as well as chargers and inverters  Victron .

“If you use an engine, it charges the batteries; if you are in neutral, he will know that the generator is in stand-alone mode and will switch to this algorithm , Explains Calder. "It is likely to be cheaper than installing a generator and eliminates the problem of through housings, cooling circuits, long run times and maintenance."

Case study: Dufour 382 Alcyone

Built by the company  Dufour  in 2016,  Alcyone  was immediately re-equipped with an engine  SD15 Oceanvolt  with a lithium battery of 14 kW / h. Owners  Michael Melling and Diana Kolpak  also received a direct current generator with a capacity of 8 kW / h to increase the power reserve. Equipment costs were € 30,600 for the engine and battery system, plus an additional € 13,744 for the generator, and the installation cost was around € 8,000.

They charter a boat near Vancouver to explore places where quiet, clean traffic is a condition of the sale. “Nothing spoils the joy of sailing or a secluded anchorage like the noise and smell of diesel engines,” they explained. - System installation  Oceanvolt  in our new boat saved us from this.  This is the path of the future. "

Charter manager  Merion Martin  said the conversion has also proven popular with charter clients, adding, “The main benefit of the unit is that it uses about 40% less fuel than a standard diesel engine during a week's charter. But herself  the system takes some getting used to,  and troubleshooting can be challenging. "

Small electrification of yachts

Meanwhile, electric motors are actively appearing on board yachts. We are talking about hangers  Torqeedo  and  E-propulsion  which company  Interparus  supplies its clients for yacht tenders. According to  Sasha Goron , head  Interparus Yachting , about 80% yachtsmen are completing their tuziks with electric outboards. They are satisfied with the lightness of the motor, ease of use and silence while driving.

Please contact us for all questions and we will share with you the experience of operating these motors.

+33 644 14 21 68 WhatsApp, Sasha Goron

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Hybrid Yachts

Driven by an increasing number of eco-conscious yacht owners, yacht designers, and shipyards that envision a more carbon-neutral future, hybrid yachts are entering the forefront of yachting.

Powered by hybrid propulsion utilizing both diesel and electric power, they combine the best of two worlds. Hybrid yachts not only reduce emissions, but improve range, performance, and comfort on board.

Capable of operating in a range of cruising modes, hybrid yachts combine the benefits of diesel engines and electric motors. Hybrid boats can be configured to achieve different goals to suit an owner’s taste, such as better fuel efficiency or more power and cruising range.

In electric mode, a hybrid propulsion system allows for smooth and silent running, completely emission-free at low speeds, as well as excellent maneuverability. This can be ideal for overnight travel or while looking for a peaceful day anchored at sea or moored at a marina.

On the other hand, in diesel mode a traditional propulsion system can deliver more power allowing a hybrid yacht to travel further distances and arrive at its destination sooner. While underway, the heat engines generate power to recharge the batteries. At anchor, diesel engines can also be used for ultra-efficient and fast battery charging.

Using the two methods of propulsion in harmony in a hybrid yacht, an owner can swiftly power out to a remote secluded location for the day and then switch to electric catamaran mode for a serene and relaxing evening. Or extend the range to allow the owner and guests to reach an even more remote location without the need to refuel.

Custom tailored to an owner’s specifications, Sunreef Yachts’ hybrid catamarans offer a practical solution for both the eco-conscious and adventure seeking owners that plan for ocean crossings or want to travel to some of the most remote places on Earth.

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The Best Hybrid Superyachts in the World

These eco-conscious vessels offer all the luxury of your typical superyacht.

By Emma Al-Mousawi

Hybrid power is seen as one of the most exciting innovations in the yachting world, with more superyacht owners demanding their vessels leave a smaller carbon footprint.

It is somewhat disputed quite how long hybrid superyachts have been around. Some would argue that Royal Huisman’s Etheral was the first superyacht to pioneer the use of hybrid technology when she launched in 2008. Others would say that hybrid power in fact arrived seven years later in the form of Feadships’s Savannah, featured below.

What can be agreed is that the hybrid superyacht is here to stay, and since both  Etheral  and  Savannah hit the water, numerous luxury shipbuilders have followed suit. But what actually is a hybrid superyacht? Bjorn Moonen of Ghost Yachts offers a straightforward explanation in Superyacht News. He said: “A hybrid yacht is basically a yacht that can be propelled by two different energy sources. Most commonly these are a combination of diesel and electric propulsion systems”.  As in cars, this system is infinitely greener thanks to the reduction in fossil fuel usage.

