The Totally Electric Powered Solar MOG Canal Boat was re-launched March 30, 2016.

OTHER POWER?

ADDED PICTURES 3-31-2016
Internal Combustion Engine (ICE) maybe someday?

http://www.mogcanalboat.com/

Click on picture to enlarge.

MOG is not so myopic as to rule out all ICEs. In fact there is substantial vested interest in a little known company in New Jersey that is scaling the cliffs of engine technology that should carry the combustion engine over into the era of powerful batteries and electric motor drives which is probably decades away.

Electric motors in vehicles of all types are at the mercy of battery technology and until the day of the 250 pound 400 mile battery, ICEs are still the best alternative. The company in NJ, Coates International, Ltd seeks to make engines be more efficient, simpler, less costly, more powerful, lighter weight and also more clean.

Magic? Nope. Just really good engineering and a little bit of rocket science technology. For the motor-heads out there it is quite simple, throw the poppet valves away with their attendant thousand parts and replace with a dozen parts utilizing a rotary valve, shown above (not to be confused with a rotary intake).

You know by now that MOG is fully committed to the TEPS (Totally Electric Powered Solar) boat but if you have an interest in what is coming down the pike, you can get the whole info by seeing their site  http://www.coatesengine.com/    So why are we interested? Because there may be a need for an auxiliary ICE engine for the MOG and if it has to be done for some reason, it should be done correctly.

Here are some pictures of the inventor and President of Coates Int'l supervising a real tough technological challenge, that of preparing a Cummins natural gas generator engine for use with the dirtiest fuel and to make it run clean. The dirty natural gas is direct from well-head gas in an oilfield. The gas is so dirty it is usually burnt off and if used in a generator will foul the engine in just weeks of use. Coates has a fix that works, not only for dirty gas but the clean gas too, as well as for diesels and gasoline engines. Click the picture to enlarge.

George Coates with Cummins donor engine 

before replacement of entire upper valve 

system by the CSRV system.

Entire top consisting of just under 1000 parts is to be 

replaced by about 20. The oil sump pan has been 

dropped down to replace the flat pistons with

 new dome pistons.

New large front valve/chain casting replaces the 

casting in picture on right (has numbers hand 

written around a circular bearing boss).

New water intake casting to water pump 

shown next to large vertical filter to the back 

side of alternator. Bottom half of the CSRV heads 

shown in place without their top covers 

& valves. Smaller picture at left shows

 no such casting on original engine.

New domed high compression pistons (center photo)

 that replace the flat pistons on the left. Domed 

pistons in the Cummins block showing the 

previously used oil galleys to the old valves, 

now blocked with plugs. No oil is used at all in

 the new CSRV head, thus the oil never gets dirty

 with burnt carbon, requiring few oil changes

 over the engine’s extended life span.

George Coates supervising the lowering of the second 

of three heads for the 6 cylinder, spark ignited, natural 

gas Coates Spherical Rotary Valve system on a Cummins engine.

ADDED PICTURES 3-31-2016
Click on pictures below to enlarge.

Comparison before & after size using CRSV

 In the near future both ICE and Electric propulsion will coexist and it is in the best practice to know as many of the suitable technologies as possible. At MOG the best way to stay on top of the best technologies is to be actively involved, Coates certainly has earned our attention. I look forward to the day that George and his son Gregory have their engine valve train on every ICE to make way for the cleanest power to emerge.

Please let us know if you liked this brief diversion and would like to have a few more installments of the progress. You can 'like' us and your comments would be most welcome.

DEFINITION

American Canal Boat, MOG (Marine Off Grid)

There comes a time when events, technology and necessity conspire to redefine words, so as to pass forward, a new definition of a word or set of words.

The MOG Canal Boat is a compromise between the 

European canal boat and the hearty Chesapeake 

Bay Skipjack. With twin electric motors, she is 

highly maneuverable in deep or shallow waters.

