Angel Island Ferry

Application Submittal :
System Electrification Plan

()��
GRccN YACHTS
Company Name, Address and Contact Informa�on:
Angel Island Ferry
Physical Address:
Angel Island – Tiburon Ferry
21 Main Street
Tiburon, CA 94920

Mailing Address:
Angel Island – Tiburon Ferry
PO Box 1231
Tiburon, CA 94920

Phone: (415) 435-2131

Fax: (415) 435-7679
Email: aiferry@[Link]

Contacts: Maggie McDonogh, Owner/USCG Captain

maggie@[Link]
Ashley Kristensen, Office Manager
ashley@[Link]
I. Project Overview
A. Conversion Overview………………………………………………………………………3
B. Angel Island Ferry Schedule …………………………………………………………… 4
C. Route Overview……………………………………………………………………….5
D. U�lity Grid Charging Infrastructure ……………………………………….6

II. Angel Island Ferry

A. Vessel Details……………………………………………………………………………….7
B. Current Engines……………………………………………………………………………….8-10
C. SAR Report 2013……………………………………………………………………...11-176

III. Vessel Propulsion Overview

A. Proposed Electric Propulsion and Charging Components
a) Weight Calcula�ons ………………………………………………….177-181
b) Dees Design and Engineering, LLC…………………………………….182-187
B. Batery Overview
a) Batery Overview …………………………………………………………….188
b) Plans of Void Conversions………………………………………………….189-197
c) Opera�onal and Charging Specifica�ons…………………………….198
d) Induc�ve and Corded Charging………………………………………….199-211
e) Lithium-Ion Batery Guide……………………………………………… 212- 215
f) IPT Charging Guide…………………………………………………….216-291
C. Bulkhead Overview
a) Water-�ght Door…………………………………………………………….292-294
b) Damper …………………………………………………………………………295
c) Searox QS Cert …………………………………………………………….296
d) Searox Steel Bulkhead and Deck Cert………………………………297-302
e) Searox Non-Combus�ble Cert…………………………………………303-310
f) Fasson Marine Tape……………………………………………………….311-312
g) USCG Cer�ficate of Approval Fasson 0808 …………………………313-314
 D. Electric Propulsion System Overview
a) Water-Cooled Motor/Generator Overview…………….315-321
b) Electric Over Hydraulic Steering Diagram……………………322
c) Steering GA Diagram………………………………….323
d) Piping and Hydraulic Power Unit Diagram……………...324-325
e) Double Propulsion Controller Data Sheets………………326-329
f) Generator Overview…………………………………………………330
g) Cables, Wiring Diagrams, Receptacles ………………331-461
h) Ven�la�on System………………………………………462
i) Energy Analysis………………………………………………………463-465
j) Vessel/Engine Performance Data…………………………….466
k) Pressure Transmiter/BD Sensor…………………………………….467-471

IV. Completed ZEAT Applica�on Documenta�on 472-490

V. Fire Protec�on System (Global Fire & Safety) – Wai�ng for
Requested Documenta�on
a) Assessment/Documenta�on……………………………………
b) Plans……………………………………………………………………….
c) Calcula�ons…………………………………………………………….

VI. Safety…………………………………………………………………………………………
a) Compliance with the Lithium-Ion Safety Standards……491-501
b) Periodic Safety Test Procedures AIF Personnel…...502- 503

VII. Failure Mode and Effects Analysis…………504-507

VIII. Bill of Materials…………………………508-509
A. Angel Island Electric Propulsion Project Conversion Overview
In compliance with a California Commercial Harborcra� Regula�on approved and passed by
the California Air Resources Board on March 24, 2022 and that went into effect on January 1,
2023, the Angel Island Ferry is required by California to operate 100% of the �me with ZEAT
(Zero-Emission Advanced Technology) opera�on. Specifically, the regula�on states, “a vessel
dedicated to providing regularly scheduled round-trip ferry service between two points whose
straight-line distance apart is less than three nau�cal miles…must not be pushed, towed,
atached, or otherwise propelled during revenue service by another vessel that does not meet
the defini�on of zero-emission” for more than “20 hours/year unless performing non-short-run
ferry service.”
Highlights of the conversion include:

• The Angel Island Ferry will be repowered from its current 290 HP Cummins QSL9
engines to 170kW Engiro 370W-29014-ABC electric motor.
• The Angel Island will repurpose its exis�ng keel coolers to cool the motors,
generator, motor and generator controllers and two batery compartments.
• In the conversion, the RPMs at the sha� will change from a max of 630 to a max
of 890 requiring new propellers and higher velocity sha� seals.
• In the conversion, the steering system, which is coupled to the starboard diesel
engine currently, will be replaced with a steering system from Kobelt that meets
subchapter K requirements
• The Angel Island will be modified for the crea�on of two physically isolated
batery compartments as shown on the schema�cs in this submission. Each
batery compartment will have 21 bateries that store 330 kWh of electricity for a
combined 660 kWh of energy storage. As part of the crea�on of batery
compartments, two longitudinal bulkheads will be modified as shown and the
compartments will have all four sides and the roof A60 rated (above the roof is
passenger areas).
• The ven�la�on system will be two completely independent systems, one for each
batery compartment consis�ng of a heat exchanger, an A60 damper, welded
duc�ng that is A60 insulated and egress more than 14 feet from the passenger
deck.
• The Angel Island will create access between the motor compartment and the
batery compartments by installing a water�ght door in the water�ght bulkhead
forward of the engine/motor compartment
• The Angel Island will have a modifica�on to its exterior for the crea�on of access
for two fast-charging systems that can show which strategy will be beter for
commercial electric vessels in the US – corded or induc�ve charging

Page | 3
B. Angel Island Ferry Schedule from Tiburon to Angel Island State Park
Depart Arrive At Time at dock Batery Batery Batery Batery
Tiburon Angel before next kWh Charge kWh with Charge with
Island departure Sharrow Sharrow
Prop Prop
10:03 AM 660 100% 660 100.0%
10:39 AM 591.5 89.6%
601.82 91.2%
26 min 591.5 89.6%
No charge 601.8 91.2%
11:05 AM 11:42 AM 523.1 79.3%
543.6 82.4%
21 min 523.1 79.3%
No charge 485.5 73.6%
12:03 PM 12:40 PM 454.6 68.9% 509.5 77.2%
20 min 478.6 72.5%
induc�ve
charge 451.3 68.4%
1:00 PM 1:47 PM 410.2 62.2% 466.9 70.7%
13 min 425.8 64.5%
Induc�ve
charge 466.9 70.7%
2:00 PM 2:43 PM 357.3 54.1% 408.7 61.9%
17 min 377.7 57.2%
induc�ve
charge 429.1 65.0%
3:00 PM 3:49 PM 309.3 46.9%
370.9 56.2%
11 min 322.5 48.9%
induc�ve
charge 384.1 58.2%
4:00 PM 4:45PM 254.0 38.5%
325.9 49.4%
15 min 272.0 41.2%
induc�ve
charge 343.9 52.1%
5:00 PM 5:42 PM End of service 203.6 30.8%
285.7 43.3%
12:10 AM 8:10 AM Slow Charging 660 100%
at 80 kWh
660 100.0%

Page | 4
C. Route Overview
The Angel Island Ferry travels 1.1nm from Tiburon, California to Angel Island State
Park. No charging capacity is available at Angel Island State Park. The ferry returns
from Angel Island State Park to its terminal in Tiburon, California for a roundtrip
distance of 2.2nm.

Page | 5
D. U�lity Grid Charging Infrastructure
Angel Island Ferry began communicating with PG&E on March 29, 2021 in order to
ensure sufficient electrical supply for charging the Angel Island Ferry and other
electric vessels. On June 1, 2021, PG&E organized a meeting with Angel Island Ferry
about their EV Fleet program and committed to adapting this land-based
commercial electric vehicle fleet program to the marine sector and making Angel
Island-Tiburon Ferry the first marine sector participant. Through November 2, 2021,
Green Yachts and Angel Island Ferry worked to get a charger on the SCE approved
product list, a requirement to join the EV Fleet program. Due to this requirement,
Angel Island Ferry had to change charging equipment from ESL Power, which has a
mil-spec rating, to Eaton, which has UL ratings as mil-spec used by the USCG and
the US Navy was not allowed by SCE. On November 2nd, several Eaton products
were put on the approved product list after an 18-page EVSE application was turned
in to SCE. On December 2, 2021, a site visit was conducted by PG&E engineers. On
June 17, 2022, PG&E announced that Angel Island Ferry was accepted into the EV
Fleet Program with an approved application: FLEET003732374

Green Yachts reviewed their calculations and determined the PG&E electrical
engineers made errors in their load calculations and that they were installing a 200
KVA transformer, which wasn’t sufficient with a .8 power factor to supply 200 kWh
of electricity. After review, PG&E agreed with Green Yacht’s calculations. On
November 10, 2022, PG&E sent a revised contract with a 300 KVA transformer and
on November 30, 2022, after a few small modifications, Angel Island Tiburon Ferry
signed the EV Fleet contract with PG&E. Once a new 480V, 600A, 3-phase meter is
installed on the property and once the Angel Island Ferry has received US Coast
Guard design approval, PG&E will then undertake the work to upgrade the grid
including the installation of the 300 KVA transformer. PG&E released a press
release about this on February 15, 2023.

Page | 6
 SECTION 2

Angel Island Ferry PAGE(S)

A. Vessel Details……………………………………………………………………………….7
B. Current Engines……………………………………………………………………………….8-10
C. SAR Report 2013……………………………………………………………………...11-176
II. Vessel Details
Vessel Harbor Cra�
Name: The Angel Island US Coast Guard Official Number: 564370
Type of Vessel: Passenger Ferry Capacity: 400 passengers
Length: 64.2 feet Beam: 30 feet
Displacement: 75.95 long tons

Page | 7
 A. Current Engines
Angel Island Ferry is presen�ng a unique and innova�ve solu�on that maximizes
emissions reduc�ons. Currently, there are 2016 EPA Tier III engines on board. These
Tier III engines are being put in another vessel, the Bonita, that is owned by Angel
Island Ferry and a separate applica�on is being filed for Moyer funding for the
repowering of the Bonita from EPA Tier 0 engines to EPA Tier III engines. The Bonita
engines will be spiked. The purpose of this engine swap is to achieve the maximum
emission reduc�ons possible by removing EPA Tier 0 engines from opera�on rather
than EPA Tier III engines. The details of both engines are presented here:

Angel Island Engines

Number of Engines: 2
Make: Cummins
Model: QSLR9
Port Engine Serial #:7402685
Port Engine Serial #: 7402381
HP: 290
Year: 2016
EPA Tier: III
Annual Hours: 707.6 (3 yr. average)
Type of Exhaust: Dry stack

Page | 8
Port Engine

Page | 9
Starboard Engine

Page | 10
 M/V ANGEL ISLAND
O.N. 564370
Stability Assessment Report

Prepared for: Angel Island-Tiburon Ferry • Tiburon, CA

Ref: 13008-001-843-5 Rev. - March 25, 2013

The information contained in this document has been reviewed and

is certified as complying with the following U.S. Coast Guard regulation:
46 CFR Part 170.

Page | 11
 PREPARED BY
Elliott Bay Design Group
5305 Shilshole Ave. NW, Ste. 100
Seattle, WA 98107

GENERAL NOTES
1. This report is intended for USCG submittal.

REVISIONS
REV DESCRIPTION DATE APPROVED

− Initial issue 03/25/13 WCN

23065

CONFIDENTIAL AND PROPRIETARY PROPERTY OF

ELLIOTT BAY DESIGN GROUP LLC
MAY NOT BE USED FOR CONSTRUCTION OR PROVIDED TO
ANY THIRD PARTIES WITHOUT PRIOR WRITTEN CONSENT.
© 2013 ELLIOTT BAY DESIGN GROUP.

Page | 12
 TABLE OF CONTENTS
PAGE

1 Purpose 1
2 Procedure 1
3 Given and Assumed Parameters 1
3.1 Electronic Hull Model 1
3.2 Draft and Trim 1
3.3 Stability Requirements 1
3.4 Light Ship Weight 1
3.5 Constant Operational Weights 2
3.6 Variable Operational Weights 2
3.7 Loading Conditions 2
3.8 Downflooding Points 3
3.9 Other Assumptions 3
4 Results 4
4.1 Hydrostatic Properties 4
4.2 Intact Stability 4
4.3 Subdivision 4
4.4 Damage Stability 5
4.5 Max VCG Graph 6
5 Conclusions 9
5.1 Limitations 9
6 References 9
Appendix A 10
Hydrostatic Properties 11
Tank Arrangement 13
Tank Capacities 14
Cross Curves of Stability 15
Frame Table 17
Appendix B 18
GHS Intact Loading Condition Output 19
Appendix C 40
Intact Stability Output 41
Appendix D 48
GHS Damage Loading Condition Output 49
Appendix E 96
GHS Output of Subdivision Calculations 97
Appendix F 140
Deadweight Survey Report 141

Page | 13
1 PURPOSE
This report contains the calculations demonstrating that the subject vessel meets the stability
requirements for inspected vessels, as a small passenger ferry operating in partially protected
waters (46 CFR, Subchapter K).

The M/V ANGEL ISLAND 64.2 Ft × 30.0 Ft × 6.0 Ft ferry built in 1975 and owned by Angel
Island-Tiburon Ferry, Inc. The official number is 564370.

2 PROCEDURE
An electronic model of the vessel [1] was used to evaluate applicable intact stability criteria.
General HydroStatics (GHS) software, version 13.0, was used to evaluate the applicable intact
and damage stability requirements. Criteria were evaluated for the loading conditions given on
page 2.

3 GIVEN AND ASSUMED PARAMETERS

3.1 Electronic Hull Model
The hull model was developed from the lines plan for the vessel [2], with modifications based
shipcheck findings. Compartments and tanks were added. All permeabilities were set per USCG
regulations.
The model origin and axis convention is as follows:

Longitudinal Frame 0 positive aft

Transverse centerline positive port
Vertical baseline positive up

3.2 Draft and Trim

Drafts in this report are measured from the baseline at frame 0. The forward freeboard position
is located at frame 0, and the aft freeboard position is located at the transom. Trim is given as
the difference between the drafts at these freeboard positions. Positive trim is when the stern is
deeper than the bow.

3.3 Stability Requirements

The stability criteria applicable to inspected passenger vessels carrying up to 400 passengers on
partially protected waters route, as found in 46 CFR Subchapter S [3], were evaluated for each of
the loading conditions.
3.4 Light Ship Weight
The light ship weight and center of gravity were taken from the Deadweight Survey Report, [4].
(Appendix F). A conservative value of the vertical center of gravity (VCG) was assigned, based
on 73% of the ship depth, including superstructure but excluding pilot house. The light ship
weight and center of gravity (CG) values used are as follows: weight of 75.95 LT, located 34.10
ft aft of frame 0 and 10.0 ft above baseline, exclusive of fixed ballast.

Page | 14
3.5 Constant Operational Weights
The following operational weights were assumed constant and included in all loading conditions.
(Table 1)
Table 1: Constant Operational Weights
Item Weight Centroids Moments
W LCG TCG VCG LMom TMom VMom
- LT ft ft ft LT-ft LT-ft LT-ft
Stores and spares (2000 lbs) 0.89 50.67 0.00 30.00 45 0 27

Crew (4 persons with gear @ 200 lb each) 0.36 32.08 0.00 16.75 11 0 6

3.6 Variable Operational Weights

As required by 46 CFR 170.090, the AAWP for all persons on board must be no less than 185 lb
each. The vessel operator desired a maximum capacity of 400 passengers and 4 crew. Each
person was assigned an average weight of 200 lb (185 lb person, plus 15 lb of personal effects).
In all cases the passengers have a constant VCG, located 3 Ft above the Upper Deck. The
passenger LCGs vary depending on loading condition to induce some degree of trim. Section
3.7 specifies which loads are used in each loading condition. (Table 2)
Table 2: Variable Operational Weights
Identifier Item Weight Centroids Moments
W LCG TCG VCG LMom TMom VMom
- LT ft ft ft LT-ft LT-ft LT-ft
P1 Passengers (400) 35.71 32.08 0.00 16.75 1,146 0 598
P2 Passengers shifted forward (400) 35.71 26.36 0.00 16.75 941 0 598
P3 Passengers shifted aft (400) 35.71 34.89 0.00 16.75 1,246 0 598

3.7 Loading Conditions

Several loading conditions were evaluated, as shown in Table 3. All loading conditions included
the constant loads specified in Section 3.5. All other fixed weights and tank loadings are
specified for each loading condition.

Table 3: Loading Conditions

Condition Operational Weights Tanks
Condition 1 P1 – 400 Passengers FO.S & FO.P = 95%
Departure – Passengers SEW.S = 95%
FW.P = 95%
Condition 2 P1 – 400 Passengers FO.S & FO.P = 10%
Arrival – Passengers EW.S = 10%
FW.P = 10%
Condition 3 FO.S & FO.P = 10%
Arrival – No Passengers SEW.S = 10%
FW.P = 10%

Page | 15
 Condition Operational Weights Tanks
Condition 4 P2 – 400 Passengers FO.S & FO.P = 95%
Departure – Passengers SEW.S = 95%
Fwd FW.P = 95%
Condition 5 P3 – 400 Passengers FO.S & FO.P = 95%
Departure – Passengers SEW.S = 95%
Aft FW.P = 95%
Condition 6 P2 – 400 Passengers FO.S & FO.P = 10%
Arrival – SEW.S = 10%
Passengers Fwd FW.P = 10%
Condition 7 P3 – 400 Passengers FO.S & FO.P = 10%
Arrival – SEW.S = 10%
Passengers Aft FW.P = 10%

GHS output of the loading conditions can be found in Appendix B.

3.8 Downflooding Points

The lowest downflooding points are the engine room air inlets on the port and starboard sides.
The side air inlets are located 53.31 ft aft of Fr. 0, 5.0 ft starboard of centerline, and 17.46 ft
above baseline.

3.9 Other Assumptions

• All calculations assumed standard salt water with a specific gravity of 1.025.

• The vessel is intended for ferry service in partially protected waters.

• The U.S. Coast Guard-required free surface moment (FSM) correction as per
46 CFR 170.285, which was applied for each of the loading conditions. (Table 4)

Table 4: Free Surface Moment Calculation

Tank Name Contents Specific Max Free
Gravity Surface
Moment
- - - LT-ft
FO.S Fuel Oil 0.870 0.90
FO.P Fuel Oil 0.870 0.90
FW.P Potable Water 1.000 0.90
SEW.S Sewage 1.000 0.90
Total 3.60

Page | 16
4 RESULTS
4.1 Hydrostatic Properties
Appendix A provides several standard sets of data for the vessel. This information was provided
for reference and includes hydrostatic properties, a tank arrangement, tank capacities, and cross
curves of stability.

4.2 Intact Stability

Table 5 shows the results of the intact stability assessment. All loading conditions passed all
stability criteria. Appendix B details the calculations for intact stability assessment.

Table 5: Intact Stability Results

Load Description Hydrostatics Intact Stability Criteria
Conditions Weight Trim 170.170 170.173(e)(1) 171.050
(LT) (+Ft aft / Weather Unusual Passenger
64.17 Ft) Criteria Proportion Heel
and Form Criteria
1 Departure – 122.64 +0.35 Pass Pass Pass
Passengers
2 Arrival – 113.94 +0.32 Pass Pass Pass
Passengers
3 Arrival – No 78.23 +0.68 Pass Pass Pass
Passengers
4 Departure – 122.63 -0.47 Pass Pass Pass
Passengers Fwd
5 Departure – 122.61 +0.77 Pass Pass Pass
Passengers Aft
6 Arrival – 113.93 -0.52 Pass Pass Pass
Passengers Fwd
7 Arrival – 113.93 +0.74 Pass Pass Pass
Passengers Aft

4.3 Subdivision
The subdivision requirements were evaluated based on vessels carrying passengers. The
requirements consist of three primary elements: the position of the collision bulkhead; the
spacing of main transverse watertight bulkheads; and prevention of margin line immersion. The
regulations for collision bulkhead and watertight bulkheads only apply to new vessels. This is an
existing vessel and exempt from these requirements for bulkhead placement. The requirements
for margin line immersion still apply.

4.3.1 Margin Line Immersion

The regulations impose a requirement for minimum spacing of watertight bulkheads, based on
margin line immersion [3]. The margin line cannot be submerged with any one compartment
damaged. EBDG utilized the GHS software to evaluate this requirement directly.

Page | 17
Using GHS, the vessel was evaluated for each loading condition. With each loading condition,
each compartment was damaged, including all tanks within the compartment. The ship was
allowed to equalize and the software reported the position of the margin line. For subdivision
calculations, the loads of all tanks were retained as fixed weights. This ensured that the
undamaged weight of the vessel did not change after damage. Appendix E gives detailed
calculations for margin line evaluation. Table 6 summarizes the results.

Table 6: Margin Line Status

Compartment GHS Components Minimum Extra Meets Requirements
Flooded Damaged Freeboard
(to Margin Line)
Compartment 1 FP1.S/C/P 1.06 Ft Yes
Compartment 2 VOID1.S/C/P 0.01 Ft Yes
SEW.S
FW.P
Compartment 3 VOID2.S/C/P 1.54 Ft Yes
Compartment 4 ENGRM.C 0.03 Ft Yes
FO.S&P
Compartment 5 STRGR.C 1.61 Ft Yes
Minimum extra freeboard is the minimum along the entire margin line, considered across
all load cases.

4.4 Damage Stability

The vessel is required to meet a one-compartment standard of flooding, because it is a ferry
vessel with a length of less than 150 feet. Table 7 lists the damage cases used for the damage
stability analysis. All compartments were assigned permeabilities as required by regulations.

Table 7: Damage Cases

Damage Compartments Tank Damage Stability
Case Flooded Permeabilities Criteria – 171.080e
1 FP1.S 95% Pass
FP1.C 95% All load cases
2 VOID1.S 95% Pass
VOID1.C 95% All load cases
3 VOID2.S 95% Pass
VOID2.C 95% All load cases
4 ENGRM.C 85% Pass
FO.S 95% All load cases
5 STRGR.C 95% Pass
All load cases

All load conditions pass for all damage cases. Appendix D details the calculations for damage
stability assessment.

Page | 18
4.5 Max VCG Graph
The GHS software evaluated the vessel stability for a variety of trims and displacements to
determine graphs of maximum vertical center of gravity (maximum VCG). Intact stability was
evaluated for trims ranging from 1.0 Ft forward to 1.0 Ft aft trim, with trim measured over the
length between perpendiculars (64.17 Ft). This graph reported the maximum permitted VCG
that the vessel can achieve within the specified trim ranges. The graphs report the lowest
permitted VCG value from the evaluated trim ranges.

The evaluation developed a curve of permitted maximum VCG for each set of stability criteria
considered. The following results compare the results of each criterion. Finally, all criteria were
combined to give the composite maximum VCG curve that is the minimum from all results.
This composite curve forms the limit for comparison to custom loading conditions.

4.5.1 Max VCG - Intact Stability

Figure 1 shows the permitted maximum VCG values based on intact stability criteria. The
limiting criteria were requirements for unusual proportion and form. The curve for unusual
proportion and form shows only the minimum result from all possible trim conditions. This was
the limiting criteria. The criteria expands to show separate limits for various vessel trims in
Figure 2.

Page | 19
 STABILITY CURVE - ALL CRITERIA
Trim 1.0' Fwd to 1.0' Aft

60

50

40
VERTICAL CENTER OF GRAVITY (KG)

30

20

10

0
60 70 80 90 100 110 120 130 140
DISPLACEMENT IN LONG TONS

Weather (PPW) Passenger Subdivision Displ. Unusual Proportion & Form (Minimum)

Figure 1: Max VCG Graph – Intact Stability

Page | 20
4.5.2 Composite Max VCG Graph
Figure 2 shows the composite maximum VCG curve for all stability criteria. This curve defines
the operational limits for the vessel in terms of maximum vertical center of gravity. Any
evaluated loading conditions must account for free surface effects by a virtual increase in vessel
VCG for comparison to this graph of permitted maximum VCG. The figure also shows that all
evaluated loading conditions are within the limits of their respective curves.

The maximum VCG values below show three different curves, depending on vessel trim. Refer
to Table 5 to determine which max VCG curve applies to each loading condition. The
calculations in Appendix B also confirm that all loading conditions meet stability criteria.

MAXIMUM VCG vs DISPLACEMENT

Trim Range 1.0' Fwd to 1.0' Aft

20.0

18.0
VERTICAL CENTER OF GRAVITY (KG)

16.0

14.0

12.0

10.0

8.0

6.0

4.0

2.0

0.0
60 70 80 90 100 110 120 130 140

DISPLACEMENT IN LONG TONS

Maximum KG - 1 ft Fwd Trim Departure - Pax Arrival - Pax

Subdivision Displ. Arrival - No Pax Departure - Pax Fwd
Departure - Pax Aft Arrival - Pax Fwd Arrival - Pax Aft
Maximum KG - 0 ft Trim Maximum KG - 1 ft Aft Trim

Figure 2: Composite Max VCG Graph

Page | 21
5 CONCLUSIONS
All intact stability conditions comply with the applicable intact stability requirements for
operation as a passenger vessel. All damage scenarios comply with applicable damage stability
requirements for operation as a passenger vessel. No subdivision damage case immerses the
margin line. The vessel meets all requirements for operation as a small passenger vessel.

5.1 Limitations
The following operating limitations are imposed on this vessel:

1. The vessel may carry no more than 404 persons on board, and no more than 400 passengers.
2. The vessel must maintain a minimum freeboard forward of at least 3.04 Ft, measured at the
forward perpendicular. (0.0 Ft aft of the head-log.) This corresponds to a maximum draft of
2.96 Ft, measured at the forward perpendicular.
3. The vessel must maintain a minimum freeboard aft of at least 2.92 Ft, measured at the aft
perpendicular. (64.17 Ft aft of the head-log.) This corresponds to a maximum draft of 3.08
Ft, measured at the aft perpendicular.
4. The vessel is restricted to a maximum displacement of 124.82 LT. The maximum permitted
displacement corresponds to a minimum freeboard of at least 3.25 Ft, measured at the
longitudinal center of floatation. This corresponds to a maximum draft of 2.75 Ft, measured
at the longitudinal center of floatation.
5. The vessel must operate in partially protected waters.

6 REFERENCES

[1] Elliott Bay Design Group, "GHS Computer Hull Model," Computer File: [Link], Seattle,
WA, 03/13/2013.

[2] Z Concepts, "M/V ANGEL ISLAND: Lines Plan," 87.4.389-1, Rev -, Petaluma, CA,
10/23/11.

[3] Code of Federal Regulations, "Subchapter S - Subdivision and Stability," 46 CFR,

Subchapter S (170 - 174), Washington, D.C., 2013.

[4] Elliott Bay Design Group, "M/V ANGEL ISLAND: Deadweight Survey Report," 13008-
001-843-4, Rev -, Seattle, WA, 03/15/2013.

