all electric catamaran sailboat

The ZEN50 is a game changer. World’s first series production catamaran equipped with a wingsail, it defines a new distinctive class of its own, where genuine zero-emission meets high comfort and performance, limitlessly. 

Designed from scratch for ZEN Yachts by award-winning naval architect Julien Mélot , this full carbon catamaran is the ultimate essence of technology driven, high performance and luxurious, eco-friendly leisure yachting. 

The blue water capable ZEN50 lightweight racing carbon hulls are combined with a huge solar roof for an unrivaled solar power vs. displacement ratio above 1:1 (18 kW / 17 tonnes), making this yacht completely energy self-sufficient. A revolutionary, fully automated, wingsail - by Ayro© - can be added as a range and speed extender. The yacht’s high capacity battery bank powers a powerful silent electric propulsion, allowing the ZEN50 to achieve 14 knots and maintain high continuous speeds in unrivaled safety and comfort, indefinitely… 

The ZEN50 is offered with or without wingsail and comes in 3 main different versions: Racer, Cruiser and Explorer, each dedicated to a different usage and owner profile. We use these versions as a basis to define a final, bespoke specification for each of our valued clients and ZEN Community Members. Scroll down for more details, specifications and prices.

1st WINGSAIL series production yacht in the world!

The OceanWings32 - by Ayro© - was initially developed for Team Oracle, for the America’s Cup 2010 in Valencia. Over years, it has further been developed and automated by VPLP and was installed on Energy Observer in 2019. Two years of field feedback have allowed the Ayro team to fine tune the algorithm commanding the wingsail. The ZEN50 is the first series production leisure craft to be equipped with this fully automated wingsail. It is controlled at the touch of a finger on screens, is automatically adjusted and has several safety modes and features. The two parts of the wingsail can be hoisted and lowered independently and with the simple touch of a button. The wingsail OceanWings32 is the ideal complement for the solar roof for those wishing to cruise long distances off-shore with zero-emissions.

Greatest ratio SOLAR POWER / weight on the market

At 17 tonnes lightweight and 18,000 W of peak solar power, the ratio of the ZEN50 is at over 1 kW per displaced tonne of water or beyond 1:1 which is far beyond any other blue water CE Cat A yacht in this size range. Lots of solar power for little water to displace is the strong and healthy foundation the energy self-sufficient ZEN50 is built upon.

Performance CARBON sandwich hulls

The hulls of the ZEN50 have been designed from a blank screen for ultimate efficiency - understand minimum drag or minimal energy consumption for a range of speeds from 6 to 10 knots. Their shape is aggressive, sharp and slender. Their reverse bows cut through water like a sword cuts through butter and their curvature is reminiscent of graceful dolphin bodies. These hulls are undoubtedly of the performance type and are built with the best available composites: Carbon fibre and Corecell™. The combination of high strength, low weight and performance design allow the ZEN50 to reach speeds of up to 14 knots.

INFINITE range at high CONTINUOUS speeds

With maximized solar and wind power and minimized energy consumption… the ZEN50 can sail continuously at speeds varying between 6 and 10 knots. Thorough simulations in various sea states and weather system have consistently shown the ZEN50 will be able to achieve performance catamaran speeds continuously without using a genset. With the ZEN50, the world is your oyster and the wildest destinations are within your reach with this self-reliant vessel!

True ZERO-EMISSION operation

The first ZEN50 unit, whose construction started in March 2023, will not be equipped with a genset at all and will not have any fossil fuels onboard. The ZEN50 energy system with its very large capacity 160 kWh battery bank, has been designed to function for days in complete safety with minimal solar energy harvest and no wind. It is perfectly safe with no backup genset and operates 24/7 without any polluting emissions.

NO FUEL , no costs

Naturally, requiring no fuel to operate day in day out is great news for the environment, it is also fantastic news when sailing into remote areas where fuel bunkering might be near impossible or where the fuel quality might be an issue. Finally, it also makes a massive difference in this yacht’s costs of operation. Imagine the hundreds of liters of diesel saved over just a week, the obsolete engine maintenance schedules, the clogged filters and dirty tanks from another age… Welcome to a new burden-free, energy self-sufficient era, welcome to clean and graceful eco-yachting, welcome to ZEN Yachts.

Highest SAFETY & reliability

At ZEN Yachts, we have made some design choices to attain energy self-reliance with the ZEN50 that reduces the habitable volume in the hulls, similar to performance catamarans. Where we have not and will never compromise is on safety. Our main voltage system is 48V making it perfectly safe to work on. The level of redundancy of the batteries and solar panels is 10! The main electrical architecture is split in 2 so that should anything happen on 1 hull, the entire vessel can still operate normally. There are 2 independent helm stations and the ZEN50 is packed with special safety features, nonsubmersible compartments and we can even offer an in-depth practical course on safety equipment usage and management. Sailing with the ZEN50 is not only exhilarating and clean, it is ultra safe!

Unrivaled space & COMFORT

The ZEN50 offers the speeds of a performance catamaran, the comfort of a large motor yacht and the simplicity of an electric car. No less than 2 large day beds, 3 dining areas for over 10 people, 1 professional galley and 2 wet kitchens, 5 heads, up to 4 double ensuite cabins, 1 bunk double and 1 single together with both saloon and dining areas converting into extra sleeping areas, this is simply unrivaled on a 50 ft. catamaran. Add an electric tender, dive compressor, satellite internet, 2 helm stations (cockpit and flybridge), a solar roof that converts into a gigantic upper deck to enjoy the most epic sunrises and sunsets, welcome onboard the ZEN50!

SPECIFICATIONS

Main particulars.

• Length Over All: 15.7m

• Beam: 8.4m

• Depth Molded: 2.7m at midship

• Displacement (light) : 17 T

• Draft (design): 1.3m (4.3ft) incl. keel

• Passenger Capacity: 12

• Berths: 12 (4 x double + 2 x single + saloon)

• Building Material: Carbon Fiber - Corecell™ composite

• Certification: CE Cat A - Unrestricted with 12 persons

Note: Some of the above figures may vary between versions

PROPULSION & ENERGY

• Propulsion: 2 x 50 kW brushless DC motors

• Main Battery Pack Capacity: 160 kWh Lithium

• Solar Roof Peak Power: 18 kWp

• Wingsail: Oceanwings® OWS 3.2 by Ayro©

• Backup Battery Pack Capacity (Nav/Com/Wing): 5 kWh Lithium

• Main System Voltage: 48V - Low voltage for total human safety

• Accommodation Voltage: 110V or 220V

SPEED & RANGE

• Max. Speed on e-motor only: 10 kn

• Max. Speed on e-motor & Wingsail: 14 kn

• Cruising Speed for continuous operation - solar only: 4.5 - 5 kn

• Cruising Speed for continuous operation - solar and wing: 6 - 10 kn

• Cruising Speed day time: 8 - 10 kn

• Range Over 24 h: 180+ nm

Note: These values may vary between versions and sea / weather conditions

EQUIPMENT INCLUDED - RACER VERSION

• Integrated power management system

• Solar power & energy storage system

• Electric propulsion system

• By-wire steering system

• Helm stations at cockpit & flybridge

• Galley counters, storage, sink, oven, stove, fridge, freezer

• 4 en suite heads with enclosed shower, toilet, sink & faucet (in each head)

• All cabin furniture (as shown in layouts)

• Aft deck fixed dining table and aft sofa with collapsible back rest (as shown in layouts)

• Fore deck day bed and lateral seats (as shown in layouts)

• Outdoor marine cork decking / indoor saloon natural bamboo decking

• All cushions In/Outdoor upholstered with Sunbrella® fabric

• 6 deck hatches

• 2 x 500 liter (2 x 132 gal) fresh water tanks

• 2 x 100 liter approx. (2 x 26 gal) fresh water tanks + 1 fresh water pump

• 2 x 350+ liter approx. (2 x 92 gal) holding tanks

• Railings, cleats and fore deck trampolines

• Mooring equipment: 33 kg Rocna® stainless steel anchor + 50 m stainless steel chain 10 mm + 150 m nylon rope + e-windlass

• Regulatory navigation equipment including navigation lights & mast

• 2 x chart plotter 16”; 2 x VHF with DSC button

• Regulatory Life Saving Appliances

• Critical spare parts kit

Note: The above equipment is for the Racer version. Cruiser & Explorer versions carry additional equipment

ZEN50 Solar Wingsail Electric Catamaran - Solar Roof Layout

ZEN50 Solar Wingsail Electric Catamaran - Flybridge Layout

ZEN50 Solar Wingsail Electric Catamaran - Main Deck Layout - Asymmetric D (subject to changes)

ZEN50 Solar Wingsail Electric Catamaran - Cabin Layout - Asymmetric D (subject to changes)

ZEN50 Solar Wingsail Electric Catamaran - Cabin Layout - Asymmetric E (subject to changes)

SOLAR & WINGSAIL

OCEAN RACER

Solar & Wingsail, basic configuration ready to sail, navigation, safety, fridge, etc.