An old Chesapeake Bay Skipjack gets a lift for a new life.

The case here, being the branching of the words 'canal boat' to include a craft that satisfies requirements beyond those typically accepted by our European maritime brethren.

An example of a 7 foot beam UK narrow boat and at the other end of the spectrum a 32 foot Linsson Dutch canal boat.

An extremely flat bottom of a 50 foot long 7 

foot beam UK narrowboat. In protected shallow 

canals this is a fine canal boat but lacks the high 

maneuverability of the twin screw power boat. 

With no keel or skegs it is a bit tricky to handle. 

 .

The Linssen line of canal boats from 29 to just 

over 50 feet have a single robust keel but will 

heel onto her side without a quayside on which 

to lean. The draft is about three feet and far too 

deep for the estuaries of the USA.

An editor of a UK magazine had quite properly reflected about MOG Canal Boat name. However his comments were in the UK context of a more protected canal environment found in Great Britain and in the European continent. He commented to me  "…..although I should point out that we tend to focus (articles) on boats with dual coastal/river ability rather than more canal focused craft such as this (MOG)." Evidently the difference in our boat's application was not made clear enough, otherwise they might consider an article.

Our response was to present a different bent, that there is quite a difference in what most folks here in the USA consider a canal, such as the Erie Canal, Chesapeake & Delaware Canal, Albemarle & Chesapeake Canal, Illinois & Michigan Canal and the Panama Canal etc. All of these canals are monstrous compared to the quaint, bucolic, flower lined canals of Europe and the UK. One of the greatest plans we have, is to someday bring the MOG Canal Boat to the UK. What a simply gorgeous country in which to float the boat! 

A 360 foot long 'tow' in the Chesapeake & Delaware 

Canal. Not shown is the nearly 1000 foot wide expanse 

of water connecting the two river created bays through 

a 16 mile wide strip of land.

The MOG Canal Boat is built for the USA interpretation of canals, ones that have 300 foot barges that emerge into 100 and 200 mile long bays and lakes, teaming with freighters, destroyers and the occasional aircraft carrier. Calm waters as well as near shore inlets and some decent wave action are daily fare for the MOG Totally Electric Powered Solar boat. It is not a trawler, granted but it is patterned after a most seaworthy shallow draft Chesapeake Bay skipjack hull.

Looking at a Totally Electric Powered Solar boat 

peacefully resting on the shore for a picnic.

Near costal waters and the Intracoastal Waterway (ICW) of the eastern United States of America are the targeted waters of the MOG. Over 6000 miles just on the Great Loop alone.

The addition of the words ‘canal boat’ here in the USA most often has the connotation of maritime operations in ‘the ditch’, slang for the various waters of the Intracoastal Waterway.

Nearly all of the ICW is part of the Great Loop and other than the harbor dredged channels, most of it is incredibly primitive, vast expanses and unpopulated savannas and forests, very different from Europe.

One can easily get lost in the myriad twists and turns of the coast and ICW estuaries, a reason the boat is so designed, lending it sustainability. In effect, if you can fish, hunt, forage for wild rice and berries, find oysters and clams, you have arrived at a whole higher level of exploring in comfort with the MOG Canal Boat.

The Great Loop includes short journeys into the Atlantic Ocean and Gulf of Mexico. Also included in the Great Loop are the huge and sometimes very dangerous fresh water Great Lakes of Huron, Erie, Ontario, Michigan and Superior. Rivers such as the Tennessee, Delaware and the over 1000 mile long Mississippi are subject to flooding and swift flows. Also, at the entry to New York City is the infamous Hell’s Gate area as the tide meets the Hudson River, the name is well chosen.

The Chesapeake Bay, Pasquotank, Neuse, and Pamlico sound, along with shifting inlets, are known to be quite treacherous for a flat bottom barge or a typical steel narrow boat or canal boat.