Page | 22
 Appendix A
Hydrostatic Properties

Tank Arrangement

Tank Capacities

Cross Curves of Stability

Frame Table

Page | 23
HYDROSTATIC PROPERTIES
03/12/13 10:16:26 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND

HYDROSTATIC PROPERTIES
No Trim, No Heel, VCG = 0.00

LCF Displacement Buoyancy-Ctr. Weight/ Moment/

Draft----Weight(LT)----LCB-----VCB-----Inch-----LCF--Deg trim----KML-----KMT
0.250 8.05 29.87a 0.13 2.84 30.17a 91.52 651.7 271.95
0.500 16.99 30.23a 0.26 3.11 30.87a 116.88 394.0 145.08
0.750 26.71 30.59a 0.39 3.37 31.58a 143.86 308.6 102.91
1.000 37.16 30.97a 0.53 3.60 32.29a 172.34 265.7 81.52
1.250 48.33 31.37a 0.67 3.84 33.11a 205.12 243.2 68.86
1.500 60.22 31.80a 0.81 4.08 33.96a 241.66 229.9 60.44
1.750 72.62 32.18a 0.95 4.19 34.11a 258.65 204.1 52.04
2.000 85.38 32.49a 1.09 4.32 34.44a 278.76 187.1 45.98
2.250 98.40 32.74a 1.22 4.36 34.27a 287.03 167.1 40.74
2.500 111.56 32.91a 1.36 4.40 34.08a 294.98 151.5 36.64
2.750 124.82 33.02a 1.49 4.44 33.89a 302.50 138.8 33.34
3.000 138.18 33.10a 1.63 4.47 33.69a 309.47 128.3 30.61
3.250 151.63 33.14a 1.76 4.50 33.48a 316.33 119.5 28.35
3.500 165.17 33.16a 1.89 4.53 33.27a 323.20 112.1 26.47
3.750 178.80 33.16a 2.02 4.56 33.08a 330.05 105.8 24.87
4.000 192.51 33.15a 2.16 4.58 32.88a 336.96 100.3 23.50
4.250 206.30 33.12a 2.29 4.61 32.69a 343.82 95.5 22.33
4.500 220.17 33.09a 2.42 4.63 32.54a 349.77 91.0 21.29
4.750 234.07 33.06a 2.55 4.64 32.52a 351.36 86.0 20.33
5.000 247.98 33.03a 2.68 4.64 32.51a 352.86 81.5 19.48
5.250 261.89 33.00a 2.81 4.64 32.50a 354.31 77.5 18.72
5.500 275.81 32.97a 2.94 4.64 32.50a 355.73 73.9 18.05
Distances in FEET.-------Specific Gravity = 1.025.-----------Moment in Ft-LT.
Draft is from Baseline.

Page | 24
Page | 25
TANK ARRANGEMENT

Page | 26
TANK CAPACITIES
03/21/13 11:35:55 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND

-------TANK LIST--------
-------Capacities at 100%-------

TANK STATUS
Trim: zero, Heel: zero
Part-----------Gals.-----SpGr-----Weight(LT)----LCG-----TCG-----VCG-------FSM
FP1.C 6912.7 1.025 26.40 6.27a 0.00 3.62 223.4*
FP1.S 1405.1 1.025 5.37 6.33a 12.65s 3.70 2.2*
FP1.P 1405.2 1.025 5.37 6.33a 12.65p 3.70 2.2*
VOID1.C 13292 1.025 50.76 18.67a 0.00 3.05 335.1*
VOID1.S 2954.8 1.025 11.28 18.67a 12.68s 3.10 3.3*
VOID1.P 2954.8 1.025 11.28 18.67a 12.68p 3.10 3.3*
VOID2.C 14326 1.025 54.71 34.67a 0.00 3.00 335.1*
VOID2.S 2955.7 1.025 11.29 34.67a 12.68s 3.10 3.3*
VOID2.P 2955.7 1.025 11.29 34.67a 12.68p 3.10 3.3*
ENGRM.C 15341 1.025 58.58 50.96a 0.00 3.19 682.6*
STRGR.C 6216.6 1.025 23.74 61.78a 0.00 3.68 383.2*
FO.S 985.2 0.870 3.19 45.33a 12.68s 3.10 0.9*
FO.P 985.2 0.870 3.19 45.33a 12.68p 3.10 0.9*
FW.P 517.0 1.000 1.93 18.67a 6.87p 2.33 0.9*
SEW.S 517.0 1.000 1.93 18.67a 6.87s 2.33 0.9*
Total Tanks---------> 280.30 32.45a 0.00 3.20 1980.5
Distances in FEET.-------------------------------------------Moments in Ft-LT.
+
Note: FSM values marked with an asterisk (*) are formal values which are
not the same as the true values in the present condition.
+

Page | 27
CROSS CURVES OF STABILITY
03/14/13 08:52:31 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND

CROSS CURVES OF STABILITY

Showing righting arms in heel at VCG = 0.00
Trim: zero at zero heel (trim righting arm held at zero)

Displacement Heel Angles in Degrees

LONG TONS 5.00s 10.00s 15.00s 20.00s 30.00s
-----------------------------------------------------
16.99 8.80s 10.69s 11.43s 11.75s 11.74s
26.71 7.66s 9.96s 10.89s 11.34s 11.52s
37.16 6.64s 9.29s 10.40s 10.97s 11.32s
48.33 5.70s 8.67s 9.94s 10.62s 11.14s
60.22 4.91s 8.07s 9.48s 10.27s 10.89s
72.62 4.33s 7.51s 9.05s 9.94s 10.53s
85.38 3.86s 6.97s 8.65s 9.60s 10.11s
98.40 3.49s 6.47s 8.26s 9.19s 9.65s
111.56 3.17s 5.99s 7.89s 8.74s 9.16s
124.82 2.90s 5.57s 7.47s 8.25s 8.66s
138.18 2.67s 5.20s 7.02s 7.74s 8.14s
151.63 2.47s 4.87s 6.53s 7.21s 7.61s
165.17 2.31s 4.57s 6.02s 6.66s 7.07s
-----------------------------------------------------

Displacement Heel Angles in Degrees @ Flooding

LONG TONS 40.00s 50.00s 60.00s Arm Angle
-----------------------------------------------------
16.99 11.17s 10.22s 8.95s
26.71 11.12s 10.28s 8.99s
37.16 11.04s 10.18s 8.87s
48.33 10.85s 9.97s 8.69s
60.22 10.56s 9.70s 8.46s
72.62 10.21s 9.38s 8.21s
85.38 9.80s 9.03s 7.93s
98.40 9.36s 8.65s 7.63s
111.56 8.91s 8.26s 7.32s
124.82 8.44s 7.86s 7.00s
138.18 7.97s 7.46s 6.69s
151.63 7.49s 7.05s 6.37s
165.17 7.00s 6.64s 6.04s
Distances in FEET.---Specific Gravity = 1.025.-------

Page | 28
Page | 29
FRAME TABLE

Frame Feet from Frame Feet from

Number GHS Origin Number GHS Origin

1 5.33 7 37.33
WT 2 10.67 WT 8 42.67
3 16.00 9 48.00
4 21.33 10 53.33
WT 5 26.67 WT 11 58.67
6 32.00 T 64.17

Page | 30
 Appendix B
GHS Intact Loading Condition Output

Page | 31
GHS INTACT LOADING CONDITION OUTPUT
03/22/13 13:18:13 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND
LC1: Departure - Passengers

Intact Condition

WEIGHT and DISPLACEMENT STATUS

Baseline draft: 2.520 @ 0.00, 2.877 @ 64.17a
Trim: Aft 0.36/64.17, Heel: zero
Part------------------------------Weight(LT)----LCG-----TCG-----VCG
Light Ship 75.95 34.10a 0.00 10.00
Stores 0.89 50.67a 0.00 3.00
Crew (4) 0.36 32.08a 0.00 16.75
Passengers (400) 35.71 32.08a 0.00 16.75
Total Fixed---------> 112.91 33.59a 0.00 12.10
Load-----SpGr-----Weight(LT)----LCG-----TCG-----VCG-------FSM
FO.S 0.950 0.870 3.03 45.34a 12.68s 2.95 0.0*
FO.P 0.950 0.870 3.03 45.34a 12.68p 2.95 0.0*
FW.P 0.950 1.000 1.83 18.67a 6.87p 2.26 0.0*
SEW.S 0.950 1.000 1.83 18.67a 6.87s 2.26 0.0*
Total Tanks---------> 9.73 35.30a 0.00 2.69 3.6*
Total Weight--------> 122.64 33.72a 0.00 11.35
Displ(LT)----LCB-----TCB-----VCB------RefHt
HULL 1.025 122.64 33.78a 0.00 1.47 -2.52
------------------------------------------------------------------------------
Righting Arms: 0.00 0.00
Distances in FEET.-------------------------------------------Moments in Ft-LT.
+
Note: FSM values marked with an asterisk (*) are formal values which are
not the same as the true values in the present condition.
+

FREEBOARD STATUS
Baseline draft: 2.520 @ 0.00, 2.877 @ 64.17a
Trim: Aft 0.36/64.17, Heel: zero
Least freeboard is 3.12 Ft located at 65.00a
Least extra freeboard (to margin line) is 2.53 Ft located at 38.08a

HYDROSTATIC PROPERTIES
Trim: Aft 0.36/64.17, No Heel, VCG = 11.35

LCF Displacement Buoyancy-Ctr. Weight/ Moment/

Draft----Weight(LT)----LCB-----VCB-----Inch-----LCF---In trim----GML-----GMT
2.709 122.64 33.78a 1.47 4.41 34.08a 20.30 127.5 22.33
Distances in FEET.-------Specific Gravity = 1.025.-----------Moment in Ft-LT.
Trim is per 64.17Ft
Draft is from Baseline. Formal Free Surface included.

Note: GMT includes the formal free surface moment 3.6 Ft-LT

Page | 32
03/22/13 13:18:13 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND
LC1: Departure - Passengers

Intact Condition
170.170 Weather Criteria

Baseline draft: 2.520 @ 0.00, 2.877 @ 64.17a

Trim: Aft 0.36/64.17, Heel: zero
Part---------------------------LPA------LCP-----HCP-------LPA------LCP-----HCP
HULL 148.8 34.06a -1.26 211.5 32.36a 1.67
DKHSE 742.3 32.57a 9.49
Total Lateral Plane-> 148.8 34.06a -1.26 953.9 32.52a 7.76

WIND PRESSURE vs. HEIGHT

Height----Pressure
1.00 0.00319
Height in feet---Pressure in LT/SqFt

HEELING MOMENT specification

Band width: 0.328
Wind pressure toward starboard
Baseline draft: 2.520 @ 0.00, 2.877 @ 64.17a
Trim: Aft 0.36/64.17, Heel: zero

Part---------------------------HCF------Arm-----Force(LT)--------Moment
Combined 7.87 9.19 3.09 28.37
Distances in FEET.--------------------------------------Moment in Ft-LT

LIM------------46 CFR 170.170 - Weather CRITERION-----Min/Max--------Attained

(1) Angle from Equ. to abs 14 deg or Half Frbd. > 0.00 deg 5.28 P
(2) Absolute Area Ratio from abs 0 deg to abs 14 > 0.492 11.041 P
(3) Angle from Equilibrium to RAzero > 15.00 deg 44.64 P
-----------------------------------------------------------------------------

Page | 33
03/22/13 13:18:13 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND
LC1: Departure - Passengers

Intact Condition
46 CFR 170.173(e)(1) Intact Righting Energy Criterion

LIM---------------170.173(E)(1) RIGHTING ENERGY-------Min/Max--------Attained

(1) Angle from abs 0 deg to RAzero > 35.00 deg 46.05 P
(2) Angle from abs 0 deg to Flood > 20.00 deg 77.40 P
(3) Area from abs 0 deg to MaxRA or Flood > 15.00 Ft-deg 45.73 P
(5) Area from abs 0 deg to 40 > 15.00 Ft-deg 122.34 P
--------------------Relative angles measured from 0.000 ---------------------

03/22/13 13:18:13 Elliott Bay Design Group

GHS 13.00 M/V ANGEL ISLAND
LC1: Departure - Passengers

Intact Condition
171.050 Passenger Heel Criteria

HEELING MOMENT specification

Heeling Moment
156.94s Ft-LT
Heeling Moment to starboard for 0.00 deg heel -------> 156.94

LIM-----------46 CFR 171.050 - Passenger CRITERION----Min/Max--------Attained

(1) Angle from Equ. to abs 14 deg or Dk Imm. > 0.00 deg 8.81 P
(2) Absolute Area Ratio from abs 0 deg to abs 14 > 0.492 2.001 P
-----------------------------------------------------------------------------

Page | 34
03/22/13 13:18:13 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND
LC2: Arrival - Passengers

Intact Condition

WEIGHT and DISPLACEMENT STATUS

Baseline draft: 2.377 @ 0.00, 2.692 @ 64.17a
Trim: Aft 0.32/64.17, Heel: zero
Part------------------------------Weight(LT)----LCG-----TCG-----VCG
Light Ship 75.95 34.10a 0.00 10.00
Stores 0.89 50.67a 0.00 3.00
Crew (4) 0.36 32.08a 0.00 16.75
Passengers (400) 35.71 32.08a 0.00 16.75
Total Fixed---------> 112.91 33.59a 0.00 12.10
Load-----SpGr-----Weight(LT)----LCG-----TCG-----VCG-------FSM
FO.S 0.100 0.870 0.32 45.35a 12.25s 0.38 0.0*
FO.P 0.100 0.870 0.32 45.35a 12.25p 0.38 0.0*
FW.P 0.100 1.000 0.19 18.72a 6.87p 0.98 0.0*
SEW.S 0.100 1.000 0.19 18.72a 6.87s 0.98 0.0*
Total Tanks---------> 1.02 35.33a 0.00 0.61 3.6*
Total Weight--------> 113.93 33.60a 0.00 12.00
Displ(LT)----LCB-----TCB-----VCB------RefHt
HULL 1.025 113.93 33.65a 0.00 1.39 -2.38
------------------------------------------------------------------------------
Righting Arms: 0.00 0.00
Distances in FEET.-------------------------------------------Moments in Ft-LT.
+
Note: FSM values marked with an asterisk (*) are formal values which are
not the same as the true values in the present condition.
+

FREEBOARD STATUS
Baseline draft: 2.377 @ 0.00, 2.692 @ 64.17a
Trim: Aft 0.32/64.17, Heel: zero
Least freeboard is 3.30 Ft located at 65.00a
Least extra freeboard (to margin line) is 2.70 Ft located at 37.42a

HYDROSTATIC PROPERTIES
Trim: Aft 0.32/64.17, No Heel, VCG = 12.00

LCF Displacement Buoyancy-Ctr. Weight/ Moment/

Draft----Weight(LT)----LCB-----VCB-----Inch-----LCF---In trim----GML-----GMT
2.545 113.93 33.65a 1.39 4.39 34.20a 20.02 135.3 23.87
Distances in FEET.-------Specific Gravity = 1.025.-----------Moment in Ft-LT.
Trim is per 64.17Ft
Draft is from Baseline. Formal Free Surface included.

Note: GMT includes the formal free surface moment 3.6 Ft-LT

Page | 35
03/22/13 13:18:13 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND
LC2: Arrival - Passengers

Intact Condition
170.170 Weather Criteria

Baseline draft: 2.377 @ 0.00, 2.692 @ 64.17a

Trim: Aft 0.32/64.17, Heel: zero
Part---------------------------LPA------LCP-----HCP-------LPA------LCP-----HCP
HULL 138.6 33.97a -1.18 221.7 32.49a 1.75
DKHSE 742.3 32.56a 9.66
Total Lateral Plane-> 138.6 33.97a -1.18 964.1 32.55a 7.84

WIND PRESSURE vs. HEIGHT

Height----Pressure
1.00 0.00319
Height in feet---Pressure in LT/SqFt

HEELING MOMENT specification

Band width: 0.328
Wind pressure toward starboard
Baseline draft: 2.377 @ 0.00, 2.692 @ 64.17a
Trim: Aft 0.32/64.17, Heel: zero

Part---------------------------HCF------Arm-----Force(LT)--------Moment
Combined 7.95 9.23 3.12 28.83
Distances in FEET.--------------------------------------Moment in Ft-LT

LIM------------46 CFR 170.170 - Weather CRITERION-----Min/Max--------Attained

(1) Angle from Equ. to abs 14 deg or Half Frbd. > 0.00 deg 5.64 P
(2) Absolute Area Ratio from abs 0 deg to abs 14 > 0.492 10.575 P
(3) Angle from Equilibrium to RAzero > 15.00 deg 43.73 P
-----------------------------------------------------------------------------

Page | 36
03/22/13 13:18:13 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND
LC2: Arrival - Passengers

Intact Condition
46 CFR 170.173(e)(1) Intact Righting Energy Criterion

LIM---------------170.173(E)(1) RIGHTING ENERGY-------Min/Max--------Attained

(1) Angle from abs 0 deg to RAzero > 35.00 deg 45.19 P
(2) Angle from abs 0 deg to Flood > 20.00 deg 81.56 P
(3) Area from abs 0 deg to MaxRA or Flood > 15.00 Ft-deg 47.96 P
(5) Area from abs 0 deg to 40 > 15.00 Ft-deg 124.85 P
--------------------Relative angles measured from 0.000 ---------------------

03/22/13 13:18:13 Elliott Bay Design Group

GHS 13.00 M/V ANGEL ISLAND
LC2: Arrival - Passengers

Intact Condition
171.050 Passenger Heel Criteria

HEELING MOMENT specification

Heeling Moment
156.94s Ft-LT
Heeling Moment to starboard for 0.00 deg heel -------> 156.94

LIM-----------46 CFR 171.050 - Passenger CRITERION----Min/Max--------Attained

(1) Angle from Equ. to abs 14 deg or Dk Imm. > 0.00 deg 9.85 P
(2) Absolute Area Ratio from abs 0 deg to abs 14 > 0.492 1.945 P
-----------------------------------------------------------------------------

Page | 37
03/22/13 13:18:13 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND
LC3: Arrival - No Passengers

Intact Condition

WEIGHT and DISPLACEMENT STATUS

Baseline draft: 1.495 @ 0.00, 2.172 @ 64.17a
Trim: Aft 0.68/64.17, Heel: zero
Part------------------------------Weight(LT)----LCG-----TCG-----VCG
Light Ship 75.95 34.10a 0.00 10.00
Stores 0.89 50.67a 0.00 3.00
Crew (4) 0.36 32.08a 0.00 16.75
Total Fixed---------> 77.20 34.28a 0.00 9.95
Load-----SpGr-----Weight(LT)----LCG-----TCG-----VCG-------FSM
FO.S 0.100 0.870 0.32 45.37a 12.25s 0.38 0.0*
FO.P 0.100 0.870 0.32 45.37a 12.25p 0.38 0.0*
FW.P 0.100 1.000 0.19 18.77a 6.87p 0.98 0.0*
SEW.S 0.100 1.000 0.19 18.77a 6.87s 0.98 0.0*
Total Tanks---------> 1.02 35.36a 0.00 0.61 3.6*
Total Weight--------> 78.22 34.30a 0.00 9.83
Displ(LT)----LCB-----TCB-----VCB------RefHt
HULL 1.025 78.22 34.39a 0.00 1.02 -1.50
------------------------------------------------------------------------------
Righting Arms: 0.00 0.00
Distances in FEET.-------------------------------------------Moments in Ft-LT.
+
Note: FSM values marked with an asterisk (*) are formal values which are
not the same as the true values in the present condition.
+

FREEBOARD STATUS
Baseline draft: 1.495 @ 0.00, 2.172 @ 64.17a
Trim: Aft 0.68/64.17, Heel: zero
Least freeboard is 3.82 Ft located at 65.00a
Least extra freeboard (to margin line) is 3.35 Ft located at 43.33a

HYDROSTATIC PROPERTIES
Trim: Aft 0.68/64.17, No Heel, VCG = 9.83

LCF Displacement Buoyancy-Ctr. Weight/ Moment/

Draft----Weight(LT)----LCB-----VCB-----Inch-----LCF---In trim----GML-----GMT
1.864 78.22 34.39a 1.02 4.26 34.93a 18.86 185.6 39.53
Distances in FEET.-------Specific Gravity = 1.025.-----------Moment in Ft-LT.
Trim is per 64.17Ft
Draft is from Baseline. Formal Free Surface included.

Note: GMT includes the formal free surface moment 3.6 Ft-LT

Page | 38
03/22/13 13:18:13 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND
LC3: Arrival - No Passengers

Intact Condition
170.170 Weather Criteria

Baseline draft: 1.495 @ 0.00, 2.172 @ 64.17a

Trim: Aft 0.68/64.17, Heel: zero
Part---------------------------LPA------LCP-----HCP-------LPA------LCP-----HCP
HULL 96.8 34.81a -0.85 263.6 32.44a 2.12
DKHSE 742.3 32.63a 10.36
Total Lateral Plane-> 96.8 34.81a -0.85 1005.9 32.58a 8.20

WIND PRESSURE vs. HEIGHT

Height----Pressure
1.00 0.00319
Height in feet---Pressure in LT/SqFt

HEELING MOMENT specification

Band width: 0.328
Wind pressure toward starboard
Baseline draft: 1.495 @ 0.00, 2.172 @ 64.17a
Trim: Aft 0.68/64.17, Heel: zero

Part---------------------------HCF------Arm-----Force(LT)--------Moment
Combined 8.30 9.22 3.25 30.00
Distances in FEET.--------------------------------------Moment in Ft-LT

LIM------------46 CFR 170.170 - Weather CRITERION-----Min/Max--------Attained

(1) Angle from Equ. to abs 14 deg or Half Frbd. > 0.00 deg 7.06 P
(2) Absolute Area Ratio from abs 0 deg to abs 14 > 0.492 10.325 P
(3) Angle from Equilibrium to RAzero > 15.00 deg 56.30 P
-----------------------------------------------------------------------------

Page | 39
03/22/13 13:18:13 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND
LC3: Arrival - No Passengers

Intact Condition
46 CFR 170.173(e)(1) Intact Righting Energy Criterion

LIM---------------170.173(E)(1) RIGHTING ENERGY-------Min/Max--------Attained

(1) Angle from abs 0 deg to RAzero > 35.00 deg 57.84 P
(2) Angle from abs 0 deg to Flood > 20.00 deg 94.73 P
(3) Area from abs 0 deg to MaxRA or Flood > 15.00 Ft-deg 82.95 P
(5) Area from abs 0 deg to 40 > 15.00 Ft-deg 198.72 P
--------------------Relative angles measured from 0.000 ---------------------

03/22/13 13:18:13 Elliott Bay Design Group

GHS 13.00 M/V ANGEL ISLAND
LC3: Arrival - No Passengers

Intact Condition
171.050 Passenger Heel Criteria

HEELING MOMENT specification

Heeling Moment
156.94s Ft-LT
Heeling Moment to starboard for 0.00 deg heel -------> 156.94

LIM-----------46 CFR 171.050 - Passenger CRITERION----Min/Max--------Attained

(1) Angle from Equ. to abs 14 deg or Dk Imm. > 0.00 deg 11.04 P
(2) Absolute Area Ratio from abs 0 deg to abs 14 > 0.492 2.200 P
-----------------------------------------------------------------------------

Page | 40
03/22/13 13:18:13 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND
LC4: Departure - Passengers Shift Fwd

Intact Condition

WEIGHT and DISPLACEMENT STATUS

Baseline draft: 2.955 @ 0.00, 2.488 @ 64.17a
Trim: Fwd 0.47/64.17, Heel: zero
Part------------------------------Weight(LT)----LCG-----TCG-----VCG
Light Ship 75.95 34.10a 0.00 10.00
Stores 0.89 50.67a 0.00 3.00
Crew (4) 0.36 32.08a 0.00 16.75
Passengers Fwd (400) 35.71 26.36a 0.00 16.75
Total Fixed---------> 112.91 31.78a 0.00 12.10
Load-----SpGr-----Weight(LT)----LCG-----TCG-----VCG-------FSM
FO.S 0.950 0.870 3.03 45.33a 12.68s 2.95 0.0*
FO.P 0.950 0.870 3.03 45.33a 12.68p 2.95 0.0*
FW.P 0.950 1.000 1.83 18.66a 6.87p 2.26 0.0*
SEW.S 0.950 1.000 1.83 18.66a 6.87s 2.26 0.0*
Total Tanks---------> 9.73 35.30a 0.00 2.69 3.6*
Total Weight--------> 122.64 32.06a 0.00 11.35
Displ(LT)----LCB-----TCB-----VCB------RefHt
HULL 1.025 122.63 31.98a 0.00 1.48 -2.96
------------------------------------------------------------------------------
Righting Arms: 0.00 0.00
Distances in FEET.-------------------------------------------Moments in Ft-LT.
+
Note: FSM values marked with an asterisk (*) are formal values which are
not the same as the true values in the present condition.
+

FREEBOARD STATUS
Baseline draft: 2.955 @ 0.00, 2.488 @ 64.17a
Trim: Fwd 0.47/64.17, Heel: zero
Least freeboard is 3.04 Ft located at 0.00
Least extra freeboard (to margin line) is 2.50 Ft located at 24.95a

HYDROSTATIC PROPERTIES
Trim: Fwd 0.47/64.17, No Heel, VCG = 11.35

LCF Displacement Buoyancy-Ctr. Weight/ Moment/

Draft----Weight(LT)----LCB-----VCB-----Inch-----LCF---In trim----GML-----GMT
2.710 122.63 31.98a 1.48 4.46 33.71a 20.98 131.7 22.59
Distances in FEET.-------Specific Gravity = 1.025.-----------Moment in Ft-LT.
Trim is per 64.17Ft
Draft is from Baseline. Formal Free Surface included.

Note: GMT includes the formal free surface moment 3.6 Ft-LT

Page | 41
03/22/13 13:18:13 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND
LC4: Departure - Passengers Shift Fwd

Intact Condition
170.170 Weather Criteria

Baseline draft: 2.955 @ 0.00, 2.488 @ 64.17a

Trim: Fwd 0.47/64.17, Heel: zero
Part---------------------------LPA------LCP-----HCP-------LPA------LCP-----HCP
HULL 148.9 32.31a -1.26 211.5 33.52a 1.65
DKHSE 742.3 32.42a 9.48
Total Lateral Plane-> 148.9 32.31a -1.26 953.9 32.66a 7.74

WIND PRESSURE vs. HEIGHT

Height----Pressure
1.00 0.00319
Height in feet---Pressure in LT/SqFt

HEELING MOMENT specification

Band width: 0.328
Wind pressure toward starboard
Baseline draft: 2.955 @ 0.00, 2.488 @ 64.17a
Trim: Fwd 0.47/64.17, Heel: zero

Part---------------------------HCF------Arm-----Force(LT)--------Moment
Combined 7.83 9.17 3.08 28.24
Distances in FEET.--------------------------------------Moment in Ft-LT

LIM------------46 CFR 170.170 - Weather CRITERION-----Min/Max--------Attained

(1) Angle from Equ. to abs 14 deg or Half Frbd. > 0.00 deg 5.34 P
(2) Absolute Area Ratio from abs 0 deg to abs 14 > 0.492 11.111 P
(3) Angle from Equilibrium to RAzero > 15.00 deg 44.65 P
-----------------------------------------------------------------------------

Page | 42
03/22/13 13:18:13 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND
LC4: Departure - Passengers Shift Fwd

Intact Condition
46 CFR 170.173(e)(1) Intact Righting Energy Criterion

LIM---------------170.173(E)(1) RIGHTING ENERGY-------Min/Max--------Attained

(1) Angle from abs 0 deg to RAzero > 35.00 deg 46.04 P
(2) Angle from abs 0 deg to Flood > 20.00 deg 84.44 P
(3) Area from abs 0 deg to MaxRA or Flood > 15.00 Ft-deg 45.89 P
(5) Area from abs 0 deg to 40 > 15.00 Ft-deg 122.33 P
--------------------Relative angles measured from 0.000 ---------------------

03/22/13 13:18:13 Elliott Bay Design Group

GHS 13.00 M/V ANGEL ISLAND
LC4: Departure - Passengers Shift Fwd

Intact Condition
171.050 Passenger Heel Criteria

HEELING MOMENT specification

Heeling Moment
156.94s Ft-LT
Heeling Moment to starboard for 0.00 deg heel -------> 156.94

LIM-----------46 CFR 171.050 - Passenger CRITERION----Min/Max--------Attained

(1) Angle from Equ. to abs 14 deg or Dk Imm. > 0.00 deg 8.74 P
(2) Absolute Area Ratio from abs 0 deg to abs 14 > 0.492 2.003 P
-----------------------------------------------------------------------------

Page | 43
03/22/13 13:18:13 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND
LC5: Departure - Passengers Shift Aft

Intact Condition

WEIGHT and DISPLACEMENT STATUS

Baseline draft: 2.298 @ 0.00, 3.071 @ 64.17a
Trim: Aft 0.77/64.17, Heel: zero
Part------------------------------Weight(LT)----LCG-----TCG-----VCG
Light Ship 75.95 34.10a 0.00 10.00
Stores 0.89 50.67a 0.00 3.00
Crew (4) 0.36 32.08a 0.00 16.75
Passengers Aft (400) 35.71 34.89a 0.00 16.75
Total Fixed---------> 112.91 34.48a 0.00 12.10
Load-----SpGr-----Weight(LT)----LCG-----TCG-----VCG-------FSM
FO.S 0.950 0.870 3.03 45.34a 12.68s 2.95 0.0*
FO.P 0.950 0.870 3.03 45.34a 12.68p 2.95 0.0*
FW.P 0.950 1.000 1.83 18.68a 6.88p 2.26 0.0*
SEW.S 0.950 1.000 1.83 18.68a 6.87s 2.26 0.0*
Total Tanks---------> 9.73 35.31a 0.00 2.69 3.6*
Total Weight--------> 122.64 34.54a 0.00 11.35
Displ(LT)----LCB-----TCB-----VCB------RefHt
HULL 1.025 122.61 34.66a 0.00 1.48 -2.30
------------------------------------------------------------------------------
Righting Arms: 0.00 0.00
Distances in FEET.-------------------------------------------Moments in Ft-LT.
+
Note: FSM values marked with an asterisk (*) are formal values which are
not the same as the true values in the present condition.
+

FREEBOARD STATUS
Baseline draft: 2.298 @ 0.00, 3.071 @ 64.17a
Trim: Aft 0.77/64.17, Heel: zero
Least freeboard is 2.92 Ft located at 65.00a
Least extra freeboard (to margin line) is 2.48 Ft located at 45.30a

HYDROSTATIC PROPERTIES
Trim: Aft 0.77/64.17, No Heel, VCG = 11.35

LCF Displacement Buoyancy-Ctr. Weight/ Moment/

Draft----Weight(LT)----LCB-----VCB-----Inch-----LCF---In trim----GML-----GMT
2.711 122.61 34.66a 1.48 4.39 34.26a 19.94 125.2 22.16
Distances in FEET.-------Specific Gravity = 1.025.-----------Moment in Ft-LT.
Trim is per 64.17Ft
Draft is from Baseline. Formal Free Surface included.

