On April 8th, 2014 the NYSCC Tug (Tender 4) was launched by a huge crane into the mostly iced-over NYS Erie Canal. Once in the water we waited for NYSCC workers to monitor for hull leaks and shaft stuffing leaks. Once cleared, we fired up the Twin EP-10000s at slow rpm and gradually increased to ½ throttle in small increments all while measuring current and monitoring shaft movements. The torque of the motors actually “turned” the vessel (lifted one side) quite noticeably from the thrust of the 30” propeller while secured to the dock and a rooster tail began to form off the stern. All checked out fine so we decided to back down the throttle to add more lines so we could resume at higher power. By this time we had nearly everyone in the yard watching the results and commenting among themselves.
Joe Fleming the Elco Engineer – asked who wanted to drive. The NYSCC supervisor, Josh, jumped at the opportunity. PFDs were distributed, lines cast off and within a minute the tug headed out in the open water, Josh got a feel for the response of the motor and then headed up the canal to see if he could do some ice breaking maneuvers. The vessel performed beautifully. If there were any doubters there earlier, there were none by the time the tug returned and tied up.
Dorset, Canada: Lake of Bays:
The museum is completing a ten year restoration project of a 66’ steam powered cabin launch that originally transported people around the lake and to their island camps.
Bigwin will be giving tour boat rides on Lake of Bays all Spring, Summer and Fall. The Museum had the original steam engine rebuilt and a new boiler fabricated, however as completion drew near they were not able to find a (steam rated) licensed captain to run it, but with electric power they could.
The boat has completely new hull planking, decks and cabin jointer work, it is essentially a brand new boat and the workmanship is excellent, the EP-7000 is mounted alongside the restored steam engine, and is coupled to the propeller shaft through a toothed flat belt reduction.
The Museum chose to use the original propeller and gave Elco a prop dimension of 38” x 55”, which calls for a reduction of 5.25: to 5.5:1, the system is performing very well.
SIZING UP THE PROJECT
Late in 2010 David Gillespie approached Huckins Yacht Corporation, an authorized Elco Dealer from Jacksonville Florida for assistance with re-powering his treasured restoration project “Vagabond”, a 1910 Yacht built by Consolidated Shipbuilding. This is when, Jon Hall, entered the picture being Huckins lead designer for nearly thirty years. After visiting the boat in her nearly restored condition still mounted atop the custom trailer where she had sat for 50 years. The challenge was to guess from an eye ball gut feeling and studying old pictures how she may have floated with her original machinery. Luckily David had “Vagabond” weighed at a truck scale before he started his retoration. After subtracting the trailor weight Huckins was off and researching re-power options.
RESEARCH STUDY OPTIONS BEGIN
Prior to David contacting Huckins, he did some in depth research on his own. The problem he discovered was there were so many options and everyone he contacted claimed their product or method was the ultimate. To say the least it was confusing. When David contacted Huckins they already had some experience with electric power and hybrid research as Huckins had been toying with the idea of designing and building an Electric yacht for some time. The use of electric drives in large ships is quite common as it is with locomotives, buses and now automobiles. The technology has been around since the late 1800′s.
Jon Hull guides you through a repower with his honest thoughts and insights.
“First, do we simply repower with a conventional diesel and be happy. The problem with that was the original engine was placed in the galley/salon smack in the center exposed with no sound or heat shield. Remember this was 1912 when reciprocating engines were a novelty in boats and it was “cool” to hand squirt your oil can to keep the valves lubricated as you chugged along and on occasion staining your white yachtsman attire. A further negative was the original 40 H.P. diesel weighed about 1800 lbs. A modern comparable diesel weighs but a fraction. Therefore we would have to add additional ballast to keep her in proper trim. A feat constrained by a lack of space to add weights as needed.
The second choice was to power with a diesel with an electric drive coupled to it and since it was smaller than the original, it could be tucked away easier. Since it relied upon batteries, these could be placed about for an acceptable balance. However, to date a suitable product did not have the electric portion powered enough to suit our 40’ yacht.