As well as hybrid power, these forward-thinking owners and their engineering teams often incorporate the very latest green technology into their designs – such as solar power and wastewater recycling system – limiting their impact that one step further. At Elite Traveler we have shortlisted some of the very best hybrid superyachts on the water today.

[See also: Meet the Elite Traveler Eco Superyacht by Heesen]

Amare II can can reach speeds of 17.2 knots / ©Dick Holthuis

Builder: Heesen Year of build: 2020 LOA: 164ft Number of guests: 12 Number of crew: 9

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Delivered in June 2020, Amare II is one of the newest hybrid superyachts to hit the water. Custom built by Dutch shipyard Heesen, her sea trials were completed during the height of lockdown which Heesen described as “challenging” but her delivery date was kept on track so she could enjoy her first summer cruising the Mediterranean in 2020. 

Thanks to her lightweight aluminum Fast Displacement Hull, which was devised by naval architects Van Oossanen and engineered by Heesen’s in-house team of experts , she offers the luxury of silent cruising coupled with frugal fuel consumption. In diesel mode, Amare II can reach speeds of 17.2 knots while in silent mode she can travel at 10.2 knots. 

[See also: Twenty for 20: Innovative Yachts of the 21st Century]  

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Her sleek exterior lines are courtesy of Omega architects who also penned Heesen’s first hybrid superyacht Home. Her interiors are yet to be seen publicly but are said to feature soft pastel tones by Monégasque studio Sabrina Monte-Carlo and fine furnishings by the Italian designer Cristiano Gatto.

Artefact set sail on her maiden voyage in 2020 / ©Francisco Martinez

Builder: Nobiskrug Year of build: 2020 LOA: 262.5ft Number of guests: 12 Number of crew: 24

This hi-tech head-turner built by German shipyard Nobiskrug also took her maiden voyage in 2020. Nobiskrug states that the goal in her design and build   was to demonstrate that “ beautiful man-made objects can complement and celebrate the natural environment with minimal impact.” Have her builders and designers achieved what they set out to?

The facts speak for themselves. Artefact has some of the lowest emissions of any superyacht and is one of the only ones to meet the International Maritime Organization’s Tier III emissions regulations. Utilizing the very latest green technology she features solar panels and a battery storage system that enable the vessel to reduce the use of its combustible engines, as well as a wastewater recycling system and a silent hybrid propulsion system that can hold position without dropping anchor to protect the sensitive seafloor.

It’s not just Artefact’s green credentials  that are changing the game but also her avant-garde exterior design by naval architect Gregory C Marshall. Her multilevel glass wall and quirky curved windows are like nothing ever before her. 

Black Pearl 

Oceanco say that Black Pearl capable of crossing the Atlantic without using any fuel / ©Tom Van Oossanen

Builder: Oceanco Year of build: 2018 LOA: 350ft Number of guests: 12 Number of crew: unknown

Oceanco’s Black Pearl is the world’s largest sailing yacht ( Sailing Yacht A below is larger but is a sail-assisted yacht) and is estimated to have cost in excess of $200m. The distinct vessel has achieved worldwide fame in the yachting world thanks to her innovative design and eco-credentials which have set a new industry standard.

Capable of crossing the Atlantic without using any fuel, Black Pearl is powered by a hybrid propulsion system that Oceanco designed in collaboration with consultancy BMT Nigel Gee. Of course, her other power source comes in the form of her towering 230ft DynaRig carbon masts which were designed by Dykstra Naval Architects and house 31,215 sq ft of sales. Harnessing wind propulsion couldn’t be easier as her sales can be set at the touch of a button in just seven minutes allowing for a much greener mode of travel than your average motor yacht. 

Black Pearl’s interiors remain somewhat of a mystery but according to the Italian design studio Nuvolari Lenard who were responsible, the design embraces Louis XVI style (imagine elaborate wood carvings, opulent fabrics and gold touches) as well as some art deco influences. 

[See also: Step Inside the Black Pearl Yacht]

Bravo Eugenia

Bravo Eugenia uses around 30% less fuel consumption than her competitors / ©Francisco Martinez

Builder: Oceanco Year of build: 2018 LOA: 357ft Number of guests: 14 Number of crew: 30

Dallas Cowboys owner Jerry Jones’ Bravo Eugenia superyacht was the first Oceanco vessel to utilize an innovative LIFE design approach which was created with the input of Lateral Naval Architects. LIFE, which stands for lengthened, innovative, fuel-efficient and eco-friendly, harnesses intelligent naval architecture with these four principles in mind to achieve a harmonious balance between weight, power, technology and luxury living space. 