Note: GMT includes the formal free surface moment 3.6 Ft-LT

Page | 44
03/22/13 13:18:13 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND
LC5: Departure - Passengers Shift Aft

Intact Condition
170.170 Weather Criteria

Baseline draft: 2.298 @ 0.00, 3.071 @ 64.17a

Trim: Aft 0.77/64.17, Heel: zero
Part---------------------------LPA------LCP-----HCP-------LPA------LCP-----HCP
HULL 148.8 34.93a -1.26 211.6 31.78a 1.68
DKHSE 742.3 32.65a 9.50
Total Lateral Plane-> 148.8 34.93a -1.26 953.9 32.46a 7.77

WIND PRESSURE vs. HEIGHT

Height----Pressure
1.00 0.00319
Height in feet---Pressure in LT/SqFt

HEELING MOMENT specification

Band width: 0.328
Wind pressure toward starboard
Baseline draft: 2.298 @ 0.00, 3.071 @ 64.17a
Trim: Aft 0.77/64.17, Heel: zero

Part---------------------------HCF------Arm-----Force(LT)--------Moment
Combined 7.88 9.22 3.09 28.53
Distances in FEET.--------------------------------------Moment in Ft-LT

LIM------------46 CFR 170.170 - Weather CRITERION-----Min/Max--------Attained

(1) Angle from Equ. to abs 14 deg or Half Frbd. > 0.00 deg 4.91 P
(2) Absolute Area Ratio from abs 0 deg to abs 14 > 0.492 10.925 P
(3) Angle from Equilibrium to RAzero > 15.00 deg 44.33 P
-----------------------------------------------------------------------------

Page | 45
03/22/13 13:18:13 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND
LC5: Departure - Passengers Shift Aft

Intact Condition
46 CFR 170.173(e)(1) Intact Righting Energy Criterion

LIM---------------170.173(E)(1) RIGHTING ENERGY-------Min/Max--------Attained

(1) Angle from abs 0 deg to RAzero > 35.00 deg 45.75 P
(2) Angle from abs 0 deg to Flood > 20.00 deg 73.49 P
(3) Area from abs 0 deg to MaxRA or Flood > 15.00 Ft-deg 45.11 P
(5) Area from abs 0 deg to 40 > 15.00 Ft-deg 120.78 P
--------------------Relative angles measured from 0.000 ---------------------

03/22/13 13:18:13 Elliott Bay Design Group

GHS 13.00 M/V ANGEL ISLAND
LC5: Departure - Passengers Shift Aft

Intact Condition
171.050 Passenger Heel Criteria

HEELING MOMENT specification

Heeling Moment
156.94s Ft-LT
Heeling Moment to starboard for 0.00 deg heel -------> 156.94

LIM-----------46 CFR 171.050 - Passenger CRITERION----Min/Max--------Attained

(1) Angle from Equ. to abs 14 deg or Dk Imm. > 0.00 deg 7.83 P
(2) Absolute Area Ratio from abs 0 deg to abs 14 > 0.492 1.992 P
-----------------------------------------------------------------------------

Page | 46
03/22/13 13:18:13 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND
LC6: Arrival - Passengers Shift Fwd

Intact Condition

WEIGHT and DISPLACEMENT STATUS

Baseline draft: 2.821 @ 0.00, 2.299 @ 64.17a
Trim: Fwd 0.52/64.17, Heel: zero
Part------------------------------Weight(LT)----LCG-----TCG-----VCG
Light Ship 75.95 34.10a 0.00 10.00
Stores 0.89 50.67a 0.00 3.00
Crew (4) 0.36 32.08a 0.00 16.75
Passengers Fwd (400) 35.71 26.36a 0.00 16.75
Total Fixed---------> 112.91 31.78a 0.00 12.10
Load-----SpGr-----Weight(LT)----LCG-----TCG-----VCG-------FSM
FO.S 0.100 0.870 0.32 45.31a 12.25s 0.38 0.0*
FO.P 0.100 0.870 0.32 45.31a 12.25p 0.38 0.0*
FW.P 0.100 1.000 0.19 18.59a 6.87p 0.98 0.0*
SEW.S 0.100 1.000 0.19 18.59a 6.88s 0.98 0.0*
Total Tanks---------> 1.02 35.25a 0.00 0.61 3.6*
Total Weight--------> 113.93 31.81a 0.00 12.00
Displ(LT)----LCB-----TCB-----VCB------RefHt
HULL 1.025 113.93 31.72a 0.00 1.39 -2.82
------------------------------------------------------------------------------
Righting Arms: 0.00 0.00
Distances in FEET.-------------------------------------------Moments in Ft-LT.
+
Note: FSM values marked with an asterisk (*) are formal values which are
not the same as the true values in the present condition.
+

FREEBOARD STATUS
Baseline draft: 2.821 @ 0.00, 2.299 @ 64.17a
Trim: Fwd 0.52/64.17, Heel: zero
Least freeboard is 3.18 Ft located at 0.00
Least extra freeboard (to margin line) is 2.66 Ft located at 23.64a

HYDROSTATIC PROPERTIES
Trim: Fwd 0.52/64.17, No Heel, VCG = 12.00

LCF Displacement Buoyancy-Ctr. Weight/ Moment/

Draft----Weight(LT)----LCB-----VCB-----Inch-----LCF---In trim----GML-----GMT
2.546 113.93 31.72a 1.39 4.44 33.80a 20.67 139.7 24.10
Distances in FEET.-------Specific Gravity = 1.025.-----------Moment in Ft-LT.
Trim is per 64.17Ft
Draft is from Baseline. Formal Free Surface included.

Note: GMT includes the formal free surface moment 3.6 Ft-LT

Page | 47
03/22/13 13:18:13 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND
LC6: Arrival - Passengers Shift Fwd

Intact Condition
170.170 Weather Criteria

Baseline draft: 2.821 @ 0.00, 2.299 @ 64.17a

Trim: Fwd 0.52/64.17, Heel: zero
Part---------------------------LPA------LCP-----HCP-------LPA------LCP-----HCP
HULL 138.6 32.08a -1.19 221.7 33.60a 1.74
DKHSE 742.3 32.40a 9.64
Total Lateral Plane-> 138.6 32.08a -1.19 964.1 32.68a 7.82

WIND PRESSURE vs. HEIGHT

Height----Pressure
1.00 0.00319
Height in feet---Pressure in LT/SqFt

HEELING MOMENT specification

Band width: 0.328
Wind pressure toward starboard
Baseline draft: 2.821 @ 0.00, 2.299 @ 64.17a
Trim: Fwd 0.52/64.17, Heel: zero

Part---------------------------HCF------Arm-----Force(LT)--------Moment
Combined 7.94 9.21 3.12 28.76
Distances in FEET.--------------------------------------Moment in Ft-LT

LIM------------46 CFR 170.170 - Weather CRITERION-----Min/Max--------Attained

(1) Angle from Equ. to abs 14 deg or Half Frbd. > 0.00 deg 5.57 P
(2) Absolute Area Ratio from abs 0 deg to abs 14 > 0.492 10.577 P
(3) Angle from Equilibrium to RAzero > 15.00 deg 43.65 P
-----------------------------------------------------------------------------

Page | 48
03/22/13 13:18:13 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND
LC6: Arrival - Passengers Shift Fwd

Intact Condition
46 CFR 170.173(e)(1) Intact Righting Energy Criterion

LIM---------------170.173(E)(1) RIGHTING ENERGY-------Min/Max--------Attained

(1) Angle from abs 0 deg to RAzero > 35.00 deg 45.10 P
(2) Angle from abs 0 deg to Flood > 20.00 deg 88.24 P
(3) Area from abs 0 deg to MaxRA or Flood > 15.00 Ft-deg 47.75 P
(5) Area from abs 0 deg to 40 > 15.00 Ft-deg 124.34 P
--------------------Relative angles measured from 0.000 ---------------------

03/22/13 13:18:13 Elliott Bay Design Group

GHS 13.00 M/V ANGEL ISLAND
LC6: Arrival - Passengers Shift Fwd

Intact Condition
171.050 Passenger Heel Criteria

HEELING MOMENT specification

Heeling Moment
156.94s Ft-LT
Heeling Moment to starboard for 0.00 deg heel -------> 156.94

LIM-----------46 CFR 171.050 - Passenger CRITERION----Min/Max--------Attained

(1) Angle from Equ. to abs 14 deg or Dk Imm. > 0.00 deg 9.26 P
(2) Absolute Area Ratio from abs 0 deg to abs 14 > 0.492 1.943 P
-----------------------------------------------------------------------------

Page | 49
03/22/13 13:18:13 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND
LC7: Arrival - Passengers Shift Aft

Intact Condition

WEIGHT and DISPLACEMENT STATUS

Baseline draft: 2.152 @ 0.00, 2.889 @ 64.17a
Trim: Aft 0.74/64.17, Heel: zero
Part------------------------------Weight(LT)----LCG-----TCG-----VCG
Light Ship 75.95 34.10a 0.00 10.00
Stores 0.89 50.67a 0.00 3.00
Crew (4) 0.36 32.08a 0.00 16.75
Passengers Aft (400) 35.71 34.89a 0.00 16.75
Total Fixed---------> 112.91 34.48a 0.00 12.10
Load-----SpGr-----Weight(LT)----LCG-----TCG-----VCG-------FSM
FO.S 0.100 0.870 0.32 45.37a 12.25s 0.38 0.0*
FO.P 0.100 0.870 0.32 45.37a 12.25p 0.38 0.0*
FW.P 0.100 1.000 0.19 18.78a 6.87p 0.98 0.0*
SEW.S 0.100 1.000 0.19 18.78a 6.87s 0.98 0.0*
Total Tanks---------> 1.02 35.37a 0.00 0.61 3.6*
Total Weight--------> 113.93 34.48a 0.00 12.00
Displ(LT)----LCB-----TCB-----VCB------RefHt
HULL 1.025 113.93 34.61a 0.00 1.39 -2.15
------------------------------------------------------------------------------
Righting Arms: 0.00 0.00
Distances in FEET.-------------------------------------------Moments in Ft-LT.
+
Note: FSM values marked with an asterisk (*) are formal values which are
not the same as the true values in the present condition.
+

FREEBOARD STATUS
Baseline draft: 2.152 @ 0.00, 2.889 @ 64.17a
Trim: Aft 0.74/64.17, Heel: zero
Least freeboard is 3.10 Ft located at 65.00a
Least extra freeboard (to margin line) is 2.65 Ft located at 44.65a

HYDROSTATIC PROPERTIES
Trim: Aft 0.74/64.17, No Heel, VCG = 12.00

LCF Displacement Buoyancy-Ctr. Weight/ Moment/

Draft----Weight(LT)----LCB-----VCB-----Inch-----LCF---In trim----GML-----GMT
2.547 113.93 34.61a 1.39 4.37 34.39a 19.66 132.9 23.71
Distances in FEET.-------Specific Gravity = 1.025.-----------Moment in Ft-LT.
Trim is per 64.17Ft
Draft is from Baseline. Formal Free Surface included.

Note: GMT includes the formal free surface moment 3.6 Ft-LT

Page | 50
03/22/13 13:18:13 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND
LC7: Arrival - Passengers Shift Aft

Intact Condition
170.170 Weather Criteria

Baseline draft: 2.152 @ 0.00, 2.889 @ 64.17a

Trim: Aft 0.74/64.17, Heel: zero
Part---------------------------LPA------LCP-----HCP-------LPA------LCP-----HCP
HULL 138.6 34.89a -1.18 221.7 31.94a 1.76
DKHSE 742.3 32.64a 9.67
Total Lateral Plane-> 138.6 34.89a -1.18 964.1 32.48a 7.85

WIND PRESSURE vs. HEIGHT

Height----Pressure
1.00 0.00319
Height in feet---Pressure in LT/SqFt

HEELING MOMENT specification

Band width: 0.328
Wind pressure toward starboard
Baseline draft: 2.152 @ 0.00, 2.889 @ 64.17a
Trim: Aft 0.74/64.17, Heel: zero

Part---------------------------HCF------Arm-----Force(LT)--------Moment
Combined 7.97 9.23 3.12 28.82
Distances in FEET.--------------------------------------Moment in Ft-LT

LIM------------46 CFR 170.170 - Weather CRITERION-----Min/Max--------Attained

(1) Angle from Equ. to abs 14 deg or Half Frbd. > 0.00 deg 5.24 P
(2) Absolute Area Ratio from abs 0 deg to abs 14 > 0.492 10.532 P
(3) Angle from Equilibrium to RAzero > 15.00 deg 43.46 P
-----------------------------------------------------------------------------

Page | 51
03/22/13 13:18:13 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND
LC7: Arrival - Passengers Shift Aft

Intact Condition
46 CFR 170.173(e)(1) Intact Righting Energy Criterion

LIM---------------170.173(E)(1) RIGHTING ENERGY-------Min/Max--------Attained

(1) Angle from abs 0 deg to RAzero > 35.00 deg 44.93 P
(2) Angle from abs 0 deg to Flood > 20.00 deg 77.60 P
(3) Area from abs 0 deg to MaxRA or Flood > 15.00 Ft-deg 47.29 P
(5) Area from abs 0 deg to 40 > 15.00 Ft-deg 123.41 P
--------------------Relative angles measured from 0.000 ---------------------

03/22/13 13:18:13 Elliott Bay Design Group

GHS 13.00 M/V ANGEL ISLAND
LC7: Arrival - Passengers Shift Aft

Intact Condition
171.050 Passenger Heel Criteria

HEELING MOMENT specification

Heeling Moment
156.94s Ft-LT
Heeling Moment to starboard for 0.00 deg heel -------> 156.94

LIM-----------46 CFR 171.050 - Passenger CRITERION----Min/Max--------Attained

(1) Angle from Equ. to abs 14 deg or Dk Imm. > 0.00 deg 8.71 P
(2) Absolute Area Ratio from abs 0 deg to abs 14 > 0.492 1.938 P
-----------------------------------------------------------------------------

Page | 52
 Appendix C
Intact Stability Output

Page | 53
INTACT STABILITY OUTPUT
03/21/13 11:39:06 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND

------ HYDROSTATICS -------

HYDROSTATIC PROPERTIES
No Trim, No Heel, VCG = 0.00

LCF Displacement Buoyancy-Ctr. Weight/ Moment/

Draft----Weight(LT)----LCB-----VCB-----Inch-----LCF---In trim----KML-----KMT
1.500 60.22 31.80a 0.81 4.08 33.96a 17.98 229.9 60.44
1.750 72.62 32.18a 0.95 4.19 34.11a 19.24 204.1 52.04
2.000 85.38 32.49a 1.09 4.32 34.44a 20.74 187.1 45.98
2.250 98.40 32.74a 1.22 4.36 34.27a 21.36 167.1 40.74
2.500 111.56 32.91a 1.36 4.40 34.08a 21.95 151.5 36.64
2.750 124.82 33.02a 1.49 4.44 33.89a 22.51 138.8 33.34
3.000 138.18 33.10a 1.63 4.47 33.69a 23.03 128.3 30.61
Distances in FEET.-------Specific Gravity = 1.025.-----------Moment in Ft-LT.
Trim is per 64.17Ft
Draft is from Baseline.

Page | 54
03/21/13 11:39:06 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND

------ WIND AREAS -------

Baseline draft: 1.500

Trim: zero, Heel: zero
Part---------------------------LPA------LCP-----HCP-------LPA------LCP-----HCP
HULL 74.9 32.22a -0.70 285.5 33.26a 2.28
DKHSE 742.3 32.50a 10.70
Total Lateral Plane-> 74.9 32.22a -0.70 1027.8 32.72a 8.36

Baseline draft: 1.750

Trim: zero, Heel: zero
Part---------------------------LPA------LCP-----HCP-------LPA------LCP-----HCP
HULL 90.0 32.66a -0.81 270.4 33.17a 2.15
DKHSE 742.3 32.50a 10.45
Total Lateral Plane-> 90.0 32.66a -0.81 1012.7 32.68a 8.23

Baseline draft: 2.000

Trim: zero, Heel: zero
Part---------------------------LPA------LCP-----HCP-------LPA------LCP-----HCP
HULL 105.2 32.95a -0.92 255.2 33.08a 2.02
DKHSE 742.3 32.50a 10.20
Total Lateral Plane-> 105.2 32.95a -0.92 997.6 32.65a 8.10

Baseline draft: 2.250

Trim: zero, Heel: zero
Part---------------------------LPA------LCP-----HCP-------LPA------LCP-----HCP
HULL 120.5 33.13a -1.04 239.9 33.00a 1.89
DKHSE 742.3 32.50a 9.95
Total Lateral Plane-> 120.5 33.13a -1.04 982.2 32.63a 7.98

Baseline draft: 2.500

Trim: zero, Heel: zero
Part---------------------------LPA------LCP-----HCP-------LPA------LCP-----HCP
HULL 135.9 33.25a -1.16 224.5 32.92a 1.76
DKHSE 742.3 32.50a 9.70
Total Lateral Plane-> 135.9 33.25a -1.16 966.8 32.60a 7.85

Baseline draft: 2.750

Trim: zero, Heel: zero
Part---------------------------LPA------LCP-----HCP-------LPA------LCP-----HCP
HULL 151.4 33.32a -1.28 209.0 32.84a 1.64
DKHSE 742.3 32.50a 9.45
Total Lateral Plane-> 151.4 33.32a -1.28 951.3 32.58a 7.73

Baseline draft: 3.000

Trim: zero, Heel: zero
Part---------------------------LPA------LCP-----HCP-------LPA------LCP-----HCP
HULL 167.0 33.36a -1.40 193.3 32.77a 1.51
DKHSE 742.3 32.50a 9.20
Total Lateral Plane-> 167.0 33.36a -1.40 935.7 32.56a 7.61

Page | 55
 WEATHER CRITERION MAXIMUM KG CALCULATION
from 46 CFR 74.10-5 (a)
for service on partially protected waters

2
P = 0.0033 + (L/14200)2 = 0.0033190 Long tons / Ft
A = lateral area above waterline
H = vertical distance from centroid of A to 1/2 draft point
∆ = displacement in long tons
θ = 14 degrees or angle of heel where 1/2 freeboard is submerged,
whichever is less.

Length on max waterline: 61.87 ft

Depth to freeboard deck: 6.00 ft
(low point, at edge)
Beam: 30.00 ft
Superstructure Height: 9.00 ft Full breadth of vessel, full length

Draft, T: 1.50 1.75 2.00 2.25 2.50 2.75

Displacement to T: 63 76 89 102 115 128
Area above waterline: 1028 1013 998 982 967 951
h of area above waterline: 8.36 8.23 8.10 7.98 7.85 7.73
h of area to baseline: 9.86 9.98 10.10 10.23 10.35 10.48
Vertical distance, H: 9.11 9.11 9.10 9.11 9.10 9.11
Freeboard, f: 4.50 4.25 4.00 3.75 3.50 3.25
Tangent to 1/2 freeboard: 0.150 0.142 0.133 0.125 0.117 0.108
Tangent 14 deg: 0.249 0.249 0.249 0.249 0.249 0.249
GM required: 3.29 2.85 2.55 2.33 2.18 2.07
KMt at draft T: 61.13 51.78 44.99 39.86 35.78 32.58
Max KG incl. free surface: 57.84 48.93 42.44 37.53 33.60 30.51

SUMMARY TABLE

DRAFT DISP MAX KG MIN GMt

------------ ------------ ------------ ------------
1.50 62.95 57.84 3.29
1.75 75.80 48.93 2.85
2.00 88.78 42.44 2.55
2.25 101.87 37.53 2.33
2.50 115.06 33.60 2.18
2.75 128.34 30.51 2.07

Page | 56
 PASSENGER CRITERION MAXIMUM KG CALCULATION
from 46 CFR 171.050(a), effective March 14, 2011

GMreqd = W 2 b
* *
∆ 3 tan( T )

W = total weight of persons other than required crew, including effects, in long tons
b = distance off centerline to centroid of passenger deck on one side
(beam/4 used to be conservative)
∆ = displacement in long tons
T = 14 degrees or angle of heel where freeboard is submerged,
whichever is less.

Number of passengers: 404

Depth to freeboard deck: 6.00 ft
(low point, at edge)
Beam: 30.00 ft
b: 6.53 ft
W: 36.07 LT

Draft, T: 1.50 1.75 2.00 2.25 2.50 2.75

Displacement to T: 62.95 75.80 88.78 101.87 115.06 128.34
Freeboard: 4.50 4.25 4.00 3.75 3.50 3.25
Tangent to freeboard: 0.300 0.283 0.267 0.250 0.233 0.217
Tangent 14 deg: 0.249 0.249 0.249 0.249 0.249 0.249
GM required: 10.00 8.31 7.09 6.18 5.85 5.64
KMt at draft T: 61.13 51.78 44.99 39.86 35.78 32.58
Max KG incl. free surface: 51.13 43.47 37.90 33.68 29.93 26.94

Page | 57
 PASSENGER CRITERION VALIDITY CALCULATION
from 46 CFR 171.050(b), effective March 14, 2011

The calculation of 46 CFR 171.050(a) is valid when the Righting Arm (GZ) at heel angle T is not less than the minimum Metacentric
Height (GM) calculated in paragraph (a) multipied by sin(T).

Heel Angle, T, degrees: 14.00 14.00 14.00 14.00 13.13 12.23

sin(T) : 0.24 0.24 0.24 0.24 0.23 0.21
GM required (ft): 10.00 8.31 7.09 6.18 5.85 5.64
GZ required @ angle T (ft): 2.42 2.01 1.72 1.50 1.33 1.20
Compare required GZ to actual GZ from GHS output

SUMMARY TABLE

DRAFT DISP MAX KG MIN GMt

------------ ------------ ------------ ------------
1.50 63 51.13 10.00
1.75 76 43.47 8.31
2.00 89 37.90 7.09
2.25 102 33.68 6.18
2.50 115 29.93 5.85
2.75 128 26.94 5.64

Page | 58
03/21/13 11:39:06 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND

------ 46 CFR 170.173(e)(1) Intact Righting Energy Criterion MaxVCG -------

------ Partially Protected Route -------

MAXIMUM VCG vs. DISPLACEMENT

Trim = Fwd 1.00/64.17 at zero heel (trim righting arm held at zero)
Displacement --------- Margins ---------
LONG TONS Max VCG LIM1 LIM2 LIM3 LIM4 LIM5
--------------------------------------------------
60.22 9.35 26d 91d 500% 0% 1391%
72.62 9.50 24d 87d 462% 0% 1273%
85.38 9.67 22d 83d 410% 0% 1154%
98.40 10.58 17d 72d 322% 0% 967%
111.56 12.52 8d 55d 208% 0% 687%
124.82 14.40 1d 39d 120% 0% 410%
138.18 13.90 0d 26d 100% 282% 345%
--------------------------------------------------
Trim = Fwd 0.50/64.17 at zero heel (trim righting arm held at zero)
Displacement --------- Margins ---------
LONG TONS Max VCG LIM1 LIM2 LIM3 LIM4 LIM5
--------------------------------------------------
60.22 9.65 25d 89d 487% 0% 1388%
72.62 9.85 23d 85d 460% 0% 1263%
85.38 10.68 19d 75d 382% 0% 1085%
98.40 13.09 9d 56d 242% 0% 762%
111.56 15.44 1d 39d 138% 0% 443%
124.82 14.94 0d 26d 115% 305% 377%
138.18 14.11 0d 16d 98% 356% 339%
--------------------------------------------------
Trim = 0.00/64.17 at zero heel (trim righting arm held at zero)
Displacement --------- Margins ---------
LONG TONS Max VCG LIM1 LIM2 LIM3 LIM4 LIM5
--------------------------------------------------
60.22 9.96 24d 87d 465% 0% 1375%
72.62 10.40 21d 81d 432% 0% 1226%
85.38 13.16 11d 59d 279% 0% 873%
98.40 16.04 1d 41d 165% 0% 506%
111.56 15.80 0d 27d 135% 319% 417%
124.82 15.02 0d 17d 114% 388% 373%
138.18 14.14 0d 11d 97% 347% 340%
--------------------------------------------------
Trim = Aft 0.50/64.17 at zero heel (trim righting arm held at zero)
Displacement --------- Margins ---------
LONG TONS Max VCG LIM1 LIM2 LIM3 LIM4 LIM5
--------------------------------------------------
60.22 10.26 23d 85d 442% 0% 1352%
72.62 12.64 14d 66d 311% 0% 1028%
85.38 16.02 3d 44d 178% 0% 615%
98.40 16.62 0d 29d 158% 293% 450%
111.56 15.82 0d 19d 134% 416% 409%
124.82 14.94 0d 12d 114% 389% 375%
138.18 14.03 0d 7d 98% 317% 342%

Page | 59
03/21/13 11:39:06 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND

------ 46 CFR 170.173(e)(1) Intact Righting Energy Criterion MaxVCG -------

------ Partially Protected Route -------

--------------------------------------------------
Trim = Aft 1.00/64.17 at zero heel (trim righting arm held at zero)
Displacement --------- Margins ---------
LONG TONS Max VCG LIM1 LIM2 LIM3 LIM4 LIM5
--------------------------------------------------
60.22 11.64 18d 75d 362% 0% 1222%
72.62 15.33 6d 51d 211% 0% 777%
85.38 17.30 0d 33d 144% 209% 488%
98.40 16.47 0d 22d 140% 433% 449%
111.56 15.59 0d 14d 135% 433% 413%
124.82 14.70 0d 9d 115% 365% 379%
138.18 13.88 0d 5d 97% 283% 339%
Distances in FEET.---Specific Gravity = 1.025.---d = degrees.
+
LIM-----------170.173(E)(1) RIGHTING ENERGY-----------Min/Max
(1) Angle from 0 deg to RAzero > 35.00 deg
(2) Angle from 0 deg to Flood > 20.00 deg
(3) Area from 0 deg to MaxRA > 15.00 Ft-deg
(4) Area from 0 deg to Flood > 15.00 Ft-deg
(5) Area from 0 deg to 40 > 15.00 Ft-deg
-----------------------------------------------------------------

Page | 60
 Appendix D
GHS Damage Loading Condition Output

Page | 61
GHS DAMAGE LOADING CONDITION OUTPUT
03/22/13 13:30:46 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND
LC1: Departure - Passengers

WEIGHT and DISPLACEMENT STATUS

Baseline draft: 2.522 @ 0.00, 2.882 @ 64.17a
Trim: Aft 0.36/64.17, Heel: Stbd 0.01 deg.
Part------------------------------Weight(LT)----LCG-----TCG-----VCG-------FSM
Light Ship 75.95 34.10a 0.00 10.00
Stores 0.89 50.67a 0.00 3.00
Crew (4) 0.36 32.08a 0.00 16.75
Passengers (400) 35.71 32.08a 0.00 16.75
FO.S 3.11 45.34a 12.72s 2.89
FO.P 3.11 45.34a 12.72p 2.89
FW.P 1.83 18.67a 6.87p 2.26
SEW.S 1.88 18.67a 6.88s 2.26
Total Weight--------> 122.84 33.73a 0.00 11.34
Load-----SpGr-----Weight(LT)----LCG-----TCG-----VCG
Total Tanks---------> --- Included in Fixed Weight --- 3.6*
Total Weight--------> 122.84 33.73a 0.00 11.34
Displ(LT)----LCB-----TCB-----VCB------RefHt
HULL 1.025 122.84 33.79a 0.00s 1.48 -2.52
------------------------------------------------------------------------------
Righting Arms: 0.00 0.00
Distances in FEET.-------------------------------------------Moments in Ft-LT.
+
Note: FSM values marked with an asterisk (*) are formal values which are
not the same as the true values in the present condition.
+

HYDROSTATIC PROPERTIES
Trim: Aft 0.36/64.17, Heel: Stbd 0.01 deg., VCG = 11.34

LCF Displacement Buoyancy-Ctr. Weight/ Moment/

Draft----Weight(LT)----LCB-----VCB-----Inch-----LCF---In trim----GML-----GMT
2.713 122.84 33.79a 1.48 4.41 34.08a 20.31 127.3 22.30
Distances in FEET.-------Specific Gravity = 1.025.-----------Moment in Ft-LT.
Trim is per 64.17Ft
Draft is from Baseline. Formal Free Surface included.