Following, we studied what others had done both commercially and hobbyist. Everyone had their own theory about which voltages were best, types of batteries etc. It was becoming increasingly clear the weak link to any electric system is the battery. I find it interesting to note that in 1897 an electric car was advertised for the amazing feat of attaining 40 miles on a single charge using “old fashioned” technology batteries. In 2012, 115 years later our modern autos advertise the same, 40 miles! But instead with hi tech lithium-ion units that cost several thousand dollars each. The other stumbling block we encountered was a suitable charger. The charger industry is woefully behind this new era and understandably so. The entire marine industry has been centered around 12 and 24 volts primarily.
Finally, we discovered Elco or should I say rediscovered Elco Motor Yachts. Huckins and Elco have a mutual background developing the P.T. Boats of WWII. I remembered in their early years they produced electric powered yachts so I contacted Peter Houghton and soon began conversing with their engineer, Joe Fleming, whose personal history also dates back to the P.T. Days.
By consulting with the Elco experts it became quite clear as to our direction to proceed. As usual my lean toward going back to basics tilted. We would build from there to complete a reliable and user friendly system that meets David’s expectations. First, the Elco Motor is made in the U.S.A. Second they have a range of power units. We chose the EP-7000 rated at 35 H.P. DC. Third, they have a good track record, excellent communication skills and support.
Now that a motor has been selected, the next decision would be how to supply the power. Should we use a DC Genset or AC? A major factor for choice was physical size with relation to H.P. required. Also R.P.M. was a factor. High R.P.M. diesels seem to have inherently more maintenance and longevity problems than slow turners. A service network was also considered. DC generation could be simpler with a DC motor but also more costly. AC need to be converted to DC. However, it seemed sensible with our project to go AC. We chose a 6 KW Kohler 1800 RPM also USA made.
Next came a battery choice. We decided due partly with size, the choice to be the A614 Odyssey PC 1800 @214 A.H. each. These seem to be a tough battery for the money. As they can be drawn down quite a bit without damage as long as they are recharged immediately.
Now we have the major components, motor genset and batteries. However, at what voltage? The motor as MFG is rated for 108 VDC a rather odd number considering all is divisible by 12, a typical battery size. Therefore we would need 9 or more to produce an acceptable cruising range. Nine at 108 volts created two problems. First, our yacht is space challenged and the most logical place to locate them was exactly where the extra weight would be detrimental to her trim. Second, optimally an additional bank would have been preferred to minimize operating the generator. This dilemna led to my next challenge.
WEIGHT AND INSTALL STUDIES
Aforementioned were the severe lack of spaces to locate machinery, components and batteries considering this is a 40’ yacht. Due to the hull design there was minimal bilge space. The hull, typical of the era was shaped similar to a sailboat. The forward cabin soles were about 6” to 8” above the planking. The hull sides quite rounded rose quickly to close off all but a triangular void of minimal dimension under the settees and berths. That is why the original engine sat in the salon as a conversation piece, if one could speak above the noise and fumes. Just aft of the engine the rounded hull converged gracefully upward to form a pretty fantail. For a power boat the aft styling was beautiful but with the sharply ascending hull lines, much needed buoyancy was sacrificed. Adding to the mix the area aft of the engine was also the helm and lounge deck where all people congregated while underway. It could be interesting what the original architect had in mind for stability. To balance the yacht, 2 tanks for fuel and water were placed vertically in the fore peak usually reserved for anchoring and rode storage. A 4” x 3” x 30 ft railroad track steel rail shoe was affixed to the bottom of a shallow keel to lower the C.G.
The motor and genset weight totaling about 900 lbs, was less than half the original weight that came out. I performed no less than a dozen overlay sketches on the hull arrangement plan. With each sketch a new weight estimate was calculated to determine the balance effects both longitudinally and transverse trim.