By boosting Bravo Eugenia’s waterline length, engineers were able to reduce the overall need for propulsion power and could therefore install smaller engines. In fact,   while most similar-sized superyachts would demand a two-level engine room, Bravo Eugenia ’s occupies just one, freeing up over 1,000 sq ft of living space (or more rooms for the vessel’s toy and tender collection). 

The team also refined her hybrid propulsion system to give significantly better fuel efficiency – around 30% less fuel consumption than her competitors.

Home is Heesen’s first hybrid propulsion yacht / ©Jeff Brown

Builder: Heesen Year of build: 2017 LOA: 163.3ft Number of guests: 12 Number of crew: 9

Heesen’s first hybrid superyacht was also the first to benefit from Van Oossanen Naval Architects’ li ghtweight aluminum Fast Displacement Hull. Her innovative eco-credentials and cutting-edge design caused quite the stir in the industry; so much so that Home scooped three awards at the prestigious Monaco Yacht Show in 2017 as well as a World Super Award and a Boat International Design Award in 2018.

Able to seamlessly shift between her diesel engine to electric, Home offers a more efficient voyage with reduced vibration and noise making for a more comfortable cruise. 

Available to charter from Burgess from $245,000 per week , Home’s Cristiano-Gatto-designed interiors are the epitome of relaxed luxury. The outdoors is invited in through floor-to-ceiling glass windows which flood her beach-club-style VIP cabin and living areas with natural light.  

Sailing Yacht A

Sailing Yacht A’s exterior and interior were designed by Philippe Starck / ©I.Puiatti

Builder:  Nobiskrug Year of build: 2017 LOA:  468.5ft Number of guests: 14 Number of crew: 35

At an enormous 468.5ft, Sailing Yacht A is the largest sail-assisted yacht in the world. Her lustrous futuristic exterior perfectly complements the forward-thinking engineering that powers this groundbreaking vessel.  Sporting a hybrid diesel-electric propulsion system and advanced navigation technology Sailing Yacht A is reported to have cost in excess of $400 million. 

Her mainmast towers designed by Dykstra Naval Architects – responsible for Black Pearls’ and The Maltese Falcon’s masts – are the largest carbon masts in the world and stand 328ft above the waterline, taller than London’s Big Ben. 

The striking hybrid superyacht’s interior and exterior were designed by the renowned Phillippe Starck and feature near-invisible windows enabling her streamlined appearance. This eight-deck superyacht is said to host a plethora of incredible amenities including a glass observation pod, a helipad, huge swimming pool and a submarine. 

Savannah was built by Dutch shipyard Feadship/ ©Feadship

Builder: Feadship Year of build: 2015 LOA: 273.1 ft  Number of guests: 12 Number of crew: 26

The multi-award-winning Savannah is widely regarded as the world’s first hybrid superyacht. Combining a single diesel engine with a pioneering electro-mechanical propulsion platform and streamlined hull, she is a true innovator. 

Built by Dutch shipyard Feadship, both her metallic exterior and sophisticated interior were designed by Paris-based Cristina Gherardi Design. The main aft deck has the effect of almost emerging from the water’s edge, with steps and platforms leading to a spacious beach club and living area. An outdoor 33ft pool, underwater lounge and a library are just some of the amenities that can be enjoyed onboard by those who wish to charter her, with a week-long charter costing approximately $1.2 million.

[See also: Style and Sustainability: The New Sunreed 80 Eco Catamaran]

Emma Al-Mousawi

Latest in luxury, the explorer.

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This New 108-Foot Hybrid Sailing Yacht Can Generate Its Own Electricity at Sea

Southern Wind's newest fleet member has taken flight.

Christened Gelliceaux , the 108-footer is the first hull in the SW108 series to leave the South African shipyard. The hybrid cruiser departed Cape Town in late October to embark on a voyage around the world.

Described as a "smart custom" sailing yacht, the SW108 strikes a perfect balance between sustainability, efficiency, and luxury. Penned in collaboration with Nauta Design and Farr Yacht Design, the vessel is based on a versatile platform that can be tailored to meet each seafarer's wants and needs. Gelliceaux's owners, for instance, opted for a deeper keel, a higher sail plan, and more sail area than the original model.

"The smart custom obviously gives a client a platform, a hull, which is already proven, and within that platform, he's able to put his own mark on and change a lot of things, change the interior layout to a certain degree, even change the performance characteristics of the boat," A2B Marine's Sebastian Allebrodt, who acted as project manager for the client, said in a statement.