Note: GMT includes the formal free surface moment 3.6 Ft-LT

Page | 62
Page | 63
03/22/13 13:30:46 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND
LC1: Departure - Passengers
Damage Type 1
FP1.S, FP1.C
171.080e Damage Stability for Existing Vessels

LIM------------171.080e Damage Stability CRITERION----Min/Max--------Attained

(1) Absolute Angle at Equilibrium < 7.00 deg 0.63 P
(2) Angle from Equilibrium to Dk/margin Immersion > 0.00 deg 6.90 P
(3) GM Upright > 0.17 Ft 20.15 P
-----------------------------------------------------------------------------

Page | 64
Page | 65
03/22/13 13:30:46 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND
LC1: Departure - Passengers
Damage Type 2
Void1.S, Void1.C
171.080e Damage Stability for Existing Vessels

LIM------------171.080e Damage Stability CRITERION----Min/Max--------Attained

(1) Absolute Angle at Equilibrium < 7.00 deg 2.19 P
(2) Angle from Equilibrium to Dk/margin Immersion > 0.00 deg 2.70 P
(3) GM Upright > 0.17 Ft 19.08 P
-----------------------------------------------------------------------------

Page | 66
Page | 67
03/22/13 13:30:46 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND
LC1: Departure - Passengers
Damage Type 3
Void2.S, Void2.C
171.080e Damage Stability for Existing Vessels

LIM------------171.080e Damage Stability CRITERION----Min/Max--------Attained

(1) Absolute Angle at Equilibrium < 7.00 deg 2.06 P
(2) Angle from Equilibrium to Dk/margin Immersion > 0.00 deg 4.59 P
(3) GM Upright > 0.17 Ft 17.85 P
-----------------------------------------------------------------------------

Page | 68
Page | 69
03/22/13 13:30:46 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND
LC1: Departure - Passengers
Damage Type 4
ENGRM.C, FO.S
171.080e Damage Stability for Existing Vessels

LIM------------171.080e Damage Stability CRITERION----Min/Max--------Attained

(1) Absolute Angle at Equilibrium < 7.00 deg 0.97 P
(2) Angle from Equilibrium to Dk/margin Immersion > 0.00 deg 0.90 P
(3) GM Upright > 0.17 Ft 15.79 P
-----------------------------------------------------------------------------

Page | 70
Page | 71
03/22/13 13:30:46 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND
LC1: Departure - Passengers
Damage Type 5
STRGR.C
171.080e Damage Stability for Existing Vessels

LIM------------171.080e Damage Stability CRITERION----Min/Max--------Attained

(1) Absolute Angle at Equilibrium < 7.00 deg 0.01 P
(2) Angle from Equilibrium to Dk/margin Immersion > 0.00 deg 7.27 P
(3) GM Upright > 0.17 Ft 18.89 P
-----------------------------------------------------------------------------

Page | 72
03/22/13 13:30:46 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND
LC2: Arrival - Passengers

WEIGHT and DISPLACEMENT STATUS

Baseline draft: 2.378 @ 0.00, 2.693 @ 64.17a
Trim: Aft 0.32/64.17, Heel: 0.00 deg.
Part------------------------------Weight(LT)----LCG-----TCG-----VCG-------FSM
Light Ship 75.95 34.10a 0.00 10.00
Stores 0.89 50.67a 0.00 3.00
Crew (4) 0.36 32.08a 0.00 16.75
Passengers (400) 35.71 32.08a 0.00 16.75
FO.S 0.33 45.35a 12.53s 0.34
FO.P 0.33 45.35a 12.53p 0.34
FW.P 0.19 18.72a 6.88p 0.98
SEW.S 0.20 18.72a 6.87s 0.98
Total Weight--------> 113.96 33.60a 0.00 11.99
Load-----SpGr-----Weight(LT)----LCG-----TCG-----VCG
Total Tanks---------> --- Included in Fixed Weight --- 3.6*
Total Weight--------> 113.96 33.60a 0.00 11.99
Displ(LT)----LCB-----TCB-----VCB------RefHt
HULL 1.025 113.96 33.66a 0.00 1.39 -2.38
------------------------------------------------------------------------------
Righting Arms: 0.00 0.00
Distances in FEET.-------------------------------------------Moments in Ft-LT.
+
Note: FSM values marked with an asterisk (*) are formal values which are
not the same as the true values in the present condition.
+

HYDROSTATIC PROPERTIES
Trim: Aft 0.32/64.17, Heel: 0.00 deg., VCG = 11.99

LCF Displacement Buoyancy-Ctr. Weight/ Moment/

Draft----Weight(LT)----LCB-----VCB-----Inch-----LCF---In trim----GML-----GMT
2.546 113.96 33.66a 1.39 4.39 34.20a 20.03 135.3 23.87
Distances in FEET.-------Specific Gravity = 1.025.-----------Moment in Ft-LT.
Trim is per 64.17Ft
Draft is from Baseline. Formal Free Surface included.

Note: GMT includes the formal free surface moment 3.6 Ft-LT

Page | 73
03/22/13 13:30:46 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND
LC2: Arrival - Passengers
Damage Type 1
FP1.S, FP1.C

DISPLACEMENT STATUS
Baseline draft: 3.272 @ 0.00, 2.318 @ 64.17a
Trim: Fwd 0.95/64.17, Heel: Stbd 0.56 deg.
Part---------------------SpGr------Displ(LT)----LCB-----TCB-----VCB------RefHt
HULL 1.025 125.98 30.97a 0.31s 1.52 -3.27
FP1.C Flooded 1.025 -9.97 7.44a 0.19s 1.95 -3.27
FP1.S Flooded 1.025 -2.05 7.45a 12.56s 2.08 -3.27
Total Displacement--> 1.025 113.96 33.45a 0.10s 1.48
Distances in FEET.------------------------------------------------------------

03/22/13 13:30:46 Elliott Bay Design Group

GHS 13.00 M/V ANGEL ISLAND
LC2: Arrival - Passengers
Damage Type 1
FP1.S, FP1.C
171.080e Damage Stability for Existing Vessels

LIM------------171.080e Damage Stability CRITERION----Min/Max--------Attained

(1) Absolute Angle at Equilibrium < 7.00 deg 0.56 P
(2) Angle from Equilibrium to Dk/margin Immersion > 0.00 deg 7.69 P
(3) GM Upright > 0.17 Ft 21.58 P
-----------------------------------------------------------------------------

Page | 74
03/22/13 13:30:46 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND
LC2: Arrival - Passengers
Damage Type 2
Void1.S, Void1.C

DISPLACEMENT STATUS
Baseline draft: 4.178 @ 0.00, 2.358 @ 64.17a
Trim: Fwd 1.82/64.17, Heel: Stbd 2.06 deg.
Part---------------------SpGr------Displ(LT)----LCB-----TCB-----VCB------RefHt
HULL 1.025 151.16 29.67a 0.98s 1.82 -4.17
VOID1.C Flooded 1.025 -29.61 18.48a 0.34s 1.78 -4.17
VOID1.S Flooded 1.025 -7.59 18.51a 12.66s 2.15 -4.17
Total Displacement--> 1.025 113.96 33.32a 0.37s 1.81
Distances in FEET.------------------------------------------------------------

03/22/13 13:30:46 Elliott Bay Design Group

GHS 13.00 M/V ANGEL ISLAND
LC2: Arrival - Passengers
Damage Type 2
Void1.S, Void1.C
171.080e Damage Stability for Existing Vessels

LIM------------171.080e Damage Stability CRITERION----Min/Max--------Attained

(1) Absolute Angle at Equilibrium < 7.00 deg 2.06 P
(2) Angle from Equilibrium to Dk/margin Immersion > 0.00 deg 3.52 P
(3) GM Upright > 0.17 Ft 20.49 P
-----------------------------------------------------------------------------

Page | 75
03/22/13 13:30:46 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND
LC2: Arrival - Passengers
Damage Type 3
Void2.S, Void2.C

DISPLACEMENT STATUS
Baseline draft: 2.991 @ 0.00, 3.428 @ 64.17a
Trim: Aft 0.44/64.17, Heel: Stbd 1.94 deg.
Part---------------------SpGr------Displ(LT)----LCB-----TCB-----VCB------RefHt
HULL 1.025 150.10 33.92a 0.90s 1.76 -2.99
VOID2.C Flooded 1.025 -29.43 34.71a 0.38s 1.62 -2.99
VOID2.S Flooded 1.025 -6.71 34.71a 12.65s 1.92 -2.99
Total Displacement--> 1.025 113.96 33.67a 0.35s 1.79
Distances in FEET.------------------------------------------------------------

03/22/13 13:30:46 Elliott Bay Design Group

GHS 13.00 M/V ANGEL ISLAND
LC2: Arrival - Passengers
Damage Type 3
Void2.S, Void2.C
171.080e Damage Stability for Existing Vessels

LIM------------171.080e Damage Stability CRITERION----Min/Max--------Attained

(1) Absolute Angle at Equilibrium < 7.00 deg 1.94 P
(2) Angle from Equilibrium to Dk/margin Immersion > 0.00 deg 5.52 P
(3) GM Upright > 0.17 Ft 19.04 P
-----------------------------------------------------------------------------

Page | 76
03/22/13 13:30:46 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND
LC2: Arrival - Passengers
Damage Type 4
ENGRM.C, FO.S

DISPLACEMENT STATUS
Baseline draft: 1.610 @ 0.00, 4.859 @ 64.17a
Trim: Aft 3.25/64.17, Heel: Stbd 0.90 deg.
Part---------------------SpGr------Displ(LT)----LCB-----TCB-----VCB------RefHt
HULL 1.025 156.25 38.62a 0.39s 1.94 -1.61
ENGRM.C Flooded 1.025 -39.76 51.08a 0.27s 2.29 -1.61
FO.S Flooded 1.025 -2.53 45.36a 12.65s 2.14 -1.61
Total Displacement--> 1.025 113.96 34.12a 0.16s 1.82
Distances in FEET.------------------------------------------------------------

03/22/13 13:30:46 Elliott Bay Design Group

GHS 13.00 M/V ANGEL ISLAND
LC2: Arrival - Passengers
Damage Type 4
ENGRM.C, FO.S
171.080e Damage Stability for Existing Vessels

LIM------------171.080e Damage Stability CRITERION----Min/Max--------Attained

(1) Absolute Angle at Equilibrium < 7.00 deg 0.90 P
(2) Angle from Equilibrium to Dk/margin Immersion > 0.00 deg 2.27 P
(3) GM Upright > 0.17 Ft 16.85 P
-----------------------------------------------------------------------------

Page | 77
03/22/13 13:30:46 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND
LC2: Arrival - Passengers
Damage Type 5
STRGR.C

DISPLACEMENT STATUS
Baseline draft: 1.934 @ 0.00, 3.446 @ 64.17a
Trim: Aft 1.51/64.17, Heel: 0.00 deg.
Part---------------------SpGr------Displ(LT)----LCB-----TCB-----VCB------RefHt
HULL 1.025 124.29 36.17a 0.00 1.52 -1.93
STRGR.C Flooded 1.025 -10.33 61.77a 0.00 2.36 -1.93
Total Displacement--> 1.025 113.96 33.85a 0.00 1.45
Distances in FEET.------------------------------------------------------------

03/22/13 13:30:46 Elliott Bay Design Group

GHS 13.00 M/V ANGEL ISLAND
LC2: Arrival - Passengers
Damage Type 5
STRGR.C
171.080e Damage Stability for Existing Vessels

LIM------------171.080e Damage Stability CRITERION----Min/Max--------Attained

(1) Absolute Angle at Equilibrium < 7.00 deg 0.00 P
(2) Angle from Equilibrium to Dk/margin Immersion > 0.00 deg 8.31 P
(3) GM Upright > 0.17 Ft 20.26 P
-----------------------------------------------------------------------------

Page | 78
03/22/13 13:30:46 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND
LC3: Arrival - No Passengers

WEIGHT and DISPLACEMENT STATUS

Baseline draft: 1.495 @ 0.00, 2.173 @ 64.17a
Trim: Aft 0.68/64.17, Heel: 0.00 deg.
Part------------------------------Weight(LT)----LCG-----TCG-----VCG-------FSM
Light Ship 75.95 34.10a 0.00 10.00
Stores 0.89 50.67a 0.00 3.00
Crew (4) 0.36 32.08a 0.00 16.75
FO.S 0.33 45.35a 12.53s 0.34
FO.P 0.33 45.35a 12.53p 0.34
FW.P 0.19 18.72a 6.88p 0.98
SEW.S 0.20 18.72a 6.87s 0.98
Total Weight--------> 78.25 34.30a 0.00 9.82
Load-----SpGr-----Weight(LT)----LCG-----TCG-----VCG
Total Tanks---------> --- Included in Fixed Weight --- 3.6*
Total Weight--------> 78.25 34.30a 0.00 9.82
Displ(LT)----LCB-----TCB-----VCB------RefHt
HULL 1.025 78.25 34.39a 0.00 1.02 -1.50
------------------------------------------------------------------------------
Righting Arms: 0.00 0.00
Distances in FEET.-------------------------------------------Moments in Ft-LT.
+
Note: FSM values marked with an asterisk (*) are formal values which are
not the same as the true values in the present condition.
+

HYDROSTATIC PROPERTIES
Trim: Aft 0.68/64.17, Heel: 0.00 deg., VCG = 9.82

LCF Displacement Buoyancy-Ctr. Weight/ Moment/

Draft----Weight(LT)----LCB-----VCB-----Inch-----LCF---In trim----GML-----GMT
1.865 78.25 34.39a 1.02 4.26 34.97a 18.79 184.9 39.44
Distances in FEET.-------Specific Gravity = 1.025.-----------Moment in Ft-LT.
Trim is per 64.17Ft
Draft is from Baseline. Formal Free Surface included.

Note: GMT includes the formal free surface moment 3.6 Ft-LT

Page | 79
03/22/13 13:30:46 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND
LC3: Arrival - No Passengers
Damage Type 1
FP1.S, FP1.C

DISPLACEMENT STATUS
Baseline draft: 1.941 @ 0.00, 1.991 @ 64.17a
Trim: Aft 0.05/64.17, Heel: Stbd 0.21 deg.
Part---------------------SpGr------Displ(LT)----LCB-----TCB-----VCB------RefHt
HULL 1.025 83.74 32.60a 0.17s 1.07 -1.94
FP1.C Flooded 1.025 -4.61 8.26a 0.12s 1.19 -1.94
FP1.S Flooded 1.025 -0.87 8.30a 12.44s 1.26 -1.94
Total Displacement--> 1.025 78.25 34.30a 0.03s 1.06
Distances in FEET.------------------------------------------------------------

03/22/13 13:30:46 Elliott Bay Design Group

GHS 13.00 M/V ANGEL ISLAND
LC3: Arrival - No Passengers
Damage Type 1
FP1.S, FP1.C
171.080e Damage Stability for Existing Vessels

LIM------------171.080e Damage Stability CRITERION----Min/Max--------Attained

(1) Absolute Angle at Equilibrium < 7.00 deg 0.21 P
(2) Angle from Equilibrium to Dk/margin Immersion > 0.00 deg 12.75 P
(3) GM Upright > 0.17 Ft 36.84 P
-----------------------------------------------------------------------------

Page | 80
03/22/13 13:30:46 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND
LC3: Arrival - No Passengers
Damage Type 2
Void1.S, Void1.C

DISPLACEMENT STATUS
Baseline draft: 2.943 @ 0.00, 1.870 @ 64.17a
Trim: Fwd 1.07/64.17, Heel: Stbd 1.27 deg.
Part---------------------SpGr------Displ(LT)----LCB-----TCB-----VCB------RefHt
HULL 1.025 105.12 30.16a 0.83s 1.32 -2.94
VOID1.C Flooded 1.025 -21.62 18.52a 0.28s 1.27 -2.94
VOID1.S Flooded 1.025 -5.25 18.54a 12.61s 1.54 -2.94
Total Displacement--> 1.025 78.25 34.16a 0.19s 1.32
Distances in FEET.------------------------------------------------------------

03/22/13 13:30:46 Elliott Bay Design Group

GHS 13.00 M/V ANGEL ISLAND
LC3: Arrival - No Passengers
Damage Type 2
Void1.S, Void1.C
171.080e Damage Stability for Existing Vessels

LIM------------171.080e Damage Stability CRITERION----Min/Max--------Attained

(1) Absolute Angle at Equilibrium < 7.00 deg 1.27 P
(2) Angle from Equilibrium to Dk/margin Immersion > 0.00 deg 8.46 P
(3) GM Upright > 0.17 Ft 33.97 P
-----------------------------------------------------------------------------

Page | 81
03/22/13 13:30:46 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND
LC3: Arrival - No Passengers
Damage Type 3
Void2.S, Void2.C

DISPLACEMENT STATUS
Baseline draft: 2.000 @ 0.00, 2.685 @ 64.17a
Trim: Aft 0.68/64.17, Heel: Stbd 1.17 deg.
Part---------------------SpGr------Displ(LT)----LCB-----TCB-----VCB------RefHt
HULL 1.025 104.57 34.48a 0.76s 1.30 -2.00
VOID2.C Flooded 1.025 -21.61 34.76a 0.32s 1.19 -2.00
VOID2.S Flooded 1.025 -4.71 34.76a 12.60s 1.39 -2.00
Total Displacement--> 1.025 78.26 34.39a 0.17s 1.33
Distances in FEET.------------------------------------------------------------

03/22/13 13:30:46 Elliott Bay Design Group

GHS 13.00 M/V ANGEL ISLAND
LC3: Arrival - No Passengers
Damage Type 3
Void2.S, Void2.C
171.080e Damage Stability for Existing Vessels

LIM------------171.080e Damage Stability CRITERION----Min/Max--------Attained

(1) Absolute Angle at Equilibrium < 7.00 deg 1.17 P
(2) Angle from Equilibrium to Dk/margin Immersion > 0.00 deg 9.69 P
(3) GM Upright > 0.17 Ft 32.60 P
-----------------------------------------------------------------------------

Page | 82
03/22/13 13:30:46 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND
LC3: Arrival - No Passengers
Damage Type 4
ENGRM.C, FO.S

DISPLACEMENT STATUS
Baseline draft: 0.937 @ 0.00, 3.730 @ 64.17a
Trim: Aft 2.79/64.17, Heel: Stbd 0.54 deg.
Part---------------------SpGr------Displ(LT)----LCB-----TCB-----VCB------RefHt
HULL 1.025 108.96 39.16a 0.33s 1.47 -0.94
ENGRM.C Flooded 1.025 -28.88 50.96a 0.22s 1.75 -0.94
FO.S Flooded 1.025 -1.83 45.37a 12.61s 1.60 -0.94
Total Displacement--> 1.025 78.25 34.67a 0.08s 1.36
Distances in FEET.------------------------------------------------------------

03/22/13 13:30:46 Elliott Bay Design Group

GHS 13.00 M/V ANGEL ISLAND
LC3: Arrival - No Passengers
Damage Type 4
ENGRM.C, FO.S
171.080e Damage Stability for Existing Vessels

LIM------------171.080e Damage Stability CRITERION----Min/Max--------Attained

(1) Absolute Angle at Equilibrium < 7.00 deg 0.54 P
(2) Angle from Equilibrium to Dk/margin Immersion > 0.00 deg 6.55 P
(3) GM Upright > 0.17 Ft 29.63 P
-----------------------------------------------------------------------------

Page | 83
03/22/13 13:30:46 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND
LC3: Arrival - No Passengers
Damage Type 5
STRGR.C

DISPLACEMENT STATUS
Baseline draft: 1.219 @ 0.00, 2.621 @ 64.17a
Trim: Aft 1.40/64.17, Heel: 0.00 deg.
Part---------------------SpGr------Displ(LT)----LCB-----TCB-----VCB------RefHt
HULL 1.025 84.37 36.46a 0.00 1.12 -1.22
STRGR.C Flooded 1.025 -6.12 61.72a 0.00 1.93 -1.22
Total Displacement--> 1.025 78.25 34.49a 0.00 1.05
Distances in FEET.------------------------------------------------------------

03/22/13 13:30:46 Elliott Bay Design Group

GHS 13.00 M/V ANGEL ISLAND
LC3: Arrival - No Passengers
Damage Type 5
STRGR.C
171.080e Damage Stability for Existing Vessels

LIM------------171.080e Damage Stability CRITERION----Min/Max--------Attained

(1) Absolute Angle at Equilibrium < 7.00 deg 0.00 P
(2) Angle from Equilibrium to Dk/margin Immersion > 0.00 deg 11.57 P
(3) GM Upright > 0.17 Ft 34.81 P
-----------------------------------------------------------------------------

Page | 84
03/22/13 13:30:46 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND
LC4: Departure - Passengers Shift Fwd

WEIGHT and DISPLACEMENT STATUS

Baseline draft: 2.820 @ 0.00, 2.300 @ 64.17a
Trim: Fwd 0.52/64.17, Heel: 0.00 deg.
Part------------------------------Weight(LT)----LCG-----TCG-----VCG-------FSM
Light Ship 75.95 34.10a 0.00 10.00
Stores 0.89 50.67a 0.00 3.00
Crew (4) 0.36 32.08a 0.00 16.75
Passengers Fwd (400) 35.71 26.36a 0.00 16.75
FO.S 0.33 45.35a 12.53s 0.34
FO.P 0.33 45.35a 12.53p 0.34
FW.P 0.19 18.72a 6.88p 0.98
SEW.S 0.20 18.72a 6.87s 0.98
Total Weight--------> 113.96 31.81a 0.00 11.99
Load-----SpGr-----Weight(LT)----LCG-----TCG-----VCG
Total Tanks---------> --- Included in Fixed Weight --- 3.6*
Total Weight--------> 113.96 31.81a 0.00 11.99
Displ(LT)----LCB-----TCB-----VCB------RefHt
HULL 1.025 113.96 31.73a 0.00 1.39 -2.82
------------------------------------------------------------------------------
Righting Arms: 0.00 0.00
Distances in FEET.-------------------------------------------Moments in Ft-LT.
+
Note: FSM values marked with an asterisk (*) are formal values which are
not the same as the true values in the present condition.
+

HYDROSTATIC PROPERTIES
Trim: Fwd 0.52/64.17, Heel: 0.00 deg., VCG = 11.99

LCF Displacement Buoyancy-Ctr. Weight/ Moment/

Draft----Weight(LT)----LCB-----VCB-----Inch-----LCF---In trim----GML-----GMT
2.547 113.96 31.73a 1.39 4.44 33.80a 20.68 139.7 24.10
Distances in FEET.-------Specific Gravity = 1.025.-----------Moment in Ft-LT.
Trim is per 64.17Ft
Draft is from Baseline. Formal Free Surface included.