Almost every scenario would mean encroaching upon living space and or altering the beautiful hand crafted joiner restoration David so meticulously preserved.
We finally launched the yacht minus any of the three major components to get a feel for flotation. Following my most promising of weight distribution calculations we had about 10 of Huckins employees call out their body weights and then stand on the appropriate deck areas to simulate the actual installation. After a couple of tries I was satisfied we could begin installation.
It became glaringly apparent that I would not have the space to install 9 batteries in a practical bank allowing for minimal wiring. Mind you 4/0 cable does not bend easily. Now what! We needed 9 batteries to supply 108 volts this is where Elco and Joe Fleming came to the rescue.
THE VOLTAGE AND CHARGER CHALLENGE
Following several speed/performance studies along with Joe’s recollection of how easily these old yachts graced the waters he guesstimated a propeller size and determined the hull speed to be 7.5 to 8 knots.
Thus we could predict the rate of discharge for a given cruise speed and calculate the hours available to operate without the generator. As aforementioned the ninth battery was a problem to produce the 108 volts needed. We needed a trade off.
Knowing David’s projected use of Vagabond was mainly for luncheon or evening cocktail cruises on the beautiful lower usually calm St. Johns River. It appeared they could enjoy a good 5 hour amble in 5 knot silence. This is with 9 batteries. Adding to the 108 volt requirement problem was we could find no off the shelf 108 volt charger that had a satisfactory DC output. All the major players said they could custom produce one. However, it would be expensive as a one off unless several were ordered.
We all traded thoughts as to real life usage. I noted if we could eliminate the ninth battery it would theoretically reduce David’s cruise time by only a little over an hour. This would still give ample time to relax and enjoy considering power off drifting or at anchor.
Joe with his background in electronics engineering and Peter concluded they could adjust the motor to only require a 96 volt supply! Thus my space dilemma was solved. Our guys began construction of a framework to house 8 batteries in a neat cluster centered around the motor area. This additional 1100 lbs rounded out the total 1800 lbs needed to replace the original machinery in nearly the exact hull location. The neat feature of the AGM Odyssey batteries is they can be mounted upright or on their sides.
Now all we needed to conquer was the charger problem, normally, most chargers can handle only 2, 3, or 4 batteries tops. Therefore we would require a minimum of two plus a third to service the house bank as the propulsion and house cannot be integrated. It has been our experience at Huckins, so called “smart chargers” especially in a marine environment sometimes are an electron or two short at best. To complicate their intelligence envision two or more attempting to supply the same bank in perfect unfaltering unison! Complicate the challenge further by adding the fact that the input algorithm required for optimum charge to the battery is different if the AC power comes from a genset or shore power due to the pulsating load on the engine.
We found a charger company, Elcon that would customize their units as needed with no premiums for one-offs given my quest to “keep it simple” I preferred one charger only to supply all 8 batteries. Joe stepped up and worked with Elcon’s owner to build a charger to supply 96 volts equally and programmed to match the battery requirement whether being supplied from the genset or shore power. It can produce 45 amps at 220 volts and is marine tolerant.
Finally, we elected to further the simple rule by monitoring the battery depletion rate to time left visually from a digital monitor. When the numbers require, simply start up the genset and continue the voyage.
Following complete installation Huckins mechanic Eric doused the shaft bearings with WD-40 and flipped the switch all systems came up perfectly in a dry test. We are now ready for launch and river trials.
VAGABOND’S MAIDEN VOYAGE
As Vagabond was slowly lowered into the slip below the travelift we all watched with wonder as she sank lower and lower into the nest of water. Did I guess right with weight replacement? The straps released their lifeline hold and Vagabond was on her own swaying to the slight current and breeze exactly where her newly painted boot stripe wanted her to be.
Joe was right, that type of hull is slippery. It doesn’t take but a light shove to send her off. We tied her to a dock and tested the genset part of the mix. Then we simply let the motor run in place to create energy use data. Remember this battery bank is our fuel tank. We needed to know where the full, half and empty marks are before sailing off to a point of no return unless David has a good set of long oars or a retainer with Sea Tow.