EUR 2 400 000

WORLD CRUISER

Solar & Wingsail, well equipped configuration with, among other options, electric tender, AC and water maker

EUR 2 650 000

ARCTIC EXPLORER

Solar & Wingsail ultimate configuration with all available options

EUR 2 850 000

Solar only, ready to sail basic configuration with navigation, safety, fridge, etc.

EUR 1 850 000

CONTINENTAL CRUISER

Solar only, well equipped configuration with, among other options, electric tender, AC and water maker

EUR 2 100 000

TROPICAL EXPLORER

Solar only, ultimate configuration with all available options

EUR 2 300 000

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The Promises and Pitfalls of an All-Electric Yacht

• By Tim Murphy
• Updated: November 8, 2021

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

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

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

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

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

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

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

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

Innovation and Risk

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

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

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

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

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

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

Thermal runaway? Difficult to halt? Self-perpetuating?

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

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

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

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

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

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

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

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

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

Real-World Electric Cruising Boats

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

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

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

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

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

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

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

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

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

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

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

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

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

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Introducing the most exciting performance-focused catamaran to hit the sailing world, the Open Waters 40 is an all-electric catamaran that leverages the latest in yacht construction technologies designed to maximize the thrill of sailing yet still provide the creature comforts of a multihull.

Great handling and speed.

The ESC40 is a 40-ft catamaran designed to be two to three times faster than the typical cruising cat – using carbon fibre to reduce weight and provide increased hull strength.

The twin helm stations are covered by a solar cell-covered roof and come with a 59m2 main sail in addition to three headsails: Jib 26 m ² , FRO 65 m ² and Asail 121 m ² .

The hull is rated to handle boat speeds in excess of 20 knots. With curved retractable daggerboards providing better upwind handling and performance at speed.

The retractable rudders, together with the low draft of 2 ft, allow the boat to cruise in shallow waters and to be beached on the bow or stern.

Regenerative Energy

Thanks to the low weight, higher boat speed and the solar/hydro regeneration systems on-board. The boat is a 100% energy self-sufficient.

The twin electric drives and advanced battery technology allows for quiet, fossil fuel-free cruising.

Using 10 kW motors, the close-quarter power and handling is unrivalled. The folding propeller generates electricity while sailing together with the roof-mounted solar cells, recharging the battery while in operation.

The integrated drives, battery and battery management systems are intelligently inter-connected and provide real-time and predictive insights on power consumption, generation and operational range.

The boat comfortably accommodates four adults and two children, and is sure to bring you all modern comforts such as a 400L water reserve shower and an electric stove.

The hull interior boasts 6’4” of head room with the coach offering even more generous space with 6’8” of head room up to 7 at the aft dinette. The wet deck, spacious with 300 ft ² between hulls features the main stateroom.

Each hull features three deck hatches and six portlights for excellent ventilation while the trampoline across the beam is 305 ft ² of play, relaxation and dolphin viewing.

Our unique construction techniques allows us to manufacture the boat in Canada in a quarter of the time compared to traditional boat building.

We can also build and ship your boat in as early as four months, greatly surpassing the industry standard of 12+ months.

From order to build and delivery, our price compares very favourable to other fast cats.

Faster, cheaper delivery

The boat can be packed in a standard 40ft freight container and be shipped safely anywhere in the world at a much lower cost (up to $50,000 savings) and in a fraction of the time.

Boat owners can now also ship their boat one or both ways between North America, the South Pacific, Mediterranean or the Carribean for a one way cruise or an overwintering.

Vacuum Resin Infusion

Vacuum resin infusion is the process at the heart of our technology and is used for all parts.

The vacuum resin process removes all of the air between the fibres of a part prior to the introduction of the resin.

After the process, our parts are meticulously sanded with variable grit — allowing for maximum paint adhesion on surfaces and smooth, stylish edges.

Core Materials

Core materials are introduced into the part to increase stiffness without increasing weight.

The core is a structural-grade foam with a high shear strength characteristic: if the part is of a complex shape, we cut the foam into sections, thermoforming it to the required shape.

We use five different sizes and densities of foam on the boat, optimized for local strength requirements.

We purchase carbon fiber by the roll and over 35 rolls are used in each boat. We have engineered the laminate schedule to be most efficient in the various areas of the boat maximising strength and reducing weight.

Each meant to be the most efficient for their respective areas. The fabrics are stitched, instead of weaved.

Stitched fabrics do not need to bend over or under other fibre and lay flat, making a stronger part.

At Open Waters, it is our mission to make catamaran cruising more exciting and environmentally sustainable. We’ve set out to create a performance cruising catamaran that will be a joy to sail and that will raise the bar in environmental sustainability.

We have developed a unique  design and manufacturing process, selected high performance  materials that enable us to build a boat that uses less materials and is 50% lighter. As a result it is a lot faster and as a result it is able to generate and store the energy needed to propel it electrically for hours and provide enough energy for on board equipment.

We use high performance carbon fibre and a vacuum infusion process to maximize strength and reduce the use of resin and eliminate resin vapour emissions. We use 100% recycled PET foam core wherever possible and we see the opportunity for incremental use of bio-based epoxy and natural fibres in our future.

As we continue to develop our sustainability roadmap for our boats we will perform a full lifecycle analysis to identify other opportunities to minimize our carbon footprint. 

The unique processes and skills we have developed can be applied and licensed to other marine and recreational vehicles businesses.

Simon Angus

Simon Angus P.Eng is a professional mechanical engineer with a background in project management and a passion for sailing.

He spent his university summers travelling around Europe searching for the best combination of wind and waves in addition to teaching both sailing and windsurfing.

After moving to Canada in 2004, Simon bought a Catalina 27 in Kitimat BC and enjoyed sailing in the Douglas channel with his young family. A career move to Alberta paused his sailing career until he found the joys of chartering sailboats in the Caribbean.

After a 20 year career in industrial engineering and project management he decided to make a change and combined his passion and profession to launch Open Waters Design and Manufacturing in 2016.

He designed and manufactured an 18ft canoe and developed a plug and mold and his proprietary vacuum resin infusion process.  After the successful build of the canoe, Simon built a high performance 18ft A class foiling sailing catamaran out of  a Carbon fibre and refined the mold construction and vacuum resin infusion process.

After researching the various build steps, Simon started with CNC shaping of a plug, hand finishing and building the hull molds. He also built the mast, Z foils and the Tee foil rudders. After successful trials in Vancouver BC, Simon then set out on his next ambitious project, to design and build the boat he had dreamt about for years.

A boat that could be shipped anywhere in the world, sail on with his family and returned to Vancouver for summer cruising and would be electrically sustainable.

Simon was introduced to Hal Whitacre in 2019 which started a design relationship that has resulted in the creation of the Open Waters ESC40.

Hal Whitacre

Hal Whitacre, owner of Whitacre yacht design since 1984 and is responsible for some of the fastest and most luxurious boats ever built.

Hal is Open Waters Chief Naval Architect and has worked closely with Simon over the past 2 years to produce the detailed designs that make up the Open Waters ESC 40.

Hal has a distinguished career in Naval Architecture graduating from the University of Michigan with a degree in Naval architecture and Marine Engineering.

Throughout his career he has pushed the boundaries of naval architecture notably designing the Open Class 60 “Imagine”; breaking ground with the largest rig ever put on an Open 60.

Hal also owns and operates Bruce Roberts USA and in that capacity, he has designed over 100 steel and aluminium boat kits in addition to many fiberglass and  wood sail and power boats. Most recently, Hal was the chief Naval Architect for Gunboat Catamarans when they were built in the USA.

Since their move to Europe, Hal has completed 2 gunboat 55’s along with a conversation of a gunboat 55 to a powercat ferry which has recently conducted successful sea trials.

Hal and his wife Tammy split their time between Annapolis, Md and Sister Bay, Wi.  Hal continues to race Lasers during the winter and windsurfs/foilsurfs as much as possible.

We’re hiring!