Note: GMT includes the formal free surface moment 3.6 Ft-LT

Page | 85
03/22/13 13:30:46 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND
LC4: Departure - Passengers Shift Fwd
Damage Type 1
FP1.S, FP1.C

DISPLACEMENT STATUS
Baseline draft: 3.927 @ 0.00, 1.831 @ 64.17a
Trim: Fwd 2.10/64.17, Heel: Stbd 0.74 deg.
Part---------------------SpGr------Displ(LT)----LCB-----TCB-----VCB------RefHt
HULL 1.025 129.55 28.53a 0.40s 1.62 -3.92
FP1.C Flooded 1.025 -12.88 7.06a 0.21s 2.29 -3.92
FP1.S Flooded 1.025 -2.71 7.06a 12.59s 2.45 -3.92
Total Displacement--> 1.025 113.96 31.47a 0.14s 1.52
Distances in FEET.------------------------------------------------------------

03/22/13 13:30:46 Elliott Bay Design Group

GHS 13.00 M/V ANGEL ISLAND
LC4: Departure - Passengers Shift Fwd
Damage Type 1
FP1.S, FP1.C
171.080e Damage Stability for Existing Vessels

LIM------------171.080e Damage Stability CRITERION----Min/Max--------Attained

(1) Absolute Angle at Equilibrium < 7.00 deg 0.74 P
(2) Angle from Equilibrium to Dk/margin Immersion > 0.00 deg 5.31 P
(3) GM Upright > 0.17 Ft 21.51 P
-----------------------------------------------------------------------------

Page | 86
03/22/13 13:30:46 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND
LC4: Departure - Passengers Shift Fwd
Damage Type 2
Void1.S, Void1.C

DISPLACEMENT STATUS
Baseline draft: 4.662 @ 0.00, 1.977 @ 64.17a
Trim: Fwd 2.68/64.17, Heel: Stbd 2.22 deg.
Part---------------------SpGr------Displ(LT)----LCB-----TCB-----VCB------RefHt
HULL 1.025 153.65 28.04a 1.04s 1.91 -4.65
VOID1.C Flooded 1.025 -31.58 18.41a 0.38s 1.91 -4.65
VOID1.S Flooded 1.025 -8.11 18.45a 12.67s 2.28 -4.65
Total Displacement--> 1.025 113.96 31.39a 0.39s 1.88
Distances in FEET.------------------------------------------------------------

03/22/13 13:30:46 Elliott Bay Design Group

GHS 13.00 M/V ANGEL ISLAND
LC4: Departure - Passengers Shift Fwd
Damage Type 2
Void1.S, Void1.C
171.080e Damage Stability for Existing Vessels

LIM------------171.080e Damage Stability CRITERION----Min/Max--------Attained

(1) Absolute Angle at Equilibrium < 7.00 deg 2.22 P
(2) Angle from Equilibrium to Dk/margin Immersion > 0.00 deg 1.73 P
(3) GM Upright > 0.17 Ft 20.39 P
-----------------------------------------------------------------------------

Page | 87
03/22/13 13:30:46 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND
LC4: Departure - Passengers Shift Fwd
Damage Type 3
Void2.S, Void2.C

DISPLACEMENT STATUS
Baseline draft: 3.406 @ 0.00, 3.042 @ 64.17a
Trim: Fwd 0.36/64.17, Heel: Stbd 1.89 deg.
Part---------------------SpGr------Displ(LT)----LCB-----TCB-----VCB------RefHt
HULL 1.025 149.88 32.44a 0.89s 1.76 -3.40
VOID2.C Flooded 1.025 -29.26 34.63a 0.38s 1.61 -3.40
VOID2.S Flooded 1.025 -6.66 34.63a 12.65s 1.90 -3.40
Total Displacement--> 1.025 113.97 31.75a 0.34s 1.79
Distances in FEET.------------------------------------------------------------

03/22/13 13:30:46 Elliott Bay Design Group

GHS 13.00 M/V ANGEL ISLAND
LC4: Departure - Passengers Shift Fwd
Damage Type 3
Void2.S, Void2.C
171.080e Damage Stability for Existing Vessels

LIM------------171.080e Damage Stability CRITERION----Min/Max--------Attained

(1) Absolute Angle at Equilibrium < 7.00 deg 1.89 P
(2) Angle from Equilibrium to Dk/margin Immersion > 0.00 deg 5.65 P
(3) GM Upright > 0.17 Ft 19.40 P
-----------------------------------------------------------------------------

Page | 88
03/22/13 13:30:46 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND
LC4: Departure - Passengers Shift Fwd
Damage Type 4
ENGRM.C, FO.S

DISPLACEMENT STATUS
Baseline draft: 2.170 @ 0.00, 4.223 @ 64.17a
Trim: Aft 2.05/64.17, Heel: Stbd 0.81 deg.
Part---------------------SpGr------Displ(LT)----LCB-----TCB-----VCB------RefHt
HULL 1.025 151.91 36.75a 0.37s 1.82 -2.17
ENGRM.C Flooded 1.025 -35.62 50.95a 0.27s 2.08 -2.17
FO.S Flooded 1.025 -2.33 45.35a 12.64s 1.99 -2.17
Total Displacement--> 1.025 113.96 32.14a 0.15s 1.74
Distances in FEET.------------------------------------------------------------

03/22/13 13:30:46 Elliott Bay Design Group

GHS 13.00 M/V ANGEL ISLAND
LC4: Departure - Passengers Shift Fwd
Damage Type 4
ENGRM.C, FO.S
171.080e Damage Stability for Existing Vessels

LIM------------171.080e Damage Stability CRITERION----Min/Max--------Attained

(1) Absolute Angle at Equilibrium < 7.00 deg 0.81 P
(2) Angle from Equilibrium to Dk/margin Immersion > 0.00 deg 4.61 P
(3) GM Upright > 0.17 Ft 17.25 P
-----------------------------------------------------------------------------

Page | 89
03/22/13 13:30:46 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND
LC4: Departure - Passengers Shift Fwd
Damage Type 5
STRGR.C

DISPLACEMENT STATUS
Baseline draft: 2.518 @ 0.00, 2.833 @ 64.17a
Trim: Aft 0.32/64.17, Heel: 0.00 deg.
Part---------------------SpGr------Displ(LT)----LCB-----TCB-----VCB------RefHt
HULL 1.025 121.37 33.68a 0.00 1.46 -2.52
STRGR.C Flooded 1.025 -7.41 61.70a 0.00 2.06 -2.52
Total Displacement--> 1.025 113.96 31.86a 0.00 1.42
Distances in FEET.------------------------------------------------------------

03/22/13 13:30:46 Elliott Bay Design Group

GHS 13.00 M/V ANGEL ISLAND
LC4: Departure - Passengers Shift Fwd
Damage Type 5
STRGR.C
171.080e Damage Stability for Existing Vessels

LIM------------171.080e Damage Stability CRITERION----Min/Max--------Attained

(1) Absolute Angle at Equilibrium < 7.00 deg 0.00 P
(2) Angle from Equilibrium to Dk/margin Immersion > 0.00 deg 9.79 P
(3) GM Upright > 0.17 Ft 20.75 P
-----------------------------------------------------------------------------

Page | 90
03/22/13 13:30:46 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND
LC5: Departure - Passengers Shift Aft

WEIGHT and DISPLACEMENT STATUS

Baseline draft: 2.152 @ 0.00, 2.890 @ 64.17a
Trim: Aft 0.74/64.17, Heel: 0.00 deg.
Part------------------------------Weight(LT)----LCG-----TCG-----VCG-------FSM
Light Ship 75.95 34.10a 0.00 10.00
Stores 0.89 50.67a 0.00 3.00
Crew (4) 0.36 32.08a 0.00 16.75
Passengers Aft (400) 35.71 34.89a 0.00 16.75
FO.S 0.33 45.35a 12.53s 0.34
FO.P 0.33 45.35a 12.53p 0.34
FW.P 0.19 18.72a 6.88p 0.98
SEW.S 0.20 18.72a 6.87s 0.98
Total Weight--------> 113.96 34.48a 0.00 11.99
Load-----SpGr-----Weight(LT)----LCG-----TCG-----VCG
Total Tanks---------> --- Included in Fixed Weight --- 3.6*
Total Weight--------> 113.96 34.48a 0.00 11.99
Displ(LT)----LCB-----TCB-----VCB------RefHt
HULL 1.025 113.96 34.61a 0.00 1.39 -2.15
------------------------------------------------------------------------------
Righting Arms: 0.00 0.00
Distances in FEET.-------------------------------------------Moments in Ft-LT.
+
Note: FSM values marked with an asterisk (*) are formal values which are
not the same as the true values in the present condition.
+

HYDROSTATIC PROPERTIES
Trim: Aft 0.74/64.17, Heel: 0.00 deg., VCG = 11.99

LCF Displacement Buoyancy-Ctr. Weight/ Moment/

Draft----Weight(LT)----LCB-----VCB-----Inch-----LCF---In trim----GML-----GMT
2.547 113.96 34.61a 1.39 4.37 34.39a 19.67 132.9 23.70
Distances in FEET.-------Specific Gravity = 1.025.-----------Moment in Ft-LT.
Trim is per 64.17Ft
Draft is from Baseline. Formal Free Surface included.

Note: GMT includes the formal free surface moment 3.6 Ft-LT

Page | 91
03/22/13 13:30:46 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND
LC5: Departure - Passengers Shift Aft
Damage Type 1
FP1.S, FP1.C

DISPLACEMENT STATUS
Baseline draft: 2.947 @ 0.00, 2.557 @ 64.17a
Trim: Fwd 0.39/64.17, Heel: Stbd 0.49 deg.
Part---------------------SpGr------Displ(LT)----LCB-----TCB-----VCB------RefHt
HULL 1.025 124.38 32.18a 0.27s 1.49 -2.95
FP1.C Flooded 1.025 -8.66 7.63a 0.19s 1.78 -2.95
FP1.S Flooded 1.025 -1.76 7.65a 12.55s 1.90 -2.95
Total Displacement--> 1.025 113.96 34.42a 0.09s 1.46
Distances in FEET.------------------------------------------------------------

03/22/13 13:30:46 Elliott Bay Design Group

GHS 13.00 M/V ANGEL ISLAND
LC5: Departure - Passengers Shift Aft
Damage Type 1
FP1.S, FP1.C
171.080e Damage Stability for Existing Vessels

LIM------------171.080e Damage Stability CRITERION----Min/Max--------Attained

(1) Absolute Angle at Equilibrium < 7.00 deg 0.49 P
(2) Angle from Equilibrium to Dk/margin Immersion > 0.00 deg 8.57 P
(3) GM Upright > 0.17 Ft 21.55 P
-----------------------------------------------------------------------------

Page | 92
03/22/13 13:30:46 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND
LC5: Departure - Passengers Shift Aft
Damage Type 2
Void1.S, Void1.C

DISPLACEMENT STATUS
Baseline draft: 3.935 @ 0.00, 2.547 @ 64.17a
Trim: Fwd 1.39/64.17, Heel: Stbd 2.00 deg.
Part---------------------SpGr------Displ(LT)----LCB-----TCB-----VCB------RefHt
HULL 1.025 149.95 30.49a 0.95s 1.79 -3.93
VOID1.C Flooded 1.025 -28.65 18.52a 0.33s 1.72 -3.93
VOID1.S Flooded 1.025 -7.33 18.54a 12.66s 2.08 -3.93
Total Displacement--> 1.025 113.96 34.26a 0.36s 1.79
Distances in FEET.------------------------------------------------------------

03/22/13 13:30:46 Elliott Bay Design Group

GHS 13.00 M/V ANGEL ISLAND
LC5: Departure - Passengers Shift Aft
Damage Type 2
Void1.S, Void1.C
171.080e Damage Stability for Existing Vessels

LIM------------171.080e Damage Stability CRITERION----Min/Max--------Attained

(1) Absolute Angle at Equilibrium < 7.00 deg 2.00 P
(2) Angle from Equilibrium to Dk/margin Immersion > 0.00 deg 4.38 P
(3) GM Upright > 0.17 Ft 20.33 P
-----------------------------------------------------------------------------

Page | 93
03/22/13 13:30:46 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND
LC5: Departure - Passengers Shift Aft
Damage Type 3
Void2.S, Void2.C

DISPLACEMENT STATUS
Baseline draft: 2.781 @ 0.00, 3.621 @ 64.17a
Trim: Aft 0.84/64.17, Heel: Stbd 1.96 deg.
Part---------------------SpGr------Displ(LT)----LCB-----TCB-----VCB------RefHt
HULL 1.025 150.19 34.65a 0.91s 1.77 -2.78
VOID2.C Flooded 1.025 -29.50 34.75a 0.39s 1.62 -2.78
VOID2.S Flooded 1.025 -6.74 34.75a 12.65s 1.92 -2.78
Total Displacement--> 1.025 113.96 34.62a 0.35s 1.80
Distances in FEET.------------------------------------------------------------

03/22/13 13:30:46 Elliott Bay Design Group

GHS 13.00 M/V ANGEL ISLAND
LC5: Departure - Passengers Shift Aft
Damage Type 3
Void2.S, Void2.C
171.080e Damage Stability for Existing Vessels

LIM------------171.080e Damage Stability CRITERION----Min/Max--------Attained

(1) Absolute Angle at Equilibrium < 7.00 deg 1.96 P
(2) Angle from Equilibrium to Dk/margin Immersion > 0.00 deg 5.23 P
(3) GM Upright > 0.17 Ft 18.86 P
-----------------------------------------------------------------------------

Page | 94
03/22/13 13:30:46 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND
LC5: Departure - Passengers Shift Aft
Damage Type 4
ENGRM.C, FO.S

DISPLACEMENT STATUS
Baseline draft: 1.322 @ 0.00, 5.179 @ 64.17a
Trim: Aft 3.86/64.17, Heel: Stbd 0.95 deg.
Part---------------------SpGr------Displ(LT)----LCB-----TCB-----VCB------RefHt
HULL 1.025 158.42 39.50a 0.40s 2.02 -1.32
ENGRM.C Flooded 1.025 -41.83 51.13a 0.27s 2.39 -1.32
FO.S Flooded 1.025 -2.63 45.37a 12.66s 2.22 -1.32
Total Displacement--> 1.025 113.96 35.09a 0.17s 1.87
Distances in FEET.------------------------------------------------------------

03/22/13 13:30:46 Elliott Bay Design Group

GHS 13.00 M/V ANGEL ISLAND
LC5: Departure - Passengers Shift Aft
Damage Type 4
ENGRM.C, FO.S
171.080e Damage Stability for Existing Vessels

LIM------------171.080e Damage Stability CRITERION----Min/Max--------Attained

(1) Absolute Angle at Equilibrium < 7.00 deg 0.95 P
(2) Angle from Equilibrium to Dk/margin Immersion > 0.00 deg 1.06 P
(3) GM Upright > 0.17 Ft 16.66 P
-----------------------------------------------------------------------------

Page | 95
03/22/13 13:30:46 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND
LC5: Departure - Passengers Shift Aft
Damage Type 5
STRGR.C

DISPLACEMENT STATUS
Baseline draft: 1.630 @ 0.00, 3.757 @ 64.17a
Trim: Aft 2.13/64.17, Heel: 0.00 deg.
Part---------------------SpGr------Displ(LT)----LCB-----TCB-----VCB------RefHt
HULL 1.025 125.77 37.36a 0.00 1.57 -1.63
STRGR.C Flooded 1.025 -11.81 61.79a 0.00 2.50 -1.63
Total Displacement--> 1.025 113.96 34.83a 0.00 1.48
Distances in FEET.------------------------------------------------------------

03/22/13 13:30:46 Elliott Bay Design Group

GHS 13.00 M/V ANGEL ISLAND
LC5: Departure - Passengers Shift Aft
Damage Type 5
STRGR.C
171.080e Damage Stability for Existing Vessels

LIM------------171.080e Damage Stability CRITERION----Min/Max--------Attained

(1) Absolute Angle at Equilibrium < 7.00 deg 0.00 P
(2) Angle from Equilibrium to Dk/margin Immersion > 0.00 deg 7.22 P
(3) GM Upright > 0.17 Ft 20.01 P
-----------------------------------------------------------------------------

Page | 96
03/22/13 13:30:46 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND
LC6: Arrival - Passengers Shift Fwd

WEIGHT and DISPLACEMENT STATUS

Baseline draft: 2.820 @ 0.00, 2.300 @ 64.17a
Trim: Fwd 0.52/64.17, Heel: 0.00 deg.
Part------------------------------Weight(LT)----LCG-----TCG-----VCG-------FSM
Light Ship 75.95 34.10a 0.00 10.00
Stores 0.89 50.67a 0.00 3.00
Crew (4) 0.36 32.08a 0.00 16.75
Passengers Fwd (400) 35.71 26.36a 0.00 16.75
FO.S 0.33 45.35a 12.53s 0.34
FO.P 0.33 45.35a 12.53p 0.34
FW.P 0.19 18.72a 6.88p 0.98
SEW.S 0.20 18.72a 6.87s 0.98
Total Weight--------> 113.96 31.81a 0.00 11.99
Load-----SpGr-----Weight(LT)----LCG-----TCG-----VCG
Total Tanks---------> --- Included in Fixed Weight --- 3.6*
Total Weight--------> 113.96 31.81a 0.00 11.99
Displ(LT)----LCB-----TCB-----VCB------RefHt
HULL 1.025 113.96 31.73a 0.00 1.39 -2.82
------------------------------------------------------------------------------
Righting Arms: 0.00 0.00
Distances in FEET.-------------------------------------------Moments in Ft-LT.
+
Note: FSM values marked with an asterisk (*) are formal values which are
not the same as the true values in the present condition.
+

HYDROSTATIC PROPERTIES
Trim: Fwd 0.52/64.17, Heel: 0.00 deg., VCG = 11.99

LCF Displacement Buoyancy-Ctr. Weight/ Moment/

Draft----Weight(LT)----LCB-----VCB-----Inch-----LCF---In trim----GML-----GMT
2.547 113.96 31.73a 1.39 4.44 33.80a 20.68 139.7 24.10
Distances in FEET.-------Specific Gravity = 1.025.-----------Moment in Ft-LT.
Trim is per 64.17Ft
Draft is from Baseline. Formal Free Surface included.

Note: GMT includes the formal free surface moment 3.6 Ft-LT

Page | 97
03/22/13 13:30:46 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND
LC6: Arrival - Passengers Shift Fwd
Damage Type 1
FP1.S, FP1.C

DISPLACEMENT STATUS
Baseline draft: 3.927 @ 0.00, 1.831 @ 64.17a
Trim: Fwd 2.10/64.17, Heel: Stbd 0.74 deg.
Part---------------------SpGr------Displ(LT)----LCB-----TCB-----VCB------RefHt
HULL 1.025 129.55 28.53a 0.40s 1.62 -3.92
FP1.C Flooded 1.025 -12.88 7.06a 0.21s 2.29 -3.92
FP1.S Flooded 1.025 -2.71 7.06a 12.59s 2.45 -3.92
Total Displacement--> 1.025 113.96 31.47a 0.14s 1.52
Distances in FEET.------------------------------------------------------------

03/22/13 13:30:46 Elliott Bay Design Group

GHS 13.00 M/V ANGEL ISLAND
LC6: Arrival - Passengers Shift Fwd
Damage Type 1
FP1.S, FP1.C
171.080e Damage Stability for Existing Vessels

LIM------------171.080e Damage Stability CRITERION----Min/Max--------Attained

(1) Absolute Angle at Equilibrium < 7.00 deg 0.74 P
(2) Angle from Equilibrium to Dk/margin Immersion > 0.00 deg 5.31 P
(3) GM Upright > 0.17 Ft 21.51 P
-----------------------------------------------------------------------------

Page | 98
03/22/13 13:30:46 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND
LC6: Arrival - Passengers Shift Fwd
Damage Type 2
Void1.S, Void1.C

DISPLACEMENT STATUS
Baseline draft: 4.662 @ 0.00, 1.977 @ 64.17a
Trim: Fwd 2.68/64.17, Heel: Stbd 2.22 deg.
Part---------------------SpGr------Displ(LT)----LCB-----TCB-----VCB------RefHt
HULL 1.025 153.65 28.04a 1.04s 1.91 -4.65
VOID1.C Flooded 1.025 -31.58 18.41a 0.38s 1.91 -4.65
VOID1.S Flooded 1.025 -8.11 18.45a 12.67s 2.28 -4.65
Total Displacement--> 1.025 113.96 31.39a 0.39s 1.88
Distances in FEET.------------------------------------------------------------

03/22/13 13:30:46 Elliott Bay Design Group

GHS 13.00 M/V ANGEL ISLAND
LC6: Arrival - Passengers Shift Fwd
Damage Type 2
Void1.S, Void1.C
171.080e Damage Stability for Existing Vessels

LIM------------171.080e Damage Stability CRITERION----Min/Max--------Attained

(1) Absolute Angle at Equilibrium < 7.00 deg 2.22 P
(2) Angle from Equilibrium to Dk/margin Immersion > 0.00 deg 1.73 P
(3) GM Upright > 0.17 Ft 20.39 P
-----------------------------------------------------------------------------

Page | 99
03/22/13 13:30:46 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND
LC6: Arrival - Passengers Shift Fwd
Damage Type 3
Void2.S, Void2.C

DISPLACEMENT STATUS
Baseline draft: 3.406 @ 0.00, 3.042 @ 64.17a
Trim: Fwd 0.36/64.17, Heel: Stbd 1.89 deg.
Part---------------------SpGr------Displ(LT)----LCB-----TCB-----VCB------RefHt
HULL 1.025 149.88 32.44a 0.89s 1.76 -3.40
VOID2.C Flooded 1.025 -29.26 34.63a 0.38s 1.61 -3.40
VOID2.S Flooded 1.025 -6.66 34.63a 12.65s 1.90 -3.40
Total Displacement--> 1.025 113.97 31.75a 0.34s 1.79
Distances in FEET.------------------------------------------------------------

03/22/13 13:30:46 Elliott Bay Design Group

GHS 13.00 M/V ANGEL ISLAND
LC6: Arrival - Passengers Shift Fwd
Damage Type 3
Void2.S, Void2.C
171.080e Damage Stability for Existing Vessels

LIM------------171.080e Damage Stability CRITERION----Min/Max--------Attained

(1) Absolute Angle at Equilibrium < 7.00 deg 1.89 P
(2) Angle from Equilibrium to Dk/margin Immersion > 0.00 deg 5.65 P
(3) GM Upright > 0.17 Ft 19.40 P
-----------------------------------------------------------------------------

Page | 100
03/22/13 13:30:46 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND
LC6: Arrival - Passengers Shift Fwd
Damage Type 4
ENGRM.C, FO.S

DISPLACEMENT STATUS
Baseline draft: 2.170 @ 0.00, 4.223 @ 64.17a
Trim: Aft 2.05/64.17, Heel: Stbd 0.81 deg.
Part---------------------SpGr------Displ(LT)----LCB-----TCB-----VCB------RefHt
HULL 1.025 151.91 36.75a 0.37s 1.82 -2.17
ENGRM.C Flooded 1.025 -35.62 50.95a 0.27s 2.08 -2.17
FO.S Flooded 1.025 -2.33 45.35a 12.64s 1.99 -2.17
Total Displacement--> 1.025 113.96 32.14a 0.15s 1.74
Distances in FEET.------------------------------------------------------------

03/22/13 13:30:46 Elliott Bay Design Group

GHS 13.00 M/V ANGEL ISLAND
LC6: Arrival - Passengers Shift Fwd
Damage Type 4
ENGRM.C, FO.S
171.080e Damage Stability for Existing Vessels

LIM------------171.080e Damage Stability CRITERION----Min/Max--------Attained

(1) Absolute Angle at Equilibrium < 7.00 deg 0.81 P
(2) Angle from Equilibrium to Dk/margin Immersion > 0.00 deg 4.61 P
(3) GM Upright > 0.17 Ft 17.25 P
-----------------------------------------------------------------------------

Page | 101
03/22/13 13:30:46 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND
LC6: Arrival - Passengers Shift Fwd
Damage Type 5
STRGR.C

DISPLACEMENT STATUS
Baseline draft: 2.518 @ 0.00, 2.833 @ 64.17a
Trim: Aft 0.32/64.17, Heel: 0.00 deg.
Part---------------------SpGr------Displ(LT)----LCB-----TCB-----VCB------RefHt
HULL 1.025 121.37 33.68a 0.00 1.46 -2.52
STRGR.C Flooded 1.025 -7.41 61.70a 0.00 2.06 -2.52
Total Displacement--> 1.025 113.96 31.86a 0.00 1.42
Distances in FEET.------------------------------------------------------------

03/22/13 13:30:46 Elliott Bay Design Group

GHS 13.00 M/V ANGEL ISLAND
LC6: Arrival - Passengers Shift Fwd
Damage Type 5
STRGR.C
171.080e Damage Stability for Existing Vessels

LIM------------171.080e Damage Stability CRITERION----Min/Max--------Attained

(1) Absolute Angle at Equilibrium < 7.00 deg 0.00 P
(2) Angle from Equilibrium to Dk/margin Immersion > 0.00 deg 9.79 P
(3) GM Upright > 0.17 Ft 20.75 P
-----------------------------------------------------------------------------

Page | 102
03/22/13 13:30:46 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND
LC7: Arrival - Passengers Shift Aft

WEIGHT and DISPLACEMENT STATUS

Baseline draft: 2.152 @ 0.00, 2.890 @ 64.17a
Trim: Aft 0.74/64.17, Heel: 0.00 deg.
Part------------------------------Weight(LT)----LCG-----TCG-----VCG-------FSM
Light Ship 75.95 34.10a 0.00 10.00
Stores 0.89 50.67a 0.00 3.00
Crew (4) 0.36 32.08a 0.00 16.75
Passengers Aft (400) 35.71 34.89a 0.00 16.75
FO.S 0.33 45.35a 12.53s 0.34
FO.P 0.33 45.35a 12.53p 0.34
FW.P 0.19 18.72a 6.88p 0.98
SEW.S 0.20 18.72a 6.87s 0.98
Total Weight--------> 113.96 34.48a 0.00 11.99
Load-----SpGr-----Weight(LT)----LCG-----TCG-----VCG
Total Tanks---------> --- Included in Fixed Weight --- 3.6*
Total Weight--------> 113.96 34.48a 0.00 11.99
Displ(LT)----LCB-----TCB-----VCB------RefHt
HULL 1.025 113.96 34.61a 0.00 1.39 -2.15
------------------------------------------------------------------------------
Righting Arms: 0.00 0.00
Distances in FEET.-------------------------------------------Moments in Ft-LT.
+
Note: FSM values marked with an asterisk (*) are formal values which are
not the same as the true values in the present condition.
+

HYDROSTATIC PROPERTIES
Trim: Aft 0.74/64.17, Heel: 0.00 deg., VCG = 11.99

LCF Displacement Buoyancy-Ctr. Weight/ Moment/

Draft----Weight(LT)----LCB-----VCB-----Inch-----LCF---In trim----GML-----GMT
2.547 113.96 34.61a 1.39 4.37 34.39a 19.67 132.9 23.70
Distances in FEET.-------Specific Gravity = 1.025.-----------Moment in Ft-LT.
Trim is per 64.17Ft
Draft is from Baseline. Formal Free Surface included.

Note: GMT includes the formal free surface moment 3.6 Ft-LT

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03/22/13 13:30:46 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND
LC7: Arrival - Passengers Shift Aft
Damage Type 1
FP1.S, FP1.C

DISPLACEMENT STATUS
Baseline draft: 2.947 @ 0.00, 2.557 @ 64.17a
Trim: Fwd 0.39/64.17, Heel: Stbd 0.49 deg.
Part---------------------SpGr------Displ(LT)----LCB-----TCB-----VCB------RefHt
HULL 1.025 124.38 32.18a 0.27s 1.49 -2.95
FP1.C Flooded 1.025 -8.66 7.63a 0.19s 1.78 -2.95
FP1.S Flooded 1.025 -1.76 7.65a 12.55s 1.90 -2.95
Total Displacement--> 1.025 113.96 34.42a 0.09s 1.46
Distances in FEET.------------------------------------------------------------

03/22/13 13:30:46 Elliott Bay Design Group

GHS 13.00 M/V ANGEL ISLAND
LC7: Arrival - Passengers Shift Aft
Damage Type 1
FP1.S, FP1.C
171.080e Damage Stability for Existing Vessels

LIM------------171.080e Damage Stability CRITERION----Min/Max--------Attained

(1) Absolute Angle at Equilibrium < 7.00 deg 0.49 P
(2) Angle from Equilibrium to Dk/margin Immersion > 0.00 deg 8.57 P
(3) GM Upright > 0.17 Ft 21.55 P
-----------------------------------------------------------------------------

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03/22/13 13:30:46 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND
LC7: Arrival - Passengers Shift Aft
Damage Type 2
Void1.S, Void1.C

DISPLACEMENT STATUS
Baseline draft: 3.935 @ 0.00, 2.547 @ 64.17a
Trim: Fwd 1.39/64.17, Heel: Stbd 2.00 deg.
Part---------------------SpGr------Displ(LT)----LCB-----TCB-----VCB------RefHt
HULL 1.025 149.95 30.49a 0.95s 1.79 -3.93
VOID1.C Flooded 1.025 -28.65 18.52a 0.33s 1.72 -3.93
VOID1.S Flooded 1.025 -7.33 18.54a 12.66s 2.08 -3.93
Total Displacement--> 1.025 113.96 34.26a 0.36s 1.79
Distances in FEET.------------------------------------------------------------

03/22/13 13:30:46 Elliott Bay Design Group

GHS 13.00 M/V ANGEL ISLAND
LC7: Arrival - Passengers Shift Aft
Damage Type 2
Void1.S, Void1.C
171.080e Damage Stability for Existing Vessels

LIM------------171.080e Damage Stability CRITERION----Min/Max--------Attained

(1) Absolute Angle at Equilibrium < 7.00 deg 2.00 P
(2) Angle from Equilibrium to Dk/margin Immersion > 0.00 deg 4.38 P
(3) GM Upright > 0.17 Ft 20.33 P
-----------------------------------------------------------------------------

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03/22/13 13:30:46 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND
LC7: Arrival - Passengers Shift Aft
Damage Type 3
Void2.S, Void2.C

DISPLACEMENT STATUS
Baseline draft: 2.781 @ 0.00, 3.621 @ 64.17a
Trim: Aft 0.84/64.17, Heel: Stbd 1.96 deg.
Part---------------------SpGr------Displ(LT)----LCB-----TCB-----VCB------RefHt
HULL 1.025 150.19 34.65a 0.91s 1.77 -2.78
VOID2.C Flooded 1.025 -29.50 34.75a 0.39s 1.62 -2.78
VOID2.S Flooded 1.025 -6.74 34.75a 12.65s 1.92 -2.78
Total Displacement--> 1.025 113.96 34.62a 0.35s 1.80
Distances in FEET.------------------------------------------------------------

03/22/13 13:30:46 Elliott Bay Design Group

GHS 13.00 M/V ANGEL ISLAND
LC7: Arrival - Passengers Shift Aft
Damage Type 3
Void2.S, Void2.C
171.080e Damage Stability for Existing Vessels

LIM------------171.080e Damage Stability CRITERION----Min/Max--------Attained

(1) Absolute Angle at Equilibrium < 7.00 deg 1.96 P
(2) Angle from Equilibrium to Dk/margin Immersion > 0.00 deg 5.23 P
(3) GM Upright > 0.17 Ft 18.86 P
-----------------------------------------------------------------------------

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03/22/13 13:30:46 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND
LC7: Arrival - Passengers Shift Aft
Damage Type 4
ENGRM.C, FO.S

DISPLACEMENT STATUS
Baseline draft: 1.322 @ 0.00, 5.179 @ 64.17a
Trim: Aft 3.86/64.17, Heel: Stbd 0.95 deg.
Part---------------------SpGr------Displ(LT)----LCB-----TCB-----VCB------RefHt
HULL 1.025 158.42 39.50a 0.40s 2.02 -1.32
ENGRM.C Flooded 1.025 -41.83 51.13a 0.27s 2.39 -1.32
FO.S Flooded 1.025 -2.63 45.37a 12.66s 2.22 -1.32
Total Displacement--> 1.025 113.96 35.09a 0.17s 1.87
Distances in FEET.------------------------------------------------------------

03/22/13 13:30:46 Elliott Bay Design Group

GHS 13.00 M/V ANGEL ISLAND
LC7: Arrival - Passengers Shift Aft
Damage Type 4
ENGRM.C, FO.S
171.080e Damage Stability for Existing Vessels

LIM------------171.080e Damage Stability CRITERION----Min/Max--------Attained

(1) Absolute Angle at Equilibrium < 7.00 deg 0.95 P
(2) Angle from Equilibrium to Dk/margin Immersion > 0.00 deg 1.06 P
(3) GM Upright > 0.17 Ft 16.66 P
-----------------------------------------------------------------------------

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03/22/13 13:30:46 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND
LC7: Arrival - Passengers Shift Aft
Damage Type 5
STRGR.C

DISPLACEMENT STATUS
Baseline draft: 1.630 @ 0.00, 3.757 @ 64.17a
Trim: Aft 2.13/64.17, Heel: 0.00 deg.
Part---------------------SpGr------Displ(LT)----LCB-----TCB-----VCB------RefHt
HULL 1.025 125.77 37.36a 0.00 1.57 -1.63
STRGR.C Flooded 1.025 -11.81 61.79a 0.00 2.50 -1.63
Total Displacement--> 1.025 113.96 34.83a 0.00 1.48
Distances in FEET.------------------------------------------------------------

03/22/13 13:30:46 Elliott Bay Design Group

GHS 13.00 M/V ANGEL ISLAND
LC7: Arrival - Passengers Shift Aft
Damage Type 5
STRGR.C
171.080e Damage Stability for Existing Vessels

LIM------------171.080e Damage Stability CRITERION----Min/Max--------Attained

(1) Absolute Angle at Equilibrium < 7.00 deg 0.00 P
(2) Angle from Equilibrium to Dk/margin Immersion > 0.00 deg 7.22 P
(3) GM Upright > 0.17 Ft 20.01 P
-----------------------------------------------------------------------------

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 Appendix E
GHS Output of Subdivision Calculations

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GHS OUTPUT OF SUBDIVISION CALCULATIONS

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 Appendix F
Deadweight Survey Report

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 M/V ANGEL ISLAND
O.N. 564370
Deadweight Survey Report

Prepared for: Angel Island-Tiburon Ferry • Tiburon, CA

Ref: 13008-001-843-2 Rev. - March 25, 2013

The information contained in this document has been reviewed and

is certified as complying with the following U.S. Coast Guard regulation:
46 CFR Part 170.