The MOG Canal Boat has a far greater range of targeted operation than any boater might imagine whether sailing, trawler, kayak, barge, runabout or house boat oriented.

The USA has very few miles of protected canal compared to the long protected distances one may travel in the UK and continental Europe. In fact, on the Mississippi River there are many wilderness stretches from 50 to over 300 miles without a proper marina. The ICW of the USA still has a component of wilderness difficult for folks from other civilized countries to immediately grasp.

The MOG Canal Boat is meant for the above described rough and tumble environmental trekking with an 18 inch draft that allows horizontal grounding everyday if desired. The captain and crew need never seek out a fuel pump or dockside electric pedestal to refuel/recharge, the sun takes care of all the power needs. The Totally Electric Powered Solar boat is more closely related to a live aboard aquatic Hummer.

Truly no range anxiety here as with gasoline, diesel or dockside charging. Range of the Totally Electric Powered Solar (TEPS) boat is truly unlimited and certainly less fickle than winds to blow a sail boat.

The boat that has been and remains decades ahead of its adoption, certainly adds a new definition to a new class of canal boat. MOG Canal Boat has no peer.  http://www.mogcanalboat.com/

HOT idea

Watt goes out, comes in

Not every 30 degree F day will be sunny while cold but on the very many occasions that the two converge, the boat owner of a TEPS boat (Totally Electric Powered Solar) boat gets an even greater saving on the heating bill.

A 1500W heater on Low (439W) right out of its box

from Walmart. The soda was frozen in the boat and 

thawing by the heater. The sun had been heating the 

inside, so not much electric heat is needed.

In essence, by combining the solar gain through the large expanse of windows and the sun pouring down on the solar electric collecting roof, the warm window light and electric heater make a very cozy space.

One of two zoned, modified sine inverters of 1500 W

 each. They can be used with the resistance fan heater 

shown above. Not much electricity being consumed 

to assist the heat gain from the windows & sun.

In fact, as the day goes on, the electric heater used in the early morning is switched off (the saloon gets too hot at 80 degrees). The sun streaming in the windows does the warming all by itself. As a side note, that very same heat in the summer is blocked over 90% by an exterior silver mylar shade, allowing a small AC unit to keep the interior cool (reported in the June 4, 2015 blog).

Enerflex from Home Depot, model# 115362 comes in 

12x4' rolls at about $16. It is strong, lightweight, easy

to cut and tape to whatever shape required. Usually

ordered as it is not always stocked in store.

Between 439 & 445 W out and 450 or more coming 

in from the solar array atop the boat. As a Scotts man, 

I just can't get enough of this idea. It shows the 24 volt 

battery bank #2 at 25.7 volts, just so neat.

The above demonstration is of a sunny day event on a 35 degree F day. If there is sunshine coming into the boat, the amount of auxiliary heat is a fraction of what would be needed in a standard trawler or cruiser.

Cold bed syndrome?

Nothing worse than making it nicely through a cold day, only to be refrigerated in bed. You can't have a warm electric blanket, at night, with no sun on a solar electric boat, right? WRONG!!!

The sun has been stored as chemically converted energy in batteries and awaits serving any need (within reason) you desire, in this case warmth through the cold night.

Outside temperature was about 28 degrees F with the 

bedroom temperature allowed to drift down to 41 when 

the lights were turned off. That is a darn cold test.

A well made Sunbeam electric blanket with a computer controlled thermostat is just the ticket to a snuggly nights sleep. Emphasis here though is on computer controlled. That will require a pure sine wave (as in home type outlet) 120 volts of A-C current. That leaves out the modified sine wave inverters.

The little pure sine wave inverter perched atop 

the blanket box. Note the two cables with 

alligator clips for the 24 volt system 

(to be hard wired in the electrical cabinet).

A new toy on board is an Aims pure sine wave 300W inverter. Why such a puny inverter wattage? Because if you do not need the extra wattage...  why pay extra money? What most folks do not know is that electric blankets use very low wattage, in this case between 40 and 160 watts. That's all folks.