Join us on our mission to make catamaran cruising more exciting and environmentally sustainable.

Marine Experience Marketeer

You are well versed and have experience in nearly everything digital marketing. You’ve either grown up boating, lived the life of a cruiser, traveler, racer or practice an other lifestyle action sport and know what makes people tick. You’re an avid content creator and storyteller and you can work your magic with the tools of the trade. Lights, camera, sounds, action. 

Join us for a seamless blend of work and play as we test and trial the boat, document BC cruising experiences and host prospective customers from around the world. While a lot of time is spent on the boat you’ll also be responsible for the creation, editing and delivery of all digital content via influencers, communities, social and traditional media and marketing channels. 

If this sounds like you, please email me at [email protected] tell me why you’d love to join us in BC this summer and include a few links to the amazing content you’ve created and shared. I look forward to our chat.

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This New 115-Foot Electric Sailing Catamaran Can Cruise the Seas Sans Emissions

Sunreef's new 35m eco is outfitted with custom batteries, electric engines, and solar panels., rachel cormack.

Digital Editor

Rachel Cormack's Most Recent Stories

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Sunreef ’s lineup just got even bigger and greener.

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Spanning 115 feet, the newest composite multihull is fitted with Sunreef’s custom-engineered batteries and state-of-the-art electric engines. Solar panels will also be embedded into the hull sides, superstructure, and bimini, allowing the cat to generate power from the sun. The yard has previously added this patented “ solar skin ” to several models, such as the newly unveiled Explorer Eco 40 , the Eco 100 , the Zero Cat , and the 80 Power Eco .

Sunreef didn’t share any details regarding speed or range for the new 35M Eco, but the aforementioned 80-foot cat is powered by 360 kW electric motors that can push it to 10 knots. The newcomer theoretically has an “infinite range,” given it can continuously get power from the sun so long as it’s shining. The clean, emissions-free energy would also power the hotel load at anchor.

The 35M Eco is not only sustainable but also spacious and stylish. With a beam of 48 feet, the yacht offers expansive living areas onboard. Positioned in the bow of the main deck, the owner’s stateroom provides stunning panoramic views and private access to an outdoor terrace. The luxurious guest accommodation, meanwhile, is located in the hulls and is fully customizable.

The 35M Eco offers an abundance of alfresco lounging areas, too. The vast walkaround aft deck, which Sunreef calls the “ocean lounge,” gives seafarers easy access to the sea and a hidden garage stocked with water toys. In addition, the sprawling flybridge features a plunge pool and bar.

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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Sustainability at sea: Sunreef is integrating recycled plastic bottles into solar electric yachts

Sunreef Yachts is already a solar electric boatbuilder recognized for its sustainability efforts in the maritime industry but is now taking things a step greener. The company is now integrating recycled PET bottles into its solar electric yacht production process.

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Sunreef Yachts unveils new luxe solar electric Explorer catamaran with over 1,000 kWh in batteries

Sustainable boatbuilder Sunreef Yachts is adding a sleeker, lighter solar electric catamaran to its portfolio. The new Explorer Eco 40m is the company’s smallest electric yacht to date, but debuts with some of the most advanced technology, including Sunreef’s proprietary “solar skin”

Sunreef shows off gorgeous 80-foot solar electric luxury yacht ahead of US debut this month

Eco-responsible shipbuilder Sunreef Yachts had given the public its first glimpse of its new 80-foot solar electric yacht before it makes it US debut in Fort Lauderdale, Florida later this month. The 80 Sunreef Power Eco is a fully-electric luxury catamaran that could very well be one of the most advanced solar electric yachts built to date.

This new solar electric yacht with its own spa pool and theater awaits you

Renowned luxury yacht maker, Sunreef, released plans for a new 108-ft (33-m) solar-powered electric superyacht complete with its own pool spa and indoor theater. Did I mention it’s also fully autonomous?

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ALVA Yachts goes long with a 90-foot solar electric superyacht boosted by hydrogen and wing sails

Luxury electric boatbuilder ALVA Yachts is doing what many in the maritime industry consistently strive toward – building vessels bigger and better. Its latest solar electric catamaran is a 90-foot superyacht called the OCEAN ECO 90 H2 – in addition to zero-emissions propulsion and sustainable power, it adds hydrogen fuel cells and a wing sail propulsion system to alleviate any need for fuel aboard. Oh, don’t forget the jacuzzi up top.

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This 64-foot hydrogen electric yacht uses solar and sea water to power itself with ‘unlimited range’

European yacht broker MYSEA has announced the beginning of sales of the AQUON One eco-catamaran – a solar electric yacht powered by the sun and hydrogen fuel cells with luxurious accommodations for eight to ten passengers without any emissions.

This 8,400-sq.-ft. Domus solar trimaran concept plans to deliver unlimited range at sea with zero emissions

Meet Domus – the solar electric sailing yacht concept created as a collaboration between Rob Doyle Design and Van Geest Design. This 40-meter sailing vessel promises to deliver the interior volume of a 60-meter yacht and can propel itself using wind, solar, hydro regeneration, and hydrogen fuels cells to deliver “unlimited range.” All without any carbon emissions. Did we mention it has a movie theater?

ALVA Yachts introduces new 78-foot solar electric catamaran with ‘transatlantic range’

Luxury electric boatbuilder ALVA Yachts is back with its latest solar electric catamaran. The upcoming OCEAN ECO 78 will arrive as a mid-size marine vessel in ALVA’s current lineup and comes equipped with the solar and electric propulsion technology to reach a top speed of 14-15 knots (16-17 mph) at sea, plus plenty of battery capacity to go far – all backed by solar panels on its roof.

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Meet Project Cosmos: 1,000 mile range, emissions-free megayacht from Apple Watch designer

German luxury boatbuilder Lürssen Yachts has shared video footage of it successfully launching a zero-emissions megayacht longer than two olympic swimming pools, suspected to be commissioned by a Japanese billionaire. The exterior of hydrogen powered megayacht, codenamed Project Cosmos, is being designed by Apple designer Marc Newson.

ZEN Yachts secures $5.9M in Series A alongside new orders for its solar electric catamaran

Nascent solar electric catamaran manufacturer ZEN Yachts has announced the closing of a Series A funding round totaling 5.5 million euros ($5.86M), sponsored entirely by Ocean Zero, LLC. The zero emissions boatbuilder looks to use the fresh round of funding to continue construction of the first hulls of its ZEN50 solar electric catamaran, of which additional preorders have now been secured.

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First voyage on the solar electric SILENT 60 yacht

After previously following and reporting on Silent Yachts , the solar-electric boat maker invited me down to Fort Lauderdale, Florida, to experience a cruise on the vessel for myself. The SILENT 60 yacht is a solar electric catamaran that represents the future of zero-emissions maritime travel and a mere stepping stone to the more advanced vessels Silent Yachts is already developing next.

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The oldest shipyard in the US will build Vita’s new LION high performance electric boat

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Soel Yachts unveils 62 ft solar electric catamaran with 564 kWh battery capacity and ‘trans-ocean range’

Another day and another solar electric yacht shared with the world, each seemingly going further and faster. The latest announcement comes from Soel Yachts out of the Netherlands, whose new Senses 62 solar electric catamaran boasts some large battery capacity for a yacht, providing what the company calls “trans-ocean range…” however far that means.

ZEN Yachts sells its first ZEN50 electric catamaran featuring solar roof, automated wingsail, and plans for Starlink internet

Infant electric boat manufacturer, ZEN Yachts, has announced its first US order for its flagship ZEN50 solar electric catamaran . The zero-emission sailing yacht is currently under construction in Europe and will arrive with some pretty luxurious features including two kitchens, a high-tech fully-automated wingsail, and Starlink internet from SpaceX.

Luxury e-boat brand ALVA Yachts introduces OCEAN ECO 60 Coupé solar catamaran with twin 250kW electric motors

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True ecotourism

no more fuel

The SoelCat 12 is an energy autonomous solar electric boat, designed from the ground up as a fully sustainable excursion vessel to enjoy the sea. The solar catamaran brings  true eco-tourism  to water-bound operators, communities, resorts, lagoons and nature reserves. With no CO2 or noise emissions involved, we can save the ocean and offer a better experience to our guests! The heart of the concept is  silence : being on board without any distractions lets the journey become the destination!

“Being on the solar catamaran gives you a feeling of total relaxation and freedom. The energy autonomous boat is powered by clean energies and we don’t have to worry about harming the environment with dirty exhaust fumes, fossil fuels or complicated maintenance! Our guests love the quietness and the openness of the vessel, which make every sunset cruise a very special moment!”