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Angel Island-Tiburon Ferry M/V ANGEL ISLANDM/V ANGEL ISLAND 3/25/13

PREPARED BY
Elliott Bay Design Group
5305 Shilshole Ave. NW, Ste. 100
Seattle, WA 98107

GENERAL NOTES
1. This document is intended for submittal to the USCG for approval of the light ship
weight and longitudinal center of gravity of the subject vessel.
2. This document is in accordance with ASTM standard F 1321-92.

REVISIONS
REV DESCRIPTION DATE APPROVED

− Initial issue 03/25/13 WCN

23065

CONFIDENTIAL AND PROPRIETARY PROPERTY OF

ELLIOTT BAY DESIGN GROUP LLC
MAY NOT BE USED FOR CONSTRUCTION OR PROVIDED TO
ANY THIRD PARTIES WITHOUT PRIOR WRITTEN CONSENT.
© 2013 ELLIOTT BAY DESIGN GROUP.

ELLIOTT BAY DESIGN GROUP Job: 13008 By: NAB

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Angel Island-Tiburon Ferry M/V ANGEL ISLANDM/V ANGEL ISLAND 3/25/13

TABLE OF CONTENTS
PAGE

1 Purpose 3
2 Procedure 3
3 Conclusions 4
4 References 4
5 Freeboard Analysis 5
6 Deadweight Survey 6
7 Tank Survey 8
8 GHS Light Ship Displacement Calculation 9
Appendix A 11
Hydrostatic Properties 12
Tank Capacities List 14
Frame Table 15
Appendix B 16
Deadweight Survey Field Data 17

ELLIOTT BAY DESIGN GROUP Job: 13008 By: NAB

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Angel Island-Tiburon Ferry M/V ANGEL ISLAND 3/25/13

1 PURPOSE
This report contains the calculations to determine the light ship displacement and longitudinal
center of gravity of the M/V ANGEL ISLAND, based upon the data collected during the
deadweight survey conducted on February 12, 2013 at Tiburon, CA. The M/V ANGEL
ISLAND is a 64.2 ft × 30.0 ft × 6.0 ft ferry built in 1975 and owned by Angel Island-Tiburon
Ferry, Inc. The official number is 564370.

2 PROCEDURE
The deadweight survey consists of freeboard/draft readings and an audit of all items and
tankages aboard the vessel. The deadweight survey follows the procedures outlined in ASTM F
1321-92, Standard Guide to Conducting a Stability Test [1] and the Deadweight Survey
Procedure [2].

The "Freeboard Analysis" sheet contains freeboard measurements and draft mark readings taken
during the survey. This spreadsheet calculates draft and trim from these readings. The plot
shows the calculated drafts, and a regressed waterline. The freeboard analysis indicates a
straight waterline with no hog or sag. The regressed draft line was used at the draft marks to
define the waterline. Deck heights for the freeboard calculations were measured from the lines
plan. [3]

The "Deadweight Survey" sheets tabulate all of the weights to add, remove and relocate based on
the vessel condition at the time of survey. These weights were used to adjust the "as surveyed"
displacement to the light ship displacement.

The GHS model [4] was created from the vessel lines plan [3], and from the deadweight survey
field notes. The lines plan depicts rounded bilges, but in fact the vessel has a constant sloped
bilge plate. Tank boundaries are based on the inboard profile [5] and deadweight survey field
notes. The GHS origin is located at Frame 0 on the baseline. The vessel's hydrostatics, tank
capacities, and frame table are included in Appendix A, and the deadweight survey field data
sheets are included in Appendix B.

General HydroStatics (GHS) version 13.00 resolves the information obtained during the survey
and calculates the resultant light ship displacement and longitudinal center of gravity. The
freeboard analysis determines the draft and trim, from which GHS returns the "as surveyed"
hydrostatics. GHS solves for the light ship displacement and longitudinal center of gravity by
deducting the tank contents and deadweight survey results from the "as surveyed" displacement.

ELLIOTT BAY DESIGN GROUP Job: 13008 By: NAB

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Angel Island-Tiburon Ferry M/V ANGEL ISLAND 3/25/13

3 CONCLUSIONS
The current light ship displacement and longitudinal center of gravity of the vessel are:

Displacement: 75.95 LT

LCG: 34.10 Ft aft Frame 0

No previous light ship information is available for comparison.

4 REFERENCES

[1] American Society for Testing and Materials (ASTM), "Standard Guide to Conducting a
Stability Test," ASTM F1321-92, July 1, 2004.

[2] Elliott Bay Design Group, "M/V ANGEL ISLAND: Deadweight Survey Procedure," 13008-
001-843-1, Rev. -, Seattle, WA, 02/04/2013.

[3] Z Concepts, "M/V ANGEL ISLAND: Lines PLan," 87.4.389-1, Rev -, Petaluma, CA,
10/23/11.

[4] Elliott Bay Design Group, "GHS Computer Hull Model," Computer File: [Link], Seattle,
WA, 03/12/13.

[5] Z Concepts, "M/V ANGEL ISLAND: Inboard Profile," 87.4.389-3, Rev -, Petaluma, CA,
11/08/2011.

[6] United States Coast Guard, "M/V ANGEL ISLAND, O.N. 564370 Stability," Washington,
D.C., 04/24/1975.

ELLIOTT BAY DESIGN GROUP Job: 13008 By: NAB

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Angel Island-Tiburon Ferry M/V ANGEL ISLAND 3/25/13

5 FREEBOARD ANALYSIS
DRAFT CALCULATION FROM FREEBOARD READINGS
longitudinal freeboards depth deck bulwark height draft
Location distance port stbd port stbd thickness port stbd port stbd average
No. (ft) (ft) (ft) (ft) (ft) (in) (ft) (ft) (ft) (ft) (ft)
1 0 4.521 4.438 6.00 6.00 0.000 0.000 0.000 1.48 1.56 1.52
2 10.5 4.417 4.250 6.00 6.00 0.000 0.000 0.000 1.58 1.75 1.67
3 27.5 4.177 4.063 6.00 6.00 0.000 0.000 0.000 1.82 1.94 1.88
4 40 11.833 11.833 13.75 13.75 0.000 0.063 0.063 1.98 1.98 1.98
5 50 11.667 11.708 13.75 13.75 0.000 0.063 0.063 2.15 2.10 2.13

DRAFT CALCULATION FROM DRAFT MARK READINGS AND REGRESSION RESULTS

longitudinal recorded draft regressed draft LBP = 64.17 ft
Relative
Location distance port stbd avg average
to BL Trim = 0.8 ft aft
(ft) (ft) (ft) (ft) (ft) (ft) Trim = 1.2% of length
FP 0 - - - - 1.53
Fwd Dr 10.5 1.6667 1.5833 1.625 - 1.66 Beam = 30.0 ft
Aft Dr 64.17 0 - 2.29 List = -0.12 8 P or S
AP 64.17 - - - - 2.29

FREEBOARD ANALYSIS PLOT w/REGRESSION

3.0
2.9
2.8
2.7
2.6
2.5

Height Above Baseline (ft)

2.4
y = 0.0117x + 1.5341 2.3
R² = 0.9939 2.2
2.1
2.0
1.9
1.8
1.7
1.6
1.5
1.4
1.3
1.2
1.1
1.0
70 60 50 40 30 20 10 0

Longitudinal Distance (ft)

Average Port Stbd Average Trendline

ELLIOTT BAY DESIGN GROUP Job: 13008 By: NAB

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Angel Island-Tiburon Ferry M/V ANGEL ISLAND 3/25/13

6 DEADWEIGHT SURVEY
INPUTS FOR GHS DEADWEIGHT DETERMINATION
weight LCG
Description (LT) (ft)
"WEIGHTS TO ADD" 0.00 0
"WEIGHTS TO REMOVE" 0.73 33.80
"WEIGHTS TO RELOCATE FROM" 0.00 0
"WEIGHTS TO RELOCATE TO" 0.00 0

WEIGHTS TO ADD
LONGITUDINAL
Description Weight Frame Distance LCG
(lbs) (#) (ft) (ft, +aft) (ft)
None 0.0 0.00

Total = 0 lbs LCG = 0 ft

WEIGHTS TO RELOCATE FROM

LONGITUDINAL
Description Weight Frame Distance LCG
(lbs) (#) (ft) (ft, +aft) (ft)
None 0.0 0.00

0 lbs LCG = 0 ft

WEIGHTS TO RELOCATE TO
LONGITUDINAL
Description Weight Frame Distance LCG
(lbs) (#) (ft) (ft, +aft) (ft)
None 0.0 0.00

Total = 0 lbs LCG = 0 ft

ELLIOTT BAY DESIGN GROUP Job: 13008 By: NAB

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Angel Island-Tiburon Ferry M/V ANGEL ISLAND 3/25/13

DEADWEIGHT SURVEY (CONTINUED)

WEIGHTS TO REMOVE
LONGITUDINAL
Description Weight Frame Distance LCG
(lbs) (#) (ft) (ft, +aft) (ft)
Main Deck
Bike rack 150 0 0.0 2.00 2.0
Rag bag 20 3 16.0 0.00 16.0
Hard bilge pump hose 25 11 58.7 -1.00 57.7
Tables - square top (2) 200 10 53.3 0.00 53.3
Tables - round top (5) 375 7 37.3 0.00 37.3
Service counter 20 3 16.0 0.00 16.0

Upper Deck
Storage box 0 0 0.0 0.00 0.0
Wheelhouse 50 2 10.7 0.00 10.7

Engine Room
Miscellaneous liquid 30 11 58.7 -1.00 57.7
Tools, etc. 20 11 58.7 -1.00 57.7

Lazarette
Light 20 11 58.7 1.00 59.7

Survey Personnel
Will 190 6 32.0 0.00 32.0
Lawrence 190 6 32.0 0.00 32.0
Sara 160 6 32.0 0.00 32.0
Fabian 160 6 32.0 0.00 32.0

Survey gear 25 9 48.0 0.00 48.0

Total = 1635 lbs LCG = 33.80 ft

ELLIOTT BAY DESIGN GROUP Job: 13008 By: NAB

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Angel Island-Tiburon Ferry M/V ANGEL ISLAND 3/25/13

7 TANK SURVEY

Tank name Contents (SG) Sounding/Ullage Notes

Fresh water FW - 1.000 SND = 13.5" Sight gauge

Sewage FW - 1.000 ULL = 34" Visual / measure
Fuel Fr 8-9 Port FO - 0.870 SND = 49.75" Sound from bottom
Fuel Fr 8-9 Stbd FO - 0.870 SND = 49.75" Sound from bottom

Fr 0-2 - CL Void MT N/A Bilge clean and dry

Fr 0-2 - Outbd Void
Port MT N/A Bilge clean and dry
Fr 0-2 - Outbd Void
Stbd MT N/A Bilge clean and dry

Fr 2-5 - CL Void MT N/A Bilge clean and dry

Fr 2-5 - Outbd Void
Port MT N/A Bilge clean and dry
Fr 2-5 - Outbd Void
Stbd MT N/A Bilge clean and dry

Fr 5-8 - CL Void MT N/A Bilge clean and dry

Fr 5-8 - Outbd Void
Port MT N/A Bilge clean and dry
Fr 5-8 - Outbd Void
Stbd MT N/A Bilge clean and dry

Fr
Fr 8-11
8-11 Eng Rm
- Outbd MT N/A Bilge clean and dry
Void
Fr Port
8-11 - Outbd MT N/A Bilge clean and dry
Void Stbd MT N/A Bilge clean and dry

Lazarette MT N/A Bilge clean and dry

ELLIOTT BAY DESIGN GROUP Job: 13008 By: NAB

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Angel Island-Tiburon Ferry M/V ANGEL ISLAND 3/25/13

8 GHS LIGHT SHIP DISPLACEMENT CALCULATION

03/21/13 11:35:20 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND

------ AS-SURVEYED CONDITION - FROM FREEBOARD ANALYSIS ------

DRAFTS used to establish Waterline and Deflection

Location-----Given------Used-----Error
0.00 1.520 1.527 -0.007
10.50a 1.670 1.661 0.009
27.50a 1.880 1.867 0.013
40.00a 1.980 2.009 -0.029
50.00a 2.130 2.116 0.014
Distances in FEET.-----Drafts from Baseline---Deflection overall: 0.028 SAGGING

HYDROSTATIC PROPERTIES
Trim: Aft 0.73/64.00, No Heel, VCG = 0.00
Deflection overall: 0.028 SAGGING

LCF Displacement Buoyancy-Ctr. Weight/ Moment/

Draft----Weight(LT)----LCB-----VCB-----Inch-----LCF---In trim----GML-----GMT
1.952 82.03 34.55a 1.06 4.25 34.91a 19.98 187.0 47.21
Distances in FEET.-------Specific Gravity = 1.021.-----------Moment in Ft-LT.
Trim is per 64.00Ft
Draft is from Baseline.

NOTE:
1) The above hydrostatics are for the observed draft and trim
results from the Freeboard Analysis in the "as-surveyed" condition.
2) Light Ship Condition is derived below by adjusting weights in reverse
order from the observed draft and trim in the "as-surveyed" condition.

ELLIOTT BAY DESIGN GROUP Job: 13008 By: NAB

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Angel Island-Tiburon Ferry M/V ANGEL ISLAND 3/25/13

03/21/13 11:35:20 Elliott Bay Design Group

GHS 13.00 M/V ANGEL ISLAND

------ LIGHT SHIP DETERMINATION ------

WEIGHT and DISPLACEMENT STATUS
Baseline draft: 1.527 @ Origin
Trim: Aft 0.73/64.00, Heel: zero
Deflection overall: 0.028 SAGGING
Part------------------------------Weight(LT)----LCG-----TCG-----VCG
LIGHT SHIP 75.95 34.10a 0.00 0.00
WEIGHT TO REMOVE 0.73 33.80a 0.00 0.00
Total Fixed---------> 76.68 34.09a 0.00 0.00
Gals.-----SpGr-----Weight(LT)----LCG-----TCG-----VCG-------FSM
FO.S 697.0 0.870 2.26 45.34a 12.65s 2.25 0.9
FO.P 697.0 0.870 2.26 45.34a 12.65p 2.25 0.9
FW.P 193.9 1.000 0.72 18.70a 6.87p 1.40 0.9
SEW.S 28.8 1.000 0.11 18.87a 6.87s 0.92 0.9
Total Tanks---------> 5.35 41.21a 0.79p 2.10 3.6
Total Weight--------> 82.03 34.56a 0.05p 0.14
Displ(LT)----LCB-----TCB-----VCB------RefHt
HULL 1.021 82.03 34.55a 0.00 1.06 -1.53
------------------------------------------------------------------------------
Righting Arms: 0.00 0.05s
Distances in FEET.-------------------------------------------Moments in Ft-LT.

HYDROSTATIC PROPERTIES
Trim: Aft 0.73/64.00, No Heel, VCG = 0.14
Deflection overall: 0.028 SAGGING

LCF Displacement Buoyancy-Ctr. Weight/ Moment/

Draft----Weight(LT)----LCB-----VCB-----Inch-----LCF---In trim----GML-----GMT
1.952 82.03 34.55a 1.06 4.25 34.91a 19.95 186.8 47.03
Distances in FEET.-------Specific Gravity = 1.021.-----------Moment in Ft-LT.
Trim is per 64.00Ft
Draft is from Baseline. True Free Surface included.

NOTE:
The above hydrostatics are for the vessel in the "as surveyed"
condition and indicate the calculated light ship values.

ELLIOTT BAY DESIGN GROUP Job: 13008 By: NAB

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Angel Island-Tiburon Ferry M/V ANGEL ISLAND 3/25/13

Appendix A
Hydrostatic Properties

Tank Capacities List

Frame Table

ELLIOTT BAY DESIGN GROUP Job: 13008 By: NAB

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Angel Island-Tiburon Ferry M/V ANGEL ISLAND 3/25/13

HYDROSTATIC PROPERTIES
03/12/13 10:16:26 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND

HYDROSTATIC PROPERTIES
No Trim, No Heel, VCG = 0.00

LCF Displacement Buoyancy-Ctr. Weight/ Moment/

Draft----Weight(LT)----LCB-----VCB-----Inch-----LCF--Deg trim----KML-----KMT
0.250 8.05 29.87a 0.13 2.84 30.17a 91.52 651.7 271.95
0.500 16.99 30.23a 0.26 3.11 30.87a 116.88 394.0 145.08
0.750 26.71 30.59a 0.39 3.37 31.58a 143.86 308.6 102.91
1.000 37.16 30.97a 0.53 3.60 32.29a 172.34 265.7 81.52
1.250 48.33 31.37a 0.67 3.84 33.11a 205.12 243.2 68.86
1.500 60.22 31.80a 0.81 4.08 33.96a 241.66 229.9 60.44
1.750 72.62 32.18a 0.95 4.19 34.11a 258.65 204.1 52.04
2.000 85.38 32.49a 1.09 4.32 34.44a 278.76 187.1 45.98
2.250 98.40 32.74a 1.22 4.36 34.27a 287.03 167.1 40.74
2.500 111.56 32.91a 1.36 4.40 34.08a 294.98 151.5 36.64
2.750 124.82 33.02a 1.49 4.44 33.89a 302.50 138.8 33.34
3.000 138.18 33.10a 1.63 4.47 33.69a 309.47 128.3 30.61
3.250 151.63 33.14a 1.76 4.50 33.48a 316.33 119.5 28.35
3.500 165.17 33.16a 1.89 4.53 33.27a 323.20 112.1 26.47
3.750 178.80 33.16a 2.02 4.56 33.08a 330.05 105.8 24.87
4.000 192.51 33.15a 2.16 4.58 32.88a 336.96 100.3 23.50
4.250 206.30 33.12a 2.29 4.61 32.69a 343.82 95.5 22.33
4.500 220.17 33.09a 2.42 4.63 32.54a 349.77 91.0 21.29
4.750 234.07 33.06a 2.55 4.64 32.52a 351.36 86.0 20.33
5.000 247.98 33.03a 2.68 4.64 32.51a 352.86 81.5 19.48
5.250 261.89 33.00a 2.81 4.64 32.50a 354.31 77.5 18.72
5.500 275.81 32.97a 2.94 4.64 32.50a 355.73 73.9 18.05
Distances in FEET.-------Specific Gravity = 1.025.-----------Moment in Ft-LT.
Draft is from Baseline.

ELLIOTT BAY DESIGN GROUP Job: 13008 By: NAB

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Angel Island-Tiburon Ferry M/V ANGEL ISLAND 3/25/13

ELLIOTT BAY DESIGN GROUP Job: 13008 By: NAB

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Angel Island-Tiburon Ferry M/V ANGEL ISLAND 3/25/13

TANK CAPACITIES LIST

03/21/13 11:35:55 Elliott Bay Design Group
GHS 13.00 M/V ANGEL ISLAND

-------TANK LIST--------
-------Capacities at 100%-------

TANK STATUS
Trim: zero, Heel: zero
Part-----------Gals.-----SpGr-----Weight(LT)----LCG-----TCG-----VCG-------FSM
FP1.C 6912.7 1.025 26.40 6.27a 0.00 3.62 223.4*
FP1.S 1405.1 1.025 5.37 6.33a 12.65s 3.70 2.2*
FP1.P 1405.2 1.025 5.37 6.33a 12.65p 3.70 2.2*
VOID1.C 13292 1.025 50.76 18.67a 0.00 3.05 335.1*
VOID1.S 2954.8 1.025 11.28 18.67a 12.68s 3.10 3.3*
VOID1.P 2954.8 1.025 11.28 18.67a 12.68p 3.10 3.3*
VOID2.C 14326 1.025 54.71 34.67a 0.00 3.00 335.1*
VOID2.S 2955.7 1.025 11.29 34.67a 12.68s 3.10 3.3*
VOID2.P 2955.7 1.025 11.29 34.67a 12.68p 3.10 3.3*
ENGRM.C 15341 1.025 58.58 50.96a 0.00 3.19 682.6*
STRGR.C 6216.6 1.025 23.74 61.78a 0.00 3.68 383.2*
FO.S 985.2 0.870 3.19 45.33a 12.68s 3.10 0.9*
FO.P 985.2 0.870 3.19 45.33a 12.68p 3.10 0.9*
FW.P 517.0 1.000 1.93 18.67a 6.87p 2.33 0.9*
SEW.S 517.0 1.000 1.93 18.67a 6.87s 2.33 0.9*
Total Tanks---------> 280.30 32.45a 0.00 3.20 1980.5
Distances in FEET.-------------------------------------------Moments in Ft-LT.
+
Note: FSM values marked with an asterisk (*) are formal values which are
not the same as the true values in the present condition.
+

ELLIOTT BAY DESIGN GROUP Job: 13008 By: NAB

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Angel Island-Tiburon Ferry M/V ANGEL ISLAND 3/25/13

FRAME TABLE

Frame Feet from Frame Feet from

Number GHS Origin Number GHS Origin

1 5.33 7 37.33
WT 2 10.67 WT 8 42.67
3 16.00 9 48.00
4 21.33 10 53.33
WT 5 26.67 WT 11 58.67
6 32.00 T 64.17

ELLIOTT BAY DESIGN GROUP Job: 13008 By: NAB

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Angel Island-Tiburon Ferry M/V ANGEL ISLAND 3/25/13

Appendix B
Deadweight Survey Field Data

ELLIOTT BAY DESIGN GROUP Job: 13008 By: NAB

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Page | 171
Page | 172
Page | 173
Page | 174
Page | 175
Page | 176
 SECTION 3

VESSEL PROPULSION OVERVIEW PAGE(S)

A. Proposed Electric Propulsion and Charging Components

a) Weight Calcula�ons ………………………………………………….177-181
b) Dees Design and Engineering, LLC…………………………………….182-187

B. Batery Overview
a) Batery Overview …………………………………………………………….188
b) Plans of Void Conversions………………………………………………….189-197
c) Opera�onal and Charging Specifica�ons…………………………….198
d) Induc�ve and Corded Charging………………………………………….199-211
e) Lithium-Ion Batery Guide……………………………………………… 212- 215
f) IPT Charging Guide…………………………………………………….216-291
C. Bulkhead Overview
a) Water-�ght Door…………………………………………………………….292-294
b) Damper …………………………………………………………………………295
c) Searox QS Cert …………………………………………………………….296
d) Searox Steel Bulkhead and Deck Cert………………………………297-302
e) Searox Non-Combus�ble Cert…………………………………………303-310
f) Fasson Marine Tape……………………………………………………….311-312
g) USCG Cer�ficate of Approval Fasson 0808 ……………………313-314
D. Electric Propulsion System Overview
a) Water-Cooled Motor/Generator Overview…………….315-321
b) Electric Over Hydraulic Steering Diagram……………………322
c) Steering GA Diagram………………………………….323
d) Piping and Hydraulic Power Unit Diagram……………...324-325
e) Double Propulsion Controller Data Sheets………………326-329
f) Generator Overview…………………………………………………330
g) Cables, Wiring Diagrams, Receptacles ………………331-461
h) Ven�la�on System………………………………………462
i) Energy Analysis………………………………………………………463-465
j) Vessel/Engine Performance Data…………………………….466
k) Pressure Transmiter/BD Sensor…………………………………….467-471
WEIGHT MOMENT CALCULATIONS ANGEL ISLAND FERRY O.N. 564370 02/24/23

VCG (ft) above

AGGREGATE WEIGHT CHANGES LCG (ft) aft of FP TCG (ft) + STBD
Baseline
Item Wt lbs VCG Vmom LCG Lmom TCG Tmom
ESTIMATED WEIGHTS TO ADD 3404.35 4.39 43.88 0.17
ESTIMATED WEIGHTS TO REMOVE 262.15 4.25 35.82 0.58
DISCREET WEIGHTS TO ADD 13817.80 2.91 42.93 1.98
DISCREET WEIGHTS TO REMOVE 9005.80 2.60 47.07 0.14

AGGREGATE OF ESTIMATED WEIGHT (AEW) 3666.51 lbs

LIGHTSHIP DIS. FROM CURRENT STABILITY LTR 76.8 LT

172032.00 lbs

AEW AS A PERCENTAGE OF LIGHTSHIP DISP. 2.13% NG, >2%!