All the better, the sine unit connects directly to the 24 volt DC battery bank (yes it is fused) and has an outlet that is great for the blanket, computers, cameras, phones and the radio control chargers.

The Sunbeam electric blanket tag. Click 

picture to enlarge the view and text.

Warm story short, the sub 32 degree F night was very warm indeed and left the battery bank full above its 24 volt level the next morning. The blanket had to be layered differently at about 0100 hrs because it was on the lowest setting and still too warm. Once moved to a level above the comforter, it was no longer in such near contact to my body, working flawlessly.

Please remember to never sit or lay on an electric blanket because the wires inside are not strong enough to resist weight concentrations of hips and shoulders. The unit will prematurely fail... no fire, just fail to heat properly.

A note here is the Mylar/aluminum foil that will be used for curtain backing for both inside or outside application. Just testing the very strong foil as it was draped inside the saloon on the non-sunny side. With the heated air from sun through the large windows, the temperature rose in about a half hour from 40 degrees to 65and about 15 minutes later to 75.

A 12' roll, 4' wide is temporarily stretched over the 

port interior windows (no incoming sunlight) for a 

temperature test. Later the aluminized mylar sheet 

will be cut for a type of curtain to be used inside 

or outside the boat.

 With a bilge temperature of 46 and 30 to 40 outside, 
the interior begins to build heat in the saloon from 

incoming sunlight. The Mylar foil was pulled 

back so you can see the winter tree line off 

the port side as it zips past 65 interior.

The Mylar film reflects close to 96% of the solar heat back into the room. It was taken down soon after at 80 degrees. The high was 40 degrees outside with the temperature in the bilge at 46.

There is nothing exotic here, just common sense applied to currently available consumer technology. All of these elements can be seamlessly integrated into a clean design but for now this is a wonderful and physical playground for the inventive mind of MOG.

http://www.mogcanalboat.com/

MARINE ELECTRIFYING NEWS

Electric & Hybrid Marine Expo Recap

Huge, just simply huge. The Ft. Lauderdale, FL expo was an absolute huge success. Making as successful an attempt at blogging such a technologically drenched marine expo as it was in the reality of the moment, will be a Herculean task. The only problem being is, you are stuck with me on this one.

Best to start with a sunny Monday of January 11th at 12 noon for the opening, where, in the lobby, there stood a great business colleague Robert Aronnson standing with Dr. Barry Iseard and Alex Rodriquez of Apollo Energy Systems. After extending cordialities the decision was made to individually walk the show, then meet the next day at AES headquarters and discuss the expo, among other business interests. More on that later herein.

The attire for attendees as well as exhibitors and guest speakers was casual but the the roster of all those there was all but casual. If you can imagine the top designers, engineers, executives of cruise lines, freighter lines, work boat & tug builders, naval architects, maritime/homeland defense, armament scientists/engineers, port systems management, commercial and consumer boats and ship executives, then your mind is in the right place.

Alex was kind enough to snap a picture of George McNeir, 

Robert Aronnson CEO, AES, & Dr. Barry Iseard AES scientist.

So what is the point for the 3 day expo? Simply to get all the designers and users into a convention hall to sample the smorgasbord of new types of batteries, electric & electronic control systems, electric & hybrid internal combustion engine systems that are more clean, economical, durable, of greater ROI, and less complex. Modular systems with greater service life. All that and more good tech, any red blooded boat captain would love to have for replacement of their current running gear.

How about a few hundred horsepower electric motor in a sterile case with no dipstick, oil, fuel drips or intake cleaners, as pictured below? Looking more like a spaceship gun than a motor, the LTS unit can play the field for many different marine installation types from very fast runabouts to sizable cruisers and trawlers. One motor for many applications makes design and implementation much more smooth. Smooth and silent also fits well for the Navy or the yacht owner.