Gelliceaux is equipped with a diesel-electric propulsion system that was designed in collaboration with BAE Systems. Comprising two highly efficient generators, a high-voltage lithium battery bank, and electric motors, this setup ensures a more efficient consumption of fuel while lowering carbon emissions. The newcomer also has hydrogenerating capabilities, meaning that it can produce electricity at sea to recharge the battery. As a result, the owner can cruise sans noise and pollution for longer periods.

"This yacht is a genuine marvel of sustainable sailing, capable of generating an impressive 35 kW while sailing at 16 knots and 25 kW while gliding at 14 knots," adds Southern Wind's technical manager Yann Dabbadie. "When sailing at a speed of 10 knots or higher, Gelliceaux could virtually extend her range indefinitely while retaining all the luxurious amenities on board."

Gelliceaux is currently sailing off the coast of Namibia with experienced captain Mariano Sotelo at the helm and a crew of seasoned sailors on deck.

"I think we achieved exactly what the owner wanted, which is a beautiful boat that is safe to sail with his family, friends, and with all the crew if we do a regatta somewhere in the middle, in the Caribbean," Sotelo adds. "This boat is just one of the most beautiful boats."

You can be the judge of that.

Click here to see all the pics of Gelliceaux.

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Deep Blue Hybrid

Deep blue is a fully integrated propulsion and energy management system, industrially engineered and customizable with modular components. the result is exceptional performance, compliance with international safety standards, and highly intuitive operability.

• Relaxation: no noise from the motor and only a little noise from the generator
• Environmental protection: use renewable forms of energy
• Independence: adequate energy on board, less need to head for a marina
• Convenience: simple joystick docking
• Simplicity: only one type of fuel – and less of it required

System Overview of the Hybrid Drive System

System Components

High-capacity lithium battery technology.

Lithium-based batteries are the technology of choice for electric mobility applications. They store significantly more energy than all other batteries, they maintain a high current, they do not lose their charging capacity, they supply power reliably, and have no memory effect. They also have a much longer useful life than lead-based batteries.

The benefits for customers:

• High energy density

• Lower costs

• Long service life

• Highest quality and safety standards

Dimensions and preliminary specifications

Click here to learn more about battery technology

Economical auxiliary power

Third-party generators can be integrated into the Deep Blue system via the DC generator interface developed by Torqeedo. The converter generators eliminate the fixed ratio between rotational speed, power and voltage output.

Integrated into the information, safety and energy management system of the Deep Blue Hybrid, the generators produce any combination of power and voltage as required, adopted to individual setting.

Third-party generators can be integrated into the Deep Blue system via the DC generator interface developed by Torqeedo, providing long-range motoring and efficient backup power for serial hybrid systems. The converter generators eliminate the fixed ratio between rotational speed, power and voltage output.

Integrated into the information, safety and energy management system of the Deep Blue Hybrid, the generators produce any combination of power and voltage as required, adopted to individual setttings.

Technical Data

Typical application areas

Perfect for ...

• Torqeedo Deep Blue Hybrid drives with shaft power from 25 to 100 kW (equivalent to 40 – 160 HP)

• Sailing yachts, ferries, water taxis, etc., with hull lengths from 40 to 110 feet (12 – 33 m)

Highly flexible thanks to four operating modes

The Deep Blue Advanced Energy Management System offers four ways of conveniently operating the hybrid system automatically:

Electrical drive power, on-board power and charging power of the highest standard

The Advanced Hybrid Control System for the Torqeedo Deep Blue Hybrid system controls the generator to optimum effect (single or twin installations). It provides a reliable supply of electricity for 360V DC boat drive systems as well as all other 110/230V AC and 24V DC power supply systems on board:

Hybrid and charging power for the Torqeedo Deep Blue system

• AC on-board power supply for galley, air conditioning, water maker and other electrical consumers on board (hotel loads)

• Low-voltage DC power for lighting, radio, navigation, winches, etc.

Always in control

Deep Blue Hybrid offers intuitive operation presented on the multifunctional display, providing a complete overview of the entire system and access to all control functions.

The software keeps an eye on everything and prevents errors like deep-discharging batteries. An easy-to-understand graphical user interface is available as either multihull or monohull and delivers complete, up-tothe- minute system visualisation.

Premium throttles

We’ve come to expect an intuitive way to operate our technical devices. We expect detailed information, nicely displayed and clearly arranged. We expect that the objects we use are both beautiful and functional.

This is what spurred us to create the new Torqeedo throttle family and improved user interface for Deep Blue.

Our premium throttles offer the right solution for every application, whether for sailboats or on motorboats – ergonomic, strong and functional. All premium throttles come with Bluetooth built in for simple integration of Torqeedo’s TorqTrac smartphone app.