S. Dekeunynck, French Polynesia

electric from the start

The SoelCat 12 solar electric catamaran is integrally designed for electric propulsion right from the first line drawing to the matched propeller. Every aspect of this vessel contributes towards its highly efficiency for solar electric sailing. The lightweight yet durable fibreglass construction, the large solar roof and the super slender hulls are the major key factors for the solar vessel’s high performance when it comes to speed and range. The electric propulsion system for the SoelCat 12 is superior when it comest to volume and weight.

MOBILE POWER STATION

During downtime, the SoelCat 12 can utilise its large solar array to provide energy for your land based electricity grid. The solar electric catamaran then turns into a mobile power station and is able to feed 8.6kWp into the AC grid or provide power at remote places where no grid is available. The 120kWh  lithium battery  system supplies all the energy required for save operations during day and night.

SPECIFICATIONS

• Running Time (battery only)
• Running Time (with solar)

“Every detail on the boat is perfect – gorgeous spaces to relax, great spots to view the sunset or the marine life, and even a bar! My favorite moment of all was after sunset, when an incredible manta ray came to say hello, drawn by the underwater lights of the solar catamaran.”

S. Lee, New Zealand

fully customizable

The deck space of the solar electric boat can be customised to your wishes and host a variety of seating arrangements and layouts. Choose classic yacht fittings, luxurious and comfortable. Or practical and economical deck wear and simple bench setup for water taxi services. Furthermore, the electric catamaran can be equipped with a day head in the port side hull.  Get in contact with us now  to learn more about the different options and to discuss your personal requirements with your Soel Yachts contact partner.

The solar electric catamaran can be equipped with removable roll down screens on every side for flexibility in every situation. Screens for sun shading can be applied on good days, while transparent rain screens protect your guests in bad weather conditions. When the screens are not in use, the comfortable SoelCat 12 lounge layout offers spacious space options in the hulls and underneath the furniture.

SUSTAINABLE SEA TRANSPORT

With both the Okeanos Foundation and Soel Yachts sharing a vision of sustainable sea transport and striving for a healthier planet, we are honoured that our partner, the Okeanos Foundation has funded and supported the development of the SoelCat 12. The first SoelCat 12, named the ‘Okeanos Pearl’ is the first energy autonomous vessel for the ecotourism industry and will pave the way for more sustainable coastal water vessels in many different sectors. The Bora Bora Pearl Beach Resort is proving a pioneering spirit by operating the solar electric Okeanos Pearl. As the first resort, they are offering truly sustainable, noise and emission-free excursions in the pristine lagoon of Bora Bora to their guests.

Demountable

The SoelCat 12 can be delivered as a demountable solar electric boat, which fits into two 40ft high cube containers. Such compact dimensions enable ease transport of the catamaran at affordable rates to destinations all over the world. Neither lamination processes or specialized tools are required for the SoelCat 12’s quick assembly on location. For more details, please feel free to follow the link below and discuss your project requirements with your Soel Yachts partner!

Your project enquiry

Silent Yachts

Creators of the world’s first series produced, solar-powered electric yachts.

Unlimited Range

Noiseless cruising, zero emission, minimal maintenance, pioneering solar powered yachting since 2009.

The Original Solar Yacht

As the original inventors of series produced solar-electric yachts, we pioneered this innovative approach. Our first model, the Silent 64, was launched to the market in 2016, several years before any other shipyard considered the possibility of going electric.

Leading Technology

Our founders began to research alternative energy sources to power yachts during the mid 1990s. Today, the technology of our in-house developed solar-electric drivetrain has been perfected and is multiple generations ahead in terms of reliability, performance and efficiency.

Historical Track-Record

In 2009, the Solarwave 46 was launched as our first prototype of a fully solar-electric, self-sufficient ocean-going catamaran. Since then, our electric yachts have cruised many 10.000s of nautical miles, performing flawlessly during a variety of weather conditions.

Enabling Self-Sufficiency

What differentiates a Silent is the unprecedented level of autonomy provided by our yachts. Being able to produce your own energy enables a fully self-sufficient lifestyle on board. Travel the oceans sustainably while making them your infinite playground.

The award-winning entry to solar-electric yachts.

Timeless design meets state-of-the-art technology.

120 Explorer

The boldest expression of solar powered yachting yet.

What Makes Us Unique

The tranquility on board of our yachts is unique. A lack of noise, fumes and vibrations create a deep connection with the sea. Luxury and sustainability finally merged into a holistic experience, working hand in hand with nature by minimizing the impact on the marine environment without compromising comfort.

For optimal performance and efficiency, our solar-electric drivetrain integrates seamlessly with all onboard systems. Compared to fossil fuelled powertrains of motoryachts, electric powertrains have very few moving parts, resulting in minimal maintenance, maximum reliability and significantly lower running costs.

The ability to recharge your own batteries with the sun marks a new era of freedom. Depending on cruising speeds and weather conditions, a Silent has virtually unlimited range, enabling you to live a fully self-sufficient lifestyle on board. Unbound by the limitations of fossil fuels, you are free to explore the horizons.

The technology powering our yachts today has been pioneered by our founders almost three decades ago. Continuous upgrading and steady optimization of the entire system are some of the key reasons our in-house developed solar-electric drivetrain offers a comprehensive portfolio of assurances and warranties.

Why Silent Yachts

A sensible approach to yachting which works in self-sufficient harmony with nature and creates a completely new experience on board.

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What is the range of a solar electric yacht?

“The Tesla of the seas! An amazing founding couple, a highly innovative product as well as a really cool story behind it. Furthermore, a lot of love and attention has been invested into every single detail – truly impressive!” Frank Thelen / TV Personality, Founder, Angel Investor & Disruption Expert

While the present has brought us the dawn of smart cars, I strongly believe the future will bring us solar powered smart boats – and I definitely want to be at the frontline of that journey. Michael Jost / Former Head of Group Strategy of Volkswagen Group

The idea of sailing while charging your own battery is super powerful to me – solar powered sailing is the perfect love story! Jochen Rudat / Former Tesla Central Europa Director, Advisory Board Silent Group

Elon Musk single handedly forced an entire industry to go electric, as a matter of fact if they don’t all go electric now they will soon die. I would like to see the same thing happening for boating. You are not just selling boats – you are the actual leading edge of a crucial and much overdue revolution to sustainable transport!” Klaus Obermeyer / Emmy Award Winner

I am completely excited about solar catamarans. I knew before they are great but now I truly believe this is the future. After so many boats I’ve seen in over 18 years with Boote Exclusiv, this yacht truly blew my mind. Such a silent and peaceful cruising experience – just the way it should be. Martin Hager / Editor in Chief for Boote Exclusiv - Yachts

Far East Boats Launches 42′ EPropulsion-Powered Electric Catamaran

New Boat Announced from Far East China at International Boat Show (Shanghai)

The FAREAST 42C features an excellent human-machine interaction system (HMI) with a Smart Throttle and a 5-inch Smart Display that provides timely and precise control and information display. In addition, it enables boat owners and fleet managers to communicate with the system reliably and securely through ePropulsion’s cloud-based connectivity services. Boat owners can check everything from the location of the boat to battery level, speed and charging status, automatically generate sailing logs, and authorize guests to power on for easy boat sharing and remote monitoring.

“All-electric propulsion is the way of the future,” said Demolar Du, CEO of Far East Boats. “ePropulsion has long been the leader in reliable and efficient electric solutions, so when the time came to put this product together, they were the obvious choice as a partner. We believe sailors and eco-conscious boaters will get the absolute most out of our new catamaran.”

“This catamaran serves not only as a wonderful vessel for sailing enthusiasts, but also as a significant milestone of our integrated system solution,” said Danny Tao, Co-founder and CEO of ePropulsion. “We have always prided ourselves on providing cutting-edge quiet, clean, environmentally conscious propulsion, and this project furthers all of these goals. We look forward to collaborating on more projects like this in the immediate future.”

For more information on Far East Boats or ePropulsion, please visit www.fareastboats.com/home or www.ePropulsion.com .

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The All-Electric Yacht Evolution

• By David Schmidt
• January 13, 2022

The powerboat drivers idle near their starting lines off Monaco, waiting for the signal to punch the throttles. But they’re different from those who have raced here since 1904: These nine boats are competing in the Solar Class at the 2021 Monaco Energy Boat Challenge.