We chose a pleasant afternoon without too much breeze or current for the grand test. The results were exciting. The 18 X 10 wheel pushed Vagabond effortlessly and . . . with a lurch if you weren’t light fingered with the throttle. An electric motor is far different from a recip. First, the 35 H.P. rating is equal to a 70 H.P. diesel. Second, it has maximum torque at 1 RPM. Since there is no gear box, only changing direction of the motor rotation from clockwise to counterclockwise when docking is needed. It can be tricky at first because the only slow gentle maneuvers are directly related to your very light touch of the joy stick.
The motor top RPM is 2000. However, you can short boost it to 2500 in emergency. On a boat of this size and hull shape the 35 H.P. unit is more than David will ever use. The river cruise results we discovered were the following: We were going against an outgoing current so we did runs in each direction for an average.
At 400 RPM she ran about 2.5 knots. At 600 RPM we moved along a little over 4. At 1000 RPM it was a hair blowing 6.5 knots! At 1500 RPM we reached hull speed at 7.5 knots. Any faster and the bow tries to rise up while the stern settles concernedly.
In conclusion at 4.5 knots David can expect about a 6 hour cruise adding to that time if he throttles back or cranks up the genset. At this writing we need more cruise time to build data coupling genset charge rate versus amperage draw to determine long range cruise potential.
As an owner of the Elco 4000 electric motor, I feel impelled to let the world know what an advantage it is and an addition to my boating experience.
The very first thing is obviously the savings I experience in not having to purchase fuel. I would be remised if I didn’t add the personal gratification I feel by helping my environment. This fact is even closer to my heart due to the fact that I live in the US Virgin Islands. We have to keep our waters clean and safe for future generations and I am very proud to have installed the engine in my 40’ power yacht and have enjoyed silently touring the island with friends and family with our Elco Powered boat.
“I could not be happier with the motor. My experience with Elco has exceeded my expectations. The customer service has been flawless – even when dealing with a 16 hour time difference. Enquires were all answered promptly and transactions were simple. I was updated continuously during the delivery process. The Elco Motor was as easy to install as promised. The process was far simpler than any engine I have dealt with in the past.
The advantage of an Elco Motor are numerous, including the silent and no vibration operation, zero emissions, ease of operation and immediate responsiveness are to name just a few.
The Elco Motor changed my sailing experience and has made it a more relaxed and enjoyable pursuit. Any yacht I own in the future will be equipped with an Elco Motor.”
Kym Anquetil, Australia
“The motor offered easy and straight forward installation. We now have a clean engine room and bilge. There are no combustibles so it’s a very safe boat to operate.
We have found that the motor allows us to jump on the boat and go! Guest aboard our boat have remarked that it’s so quiet, is it really on? On board gauges keep you informed of your running time, volts consumed and how many more hours you have available on the batteries.”
Dave Westphal, Key West, Florida
At the southern tip of New York’s Lake George sits a boatyard with a very specific clientele. “We strictly work with wooden boats here,” says Nick Lamando, manager of Hall’s Boat Corporation, “I guess we’re kind of a niche business.”
For some, the term “wooden boat” conjures up images of languid summer days spent puttering around the lake in a flat-bottomed skiff. While they do a fair bit of restoration on crafts like these, Lamando likes to keep things interesting. He grew up in Poughkeepsie, NY, and has vivid memories of waterskiing on the Hudson “when the water was still cold. You know, in March.” An avid triathlete and trail racer, he loves the outdoors and owns a wooden powerboat himself. “We specialize in 22-30 foot launches,” Lamando says, “but we restore just about anything anyone brings us.”