Hybrid Drive System and Integrated Energy Management

Hybrid drive system.

Powerful and silent electric drive systems allow manoeuvring and sailing at hull speed.

High-performance batteries adapted from the automotive industry enable prolonged motor-cruising for up to 50+ nautical miles without use of a generator. Solar power generated on board and hydro-generated energy – the propeller rotates while boat is under sail – provide additional propulsion. Besides, the integrated generator provides sufficient energy to cover long distances, if required.

The slowly rotating electric drives allow precise maneuvering and in combination with joystick docking makes putting out to sea and berthing as easy as pie.

Integrated energy management

The integrated management system of Deep Blue Hybrid makes it possible to use available power in any way you wish – for the powerful high-voltage drive system, for the 24 V on-board power supply or to operate equipment with 230 V AC current. Deep Blue Hybrid is designed in such a way that energy is always available where it's needed.

The combination of energy generated from renewable sources and by the generator means that there is always sufficient power available. However, the generator does not need to run for as long.

Clean and safe electricity can be used for all equipment and so it is no longer necessary to have propane or petrol on board. A tender can also be run electrically and can be charged from the Deep Blue Hybrid on-board power system.

Professional Safety

Professional safety for your sailing yacht.

Particular attention should be paid to standards compliance and safety during the development of a hybrid drive system. During the years spent on developing the Deep Blue Hybrid system we followed safety concepts that, for example, are standard in the automotive industry – but which previously could not be found in powerful electric drive systems for electric sailing yachts.

In addition, electrical drive systems for electric sailing yachts pose special challenges that are not relevant for other industries. In this respect, it is not enough to just follow the standard of other industries for high-voltage boat drives. As we are used to setting new standards, we have done so with regard to safety. Below you will find a number of examples of the Deep Blue Hybrid's unique safety concept.

Isolation monitor: constantly monitors that the voltage from all 360 V components is completely isolated from the boat – not just for individual system components but for all of them. If damage is detected, e.g. to the cable insulation, the system will issue an alert. In the event of dangerous insulation failure, the system will be shut down.

All components are waterproof: Components that were not specifically developed for boats are not always waterproof. All the components of a high-power system on a boat must be waterproof to guarantee safe operation. That is why all of our components are waterproofed.

Automotive industry-level battery safety: The first lithium batteries for the marine industry with the advanced quality standards of the automotive sector are the result of Torqeedo's collaboration with established battery manufacturers. Integrating a battery into a drive system and the associated safety concept alone requires considerable effort that can only be achieved by working together with the battery manufacturer.

Battery venting: In the unlikely event that the redundant safety mechanisms of the battery fail, the battery cells can reduce their temperature and pressure via a pressure valve. While batteries are installed in electric cars in such a way that they can discharge battery gases directly onto the road, on electric boats the gases must be channelled safely off the vessel. We developed the first safe venting system for boats for the Deep Blue System.

Battery damping: All components on fast and seagoing boats are subject to constant high levels of shock that exceed shock levels on the road – in some cases over 12 g of acceleration force. The same holds true when trailering the boat. Since batteries and battery electronics are not designed for these constant impacts, they need their own damping system on boats (in addition to the damping mechanisms within the battery). Torqeedo is the only company in the world that provides this for maritime use.

Benefits for Boatbuilders

Custom-built solutions are often pursued in order to meet a user's requirements. These individual hybrid projects raise a number of difficulties:

• High-end components do not exist for the custom project. High-tech safe lithium batteries, for example, require an intensive design-in process in close cooperation with the battery manufacturer's research and development department. However, reputable high-voltage battery manufacturers do not supply their batteries for custom solutions that they are not familiar with and that have not been coordinated with them in detail.
• Creating an integrated hybrid system requires a comprehensive research and development project accompanied by many person-years in the field of development running to the tune of several million euros. These efforts are not undertaken for custom projects, leading to lower reliability and a lack of complex but important safety features (such as pilot lines).
• The system integrator has the statutory duty to ensure that the hybrid system complies with all the relevant and mandatory standards such as the Machinery Directive and the EMC Directive. Custom hybrid systems do not generally meet these standards. Since a boatbuilder is responsible for ensuring that the entire boat complies with standards, the installation of custom-built hybrid systems constitutes a serious risk for boatbuilders.

Unlike custom-built hybrid systems, DEEP BLUE HYBRID addresses the requirements of environmentally aware customers, offering a turnkey solution that guarantees compliance with the relevant norms and standards.