Every July, the Monaco Yacht Club organizes this race, which features next-generation technologies. This year, after five days of competition—including a 16-nautical-mile-lap race, slalom racing and a championship race—the Dutch-flagged Sunflare solar team claimed top honors in the sun-powered class.

Is their boat’s top speed of about 29 knots going to break any world speed records? No. But the Monaco Energy Boat Challenge is a harbinger of recreational boating’s not-so-distant future.

That future, of being carbon-free, has been a long time coming. German inventor Moritz von Jacobi created an early electric boat in 1839, a 24-footer that could carry 14 passengers at roughly 2.6 knots. In 1882, Anthony Reckenzaun, an Austria-born electrical engineer, built Electricity , a steel-hulled launch with onboard batteries that was considered one of the first “practical” electric vessels. Other innovations continued until circa 1910, when Ole Evinrude’s gasoline-fired outboards began their own revolution.

Now, a century later, electric yachts harness technologies such as solar panels, electric drivetrains, lightweight construction in carbon fiber, lithium-based batteries and, in some cases, hydrofoils. These boats’ performance, comfort and range can rival some traditionally powered yachts—and they are clean and quiet. Much like Teslas, they sometimes also come with memorable acceleration curves.

Contemporary electric boats range in size and complexity. There are displacement monohulls such as Zin Boat’s 20-foot Z2T and Z2R and X Shore’s 26-foot Eelex 8000. There are hydrofoilers such as the upcoming Navier 27 (see sidebar). There are also boats like those contesting the Monaco Energy Boat Challenge, as well as bluewater cruisers with multiple hulls.

“The first advantage is space,” says Michael Köhler, CEO of Silent-Yachts . “Catamarans have more surface area, which benefits the number of solar panels that can be installed.”

Other advantages of multiple hulls in electric-boat design include increased form stability (no ballasted keels) and reduced drag. “This low resistance means they’re better suited for electric motoring, as they need a lot less energy to move than monohulls,” says Nicolas Lapp, Sunreef Yachts’ strategy consultant for research and development.

One key to reducing a yacht’s energy requirements involves reducing its displacement. “The lighter the yacht, the less energy is needed to move it,” Köhler says. “For this reason, our yachts are made of lightweight carbon fiber.”

While all of the yachts discussed in this article can be charged via shore-supplied AC power, cruisers typically want greater autonomy. To that end, Silent-Yachts and Sunreef Yachts use solar panels. The team at Silent-Yachts specs its panels from California-based SunPower, while Sunreef Yachts created the marine industry’s first flexible solar panels, which are flush-mounted on hulls, masts and superstructures.

Aesthetics matter in yachting, and not everyone wants to cruise aboard a solar farm. Here, Lapp sees an opportunity. “If you want sustainability to be cool and attract the attention of new generations, the appeal of the product is something you cannot neglect,” he says. “Seamless integration of the solar panels was a way for us to prove that sustainability [can] generate green power [and] cool looks.” (After all, no one buys a Tesla because it looks like a Chevy.)

While the Caribbean and Mediterranean are blessed with abundant lumens, other world-class cruising grounds—say, the Pacific Northwest—aren’t equally illuminated. Because of this, electric cruising yachts typically also include redundant systems to ensure that the navigation lights stay on without heading to a marina.

“Every Silent yacht is equipped with a backup generator,” Köhler says. “This makes sure you never run out of energy, even when facing longer periods of unfavorable weather conditions.”

Rainy-day alternatives can include other green-power solutions. Sunreef Yachts typically specs dual wind generators atop its yachts’ rooftops. However, Lapp is realistic about their capabilities.

“Wind turbines can only supply a small fraction of the energy that our solar panels can,” he says, explaining that, in the right conditions, Sunreef’s panels typically generate 40 times more juice than the turbines. “What’s nice about working with wind is that your generators work all the time.” That includes under navigation, at the dock and throughout the night.

Energy sources aside, these experts say that high-quality batteries offering high performance are critical. Larger-capacity battery banks ensure more power reserves, but adding them can affect a yacht’s performance.

“The weight of the battery banks is also an important factor, as it can reduce or increase the overall efficiency,” Köhler says.

Battery performance is also critical for electric-powered coastal craft. One example is X Shore’s Eelex 8000, which has a high-performance 225 kW electric motor and dual 63 kWh lithium-ion batteries that can be charged anywhere there’s a power socket, or supercharged using the same technology as electric cars.

“The batteries can be charged in five to eight hours with three-phase power plugs and one to two hours with superchargers,” says Elias Wästberg, X Shore’s project manager.

While superchargers don’t exist in the middle of oceans, builders of electric-powered bluewater boats have already done this math. Silent-Yachts says its power catamarans are built to offer transatlantic autonomy, but a lot depends on how the owner uses the boat to minimize energy consumption.

“During sunny conditions, a general rule of thumb is that cruising at 6 knots maintains a balance between consumption and production,” Köhler says. “This basically means unlimited range. …The main thing that owners can do to increase range is reduce speed and turn off any appliances.”

This begs the question: Do owners need to downshift their expectations for onboard comfort when going electric?

“There’s no need to make any sacrifices or closely monitor energy levels,” Lapp says. “A lot of energy saving is done automatically. For example, at night, the air-conditioning system focuses solely on selected areas and cabins. … It consumes 70 percent less energy than most systems.”

And should the battery banks get thirsty, there’s always the generator.

Cruising with zero emissions might be a selling point for some customers, but one need not squeeze trees to embrace yachting’s future. “Running costs and maintenance levels are much lower compared to regular-motor catamarans,” Köhler says.

Then, there are unquantifiable returns. “You get to enjoy the absolute luxury of cruising in total silence and without disturbing the marine life around you,” Lapp says, adding that this experience helps owners create “better connections with the environment.”

Finally, there can also be the grin factor. “The Eelex 8000 can accelerate from 0 to 20 knots in 4.2 seconds,” Wästberg says. “The software captures 150 data points every second, allowing for real-time analytics of battery and engine performance, including temperature, humidity, pressure, location and the craft’s system status.”

While electric yachts boast some impressive capabilities, free lunches are unicorns. Electric yachts don’t emit carbon dioxide, but their carbon footprint likely deepens with stem-to-stern life-cycle assessments of their photovoltaic panels, carbon-fiber hulls and lithium-based batteries. Then there’s the inconvenient financial truth that all batteries have a finite number of charge cycles and eventually need refitting. Also, for now, diesel mechanics greatly outnumber certified electric-boat technicians, especially in remote locales.

Still, few people gifted with foresight would have bet against Evinrude’s outboards in the early 20th century. The same holds true for today’s electric boats. One only has to look at the Monaco Energy Boat Challenge to realize that some of the brightest minds in the marine and technology fields are committed to a carbon-free future.

Couple this trend with the fact that electric yachts are already providing better performance and compromise-free cruising, and yachting’s future is looking bright (green).  

Navier Boats teamed up with Paul Bieker, an America’s Cup-winning naval architect and hydrofoil expert, to create the Navier 27. It delivers 30-plus-knot top speeds or a 75-nautical-mile range at slower speeds. While impressive, hydrofoils require active control, which is a crux that Navier solved by creating an autonomous foil-control system.

Sunreef 100 Eco

It’s one thing to build a solar-powered vessel for the Monaco Energy Boat Challenge; it’s a different challenge to build an electric 100-footer that can accommodate 12 guests and five crewmembers. The Sunreef 100 Eco’s flexible solar panels mean this cat can accommodate 2,610 square feet of solar-farm space and generate up to 46 kilowatts per hour of DC power, which should keep its high-performance lithium-ion batteries topped off. 

Hands on the Helm

While the Navier 27 will initially require human hands on its helm, down-the-road software releases are expected to enable autonomous driving.

Panel Planners

While photovoltaic panels can be fitted to any yacht, catamarans present themselves as an ideal platform, given their beam and broader coach-roof space.

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• Electric Philosophy: A New Solar Electric Powercat Sails on the Sun

The Concept, Design, and Application of a New Solar Electric Powercat.

Ed and Eileen Pauley launched their new custom 40-foot powercat, Electric Philosophy , this July. They’ve been living aboard and cruising the Salish Sea for the better part of two months and have yet to plug into shore power. They have not refueled, because they have no fuel tank. Ed and Eileen are solar sailors, and they are successfully cruising a self-sustaining platform.