VCG (ft) above

RESULTANT LIGHTSHIP LCG (ft) aft of FP TCG (ft) + STBD
Baseline
Item Wt lbs VCG Vmom LCG Lmom TCG Tmom

ESTIMATED WEIGHTS TO ADD 3404.35 4.39 14954 43.88 149396 0.17 575
ESTIMATED WEIGHTS TO REMOVE -262.15 4.25 -1114 35.82 -9390 0.58 -153
DISCREET WEIGHTS TO ADD 13817.80 2.91 40205 42.93 593242 1.98 27417
DISCREET WEIGHTS TO REMOVE -9005.80 2.60 -23407 47.07 -423889 0.14 -1220
CURRENT LIGHTSHIP 172032.00 10.00 1720320 34.55 5943706 0.00 0

179986.20 9.73 1750958 34.74 6253066 0.15 26620

80.35 LT

EXISTING LBP 64.2 ft

DIFFERENCE IN LCG -0.192 ft
LCG SHIFT AS A PERCENTAGE OF LBP -0.30% OK, <1%

DEES DESIGN AND ENGINEERING, LLC PAGE

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WEIGHT MOMENT CALCULATIONS ANGEL ISLAND FERRY O.N. 564370 02/24/23

DISCREET WEIGHTS TO ADD

VCG (ft) above

LCG (ft) aft of BKHD 8 TCG (ft) + STBD
Baseline

Item Wt lbs VCG Vmom LCG Lmom TCG Tmom

BATTERY BANK STRBD - 82 kg per bat 3788.4 2.86 10834.8 -2.04 -7728.336 7.24 27428.02
BATTERY BANK PORT - 82kg per bat 3788.4 2.86 10834.8 -2.04 -7728.336 -7.24 -27428
KOHLER 65 kW GENERATOR 2195 3.75 8231.25 13.32 29237.4 7.22 15847.9
CO2 BOTTLE PORT 450 2.42 1089 -14.96 -6732 -1.50 -675
CO2 BOTTLE STRBD 450 2.42 1089 -14.96 -6732 1.50 675
CO2 BOTTLE MACHINERY SPACE 450 2.00 900 1.00 450 7.50 3375
PROPULSION MOTOR - ENGIRO PORT 649 1.31 850.19 6.44 4179.56 -7.50 -4867.5
PROPULSION MOTOR - ENGIRO PORT 649 1.31 850.19 6.44 4179.56 7.50 4867.5
AIR HANDLER TOP 45 4.54 204.3 -7.64 -343.8 2.00 90
STEERING HPU 250 3.6 900 13.21 3302.5 -7.50 -1875
AIR HANDLER BOTTOM 45 3.21 144.45 -7.64 -343.8 2.00 90
A60 DOOR STRBD OUTBRD (CHARGER) 150 3.03 454.50 -8.00 -1200.00 10.50 1575.00
A60 DOOR STRBD INBRD 150 3.03 454.50 -12.23 -1834.50 3.00 450.00
A60 DOOR PORT INBRD 150 3.03 454.50 -12.23 -1834.50 -3.00 -450.00
CHARGER REEL AND CABLE, WOUND 358 2.83 1013.14 -9.58 -3429.64 12.75 4564.50
CHARGER INDUCTION PANELS 250 7.60 1900.00 1.33 332.50 15.00 3750.00

13817.80 2.91 40205 0.27 3775 1.98 27417

Conversion of LCG reference to BKHD 0 from BKHD 8 42.93
Existing stability letter FP ref from BKHD 8 (ft) = 42.66

INDICATES AS OF YET UNCONFIRMED VALUES

DEES DESIGN AND ENGINEERING, LLC PAGE

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WEIGHT MOMENT CALCULATIONS ANGEL ISLAND FERRY O.N. 564370 02/24/23

DISCREET WEIGHTS TO REMOVE

VCG (ft) above

LCG (ft) aft of BKHD 8 TCG (ft) + STBD
Baseline

Item Wt lbs VCG Vmom LCG Lmom TCG Tmom

CUMMINS QSL 9 MAIN PORT 2149 3.07 6597.43 4.41 9477.09 -7.45 -16010.05
CUMMINS QSL 9 MAIN STARBOARD 2149 3.07 6597.43 4.41 9477.09 7.55 16224.95
ZF GEARBOX MAIN PORT 725 1.57 1138.25 6.90 5002.50 -7.58 -5495.50
ZF GEARBOX MAIN STRBD 725 1.57 1138.25 6.90 5002.50 7.42 5379.50
HARCO M3010-5 PORT, weighed 47 8.68 407.96 8.39 394.33 -3.75 -176.25
HARCO M3010-5 STRBD, weighed 47 8.68 407.96 8.39 394.33 3.75 176.25
MER GENERATOR CL FWD 1420 2 2840.00 4.88 6929.60 0.00 0.00
MER GENERATOR CL AFT 975 2 1950.00 9.50 9262.50 -0.92 -897.00
PL 3/8" FOR A60 DOOR STRBD OUTBRD 192.2 3.03 582.37 -8.00 -1537.60 10.50 2018.10
PL 3/8" FOR A60 DOOR STRBD INBRD 192.2 3.03 582.37 -12.23 -2350.61 3.00 576.60
PL 3/8" FOR A60 DOOR PORT INBRD 192.2 3.03 582.37 -12.23 -2350.61 -3.00 -576.60
PL 3/8" FOR WT DOOR BKHD 8 192.2 3.03 582.37 0.00 0.00 0.00 0.00

9005.80 2.60 23407 4.41 39701 0.14 1220

Conversion of LCG reference to BKHD 0 from BKHD 8 47.07
Existing stability letter FP ref from BKHD 8 (ft) = 42.66

INDICATES AS OF YET UNCONFIRMED VALUES

DEES DESIGN AND ENGINEERING, LLC PAGE

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WEIGHT MOMENT CALCULATIONS ANGEL ISLAND FERRY O.N. 564370 02/24/23

ESTIMATED WEIGHTS TO ADD

VCG (ft) above LCG (ft) aft of

TCG (ft) + STBD
Baseline BKHD 8

Item Length Ft Wt/Ft lbs Wt lbs VCG Vmom LCG Lmom TCG Tmom

1.5" S40 GEN COOLING PIPING 30.00 2.72 81.60 1.00 82 9.50 775 5.00 408
1.5" S40 MOTOR COOLING PIPING 50.00 2.72 136.00 1.00 136 8.00 1088 0.00 0
3" S10 GEN EXHASUT PIPING 8.00 4.34 34.72 5.00 174 10.50 365 4.80 167

STRBD MAIN BATTERY CABLING 4.87 9.29 175.00 5.00 875 -0.50 -88 0.00 0
PORT MAIN BATTERY CABLING 3.50 9.29 175.00 5.00 875 -0.50 -88 0.00 0
DC SWITCHBOARDS 3.25 9.29 150.00 5.00 750 -0.50 -75 0.00 0

5" S10 DSCHG VENT PIPING PORT H 10.00 7.78 77.80 5.00 389 4.50 350 -4.41 -343
5" S10 DSCHG VENT PIPING STRBD H 10.00 7.78 77.80 5.00 389 4.50 350 4.41 343

5" S10 INTAKE VENT PIPING PORT V 18.00 7.78 140.04 17.50 2451 6.00 840 -3.75 -525
5" S10 INTAKE VENT PIPING STRBD V 18.00 7.78 140.04 17.50 2451 6.00 840 3.75 525
5" S10 INTAKE VENT PIPING PORT H 9.00 7.78 70.02 5.00 350 2.12 148 -2.62 -183
5" S10 INTAKE VENT PIPING STRBD H 9.00 7.78 70.02 5.00 350 2.12 148 2.62 183

PL 3/8" BKHD INSERTS 6ea 199.70 3.03 605 8.03 1604 0.00 0

A60 INSULATION 804.00 1.75 1407.00 3.50 4925 -8.00 -11256 0.00 0

BATTERY RACKS 30.00 10.25 307.50 0.50 154 2.70 830 0.00 0

Sum and 5% additional for blankets, fasteners etc. 3404.35 4.39 14954 -1.22 -4167 0.17 575
Conversion of LCG reference to BKHD 0 from BKHD 8 43.88
Existing stability letter FP ref from BKHD 8 (ft) = 42.66

DEES DESIGN AND ENGINEERING, LLC PAGE

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WEIGHT MOMENT CALCULATIONS ANGEL ISLAND FERRY O.N. 564370 02/24/23

ESTIMATED WEIGHTS TO REMOVE

VCG (ft) above LCG (ft) aft of

TCG (ft) + STBD
Baseline BKHD 8

Length Wt/Ft
Item Ft lbs Wt lbs VCG Vmom LCG Lmom TCG Tmom

5" S10 PORT ME EXHAUST 8.00 7.78 62.24 5.00 311 7.34 457 -5.00 -311
5" S10 STRBD ME EXHAUST 10.00 7.78 77.80 5.00 389 7.32 569 6.24 485
3" S10 FWD GEN EXHAUST 10.00 4.34 43.40 5.00 217 6.12 266 1.09 47
2" S10 AFT GEN EXHAUST 7.50 4.34 32.55 5.00 163 9.20 299 -1.81 -59

1.25" S40 GEN COOLING PIPING 9.50 1.81 17.20 1.00 17 6.25 107 -0.59 -10
1.5" S40 PORT ME COOLING PIPING 2.66 2.72 7.24 1.00 7 6.50 47 -4.29 -31
1.5" S40 STBD ME COOLING PIPING 2.66 2.72 7.24 1.00 7 6.50 47 4.29 31
0.5" S40 FUEL PIPING AND FILTER 3.00 0.67 2.01 1.00 2 0.50 1 0.00 0

Sum and 5% additional for blankets, fasteners etc. 262.15 4.25 1114 6.84 1794 0.58 153
Conversion of LCG reference to BKHD 0 from BKHD 8 35.82
Existing stability letter FP ref from BKHD 8 (ft) = 42.66

DEES DESIGN AND ENGINEERING, LLC PAGE

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| 181
February 24, 2023

Marine Safety Center

United States Coast Guard
2703 Martin Luther King Jr Ave SE
Washington DC 20593-7430

Regarding: F/V Angle Island ON 564370 repower with electric propulsion

Dear Officer:

Please find enclosed drawings and calculations related to the repower of the referenced vessel.
This is the first submittal regarding the repower. Subsequent submittals will include all those required
for a conversion of this description.

This submittal includes a weight moment evaluation of the effects the repower will have on the
stability of the vessel. The original stability was evaluated based on a dead weight survey and a very
conservative assumed VCG of 10 feet above baseline, fully 4 feet above the main deck. In addition it
was considered using a passenger weight of 200 pounds per passenger. While the weight moment
evaluation calculates revised gravity center values falling outside the regularly allowable limits,
considering the nature of the original values, we felt it important to submit the evaluation for
consideration anyway. At this early design stage, it seems clear that impacts are not dramatic.

We look forward to your evaluation, recommendations and collaboration on this unique project.

Kind Regards;

Brooks Dees, PE
Principal,
Dees Design and Engineering, LLC

Encl:
1. DDE DWG 22033-10 FV ANGEL ISLAND ON 564370 ELECTRIC REPOWER
2. DDE ANGEL ISLAND ON 564370 WEIGHT MOMENT CALCULATIONS

Page | 182
Page | 183
Page | 184
Page | 185
Page | 186
Page | 187
Battery Overview
Angel Island Ferry will have 42 EPTechnologies High Voltage batteries that each
have a capacity of 15.7 kWh giving it a total of 659.4kWh in stored energy
capacity
Specification Value
Nominal 88.8V factor
Capacity 15.7kWh
Max continues Charge 0.8C
Max Charge 1.2C for 15min
Max continues Discharge 1.5C
Peak Discharge 2C for 15min, 3C 10sec @ 25deg
CANBus 250Kb/S multiple batteries on same BUS
Life Cycle 2500 @ 25C° 0.5C/1C, 10% to 90% DOD
Voltage 9 in series, 20 in parallel
Volt Max 103V maximum, recommended 102V
Volt Min 68V minimum, recommended 76V
Temp Range minus 10°C to 45°C
Enclosure ALU IP 65, IP 67 on request
System Mount Stackable
Weight 82kg (5.2kg per kWh or 192W per kg)
Dimensions 1090 x 425 x 147 mm
Design Custom design and size possible
Fire Protection Temperature activated internal fire extinguishing system
Cell Level Protection SSD (overcharge protection), internal cell fuse and more
Certifications CE, UN 38.3, DNV-GL pending
Warranty 2 Years, 3 Years an option

Page | 188
 4 3 2 1

H H

30 Ft
25.5 Ft
18 Ft
12 Ft
4.5 Ft
1.666

G G

Battery Battery
F.E. 1.394' 3.576' 1.394' 3.576'
F.E.
Battery Battery
1.394' 3.576' 1.394' 3.576'

Battery Battery
1.394' 3.576' 1.394' 3.576'
Void
F Battery Battery F

1.394' 3.576' 1.394' 3.576'

Void
16 Ft Battery
1.394' 3.576'
Battery
1.394' 3.576'

Battery Battery
1.394' 3.576' 1.394' 3.576'

21.5 Ft
Battery Battery
E
1.394' 3.576' 1.394' 3.576' E

5.333"

Port STB
Battery Battery
Room Room Charger
PMS
32 Ft
H.E. 1' H.E.
D D

1.666'
Diesel Diesel
Tank Tank
Egress Egress
Ventilation Ventilation

1.479 Ft

Gen Set
C
Port Stb C

1.669 Ft
Motor Motor

Void
Void

B B

A DRAWN A
Andrew Lam 6/21/2021
CHECKED
TITLE
QA

MFG 2D Models
APPROVED
SIZE DWG NO REV
Custom Size (inches) 2D Drawings
SCALE
SHEET 2 OF 10
4 3 2 1 Page | 189
 Port Battery Room Current

4 3 2 1

D D

C C

B B

A A

4 3 2 1

Page | 190
 Port Battery Room - Bulkhead Modified

4 3 2 1

D D

Filled In
3"

C C
Removed

B B

A A

4 3 2 1

Page | 191
 Battery Room - Bulkhead Modified V2

4 3 2 1

D D

Filled In

C C
Removed

B B

A A

4 3 2 1

Page | 192
 4 3 2 1

D D

92"
18.4"

11"

1.2"
C C

72"

B B

DRAWN
Andrew Lam 6/21/2021
CHECKED

A TITLE A
QA

MFG 2D Models
APPROVED
SIZE DWG NO REV
Custom Size (inches) 2D Drawings
SCALE
SHEET 9 OF 10
4 3 2 1

Page | 193
 4 3 2 1

D D

C C

B B

DRAWN
Andrew Lam 6/21/2021
CHECKED

A TITLE A
QA

MFG 2D Models
APPROVED
SIZE DWG NO REV
Custom Size (inches) 2D Drawings
SCALE
SHEET 10 OF 10
4 3 2 1

Page | 194
 Port Battery Room Final with Shelving

4 3 2 1

D D

C C
Battery Battery Battery Battery Battery Battery Battery

Battery Battery Battery Battery Battery Battery Battery

Battery Battery Battery Battery Battery Battery Battery

B B

A A

4 3 2 1

Page | 195
 Port Battery Room Final with Shelving V2
4 3 2 1

D D

C C
Battery Battery Battery Battery Battery Battery Battery

Battery Battery Battery Battery Battery Battery Battery

Battery Battery Battery Battery Battery Battery Battery

B B

A A

4 3 2 1

Page | 196
 4 3 2 1

D D

36"
24"
C C

12"

17"
18"

24"
Door, 12"

B B

DRAWN
Andrew Lam 6/21/2021
CHECKED

A TITLE A
QA

MFG 2D Models
APPROVED
SIZE DWG NO REV
Custom Size (inches) 2D Drawings
SCALE
SHEET 8 OF 10
4 3 2 1

Page | 197
4. Opera�onal Parameters
• Induc�ve charging u�lized during the day between ferry runs. Corded
charging used at night
• Induc�ve charging is 90% efficient, corded charging is 100% efficient
• 90% of charge retained by lithium bateries
• Limit depth of discharge to 40% in projected normal opera�on to maintain
batery health and decrease batery replacement �meframe
• Ensure schedule delays that prevent two charges won’t disrupt ferry service
• Ensure 10% less efficiency than projec�on won’t disrupt ferry service
• Combined schedule delays preven�ng two charges and 10% less efficiency
does not drop batery bank below 20% threshold

5. Charging Equipment Specifica�ons

Two different charging systems will be installed on the Angel Island Ferry. The
induc�ve charging system will be used during the day between runs in order to
prevent the crew from having to constantly handle high voltage, heavy electric
cables. The corded charging system will be used to efficiently trickle-charge the
vessel overnight.
• Induc�ve Charging: One 200 kW induc�ve charging system from ENRX

Page | 198
Page | 199
• Induc�ve Charger is provided by ENRX (name changed from IPTechnologies.
In March 2023) It is an induc�ve charger that eliminates the need for crew
to connect the charger each �me between ferry runs. Induc�ve charging
will be used during the day. For a video on it in opera�on in Norway, please
view here:
htps://[Link]/watch?v=cxA6KhpR1ws

• Corded Charging: Two 80 kWh corded charging systems delivering 480V,

96A, 3-phase electricity will be installed for a total corded charging capacity
of 160 kWh. In most cases, one will be plugged in at night, which from 30%
SOC should take 5.7 hours to charge batery bank up to 100% SOC. Each
corded charger will be connected to three Stercom OBCs (Onboard
Chargers).

Stercom OBC_22kW-850-32

Page | 200
Page | 201
Page | 202
Page | 203
Page | 204
Battery Thermal Management integrated in cell/module/string/BMS

protections

Page | 205
The EPT 105 / 153 / 177 battery has several safety layers to prevent and mitigate both possible
causes and effects of a thermal event on multiple levels:
• External short circuit: Several levels of fuses from high to low: cell internal CID,
exchangeable battery module fuse, exchangeable pack controller fuse in both + and -
lines)
• Internal short circuit: Monitoring the cell status (temperature and voltage per every cell
block) prevents individual cells from entering critical conditions. If this somehow fails,
single-cell passive thermal runaway protection allows an individual cells to enter
thermal runaway without propagating to neighboring cells.
• Overcharge/Overdischarge/External heating: Continuous monitoring of the cell status
by the BMS inhibits entering critical condition levels (temperature and voltage). Cell
individual CID will electrically deactivate the cell in case of overcharge and subsequent
heating, or external heating.
• Module encasing: The cell internals are contained in a steel container where each
individual cell is equipped with a pressure activated safety system. If the internal cell
pressure is increased from abuse, the CID will activate, permanently and irreversibly
disconnecting the cell while the cell remains sealed. If the internal pressure continues to
increase from continued thermal abuse, the cell will eventually open in a controlled
manner to release the internal cell pressure.

Page | 206
Usable battery capacity testing; *

Analysis of Number of Cycles on Battery Depth of Discharge Capacity

Page | 207
Estimated Cycle/Battery Longevity assumes:
● Avoid discharge below 10% SOC, better if regular discharge not below 20%
● Avoid level 3/fast charging above 90% SOC better if all charging above 80%
is trickle charge only
● Ambient temperature of battery compartment should be 25℃ (77℉),
never above 40℃ (104℉.
● Discharge throughput between 0.2 and 0.4C will maximize battery
longevity, throughputs for short durations up to 2C are acceptable

Page | 208
Thermal testing; *

Safety-related testing; and

Page | 209
Page | 210
Crush Test

Page | 211
This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the
Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

Designation: F3353 − 19

Standard Guide for

Shipboard Use of Lithium-Ion (Li-ion) Batteries1
This standard is issued under the fixed designation F3353; the number immediately following the designation indicates the year of
original adoption or, in the case of revision, the year of last revision. A number in parentheses indicates the year of last reapproval. A
superscript epsilon (´) indicates an editorial change since the last revision or reapproval.

1. Scope 2. Referenced Documents

1.1 The purpose of this guide is to provide standard methods 2.1 IEC Standards:2
for the safe use of Li-ion batteries onboard vessels. The IEC 62619 (2017) Secondary Cells and Batteries Containing
guidelines in this document were developed primarily for Alkaline or Other Non-Acid Electrolytes — Safety Re-
larger Li-ion marine battery installations, such as for propul- quirements for Secondary Lithium Cells and Batteries, for
sion or ships service electrical power. The guidelines may not Use in Industrial Applications
be appropriate for smaller battery packages such as those for 2.2 UL Standards:3
computers, packaged uninterruptible power supply (UPS) UL 1642 Standard for Safety: Lithium Batteries
units, and tools. 2.3 United States Code of Federal Regulations (CFR):4
CFR Title 46 Shipping
1.2 Advances in energy storage technology have enabled
new possibilities in shipboard power systems. Currently, lead 2.4 ABS Standards:5
acid batteries comprise the vast majority of shipboard power ABS Guide for Use of Lithium Batteries in the Marine and
Offshore Industries
storage installations due to their low cost and predictable
performance. Li-ion batteries are very energy dense, are 3. Terminology
becoming less expensive and make all-electric or hybrid-
electric power systems possible on some types of vessels. 3.1 Definitions:
There are many unique safety concerns related to Li-ion battery 3.1.1 anode, n—the negative terminal of the battery.
installations which are addressed here. Battery technology is 3.1.2 battery management system (BMS), n—a system that
rapidly developing and users should be aware of additional provides comprehensive battery monitoring, control, and
safety practices unique to each particular battery chemistry. charging for the battery or battery bank. The BMS also detects
and alarms to indicate potentially dangerous conditions.
1.3 The values stated in SI units are to be regarded as 3.1.3 battery size categories, n—installation sizes are based
standard. No other units of measurement are included in this on the total energy storage capacity of all Li-ion batteries in the
standard. battery system. If multiple storage banks are installed, each
1.4 This standard does not purport to address all of the installation may be sized separately if it can be shown that a
safety concerns, if any, associated with its use. It is the failure in one battery bank will not propagate to the other.
responsibility of the user of this standard to establish appro- <50 kWh—an installation with less than 50 kWh total
priate safety, health, and environmental practices and deter- energy storage capacity.
mine the applicability of regulatory limitations prior to use. >50 kWh—an installation with greater than 50 kWh total
energy storage capacity.
1.5 This international standard was developed in accor-
dance with internationally recognized principles on standard- 3.1.4 capacity, n—the number of ampere-hours which can
ization established in the Decision on Principles for the be delivered by a battery on a single charge/discharge. The
Development of International Standards, Guides and Recom-
mendations issued by the World Trade Organization Technical 2
Available from International Electrotechnical Commission (IEC), 3, rue de
Barriers to Trade (TBT) Committee. Varembé, 1st floor, P.O. Box 131, CH-1211, Geneva 20, Switzerland, https://
[Link].
3
Available from Underwriters Laboratories (UL), 2600 N.W. Lake Rd., Camas,
WA 98607-8542, [Link]
1 4
This guide is under the jurisdiction of ASTM Committee F25 on Ships and Available from U.S. Government Printing Office, Superintendent of
Marine Technology and is the direct responsibility of Subcommittee F25.10 on Documents, 732 N. Capitol St., NW, Washington, DC 20401-0001, http://
Electrical. [Link].
5
Current edition approved Feb. 15, 2019. Published March 2019. DOI: 10.1520/ Available from American Bureau of Shipping (ABS), ABS Plaza, 1701 City
F3353-19. Plaza Dr., Spring, TX 77389, [Link]

Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States

1 Page | 212
 F3353 − 19
battery capacity is determined by a number of factors, includ- [Link] pack nomenclature, n—in accordance with the
ing the cutoff voltage, discharge rate, temperature, method of basis defined in battery structure ([Link]), the parallel/series
charge, and the age and life history of the battery. configuration should be defined by the structure of the packs,
[Link] variations on capacity definitions, n—for various as this is the structure where faults may influence cells and
reasons, a vendor may define a nameplate capacity, which is modules in a direct manner. The pack design may consist of a
de-rated from the actual (electrochemical) capacity. Careful single series string of cells, multiple parallel strings consisting
review of the cell ratings, battery design, etc., should be made of single serial strings of cells, or serial strings of multiple cells
to ensure that the assessed/controlled/accessible capacity is connected in parallel. For example, a single serial string of 30
consistent with the installed capacity. cells with no cells in parallel, would be defined as a “1P30S”
pack. A pack consisting of groups of five cells in parallel and
3.1.5 cathode, n—the positive terminal of the battery.
30 of these parallel cell groups would be defined as a “5P30S”
3.1.6 cell, n—an electrochemical device, composed of posi- pack. A pack consisting of five individual series strings of 30
tive and negative electrodes and electrolyte, which is capable cells each, would be defined as a “30S5P” pack.
of storing electrical energy. 3.1.11 state of charge (SOC), n—the ratio of the amount of
3.1.7 electrolyte, n—the solution in which the battery elec- capacity remaining in a battery to the full charge capacity. This
trodes are immersed. This is typically composed of an organic may be determined by voltage measurements, energy flow (for
solvent and dissolved lithium salt. The electrolyte may be example, coulomb counting) or other methodologies. In theory,
flammable depending on the particular composition of the a battery at 25 % state of charge has 25 % capacity remaining
battery. (runtime or energy output) versus what it provides from fully
3.1.8 lithium-ion (Li-ion), n—a family of battery chemistries charged. Consistent with variations on capacity definitions
which contain metallic lithium, a lithium alloy, or a lithium ion, ([Link]), the state of charge reported of a battery may be
and may consist of a single electrochemical cell or two or more different from the ratio of installed electrochemically active
cells connected in series, parallel, or both, that convert chemi- material.
cal energy into electrical energy by an irreversible or reversible 3.1.12 state of health (SOH), n—the ratio of the present
chemical reaction. This guide does not differentiate between health of the battery compared to a new battery. Capacity and
the several unique chemistries that make up the family of power capability are parameters usually associated with battery
Li-ion batteries. Special attention should be paid to the health. For example, if actual battery capacity has degraded to
electrolyte fluid, as it is typically flammable. 80 % of the nameplate capacity, the SOH would be considered
3.1.9 module, n—a group of cells connected together in a 80 %. The state of health parameter is often proprietary in
series or parallel configuration, or both, with or without nature, and may align to a variety of characteristics, including
protective devices and monitoring circuitry. impedance (power capability or voltage drop), accessible
capacity in the correct electrochemically active voltage range,
3.1.10 pack, n—energy storage device that is comprised of
etc.
one or more cells or modules electrically connected. It has a
monitoring circuitry that provides information to a battery
4. Summary of Guide
system.
4.1 Li-ion batteries comprise a wide range of unique battery
[Link] battery nomenclature, n—a battery may share the
chemistries and physical characteristics. Vessel designers, sys-
nomenclature of the pack, if only a single pack is utilized
tem integrators, and onboard operators should take particular
within a system. If multiple packs are utilized in parallel, to
note of recommendations and operating requirements pre-
meet a common requirement, it should be depicted as the
scribed by the battery manufacturer. The use of Li-ion batteries
integer number of packs. For example, a large system could be
in applications outside of the intended purpose can present
composed of ten each, 5P30S packs. It should be clearly
significant hazards (for example, using a high-power battery
defined in terms of number of packs, electrical configuration of
for a high-energy application).
the packs, and how the packs are isolated from each other in
terms of electrical architecture.
5. Testing Requirements
[Link] battery structure, n—typically, batteries are defined
5.1 Battery Testing—Li-ion batteries should be tested to
in terms of their series and parallel cell configurations. Packs
either UL 1642 or IEC 62619 (2017). The tests in Table 1
are increased in series to add end-to-end voltage; they are
increased in parallel to add total energy content at a given
potential. Batteries are built from modules and packs, and for
the purpose of this guidance, a “battery” may consist of TABLE 1 Li-Ion Battery Tests
multiple packs in parallel; separated and segregated by elec- Battery Tests IEC 62619 (2017) UL 1642
trical systems (for example, individual converters) or physical External short-circuit 7.2.1 10
barriers, or both; but serving a common load, bus, or similar Impact 7.2.2 14
Thermal abuse 7.2.4 17 and 18
purpose. Overcharge 7.2.5 11
[Link] battery system, n—system comprised of one or Forced discharge 7.2.6 12
Internal short-circuit 7.3.2
more cells, modules, or battery packs. It has a battery manage- Propagation 8.3.3
ment system (BMS) to maintain the condition of the system.