• DEEP BLUE HYBRID was created in an extensive research and development project involving a large number of mechanical and electrical engineers over several years. The components were carefully selected and coordinated with an overall system. Essential inspections and certifications were performed at system level.
• High-end components such as hybrid batteries from the automotive industry were integrated into the system.
• Torqeedo assumes responsibility for the functionality and compliance with relevant standards for the whole system.
• DEEP BLUE HYBRID was developed on the basis of modular components. It allows flexibility and scalability without affecting system integration and reliability.
• DEEP BLUE HYBRID for electric ferrys, electric sailing yachts, electric catamarans & electric water taxis.

If we have awakened your interest in our products we would be pleased to send you more detailed information. Simply enter your details in the contact form below and we will get in touch with shortly.

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CUMMINS MARINE POWERS THE SW96#04 HYBRID SAILING YACHT PROJECT

28 October 2021

Cummins, our engine supplier for the SW96#04 hybrid sailing yacht project, has recently released an article titled “CUMMINS MARINE POWERS HYBRID SAILING SUPERYACHT FOR REDUCED EMISSIONS” which details the yacht’s unique hybrid propulsion system. The engine has, in collaboration with BAE Systems, been designed to reduce emissions and improve fuel consumption without compromising the performance of this hybrid boat. The article can be seen below. To view the original version on Cummins’ website, click here .

CUMMINS MARINE POWERS HYBRID SAILING SUPERYACHT FOR REDUCED EMISSIONS

by Nicki Storey

When you think of a machine powered by Cummins, our engines working hand-in-hand with wind power to move a vessel is likely not the first thing that comes to mind. Nevertheless, the Cummins Marine 4.5 engine is on course to set sail next summer powering the sailing superyacht.

The vessel is currently under construction in Cape Town, South Africa, and will be ready to house our smallest marine engine offering in early 2022. The high-performance superyacht, constructed by Southern Wind, will be hybrid powered to reduce the emissions and fuel consumption of a classic diesel engine. This ensures an efficient, clean sailing experience regardless of whether the vessel is under sail or motoring.

Chosen for its compact size and efficiency, the 150hp B4.5 propulsion engine will be combined with BAE Systems’ Integrated Starter Generator (ISG) to provide electric power to both the energy storage system and the vessel auxiliary load. BAE Systems is a progressive technology company working in multiple industrial spaces whose maritime subsidiary has a strong relationship with Cummins, having previously partnered on the Harbor Harvest project. Using BAE’s HybriGen Power and Propulsion technology, the sailboat will, in total, be fitted with an electric motor, two variable speed generators, a lithium-ion energy storage system and a vessel auxiliary power with shore power charging.

Compliant with IMO III standards, the sailing superyacht is a versatile, power dense vessel with deck hardware optimized for both quiet performance cruising and intense offshore racing. The vessel will also be able to operate in Hydrogeneration mode while under sail. In this mode, the propeller and propulsion motor will act as a generator allowing for recharging of the lithium-ion storage cells for a longer zero-emissions experience.

Following its recent launch, the new B4.5 liter engine package is ideal for sailors who prefer a calm, quiet ride thanks to the minimal noise produced by Cummins’ solution. The sailing superyacht is a perfect vessel to house our smallest (but mightiest) solution in the Cummins Marine lineup.

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Critical Design Requirements

Hybrid designs overview, hybrid marine, hydro regeneration.

• Power Scenarios

Lithium Comments

• Key Benefits
• Market Analysis

Hybrid Design Overview

There are two primary designs of hybrid systems available for yachts – Serial or Parallel .  After much research, we chose to use a  Parallel Hybrid model.   There are many reasons for this decision, which are explained in detail below.

We developed a solution that does not deviate from our history of never compromising crew safety and comfort for the latest market trends and newest technologies.  Our boats are designed to be dependable, redundant, and safe in extreme weather conditions and remote locations. In addition, keeping customer needs in focus as we modify our offerings is one of the reasons we are ‘The Worlds’ Best Liveaboard.’

We feel it is essential for our customers to understand how we arrived at our Hybrid offering. Here is our table of critical design considerations.

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There are two primary types of hybrid systems for yachts –  Serial & Parallel .  Parallel systems exist in either  External  or  Flywheel  versions.

This is an example of a Series Hybrid  system from OceanVolt.  These systems rely on a DC generator to charge the batteries and power the two electric motors which in turn power the Yanmar sail drives.