Electric Philosophy is a Sam Devlin design and build, but Ed and Eileen are responsible for the concept of the boat and most of the implementation of its solar-electrical systems. The Pauleys call the midwest home, but their vision has Pacific Northwest roots. Ed and Eileen were visiting Ed’s cousin Phil — who lives in Port Townsend and is also a partner in the boat — for the Wooden Boat Festival when they wound up speaking with local electric outboard innovator and entrepreneur, Joe Grez. Inspired by Grez’s ideas and stories about solar sailing, and fueled by curiosity honed in their professions as a scientist (Ed) and an engineer (Eileen) — the Pauleys started learning and dreaming.

Eileen and Ed did not have lengthy backgrounds as boaters. They are paddlers, regularly taking backcountry canoe trips in Minnesota’s Boundary Waters Canoe Area Wilderness. Their main “cruising” experience, however, was land-yachting in an Airstream camper. Serendipitously, their Airstream explorations brought them along the waterways of the Inside Passage and Alaska on three separate occasions; they would ferry from port to port and camp nearby. All of this provided assurance that not only did Ed and Eileen enjoy traveling together in a small, mobile abode; but they also wanted to see more of the exquisite Inside Passage.

Dutifully, the Pauleys researched their options on a variety of levels. This even included the purchase of an Albin single-screw trawler, aboard which they began doing short cruises, educating themselves about boating and boat systems, and translating their Airstream knowledge into nautical skills.

Resolved to pursue a new solar-electric concept, they began inquiring about a number of production boat options, both mono- and multi-hulls. Nothing seemed quite right. Harkening back to connections made at the Wooden Boat Festival, Ed and Eileen contacted designer and builder Sam Devlin in Olympia, Washington.

Devlin recalled their early conversations and described the idea and undertaking as, “very different and brave.” Though he has built a dedicated solar electric boat in the past ( Wayward Sun completed a solar voyage to Alaska and back this summer), he still acknowledged that it’s “difficult to wrap your head around” the notion that it will never need to be fueled up.

The conversation continued, and soon the project was taking shape. Though Devlin has mostly built and designed monohulls, the evident advantages of a catamaran in this application — especially to accommodate some of the Pauleys’ desires — were inescapable. Ed and Eileen were very focused on self-sufficiency and redundancy. The architectural space in the catamaran allowed for enormous battery banks and very large water and waste tanks in the hulls.

One would be correct in assuming that a catamaran has the possibility of greater efficiency under electric power since it has less wetted surface. Devlin says that this is likely the case, but there’s variability in reality and expectation because of questions about overloading. According to Devlin, “a monohull would be more forgiving to different degrees of loading.” Presuming the Pauleys can resist packing the boat full of gear, they should have a more efficient boat. Devlin noted that generally, “solar electrics have to be much more like a sailing hull — in other words, they can’t drag their ass around.” It required discerning design when it came to things like exit lines on the hull, since Electric Philosophy will always be a displacement boat; enough power output to push a boat onto a plane is not part of the solar plan. All up, the boat displaces around 25,000 pounds, which means it is stoutly built, but not a tank.

Likely the single greatest attribute of a catamaran, though, is surface area. The boat’s beam of 15-feet 3-inches and coachroof width of 15-feet 6-inches were drawn to perfectly fit the maximum number of solar panels. Save for a couple of cabin hatches, the cabin-top is wall-to-wall solar.

Structurally, the boat is “immensely strong,” says Devlin. Ensuring strength, while also being courteous to time-effectiveness and cost, several components were sourced from outside Devlin’s shop. Notably, they purchased fiberglass beams that provide the structure between the hulls. These turned out to have added benefit in achieving a higher bridge-deck clearance as well, since they are comparatively lower-profile than the plywood beams Devlin makes in his shop. But mainly, the build is typical Devlin — high-end, elegant, plywood, and finished to exacting standards.

In terms of liveability, the Pauleys stipulated simplicity and low maintenance. There is no exterior brightwork. There aren’t even any thru-hulls. The only holes in the hulls are for the electric drives. The boat is drawn and built to be plenty sea worthy for the waters of the Inside Passage and Alaska.

Electric Philosophy ’s interior is an open concept, with a berth aft, head and separate shower midship to starboard and port respectively, the galley and dining area forward from there, and the helm station at the bow. The boat has walkable side decks, a generous aft deck, and a small bow deck that is well elevated thanks to Devlin’s attractive rising sheer line. The cabin sole follows these lines, rising slightly underfoot as you walk from the galley to the helm. Visibility from the helm is excellent with large windows offering almost 360° views.

Lots of the interior decisions were made with significant input, and sometimes craftsmanship, from Ed and Eileen. The wood trim throughout the interior is walnut sourced from around their home in Iowa, including some walnut lumber from their own property. Eileen made and upholstered the cushions throughout the boat. They chose appliances based on their Airstream experience — the “gravity” head system, the galley stove, and lighting throughout, among others. Between this involvement and the fact that the solar electric system was of their own design, Devlin said simply, “I have never had a project where the owners were as involved on a day-to-day basis as Ed and Eileen were. We didn’t have any difficulties with that.”

So, how is Electric Philosophy powered? In a word, impressively. The boat is home to four enormous battery banks. Each hull has a house bank and a drive bank. Each house bank is composed of 16 100Ah Lithium batteries grouped together in parallel, and there are eight of those groups in series making 24 volts. Each drive battery bank is made up of eight 200Ah cells grouped in parallel, and 16 of those groups in series to make 48 volts. The drive banks power a 26-horsepower equivalent electric motor in the starboard hull and a 13-horsepower equivalent electric motor in the port hull.

The coolest part about all of this is that it actually works. I was fortunate enough to have Ed and Eileen take me out from Cap Sante Marina in Anacortes on a partly sunny October afternoon. Frankly, the whole experience was incredibly inspiring. I had to remind myself throughout that this boat has never been plugged in — in fact, because of a supply chain delay, at the time of our excursion, it still couldn’t be plugged in.

Once we were off the dock in our benign autumn conditions, the boat was generating a fair amount of solar power, though not quite as much as we were using. At their normal cruising speed between 5.5 and 6 knots, the propulsion drives were using about 3kw each. Of that, the sun was putting in about 1.5kw and the batteries were providing the other 1.5kw. If we throttled up above 7 knots, the draw increased to 4.5kw from the batteries. This was October, though, and the seasonal position of the sun and the patchy clouds didn’t provide ideal solar generation opportunities. With full summer sun, they can generate as much as the drives require to go closer to 7 knots.

The boat has a very nice motion, and I was reminded that Devlin has built several other catamaran ferries, including the Admiral Jack , which is now in use as a teaching vessel at Seattle’s new Maritime High School. So, this workboat style is one to which he brings familiarity and experience. The motors were quiet, though Ed and Eileen are already looking for ways to make them quieter.

For any cruising boat, range is a critical factor. They chose massive battery banks because they didn’t want to think about their range in hours; they wanted to think in days. Though the situation would never realistically come up, Ed and Eileen estimate that the boat should be capable of about 40 hours at normal cruising speeds without any solar generation.

Ed and Eileen call themselves solar sailors and, like any sailor, their philosophy is very responsive to the environment around them. Ed cleverly pointed out that the sun is responsible for wind, anyway, so as he says, “all sailors are solar sailors.” Electric Philosophy ’s careful balance between generation and consumption leads the Pauleys to travel with cooperative wind and current as much as possible, as well as with the sun. They call it “life in the slow lane” and they love it.

With a few months in their wake, it all seems to be going great. Electric Philosophy is beautiful. The concept is successful. Next year, they plan to explore farther north and into more remote areas, powered entirely by the sun. And I bet I’m not the only one who’ll think about their journey with admiration and jealousy.

This article originally appeared in the November 2021 issue of 48° North.

Joe Cline has been the Managing Editor of 48° North since 2014. From his career to his volunteer leadership in the marine industry, from racing sailboats large and small to his discovery of Pacific Northwest cruising —Joe is as sail-smitten as they come. Joe and his wife, Kaylin, welcomed a baby girl to their family in December 2021, and he is enjoying fatherhood while still finding time to sail, make music, and tip back a tasty IPA every now and again.

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You’re About to See Electric Ferries Everywhere—Here’s What to Know

By Elissa Garay

Electric cars are humming all around; airlines are getting bullish on  electric planes . The next mode of transit to make waves? Battery-powered boats.

Destinations the world over are clamoring for cleaner forms of energy—so it’s no surprise they’re embracing electrified transit as one of the quickest paths to that goal. The sector accounts for about a quarter of annual global greenhouse gas emissions; ships alone are responsible for nearly three percent of that, or about a billion metric tons of CO2 each year. 