A lightweight aluminum stand supports a svelte electric motor.
Just dial in the number of hundreds of horsepower and torque
with the controller box mounted above, switch on & go. 

You ask, what is for fuel/power for all the new electric motors and the electric motors coupled with combustion engines (hybrids)? Batteries and fuel cells are the answer. there were booth displays from over a dozen electric power storage systems, not to mention a bunch of very smart engineering and manufacturing firms creating specialty systems for the marine environment.

The European countries have pooled their talents and money to get a head start on the electric & hybrid marine market, alighting in Ft. Lauderdale for this expo to show their expertise. Firms from the UK, Germany France and other counties on the continent flew the pond to broaden the expo's range of offerings.

Orion from France, presented their control systems and engineering talent.

The show was actually open to the public but the overwhelming attendance was corporate tech and executive designers and recommenders. However, if you were there, the apparent direction of maritime power would be obvious, a new departure was at hand, prompting questions such as, will this be on my yacht soon? Yep, sooner than you might think.

One player in that consumer yacht market application is the man behind Island Pilot yachts, Reuben Trane, with whom I had the pleasure to sit and converse a bit. He is a most inventive, creative and technical force in the boating world. At the same time he is very market savvy, having placed in the water a number of fully functioning electric-hybrid yachts. One of the early integrators in the technology and art of electric and solar boat power, Reuben created the correct wake for the industry to follow.

At six foot-five Mr. Trane graces the room

with distinguished presence and knowledge.

Two views of the Island Pilot DSe - diesel/solar electric

hybrid, catamaran yacht designed by Rueben Trane.

The 40 foot Totally Electric Powered Solar (TEPS)

40 foot MOG boat prototype with updated solar array.

We will be adding more to the blog this week. Hold fast, we are getting the new news ready for you to see.

TEPS?? WHAT IS TEPS?

TEPS 

(Totally Electric Powered Solar) boat

http://www.mogcanalboat.com/

So what is different between a TEPS boat and a standard or even hybrid trawler?

Trade offs. They are important here, in order to understand why the TEPS boat idea works. A boating pair bought a 40 foot name brand, new trawler and applied their many years of small boat experience. The first lesson was using the oven and stove (electric generator) to cook their first on board dinner.

An electric two burner stove with oven required the generator for over four hours. Besides the smell of the roast beef, there was the diesel generator exhaust and the soft murmur of the droning gen engine. Lastly, the fuel used was of small effect on the whole fuel system but certainly would have effect over a month's daily use. The idea here is the 'trade off'. One is not on land and should be aware to minimize the use of a limited fossil fuel supply. Those trade offs, when applied to any boat increase extension of the boat's range while helping to reduce use, cost, maintenance and/or waste.

The following are practices, applied to  the TEPS boat, that incur trade offs when compared to more accepted standard boats. If any practice is unacceptable to the crew, then the amount of fossil fuel used will most probably increase.

1.   Shape and the general look.                               Long, lean, shallow, extended sedan with decks.

       A long slender boat will be more efficient being pushed through the water. To further such efficiency a more shallow draft and lower cabin height will decrease water and wind resistance. These are generalities that hold quite well in most cases.

      A TEPS boat has a major functional envelope of near coastal waters, inner coastal sounds, rivers and lakes. The TEPS boat and nearly all comparable size trawler types are not a European CE type A ocean rated boat and should be used with the care of weather considerations first and foremost.

2.   Design criteria for the live aboard life style.     Goes anywhere within near coastal waters.

      On the hook or the hookup, is not mutually exclusive. However,  a TEPS boat sure makes dreams of being at one with nature physically closer, a huge amount closer. Artful use of modern side scan fish finders and sharp eyes can identify shallow potential hull threats, allowing the captain and crew to go where only kayaks go. Getting close to shore is truly no comparison to being on the shore, a shallow 18 inch draft with twin skegs permits entry into shore areas with confidence. When on the hook, a TEPS boat is always hooked up to the sun for electricity, no dockside pedestal needed.