There are a number of reasons why this system was not selected by Antares:

• We will never put a sail drive on our boats
• Serial hybrid systems are less efficient than parallel systems
• OceanVolt batteries are not LiFePO4 chemistry (more on this here)

A  Flywheel Parallel system uses a traditional diesel engine, in a series with an electric motor and transmission to power either a salldrive or shaft.  This is an example of a Volvo design currently in development with Fontaine Pajot.

We did not select this type of  Parallel system for the following reasons:

• The space required is too ‘long’ in length to easily fit in the Antares GT
• If the clutch fails, the engine and motor are disabled
• This design is less efficient than the external parallel design

An  External Parallel system uses a traditional diesel engine. The motor/generator is kept out of the conventional drive chain and connects to the driveshaft after the gearbox. If stand-alone generation is needed a clutch is required to disconnect the propeller shaft.  If the clutch fails, it can be manually engaged, providing additional redundancy.

We are pleased to be partnering with Hybrid Marine for the Antares Hybrid.  Graeme (CEO) and his team have been outstanding in their support of our project.  We share similar values, and the leadership and expertise Hybrid Marine brings to Antares are over fourteen years in this marine hybrid business.  The technology is proven, easily serviced, and redundant.

• The best overall solution that meets our criteria
• 14 years of parallel hybrid experience in the marine industry
• Yanmar UK in partnership with Hybrid Marine (same engine we use on new GT)
• Member of ISHY (Implementation of Ship HYbridisation) since 2019

Another advantage of a hybrid, is the ability for the electric motor to serve a dual purpose and generate power.  As the boat is sailing, you can generate power to top up the Lithium batteries and power your onboard appliances.

For comparison, the power curves for the Hybrid Marine system we are using is very similar to the Watt & Sea 600 hydro generators.  The power curves are below.

Power Consumption Scenarios

We must answer the ultimate question, ‘ So What? ‘  How does the NEW Antares Hybrid affect daily life aboard the boat?  What do the power consumption scenarios look like, and why does this matter?

The following consumption scenarios are based on real-world numbers provided by Antares owners.  The solar generation numbers are based on a 30-day test in tropical conditions with Panasonic HIT panels aboard s/v Field Trip.  We have done our best to provide realistic numbers.  However, every boat owner is different, so the numbers will vary from owner to owner.

All appliances and cooking are assumed to be electric, with no LPG onboard.

The conservative model provides plenty of excess power regardless of the cruising season.  1,800 watts of solar power is sufficient to live comfortably, while completely independent of fossil fuels.

The 40 kWh of Victron Lithium allows for luxurious living.  This scenario has either the port or starboard aft cabin running the AC for four hours every day AND making hot water for showers and washing dishes.  This gives the owner anywhere from 1.5 – 3 weeks of luxury, without ever needing to start an engine to recharge the batteries.

Using a combination of the two models, it is possible to still run the AC periodically, heat the water, and still have a neutral carbon footprint.

Passagemaking consists of about 10% of the total time living aboard an Antares.  This 10% is when you may need to use the electric motors to leave an anchorage or marina.  When underway, averaging seven knots, the daily surplus of power (10kW – 11kW) is plenty of power to not only recharge the 40kWh of Victron Lithium but run A/C and any other devices on board.

This is a complex topic.  To put it simply, Antares will only use LiFePO4 (Lithium Iron Phosphate) batteries in our boats.  The reason is simple.  LiFePO4 is the most stable chemistry and far less prone to issues like fire.  There is a reason why Victron and Mastervolt are ONLY using this chemistry for their marine batteries.

Other battery chemistries used by electric vehicle (EV) manufacturers are more efficient and have higher energy densities.  At present, we don’t believe this technology is ready for the marine environment.  A fire in a car on land is tragic and potentially life-threatening.  A fire aboard a boat 1,000NM from land or in a remote atoll is an entirely different matter.

Sometimes, several pictures and some recent data are all that is needed to put this topic to rest.

Key Benefits of Antares Hybrid

Pricing & availability, market analysis comparison.

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Transforming your sailing yacht into an electric or hybrid yacht

Would you like to sail electric or hybrid? And are you curious whether your sailing yacht can be converted into a hybrid sailing yacht or even be fully electric? We are happy to help you. Together with Stok-electric, we offer completely custom-made solutions for converting sailing yachts into electric or hybrid sailing yachts. We have a suitable, custom-made solution for almost every sailing yacht: from 10kW to 200kW. Prepare your sailing yacht for the future by combining a refit with the installation of an electric or hybrid system. Contact us for a free consultation and read here about how we made the 56ft Truly Classic ‘Elysium’. 

Is hybrid sailing the future?