To avert the worst outcomes of climate change, the United Nations has set critical global targets for net-zero global emissions by 2050. In June 2021, the U.N.’s International Maritime Organization, which oversees shipping regulations, adopted short-term measures to reduce carbon intensity of all ships by 40 percent by 2030. Meanwhile, a fresh infusion of funding—like President Biden’s 2021 Bipartisan Infrastructure Law in the U.S.—is giving a financial boost to innovations around electric ferry technology.

Beyond reducing air and water pollution, electrified passenger ferries tout a host of benefits for local communities. New ferry service can help ease congestion on roads and existing public transit routes, while making transit cleaner, faster, or more direct. 

“An electric battery ferry is a zero-emission option for commuters who may instead have to take a car across a bridge in gridlocked traffic,” says Elise Sturrup, a marine researcher at the nonprofit International Council on Clean Transportation, who has studied electric ferry feasibility. 

For travelers, e-ferry offerings are not only practical, but can be fun, offering unique and scenic viewpoints. More waterborne routes can potentially offer an antidote to overtourism, too, by encouraging visitors to explore less well-trodden locales; checking out Oslo’s suburbs, for instance, is made all the more enticing when sailing through its fjords on a commuter ferry. They can also maximize rider comfort by removing noise, fumes, and vibrations, bonuses which benefit local marine life. 

The picture window-clad Hydrolift Smart City Ferry, developed by the Norway-based company Hyke

For the burgeoning electric ferry, or e-ferry, marketplace, business is brisk: Market researcher Fortune Business Insights projects that by 2027, the electric ships market will be valued at nearly $11 billion—nearly double that of 2019.

The market’s growth has also been boosted by recent advancements in rechargeable battery technology, with batteries getting lighter, more compact, and more energy-dense. “It’s the energy density that’s key,” explains Dr. Linda Gaines, an environmental scientist and systems analyst at the Argonne National Laboratory, a U.S. Department of Energy-affiliated research center in Washington, D.C. “Volume is what’s most limited onboard a vessel.”

In addition to battery safety, she says, which has improved under marine conditions, the technology has also become more cost-efficient for operators; it’s cheaper to charge and maintain electric motors than internal combustion engines. Charging times, while connected to shore-side power in port, have also been reduced, with many modern batteries now capable of charging in under 10 minutes. 

“Ferries are excellent candidates for battery electricity,” says Sturrup, citing their shorter routes, smaller ship sizes, and route consistency, which allows for regular access to charging points.

Bike and luggage store aboard one of Belfast-based Artemis Technologies' EF-24 passenger ferries

Of course, there are a few caveats. E-ferries don’t achieve maximum benefits if the electric grid they’re tapping at port isn’t powered by green energy itself. There are also environmental impact considerations around the development and disposal of the batteries themselves. But, says Gaines, “Electric propulsion for marine vessels is almost always cleaner than combustion.” 

Europe has been leading the charge on the e-ferry revolution, particularly in Scandinavia, which already leads the world in electric car use. Among the standouts: The 30-passenger Candela P-12 shuttle, which begins testing in Sweden this summer. Set to be the world’s fastest electric ship, with speeds of up to 35 miles per hour, the hydrofoil ferry service is set to launch next spring, providing service between Stockholm and its suburbs. In Denmark, the e-ferry Ellen—the world’s longest-range fully electric ferry route, at 22 nautical miles—debuted in 2019, transporting cars and up to 200 passengers between the Danish islands of Ærø and Als.

By Madison Flager

By Melissa Liebling-Goldberg

By CNT Editors

But for sheer size and scope, Norway’s e-ferry landscape reigns supreme. According to data provided by the country’s tourism board, the coastline-rich country now claims more than 50 electric ferries, including the world’s first all-electric car ferry, the 350-passenger MF Ampere, which launched in 2015, and the 600-passenger Bastø Electric—the world’s largest all-electric passenger and car ferry—which services Norway’s busiest ferry route across the Oslo Fjord.

One of Norway’s buzziest newcomers, Hyke plans to launch its 50-passenger, picture-window-clad “smart city ferries”—which are partly solar-powered and can wirelessly charge while docked—in Fredrikstad, about an hour outside of Oslo, by May. The company will also deliver and operate four ferries along the Seine during  Paris’s 2024 Olympics. “We see the Olympics as a unique opportunity to show that fighting climate change can be both cool and clean, while also being cost-efficient and accessible to all,” says Hyke CEO Bjørn Utgård.

Elsewhere in Europe, Northern Ireland is readying to pilot a high-speed hydrofoil e-ferry in 2024, designed by the Belfast-based company Artemis Technologies, while Lisbon received the first of 10 planned electric ferries this past March; travelers to Croatia can expect to island-hop from Split via e-ferry by next year. 

The Candela P-12 begins testing in Sweden this summer

In Asia, ambitious e-ferry projects are happening at mass-scale:  Bangkok has ordered 30 new electric ferries, while Kochi, India, and its surrounding islands will be serviced by 78 electrified vessels (the first of which launched in 2022), in what’s already being billed as the world’s largest electric ferry fleet. Down in New Zealand, the Southern Hemisphere’s first fully electric passenger ferry launched in Wellington last year; the Australian ferry manufacturing company Incat is now at work building the world’s largest e-ferry, a 2,100-passenger battery-powered behemoth set to debut in 2025, to transport passengers between Argentina and Uruguay. The vessel, says Incat CEO Tim Burnell, “will have the lowest carbon footprint of any large, internationally operating ferry in the world.”

Closer to U.S. shores, tourist ferries in popular spots like Alcatraz Island, California, off the coast of San Francisco , and New York’s Niagara Falls have gone electric in recent years. Next year, California’s Bay Area will see an e-ferry run between Tiburon and Angel Island, and New York City plans to launch one between Brooklyn and Manhattan. And more are still to come, according to Amy Thompson, a spokesperson for the American Public Transportation Association, thanks to an influx of federal funding—further proof that when it comes to riding the wave of the future, clean and green leads the way.