3.   Expanded mindset of the boat user. 

Cool, heat, water, head & A/C units are solar.

      Creature comforts are similar on both types of boats. Locality then becomes the difference. Air conditioning a whole boat interior just for 8 hours sleep is convenient but that convenience comes with noise & exhaust, not to mention a huge investment in machinery and the space allocated, plus its total concealment. In most marinas it is illegal to run the generator overnight with carbon monoxide poisoning neighbors, not to mention the noise. With the advent of small, light, efficient portable A/C units, simply place the A/C where it is needed, such as in the sleeping area at night. The morning sun will replenish the amount of electricity used overnight. The brighter the sun shines, the more power is collected for the A/C to work. Definitely a COOL idea.

 

Heat can be saved.

      With the use of paraffin, salt water, or other mediums to store heat from the solar modules atop the boat, the stored heat can later heat the cabin or hot water. Heat can be collected during the day and used at night to control the interior temperature. Such systems return their initial cost within a few seasons of use and are nonflammable, no electric shock hazard, very quiet with less critical mechanicals to maintain than engine or propane units.

Water from rain.

      To augment the use of pure drinking water a TEPS boat utilizes the large solar electric collection array area atop the boat to gather rain water. There are 7.5 gallons per cubic foot. That means a rain storm of one inch on 12 square feet of solar roof would yield 1 gallon of water. A TEPS roof would be a minimum of 240 sq. ft., yielding 20 gallons in a rainfall of 1 inch. If the water is correctly filtered it can be used for  laundry, bathing and if further purified, used as a potable water source.

A dry marine head.

      Composting commodes do not smell bad and take much less attention than a marine wet toilet. Furthermore, they do not use potable water to flush and process effluent. A person's solid & liquid waste along with a peat moss like material is all that is required. Vegetable only food stuff can be used also but no meats, fish or oils. A nice fact is that toilet tissue is good to use (within reason). Lastly, the composting commode requires no messy pump out.  The reduced material is light, dry, odorless and clean enough to use in a garden or on a lawn. For example, a Sun-Mar mobile/marine unit would be a USCG Type III MSD. A Type I, the most sophisticated Marine Sanitation Device (MSD) is still not permitted to dump its well processed effluent in No Discharge Zones (NDZ) which comprise 30 to 50% of the U.S. east coast. Definitely make sure your are in the correct area before discharge. There are no such problems with a composting commode.

The Sun-Mar dry composting head.

No smell, no water, no pump out, no macerator,

Just do it and then pull out the handle, turn 

& wait for nature to break it all down 

into smelless fertilizer.

      

4.   Maintenance comparison.                                 All parts are modular, replace use FedEx.

Engines or motors?
      The mother of all extravagance is huge engines constantly run below their most economical power range. There are many reasonable fossil fuel, higher horsepower, auxiliary drive units that would complement a solar electric powered drive system without being the main drive power. If desired, auxiliary power is more than welcome with room to spare.

A TEPS boat has a major functional envelope of near coastal waters, inner coastal sounds, rivers and near shore lakes. The TEPS boat and nearly all comparable size trawler types are not a European CE type A ocean rated boat.

Because our electric motor of 15 horsepower of 20 pounds is much lighter than a 15 horsepower diesel of 200 pounds, it can be shipped FedEx, UPS or even mailed to the user. A diesel engine and transmission set would be trucked and probably too expensive for overnight delivery. Also the electric motors are now simple plug and play, try that with a diesel.

Not to mention a TEPS boat requires no fossil fuel, oil, filters, changes, fuel pumps, fuel hoses, exhaust pipes, water cooled exhaust and electric starter, just to mention a few parts. Batteries are still needed and wires and checkups but that is far less work for the owner than one or two engines.