The star of the boatyard this past summer was certainly unique: a 32-foot Elco electric launch called Wenona, which was built in 1899. Originally built to demonstrate the capabilities of the electric motor, Wenona was owned by the Stires family and operated on Lake George throughout much of the 20th century. Lamando and Hall’s Boat Works are in the process of completely restoring Wenona to brand-new condition, and is keeping the original 1899 Elco electric motor intact and functional. “The family took a lot of pride in this boat, it was in their family for three generations,” says Lamando. “We remember that when we’re working on something like this.”
While Wenona runs smoothly with an 1899 Elco motor, two similarly rare vessels are now powering through the chop thanks to Elco’s newest line of products: the Elco Electric Propulsion motors. Caprice and Ghost are both 29-foot Sound Interclub sailboats. Built in 1926 and raced in Long Island Sound by some of New York’s wealthiest yachtsmen, these boats are exceedingly rare today. Only five Sound Interclubs are known to exist, and both Caprice and Ghost received their first electric power thanks to the Elco EP-600s installed at Hall’s.
“You can install one of these in a day,” says Lamando. This customer wanted his peace and quiet above all, and now he can power his boat as quietly as he sails it.”
With a 40-slip marina, a boathouse capable of storing 75 vessels, and four craftsmen dedicated to restoring and building beautiful wooden boats, Hall’s is thriving under the Lamando’s management. “Living on Lake George, I can enjoy the outdoors all year round,” he says. Check out Hall’s Boat Corporation.
During their summers growing up on Cape Cod, Brad and Mike Pease spent as many hours on the water as they did squabbling at the dock while cleaning and caring for their grandfather’s Amesbury skiff. While the personalities of Brad “the dreamer” and Mike “the nuts and bolts guy,” have clashed over the years, those early days spent scrubbing the classic lines of the hand-built wooden vessel and then taking time out to enjoy their salt water surroundings sparked a mutual appreciation for the environment that has created an unbreakable bond between them—and nature.
Since 1982 the brothers have successfully owned and operated Pease Boat Works and Marine Railway of Chatham, MA, which specializes in wooden boat building, repair, and a restoration. “The craftsmanship and engineering that goes into making a quality vessel is so attainable when working with wood,” Mike says. It is also an organic renewable resource, an important point given the brothers’ commitment to the Natural Resources Defense Council (NRDC), a non-profit environmental action group devoted to clean water, clean energy, and preserving wildlife.
As part of their sustainability practice, last year the Pease brothers retrofit the entire boatyard with solar panels to harvest energy. More recently, they extracted the gas engine and fuel tank in a client’s 18 foot Salcombe open launch, called Questing Beast, replacing it with an Elco EP-600 electric motor that “functions beautifully with a battery bank,” Mike says. Now, when Questing Beast pulls up to the dock and the client plugs in to recharge the battery, the boat is getting electricity supplied by solar panels mounted on the roof of the boat house.
“There are zero emissions with this boat and it is totally off the grid,” Mike says proudly. “The fact that we can do this is because of what Elco has done. They provided us with an electrical motor package that is virtually plug & play.”
The zero footprint system they built is a huge triumph for these hardworking brothers who are trying to keep Cape Cod’s water as clean as it was when they were kids.
Learn more about Mike and Brad Pease at: http://www.peaseboatworks.com
Bryan Gittins knows a thing or two about boats. They’ve taken him from his childhood home in Argentina to points all across the globe. His journey has swept him to London, Canada, Chile, South Africa, and eventually back to Canada, where he now owns the exclusive rights to manufacture the Falmouth Cutter 34. Gittins has extensive knowledge of woodworking, and has graduated from working for a Peruvian furniture maker to owning his own boatyard: Channel Cutter Yachts in Ladysmith, British Columbia.
The Falmouth Cutter 34 is the final design of Lyle Hess, a native Idahoan who made his home in southern California. Hess called the 34 “The best boat I’ve ever designed,” a lofty statement from an architect with a devoted following and numerous designs under his belt. His customers and friends knew Hess as a man with an incredible eye for, and attention to, the detail work of designing and building sailboats. It’s fitting, then, that Gittins be the one tasked with building his final design.