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Transit Log services may differ depending on charter company - you can always contact our support team which will be able to outline the specifics of Transit Log for your booking. TIPS and FAQ What is a security deposit for, what is a transit log, when do i hire a skipper, similar yachts available for charter. Seen 58151 times Dufour 520 GL (2018) Scarlino, Italy Seen 60248 times Oceanis 51.1 (2019) Salerno, Italy Seen 57170 times Oceanis 48 - 5 cab. (2015) Seen 56283 times Oceanis 46.1 (2021) Secure checkout. 1. Payment options 1. 3. Contact info 3. 5. Review your order 5. Instant Sailing d.o.o. Ninska 30, Split, Croatia VAT: HR51723516898 Yacht details Charter period 02.08.2017 - 09.08.2017 Till: 09.08.2017 Original price: Our discount: (-25%) - 386,00 € Total price: Amount to pay now: IMPORTANT: all extras will be paid in base upon arrival Bavaria Cruiser 41 Split, Croatia Client name: Mr. Marko Markić Phone number: 00385 95 8168 254 [email protected] Download pdf offer 1. 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If you want to request a wider IP range, first request access for your current IP, and then use the "Site Feedback" button found in the lower left-hand side to make the request. 287 IMAGES Electric Boats Catamaran Powercat3400 VOYAGE 590e Silent Yachts が新しい 60 フィートのソーラー電気双胴船を発表 ZEN50 Solar & Wingsail Electric Catamaran Silent 60 first look: Sleek new electric catamaran makes a lot of sense Silent 62 3-Deck electric catamaran set for Cannes 2023 debut VIDEO Electric Catamaran Boat Standard catamaran VS electric catamaran: what are the differences? RC catamaran electric Eco-Warrior's Dream: Solar Electric Boat SoelCat 12, solar electric boat in Bora Bora Proboat Apache Catamaran EP RTR COMMENTS ZEN50 Solar & Wingsail Electric Catamaran The blue water capable ZEN50 lightweight racing carbon hulls are combined with a huge solar roof for an unrivaled solar power vs. displacement ratio above 1:1 (18 kW / 17 tonnes), making this yacht completely energy self-sufficient. A revolutionary, fully automated, wingsail - by Ayro© - can be added as a range and speed extender. The Promises and Pitfalls of an All-Electric Yacht Imported into the US ­market by Green Marine, the Swedish-built Arcona 435Z is a rarity: an all-­electric cruising sailboat. Jon Whittle. This past October, I saw one of the most interesting exhibits in more than 500 new cruising sailboats I've reviewed over two decades. It was the Arcona 435Z, built in Sweden and introduced by Graham Balch of Green Yachts in San Francisco. Advanced electric yachts ALVA Yachts, the German builder of luxury electric solar catamarans and sail boats, has announced it is currently building the world's first fuelless 90ft superyacht catamaran with wings, the OCEAN ECO 90 H2. The first superyacht catamaran to run without fossil fuels and producing zero emission, the OCEAN ECO 90 H2 is designed with luxury ... Electric Sailing Catamaran ESC40 The ESC40 is a 40-ft catamaran designed to be two to three times faster than the typical cruising cat - using carbon fibre to reduce weight and provide increased hull strength. The twin helm stations are covered by a solar cell-covered roof and come with a 59m2 main sail in addition to three headsails: Jib 26 m ², FRO 65 m ² and Asail 121 m ². Rossinavi Launches 140' Hybrid-Electric Catamaran May 30, 2024. Rossinavi's M/Y Seawolf X hybrid-electric power catamaran is able to cruise in full-electric mode for 100 percent of the time on day trips, ranging to 80 percent of the time when making transatlantic voyages. Courtesy Rossinavi. Italian yacht builder Rossinavi announced the launch of the M/Y Seawolf X, a hybrid-electric power ... Huge Chinese boat builder launches 42 foot all-electric catamaran Far East Boats, one of the biggest sailboat builders in China, today announced the launch of their first all-electric catamaran, the FarEast 42C, powered by two 20kW ePropulsion motors. The boat was unveiled at this year's China (Shanghai) International Boat Show. Far East Boats builds every type of sailing boat in its Jiangsu production ... Sunreef's New All-Electric Catamaran Blends Solar and Wind Energy for Together, the two propellers can generate more than 15 kWh while sailing around 7 knots. This energy is then used to power the engines and onboard appliances. "The Sunreef 80 Eco is all about ... This New 115-Foot Electric Sailing Catamaran Can Cruise the Seas Sans The new Sunreef 35M Eco is outfitted with custom batteries, electric engines, and solar panels, enabling a silent, emissions-free cruising experience. Sunreef's New 115-Foot Sailing Catamaran Can ... ALVA Yachts introduces new 78-foot solar electric catamaran The past three years, ALVA Yachts has introduced a 50-foot cruiser, two electric sailboats in lengths of 72- and 82-feet, plus 60- and 90-foot all-electric yachts, including the OCEAN ECO 60 ... Ocean Eco 60 The perfect mid sized electric solar catamaran. The OCEAN ECO 60 is an innovation packed solar assisted electric long-range cruiser that will perfectly suit customers who like to cruise and explore while yachting.Designed with luxury, safety and cruising comfort in mind, it is an example of the latest technological developments in the field of self-sufficient yachts surpassing its competition ... On board the 43m hybrid-electric catamaran with solar panels and AI The model operates with three distinct "performance scenarios". For one-day trips, the catamaran can cruise entirely in full electric mode. On multi-day voyages, she maintains electric mode for 90 per cent of the time. Even on transatlantic journeys, she manages to cruise in electric mode for 80 per cent of the time. First all-electric HopYacht 30 Sailing Catamaran launched HopYacht has launched its first all-electric compact catamaran - The HopYacht 30. The first HopYacht 30 was launched at Boatica Cape Town on 28 October 2022. ... South Africa is the second biggest catamaran building nation after France and is well-known for an excellent quality of boat building. The seas off the coast of South Africa can be ... Electric Yachts ALVA Yachts has introduced the latest addition to its family of all-electric luxury sailboats and yachts with the OCEAN ECO 60 Coupé, a 60-foot electric catamaran with solar panels. The Coupé ... Solar electric catamaran The SoelCat 12 can be delivered as a demountable solar electric boat, which fits into two 40ft high cube containers. Such compact dimensions enable ease transport of the catamaran at affordable rates to destinations all over the world. Neither lamination processes or specialized tools are required for the SoelCat 12's quick assembly on location. Three new 2020/2021 models of solar electric catamarans SILENT-YACHTS, is an Austrian company that produces oceangoing solar-electric production catamarans, has announced the expansion of its range. The shipyard is adding three new models: The Silent 44, Silent 60 and a tri-deck version of the flagship Silent 80. "We had a successful year, as we enjoyed huge support from our clients, yachting experts and, of course, media," said Michael Köhler ... ® OFFICIAL Silent Yachts In 2009, the Solarwave 46 was launched as our first prototype of a fully solar-electric, self-sufficient ocean-going catamaran. Since then, our electric yachts have cruised many 10.000s of nautical miles, performing flawlessly during a variety of weather conditions. ... You are not just selling boats - you are the actual leading edge of a ... Far East Boats Launches 42′ EPropulsion-Powered Electric Catamaran The catamaran measures 42-feet and is powered by a pair of ePropulsion 20 kW electric motors. The battery system uses lithium iron phosphate batteries, and up to four batteries can be connected, with a total capacity of 188.41 kWh. The maximum battery life can reach 20 hours, with a range of up to 100 nautical miles in pure electric propulsion ... The All-Electric Yacht Evolution In addition to emissions-free yachting, electric yachts deliver quiet, vibration-free rides that are easy to get used to. Courtesy Sunreef Yachts. Finally, there can also be the grin factor. "The Eelex 8000 can accelerate from 0 to 20 knots in 4.2 seconds," Wästberg says. Review: HH44-SC, SAIL Top 10 Best Boats 2024 Winner Photo courtesy of HH Catamarans. When this intriguing new design did arrive, we were eager to spend time with it—and so, evidently, were lots of other people. ... rather than building one from the ground up to be electric." As a result, of all the boats the SAIL Top 10 Best Boats review team saw for 2024, none put sustainable sailing as far ... Electric Philosophy: A New Solar Electric Powercat Sails on the Sun All up, the boat displaces around 25,000 pounds, which means it is stoutly built, but not a tank. Likely the single greatest attribute of a catamaran, though, is surface area. The boat's beam of 15-feet 3-inches and coachroof width of 15-feet 6-inches were drawn to perfectly fit the maximum number of solar panels. Sail Catamaran Electric boats for sale US $4,594/mo. Dream Yacht Charter | Naples, Italy. Request Info. <. 1. 2. >. Find Sail Catamaran Electric boats for sale in your area & across the world on YachtWorld. Offering the best selection of boats to choose from. All-Electric Boats & Yachts Electric Yacht. Evoy. Minn Kota. Oceanvolt. Torqeedo. Most comprehensive and up-to-date list of electric ski boats, pontoons, catamarans, and yachts. Get electrified! You're About to See Electric Ferries ... In Denmark, the e-ferry Ellen—the world's longest-range fully electric ferry route, at 22 nautical miles—debuted in 2019, transporting cars and up to 200 passengers between the Danish ... 1979 Ocean Winds 33 Catamaran sailboat for sale in Florida 1979 33' Ocean Winds 33 Catamaran sailboat for sale in Port Charlotte Florida. Home. Register & Post. View All Sailboats. Search. Avoid Fraud. ... 8 ft Motomar roll up inflatable with electric and manual pumps ... Show all sailboats for sale under: 15 20 25 30 35 40 45 50 55 60 70 80 (feet LOA) | Multihulls: ... Classic look hydrofoiling electric boat debuts in Moscow A team in Russia has developed this sleek hydrofoiling electric boat with a retro-tech classic runabout look, both inside and out. The boat is called the Molniya - Russian for 'lightning' - and uses fixed surface piercing (SP) foils rather than the retractable inverted-T fully submerged (FS) type on boats like the Candela 7.. The Molniya prototype was built by Artem Markov and a small ... hanse electric sailboat Apr 24, 2018. Hanse's E-motion electric rudder drive represents a true breakthrough in auxiliary propulsion for saiboats. When news that Hanse Yachts had launched a new form of electric-powered yacht first broke in the winter of 2016, it was widely reported. After all, Hanse is one of the world's biggest builders of sailing boats, so this ..... C15917 Charter - Moscow Mule - Dufour 520 GL (2019) Sailboat in Milazzo, Italy. Price range: 1840€ - 5000€, 5 cabins, 12 berths. Rent this Dufour 520 GL online and enjoy Sicily region - Instant Sailing boat rentals Federal Register :: Implementation of Additional Sanctions Against This PDF is the current document as it appeared on Public Inspection on 06/12/2024 at 10:30 am. It was viewed 121 times while on Public Inspection. 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