All the electronics are self diagnostic. A fault will indicate the culprit, pull it out and exchange for a new part. Not the same as reading engine codes and trying to discern the location, then finding the offending part on an internal combustion engine.

5.   Environmental envelope.                                  From knee deep to near ocean waters.

Deep and also very shallow water.
      To run a large boat ashore with no harm in less than two feet of water then allow the tide to let it rest level is a huge capability. Only very small boats or kayaks perform this task well. To do so in a 40 foot cabin cruiser is exceptional.
    


One can pilot the TEPS craft up a stream or river to near the source and in some cases that source is a water fall. Few folks will ever have the capability to be in such a place to enjoy actually living at the falls for an overnight. The boat is also adept at getting to and staying at the back side of a beach or sand spit to spend evenings with sunset dinners and sunrise breakfasts. Wilderness has never been this accessible.

     

6.   Cost versus fuel/oil.                                          Comparatively speaking, near zero.

Zero is a great cost for fuel.
      Buy a boat and continue to buy fuel. Buy a TEPS boat and the fuel is paid.

7.   Sea state to be encountered & self righting.     Beaufort 3 with very low center of gravity.

Courtesy of   http://www.wdcs.org/submissions_bin/WDCS_Shorewatch_Seastate.pdf

8.   Handling in open and close quarters.                Instant reverse & forward and all day runs.

Steer by motor direction.
      As with most large dual engine boats, close quarters steering is very effective using the reverse and forward of the engines. A rudder can also be used. The TEPS boat not only allows both situations but amplifies the use of each. Motor steering is actually quite efficient for novice as well as the long time operator. Therefore selection of steering type use is by preference not mechanical dictate.

No transmissions are utilized. The result of an electric motor is nearly instantaneous change of actual motor direction. Virtually no delay from direction to direction of the propeller with nearly the full torque of the motor at just a few revolutions per minute.

9.   Noise and vibration characteristics.                  

So quiet and no vibration.

Engines need mufflers, motors just whir.
      Fossil fuel engines stop and start 8 pistons over 25 times per second. That pulsation produces loads of vibration and mechanical noise added to the already noisy exhaust explosions. The damping and quieting of an engine costs money, weight, thermal loss and unending maintenance. Yet the fossil fuel engine is chosen as main propulsion because it is a standard.

TEPS boats are not fast with their electric motor and battery storage but an engine can be added for increased top speed. The difference is decided by the owner of the boat, to go without noise or add some noise to get somewhere faster. Bottom line for a TEPS boat is sailboat speed with no noise or fossil fuel while having an unlimited range (no fossil fuels).

10. Interior arrangements.                                       Over 200 sq ft yielding cabins or open layout.

Minor difference of standard and TEPS boats.
      Other than rooftop solar electric modules, the two types of boats have near equal amenities. At the current pace of technology the TEPS boat has parity with their  trawler counterparts. In the near future they may actually surpass the standard trawler at a better price point and no fossil fuel use.



https://www.youtube.com/watch?v=NRGKbayI2yI

11. Durability and potential uses.                           Wood, FGRP, metal for yacht, clinic, research

Any boat material.
      There is no limit to the materials for either type of boat. The electric motor boat does not need to be built lighter or only of wood or exotic material. The materials chosen should match the market for the intended use of the TEPS boat. An ecological boat might be made of renewable wood or recyclable titanium. It all depends on price point, service type and expected service life.

As a clinic in a far off area or a luxury boat in the midst of a Key West bay, the TEPS boat has power advantages and loiter times of a nuclear ship, limited only by fresh fruit and vegetables. The draft would be quite less, as well as cost. The main item here is that the TEPS boat is powered by nuclear fusion and that is just 93 million miles away.... a very safe distance.

12. Future of pure solar electric powered boats.                    MOG is the true beginning as of 1990.

Any questions are welcome.  Contact through the site  http://www.mogcanalboat.com/