Gittins first began working on boats at the lowest rung of a Canadian boatyard building another Lyle Hess design, the Bristol Channel Cutter (BCC) 28. From this he graduated to owning a small boatyard with his friend Al Brunt. After several years of superior craftsmanship at the expense of a steady income, the venture dissolved. He spent seven lean years building a 28 named Danzarin, and sailed to South Africa in search of more BCC-building boatyards. He looked up Ed McNeil, who had purchased the exclusive rights to build the Falmouth Cutter 34 but needed help with the kind of fine woodworking – rudders, hatches, tillers, etc. – at which Gittins excels. From this partnership, Gittins eventually realized his dream.
He returned to the States, sold his beloved Danzarin (“dancer” in Spanish), and bought five acres in the shoreline city of Nanaimo, in British Columbia. After finishing a beautiful BCC 34 for McNeil while in Houston, he saw the possibility of making a living from this craft. Gittins purchased the exclusive rights to build the 34 from McNeil and set up Channel Cutter Yachts, where he’s been working ever since.
Gittins puts immense care and craftsmanship into each boat he builds, so it should come as no surprise that he outfits his boats with Elco Electric Propulsion (EP) motors. With thousands of hours at sea and multiple major ocean passages, Gittins is a world-class sailor building top-notch vessels.
“ The Elco Motors have only one moving part, so they are virtually maintenance free. I have owners who will be on extended cruises. The AC-powered Elco runs much cooler than a DC motor. That makes a difference when you get down south.”
Check him out at http://www.channelcutteryachts.com/
Here at Elco, we have the privilege of serving some of the most interesting boaters in the industry. Along with boatbuilder Bryan Gittins, Seattle’s John Jorgensen is also a world-renowned mariner, with more than a half-century of experience on the water.
Jorgensen was born into a fishing family in his native Norway. Both his father and grandfather were commercial fishermen, and John started working on his father’s coastal dragger when he was only eight years old. After moving to the United States, Jorgensen stayed true to his fishing roots and worked some of the most dangerous fishing grounds in the world: the Bering Sea in Alaska. “I spent a good part of my life chasing crab around,” says the 70-year-old Jorgensen. “I have many memories of being at sea. Many friends and relatives lost their lives in my career.” Like any lifetime mariner, Jorgensen knows that while the sea may in turn provide and punish, it must always be respected.
With his vast experience, Jorgensen has gained the respect of the crab fishing community in Alaska. However, his influence stretches all the way into mainstream American popular culture. In 1978, Jorgensen bought a 156-foot oil barge from the US Navy. He outfitted it to be a crab fishing boat, renamed it Wizard, and spent the next 25 years fishing off the coast of Alaska. In 2005, Jorgensen sold the Wizard to Keith Colburn, who can still be seen captaining the vessel today on the hit Discovery Channel show Deadliest Catch.
Even as a retiree, Jorgensen lives his life on the water. His boat, pictured above, is a beautiful 27-foot Norwegian double-ender. It was built in 1977 from Norwegian white pine, and is one of the last wooden boats to have been built in Norway. The boat’s name, Kronkenen, means “hiding place” in Jorgenesen’s native tongue. “We use the boat in Puget Sound, Lake Union, and Lake Washington,” says Jorgensen, “sometimes for fishing and sometimes just cruising. I’ve had enough of storms and 80-foot seas. I like calm water and sunshine now.”
Krokenen is outfitted with an Elco EP-2000 Motor, which Jorgensen has augmented with a 3.8 kW generator as backup. “I used the backup generator once,” he says, “on the way to the Port Townsend boat show, about 40 miles away.” Having seen marine technologies come and go during his lifetime on the water, Jorgensen believes the Elco EP Motor is here to stay:
“Every boater is aware of the need for keeping our waters pristine for us and future generations. The Elco Motor is very clean and silent, and I think it’s the future of boating.”