Diesel engines are less and less sought after due to emissions and limitations. As a result, more and more sailors are motivated to exchange their old diesel engines for a cleaner and more attractive alternative such as electric and hybrid systems. We can bring beautiful sailing yachts that are 20 to 30 years old back to life by giving them a complete refit and converting them into a hybrid sailing yacht. We have also done this with the 56ft Truly Classic Corner Design, Elysium. Watch the video of the project below or read more about the advantages and disadvantages of a hybrid system here .

How does it work?

1. introduction and analyses, 2. starting the transformation, 3. sea trials & getting ready to go, more information about hybrid sailing.

Schedule an introductory meeting without any obligation by mail . We or the men from STOK Electric will contact you.

Stay informed:

The little (electric) engine that could: The Port of San Diego unveils the nation’s first all-electric tug boat

The 82-foot eWolf expects to eliminate 3,100 metric tons of carbon dioxide

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The nation’s first all-electric tug boat has docked at the Port of San Diego and expects to begin emissions-free operations in about a month.

Operated by Crowley Maritime Corporation , the 82-foot eWolf will escort ships entering and leaving the Tenth Avenue Marine Terminal using electric power instead of diesel fuel, helping slash greenhouse gas emissions at the port and its neighbors in Barrio Logan and National City.

For the record:

1:58 p.m. March 13, 2024 This story has been updated to show the correct amount of government funding that went to the project.

“This is a big deal,” said port chairman Frank Urtasun at a news conference Monday. “This is new technology.”

Capable of speeds of up to 12 knots, the eWolf is powered by a 6.2 megawatt-hour main propulsion battery and two electric drives. The tug has thrust — also known as bollard pull in the parlance of the shipping industry — of 76.8 short tons, which is more powerful than the diesel-powered counterparts at the port.

Constructed in Alabama, the eWolf is equipped with two small generators for emergency use that allow the boat to travel longer distances at a reduced speed.

“Like an electric car, you step on the gas and it jumps,” said Paul Manzi, vice president of Crowley Shipping, based in Jacksonville, Fla. “All of the attributes that you have with an electric motor operation in a car or in an electric truck, you see here in the (eWolf) at massive scale. And it’s extremely quiet so when it pulls away from the dock you literally won’t hear any noise.”

The tug boat’s electricity will come from a charging station that is part of a microgrid facility equipped with two energy storage containers. Battery modules in each container have storage capacity of nearly 1.5 megawatt-hours.

Interconnected with the help of San Diego Gas & Electric, the charging station at the port is designed to allow the vessel to recharge quickly and reduce peak loads on the electric grid.

Operators plan to charge the eWolf overnight so it can perform its chores during daytime hours.

“This technology has individually been around for a while, but it hasn’t necessarily been integrated and optimized to all work together — and that’s kind of our role,” said Bruce Strupp, vice president at ABB Marine & Ports , the company that designed the boat’s propulsion system. “Some of the technology is our technology, some of it’s third-party technology, but we integrate it all together.”

The electric tug boat is expected to begin commercial operations at the port in mid- to late-April, depending on the completion of the charging station.

Officials at Crowley did not release the eWolf’s price tag Monday, saying only that it cost about twice as much as a conventional diesel-powered tug boat of comparable size.

But, Manzi said, the company expects the eWolf’s maintenance and operating costs will be “dramatically lower” than what’s spent on a diesel-powered tug boat because the electric model has fewer moving parts.

The entire project — the vessel as well as the charging station — received four grants that added up to $13.67 million, with two grants of $10.9 million from the San Diego Air Pollution Control District, one grant of just over $2 million from the U.S. Environmental Protection Agency and $750,000 from the federal government’s Maritime Administration.

In 2020, Gov. Gavin Newsom signed an executive order that directed state agencies to transition off-road vehicles — including tug boats — and equipment to 100 percent zero emissions by 2035.

By replacing one of the port’s diesel-powered tugs, the eWolf is expected to eliminate the consumption of about 35,000 gallons of diesel fuel per year. In its first 10 years of use, the electric tug boat is expected to reduce about 3,100 metric tons of carbon dioxide from the port and its surrounding areas such as Barrio Logan and National City.

“We’re trying to be good neighbors and trying to be able to help to reduce emissions here to help the electrification movement,” Urtasun said, adding that the port has spent about $130 million on various electrification projects.

Last year, the Port of San Diego became the first in North America to install a pair of all-electric cranes to load and off-load heavy cargo. Each 262 feet high, the cranes replaced an older crane that ran on diesel fuel. Together, the cranes expect to help the port reduce greenhouse gas emissions by 47 metric tons per year.

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