2 Page | 213
 F3353 − 19
should be carried out on a representative battery and certified other boundaries should be enclosed by A-0 fire integrity.
by the manufacturer or a third-party testing facility. Penetrations should be protected and shown to be capable of
5.2 System Testing—Li-ion battery systems should be tested containing a fire within the compartment.
to IEC 62619 (2017). The tests in Table 2 should be carried out 7.3 Battery management equipment should have sufficient
on each battery system design and certified by the system fire protection in accordance with the manufacturer’s
designer, installer, manufacturer, or third-party. recommendations, and should be arranged such that a failure of
5.2.1 Propagation Test—The battery installation should be a single battery would not render the battery management
arranged such that the failure of a single battery will not equipment inoperable.
propagate to adjacent batteries. This can be demonstrated 7.4 Fixed fire and smoke detection should be provided for
through engineering analysis or through testing of a represen- the battery space.
tative battery arrangement.
7.5 Internal temperature sensors should be provided for
6. Operating Environment each battery in addition to the requirement of 6.1.2. These are
battery-specific sensors that should report to the BMS or other
6.1 Temperature Control—The battery space should be
higher control systems, or both.
maintained at a temperature within specifications of the battery
manufacturer. This can be accomplished through active or 7.6 Gas detection should be provided in accordance with
passive ventilation, liquid cooling, or other techniques, which 6.1.3.
are demonstrated effective through engineering analysis or 7.7 A fixed fire-fighting system should be provided, capable
through system testing. It should be noted that batteries of preventing a Li-ion battery fire from propagating to adjacent
themselves typically include temperature monitoring at the cell compartments. This system should be water-based or show an
or module level, which informs protections by means of a equivalent capacity to absorb heat from a Li-ion battery fire.
battery management system (BMS) or other controls, and are Considerations should be made to ensure that appropriate water
covered elsewhere in this guide. mist or deluge can suitably access battery modules as appli-
6.1.1 Means should be provided to monitor the ambient cable. For liquid cooled batteries, the cooling liquid may serve
temperature of the battery space and alarm in the event of high as an additional heat removal mechanism, but should not be
temperature or failure of the provided ventilation or cooling used as a substitute for a fixed fire-fighting system. Reference
system. The alarm should be visual and audible at the operating should be made to any battery manufacturer’s recommenda-
station or bridge. tions with regard to proper fire extinguishing agent, in consid-
6.1.2 Means should be provided to continuously monitor the eration of particular battery chemistry used.
concentration of flammable and explosive gasses in the battery 7.8 Procedures should be provided for the coordination of
space and alarm in the case of a hazardous concentration. This ventilation and fixed fire-fighting systems that are unique to the
may be in concert with aspirating smoke detectors, or as specific installation and battery chemistry.
standalone gas sensing units tuned to the off-gas profile
expected for the specific cell chemistry (particularly electrolyte 7.9 The guidance in this section may be reduced if an
formulation and its decomposition byproducts) utilized. engineering analysis demonstrates an equivalent level of
6.1.3 Exhaust ventilation should be provided. It should be of safety. The engineering analysis of any alternative fire protec-
the non-sparking type and should provide at least 6 air changes tion installation should provide the means to mitigate, detect,
per hour. contain, and extinguish a fire in the battery storage compart-
6.1.4 Exhaust ventilation should vent to the atmosphere at ment. For installations <50 kWh, consideration should be
least 3 metres away from passenger spaces, egress routes, given to alternative measures provided to mitigate an emer-
muster stations, air intakes, or ignition sources. gency situation.
8. Battery System Design
7. Fire Safety
8.1 Battery Management System—The BMS shall be appro-
7.1 General—Early detection of fire and heat has been priately designed for the associated Li-ion cells. The BMS
shown to help prevent propagation. This section provides should be designed by the same manufacturer as the batteries
measures to detect, contain, and mitigate emergency situations or should be certified by both the BMS manufacturer and the
in the battery installation. battery manufacturer for compatibility.
7.2 Structural Fire Protection—The battery space should be 8.1.1 The BMS should be capable of measuring and com-
a dedicated space and typically will be either a compartment, municating battery voltage, battery current, battery internal
enclosure, or box. Boundaries should provide adequate protec- temperatures, battery balance ground fault, and communica-
tion to other parts of the vessel in the event of a battery fire. tions into or out of the batteries. The BMS should be capable
Fire integrity should be A-60 in the overhead and towards any of calculating and communicating state of charge (SOC), state
machinery spaces, passenger/crew spaces, or fuel tanks. All of health (SOH), and time remaining. The BMS should be
capable of balancing the batteries as necessary.
TABLE 2 Li-Ion Battery System Tests 8.1.2 The BMS system should be capable of isolating
Battery System Tests IEC 62619 (2017) batteries in case of damage or incorrect operation. Isolation
BMS safety function tests Section 2/5 of ABS Guide may be accomplished using contactors, controls, interlocks,
etc.

3 Page | 214
 F3353 − 19
8.1.3 Unless specifically requested by the vessel owner to single non-concurrent failures in control, alarm, or instrumen-
provide maneuvering in an emergency, manual override of tation systems will not prevent sustained or restored operation.
BMS safety functions should not be permitted. The lowest level of component failure required to be included
8.2 Battery Charger—The battery charger shall operate in the QFA is each easily replaceable component. The QFA
within the specifications of the battery manufacturer and typically includes the interconnections between propulsion
should be interfaced and controlled by the BMS. Means should control, power management, and the BMS.
be provided to ensure the charge current (C-rate) and charge 9.3 Design Verification Tests—Design verification tests are
voltage recommended by the manufacturer is not exceeded. An one time tests completed upon installation or major modifica-
alarm should be provided to indicate a failure of the battery tion. The design verification test procedure (DVTP) is a
charger. detailed test procedure to verify each failure mode identified in
8.3 A method to initiate an emergency disconnection of the the QFA.
battery system should be provided adjacent to the battery space 9.4 Periodic Safety Test Procedures (PSTP)—Periodic
and at the operating station or bridge. This should be a separate safety tests are conducted to ensure continued proper function-
control from the approach defined in 8.1.2, and should have an ing of the battery system. Such testing should be conducted
independent means of actuation (for example, an E-stop). following installation, and at regularly scheduled intervals
during operations, to confirm that the systems and safety
9. Testing and Maintenance features continue to operate in a safe, reliable manner. The
9.1 Safety Assessment—A safety assessment should be con- PSTP should include primary and alternate controls, power
ducted during the design and installation of a Li-ion battery sources, interlocks, and safety controls and systems.
system which is unique to the vessel onto which the system
NOTE 1—A formal PTSP program may be required for vital systems,
will be installed. The assessment should identify all hazards to such as propulsion and ships service power, on certain larger commercial
the vessel, crew, and passengers presented by the specific vessels subject to United States Coast Guard (USCG) regulations.
battery installation. Those risks should be assessed and risk 9.5 Maintenance Procedures—Instructions for system
mitigation methods should be documented which should in- maintenance should be provided by the manufacturers. These
clude crew training, interlocks, cabinet, ventilation and sup- procedures consist of a maintenance schedule, maintenance
pression systems, and other safety equipment. The safety instructions, and any other specific information necessary to
assessment should be kept onboard and reviewed on a periodic ensure proper operation of equipment and safety systems.
basis. Procedures should also include instructions on how to verify
9.2 Qualitative Failure Analysis (QFA)—A QFA is intended the battery SOH. Lifecycle management should be taken into
to assist in evaluating the safety and reliability of the design account to determine the replacement interval of the batteries
and should be included as part of the safety assessment. The and system components.
QFA is performed to determine the effects of individual
component failures on the safety and reliability of the power 10. Keywords
system. The QFA should include information confirming that 10.1 Li-ion batteries; lithium-ion batteries; shipboard use

ASTM International takes no position respecting the validity of any patent rights asserted in connection with any item mentioned
in this standard. Users of this standard are expressly advised that determination of the validity of any such patent rights, and the risk
of infringement of such rights, are entirely their own responsibility.

This standard is subject to revision at any time by the responsible technical committee and must be reviewed every five years and
if not revised, either reapproved or withdrawn. Your comments are invited either for revision of this standard or for additional standards
and should be addressed to ASTM International Headquarters. Your comments will receive careful consideration at a meeting of the
responsible technical committee, which you may attend. If you feel that your comments have not received a fair hearing you should
make your views known to the ASTM Committee on Standards, at the address shown below.

This standard is copyrighted by ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959,
United States. Individual reprints (single or multiple copies) of this standard may be obtained by contacting ASTM at the above
address or at 610-832-9585 (phone), 610-832-9555 (fax), or service@[Link] (e-mail); or through the ASTM website
([Link]). Permission rights to photocopy the standard may also be secured from the Copyright Clearance Center, 222
Rosewood Drive, Danvers, MA 01923, Tel: (978) 646-2600; [Link]

4 Page | 215
Vessel Side Components and Aspects of the Wireless Charging System
100 kW

Document includes details of the following components

 Pickup 50 kW 600 V 83 A: 4150247
 Rectifier 50 kW 600 V 83 A: 4160110-Sxxx
 Remote Battery Charging Interface (RBCI) 600 V: 4160107-Sxxx
 Radio Modem 2.4 GHz 3020180-DIGI2-EVx
and their interaction and operation within the overall system IPT® Charge

Page | 216
Content
1 General Advice ......................................................................................................................................... 5
1.1 Information about these Installation and Operating Instructions ................................................. 5
1.2 Limitation of Liability .................................................................................................................... 5
1.3 Copyright ..................................................................................................................................... 6
1.4 Spare Parts .................................................................................................................................. 6
1.5 Warranty ...................................................................................................................................... 6
1.6 Customer Service ........................................................................................................................ 6
2 Safety Instructions .................................................................................................................................... 7
2.1 Explication of Symbols................................................................................................................. 7
2.2 Requirements Regarding Personnel ........................................................................................... 8
2.2.1 Installation and Operation Qualifications ..................................................................................... 8
2.2.2 Unauthorized Personnel .............................................................................................................. 9
2.3 Intended Use ............................................................................................................................... 9
2.4 Responsibility of the Shipyard and the Operator ....................................................................... 10
2.5 Specific Hazards ........................................................................................................................ 11
2.6 Safety Labelling ......................................................................................................................... 12
2.7 Personal Protective Equipment ................................................................................................. 13
2.8 Safety Devices ........................................................................................................................... 14
3 Overview of the System.......................................................................................................................... 15
3.1 Safety Aspects ........................................................................................................................... 17
3.2 Description of the Components ................................................................................................. 18
3.2.1 Overview Stationary Side .......................................................................................................... 18
3.2.2 Main Components Installed on the Vessel ................................................................................ 19
3.3 Display and Operating Elements ............................................................................................... 20
3.3.1 LED-Display RBCI (4160107-Sxxx)........................................................................................... 21
3.3.2 LED-Display Radio Modem (3020180-DIGI2-EVx) ................................................................... 22
4 Transport, Packaging and Storage ......................................................................................................... 23
4.1 Transport ................................................................................................................................... 23
4.1.1 Safety Instructions for Transport ............................................................................................... 23
4.1.2 Inspection .................................................................................................................................. 24
4.2 Packaging .................................................................................................................................. 24
4.3 Storage of Packages ................................................................................................................. 25
5 Installation and Setup ............................................................................................................................. 26
5.1 Recommendations for the Installation ....................................................................................... 26

Page | 217
 5.2 Planning Vessel Installation ....................................................................................................... 27
5.3 Pickup Installation ...................................................................................................................... 29
5.3.1 General Advice .......................................................................................................................... 29
5.3.2 Determining the Length of the Connection Cable ..................................................................... 31
5.3.3 Insertion of the Connecting Cable ............................................................................................. 32
5.3.4 Shortening the Connecting Cable.............................................................................................. 33
5.3.5 Extending the Connecting Cable ............................................................................................... 34
5.4 Rectifier Installation ................................................................................................................... 34
5.4.1 General Advice .......................................................................................................................... 34
5.4.2 Connecting the Rectifiers .......................................................................................................... 39
5.4.3 DC Connection | 600 V Version ................................................................................................. 40
5.4.4 Control Connection .................................................................................................................... 40
5.4.5 Vessel ground terminal .............................................................................................................. 42
5.4.6 AC Connection for Pickup | 600 V Version ................................................................................ 43
5.5 Gap between Charge Pads and Pickups................................................................................... 45
5.6 RBCI Installation ........................................................................................................................ 46
5.6.1 RBCI Interfaces ......................................................................................................................... 47
5.6.2 Power Supply connector X1 ...................................................................................................... 47
5.6.3 I/O and communication connector X2 ....................................................................................... 48
5.6.4 Serial Interfaces ......................................................................................................................... 51
5.7 Radio Modem Installation .......................................................................................................... 52
5.8 Overview Electrical Connections ............................................................................................... 54
5.9 Important installation advice ...................................................................................................... 55
6 Commissioning ....................................................................................................................................... 56
6.1 Test List for Initial Commissioning ............................................................................................. 56
6.2 Performing Initial Commissioning .............................................................................................. 57
7 Maintenance ........................................................................................................................................... 58
7.1 Safety ......................................................................................................................................... 58
7.2 Maintenance Plan ...................................................................................................................... 59
7.3 Measures after Completed Maintenance................................................................................... 60
8 Disassembly and Disposal ..................................................................................................................... 61
8.1 Safety ......................................................................................................................................... 61
8.2 Disassembly .............................................................................................................................. 61
8.3 Disposal ..................................................................................................................................... 61
9 Technical Data ........................................................................................................................................ 62
9.1 Pickup ........................................................................................................................................ 62

Page | 218
 9.2 Rectifier ...................................................................................................................................... 64
9.3 RBCI .......................................................................................................................................... 67
9.4 Radio Modem ............................................................................................................................ 70
9.5 HV Litz Cable orange................................................................................................................. 71
10 Part Numbers ......................................................................................................................................... 72
10.1 System Components ................................................................................................................. 72
10.2 Accessory Parts ......................................................................................................................... 73
10.3 Example bill of material ............................................................................................................. 73
11 FAQ ........................................................................................................................................................ 74
11.1 Shielding .................................................................................................................................... 74
11.2 Ripple Current Compensation ................................................................................................... 74
11.3 Cable Installation ....................................................................................................................... 75
11.4 Junction Box for Connection Cables ......................................................................................... 75

Important:

Company names and trademarks mentioned in this manual that are registered and protected trade names
by copyright do remain the property of the companies themselves.

We reserve the right to carry out technical modifications of illustrations and statements in these operating
instructions, in order to improve the energy supply system and its function. System related details please find
in the system manuals. Refer always to the system documentation before starting any work on the system or
components within the system or before operating the system. Reprint and duplication (as well as extracts)
are only allowed with permission from IPT Technology GmbH.

 IPT Technology GmbH 2018

Page | 219
1 General Advice
1.1 Information about these Installation and Operating Instructions
These installation and operating instructions hold for applications on ferries and other vessels, in the following
called “vessel”.

It is a basic requirement for safe and efficient working that all safety and procedural instructions contained in
these installation and operating instructions are applied. It is therefore required that the staff of the shipyard
and the vessel operator has carefully read and understood these instructions prior to starting any works.
These instructions are part of the system and must be available for the staff of the shipyard / the vessel
operator at any time. Moreover the respective advice has to be considered for the integration of the IPT®
components in the vessel. With some IPT components, there might be manufacturer’s documentation which
must be observed.
Illustrations are provided for basic understanding and may deviate from the actual implementation and
appearance. All stated values are based on the metric system. Measurements without measuring unit are
generally stated in millimetres (mm).
These instructions describe the components of the system and their installation on the vessel. For reasons
of a better readability we will from now on use the generic masculine noun. On principle this means both
genders equally.

1.2 Limitation of Liability

All information and advice in this Installation and Operating Manual have been compiled with due regard to
the standards and regulations in force, best engineering practice, and the findings and experiences we have
accumulated over many years.

The manufacturer is not liable for damage resulting from:

 Non-observance of the installation and maintenance instructions
 Improper use
 Use by untrained personnel
 Unauthorized modifications
 Technical modifications
 Use of unauthorized spare parts and accessories

For special variants, the utilization of additional order options or due to the latest technical changes the actual
scope of delivery may differ from the explanations and illustrations that have been described here.

The obligations agreed upon in the delivery agreement and our General Terms of Business apply, as do the
delivery conditions of the manufacturer and all regulations applicable at the time the contract was concluded.

All products are subject to technical modifications in the context of improvement of usage properties and
further development.

Page | 220
1.3 Copyright
These installation and operating instructions are subject to copyright and exclusively intended for internal
use. Provision of the installation and operating instructions to third parties, duplications in any form – even in
part – as well as the reuse and/or disclosure of their content are not permitted without the written approval of
the manufacturer, except for internal use. Violations will be subject to damages. This will not exclude
additional claims. The manufacturer is the holder of the copyright.

We reserve the right for technical modifications of illustrations and specifications in these operating
instructions that serve for the improvement of the system and its functions.

1.4 Spare Parts

Risk of injury due to wrong spare parts!

The utilization of wrong or faulty spare parts may cause danger for personal and
passengers (respectively the public) as well as damage, malfunctions or total failure.
WARNING!
- Use only original spare parts of the manufacturer or spare parts approved by the
manufacturer!
- If uncertain always contact the manufacturer.

The product warranty expires with the use of unauthorized spare parts. Spare parts
must be ordered from your licensed dealer or directly from the manufacturer. Address
ADVICE! see last page of these instructions.

1.5 Warranty
The regulations about warranty are listed in the general business conditions of the manufacturer as long as
no specific conditions are agreed separately. If not otherwise agreed the general business conditions of IPT
Technology are applied. For purchased parts, the respective conditions of the manufacturer apply.

1.6 Customer Service

Our customer service is available for technical questions. For contact data see last page of these instructions.
Moreover our employees are always interested in information and shared experiences from the field that can
be valuable for the improvement of our products. Please also contact our customer service in this context.

Page | 221
2 Safety Instructions

2.1 Explication of Symbols

Safety and hazard information is identified in these installation and operating instructions by symbols. Signal
words are used to indicate the degree of hazard. Always observe safety instructions and work carefully to
avoid accidents, personal injury or property damage!

… indicates an imminent dangerous situation, which may cause deadly accidents or

serious injuries, if not avoided.
DANGER!
… indicates a possibly dangerous situation, which may cause deadly accidents or
serious injuries, if not avoided.
WARNING!
… indicates a possibly dangerous situation, which, if not avoided, may result in
moderate or minor injury or property damage.
CAUTION!

Advice and recommendations:

… refers to useful advice and recommendations as well as information for an
ADVICE! efficient and trouble-free operation.

Special safety notes

The following symbols are used in safety instructions to point out special risks:

This combination of symbol and signal word indicates an imminent dangerous

situation caused by electrical power and/or electrical voltage. If a labelled hint like this
DANGER! is not observed, this may result in heavy or deadly injuries.

This sign indicates that life and limb of persons are at risk due to electrical voltage.
Failure to follow these instructions could result in serious or even fatal injury as well
as in damage to material. Never touch live objects. Follow the instructions of the
HV WARNING! present manual.

This sign draws the attention to parts of the operating instructions, where special care
must be taken on account of heating of surfaces or on account of inductive heating of
WARNING! ferromagnetic material and where other special measures have to be taken.

This sign warns of the risks of electrostatic discharges (ESD).

- Comply with the respective ESD measures before and during the complete works at
the open device, e.g. by means of a grounding bracelet.
WARNING!
- Connection to the ground must be assured any time.

Page | 222
2.2 Requirements Regarding Personnel

2.2.1 Installation and Operation Qualifications

Risk of injury due to insufficient qualification!

Improper use can result in serious injury to persons or property damage.
- All works for installation and commissioning as well as for maintenance and
WARNING!
disassembly must be carried out by qualified staff (observe IEC 364 resp. CENELEC
HD 384 or DIN VDE 0100 and IEC 664 or DIN VDE 0110 and the national accident
prevention regulations).

The following qualifications are mentioned in these operating instructions for different areas of operation:

 Assembly: Qualified Specialists

Danger due to unqualified personnel!

Certain works may only be carried out by qualified assembly specialists of the shipyard.
Other personnel are not authorized to carry out these works. For the execution of the
HV works to be carried out, contact the shipyard.
WARNING!

The qualified assembly specialists of the shipyard have acquired sufficient experience and knowledge in the
field of commercial vessels as well as electrotechnical and mechanical expertise that allow them to carry out
the described activities professionally and safely. Another prerequisite is knowledge of all relevant standards
and regulations.

 Operation: Persons instructed by the vessel operator

Danger from improper actions!

Instructed persons have got an instruction from the operator with respect to the tasks
assigned to them and the potential dangers arising from improper actions.
HV
WARNING!

Only those persons are authorized as personnel who can be expected to perform their work reliably. People
whose reaction time is influenced e.g. by drugs, alcohol or medications are not authorized. When selecting
personnel, follow all local age- and occupation-specific and other relevant guidelines and rules.

Page | 223
2.2.2 Unauthorized Personnel

Danger due to unauthorized personnel!

Unauthorized personnel who do not meet the here described requirements do not
understand the dangers in the working area.
WARNING!
- Keep unauthorized personnel away from the working area by means of appropriate
safety devices.
- In case of doubt, address these persons and direct them away from the working area.
- Stop work and establish a safe state as long as unauthorized personnel are in the
working area.

2.3 Intended Use

IPT® Charge exclusively serves for the contactless charging of the energy storage of a vessel in the public
and commercial area. Intended use also means the observation of all specifications in these instructions. Any
application that deviates from or goes beyond the intended use is considered as incorrect use.

Danger due to improper use!

Any application that deviates from or goes beyond the intended use of IPT® Charge
can result in a hazardous situation.
DANGER!
- Comply strictly with all specifications of this document.
- Never try to charge incompatible components or vessels.
- Do not operate IPT® Charge with another power supply/frequency than specified in
the technical data.
- Use the device only as intended.

Non-intended use particularly includes the following:

- Use of the equipment with components or accessories not permitted and not
authorized by the manufacturer.
- Operation of the system deviating from the specifications
- Operation of the device by uninstructed personnel
- Use of the energy transmission for the heating of other objects
- Operation in areas subject to explosion hazards

Page | 224
2.4 Responsibility of the Shipyard and the Operator

The shipyard is responsible for the following:

 Safe and proper installation of the components.
 Safe and proper wiring.
 The cable routing must be safe from damages. The condition of the cables must be checked regularly.
 Components installed as specified in the manuals in order to make communication possible.
 Approval of the vessel and the charging infrastructure with IPT® Charge.
 Safeguarding the Pickups during operation.
 Carrying out a hazard and risk analysis of the entire system, comprising the vessel and the charging
system, including infrastructure side.
 The operator must make sure that the vessel is in correct charging position during the entire charging
process.
 Battery management, which will survey the charging of the vessel battery and stop the charging
process, when the installed battery on the vessel side is fully charged or a faulty condition is recognized.
 The operator must ensure, that no ferromagnetic material, i.e. iron or steel, is between the coils or in the
close vicinity of the coils during operations. There must be shielding behind each coil.
 Charging is carried out with the appropriate power (current and voltage).
 Charging is carried out according to the accumulator/storage type.
 Battery must be intrinsically safe.
 Permanent survey of the battery’s charging condition.
 Safe switch-off in case of incorrect use and function.
 Correct identification of the components and installation of warning signals.
 Ensure sufficient power supply for RBCI and Modem.
 Ensure sufficient cooling of the components.
 If necessary, installation of screening measures.
 Ensure that only one charging method is applied during the charging process (inductive or conductive).
 Best possible protection of the IPT Components against intruding water or other harmful influences.

The corresponding advice must be incorporated in the operating instructions of the

vessel.
ADVICE!

Further information for the responsibility of the shipyard see OM9200-0034.

ADVICE!

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2.5 Specific Hazards
The following section lists residual risks that can occur even under proper application of the system. In order
to reduce the risks for personal injury and property damage and to avoid dangerous situations, the safety
advice mentioned here and in the following sections of these instructions must be observed.

The corresponding advice must be incorporated in the operating instructions of the

vessel.
ADVICE!

Danger of electric shock when opening the housing or removing the covers, if
this requires a tool!
DANGER! Electrical components may be live.
- Prior to opening the housing or removing the covers make sure that the cables and
components are de-energized.
- Disconnect all connectors. An interlock function is not available.
- Wait at least 5 minutes after having switched off the power supply until the internal
storage will be discharged.

Risk of injury due to strong electromagnetic fields next to the coils (Charge Pads
and Pickups) during the charging process!
Staying between Charge Pads and Pickups may be dangerous and may cause injuries
WARNING!
due to the electromagnetic field between the coils. In particular active medical body
implants might be affected in their function.
- Do not carry out any works on the vessel during the charging process.
- Do not grasp into the area between the coils during the charging process.
- The skipper must make sure that there are no persons in front of the Charge Pads
when the vessel is docking
- IPT recommends to block the immediate vicinity of the Charge Station to the public.

Risk of injury due to objects on or in front of the Charge Pad!

Small metallic objects on the Charge Pad, i.e. coins or screws may heat up strongly
during the charging process and may cause injuries when being touched. Moreover
WARNING!
damage may occur at the Charge Pad and the Pickup Coils.
- Prior to docking on, the skipper must make sure there are no objects on the Charge
Pads or in front of them.
If something is deposited on the Charge Pad, proceed as follows:
- Ensure that IPT® Charge is switched off.
- Ensure that the object has cooled down.
- Carefully remove the object or any contamination. To do this, wear protective
gloves and use insulated tools.
- Inspect the Charge Pad visually for damage and replace in case of damage.

Page | 226
 Risk of injury at sharp edges and pointed corners!
Sharp edges and pointed corners may cause abrasions and cuts of the skin.
- Be careful when working in the environment of sharp edges and pointed corners!
CAUTION!
- Wear protective gloves in case of doubt.

2.6 Safety Labelling

Electrical voltage

Risk of injury due to unqualified personnel

Only qualified electrical personnel are allowed to work in workspaces with this
labelling. Unauthorized persons are not permitted to enter those labelled
workspaces or open the labelled cabinets or housings.

Page | 227
2.7 Personal Protective Equipment
Personal protective equipment serves to protect people at work from impairments of safety or health. The
personnel must wear protective equipment during various works at and with the system. This will be indicated
in the individual sections of these instructions. Protective equipment is required for the installation of the
charging stations and certain maintenance activities. The personal protective equipment will be explained in
the following:

Work safety clothing

Work safety clothing is tightly fitting working clothes with low
resistance to tearing, close-fitting sleeves and no protruding parts.

Industrial safety helmet

Industrial safety helmets protect the head from falling items, swinging
loads and hitting against fixed objects.

Protective gloves
Protective gloves serve for the protection of the hands from friction,
scrapes, stabbing or deep wounds, as well as from contact with hot
surfaces.

Eye protection
Protective goggles protect the eyes from various dangers, such as
spouting coolants.

Protective footwear
Protective footwear protects the feet from crushing, falling down parts
and slipping on a slippery surface.

Other equipment defined by the shipyard, local requirements, and operating rules or similar might make
further protective equipment necessary, for example:

 Life jacket
 Suit protecting against cold

Page | 228
2.8 Safety Devices

 Battery Management
The Battery Management of the vessel monitors the charging of the vessel battery and stops the
charging process, when the battery installed on the vessel is fully charged or if failures occur.
 Cooling Circuit
The Cooling Circuit transports the thermal loss away from the Rectifiers. The coolant circulates by
means of a vessel side pump to and from the Rectifier. The coolant needs to be cooled down again with
cooling measures on the vessel side.
 Safety Devices
Various monitoring systems are installed in the individual system components which will recognize
excessive load, excess voltage, excess current, short circuit, open circuit and insulation faults (see
chapter 9 „Technical Data“).

Further information about safety devices of the stationary side, see OM9200-0034
and in case the documentation provided by the shipyard.
ADVICE!

Page | 229
3 Overview of the System
IPT® Charge eTransportation Vessel is an inductive power transfer system which allows automated charging
of vessel batteries, without mechanical intervention and without galvanic contact. The system serves for
opportunity charging to increase the range of electrically operated vessels. A minimized energy storage
capacity on board the vessel is sufficient to reach the next charging station. IPT® Charge is based on the
principle of electromagnetic induction. Similar to a transformer, an electromagnetic alternating field is
generated by a primary part which is fed by alternating current. This field is picked up by an adjacent
secondary part and generates an alternating voltage according to the law of induction.

Fig. 1: Operating principle inductive energy transmission

Essential for the function and efficiency is the frequency of the alternating field. While the normal power
supply system is operated with 50 or 60 Hz, IPT® Charge works with an operating frequency of 20 kHz. This
frequency enables the transfer of power even via larger air gaps with a high degree of efficiency. The induced
high-frequency alternating current must be rectified in order to make it usable for electrical consumers.

Each IPT® Charge system is composed of two parts, a primary side and a secondary side, which are
electromagnetically coupled, comparable to a normal transformer. The stationary primary side consists of a
Track Supply and two or four Charge Pads. The mobile secondary or vessel side consists of two or four
Pickups and two or four Rectifiers, which are installed in the vessel. In contrast to normal transformers, where
primary and secondary side are mechanically firmly connected, IPT® Charge is a loosely coupled system,
which means the energy transmission is effected across a defined distance between the coils.

Page | 230
Fig. 2: Basic design of the system „IPT® Charge“

Vessel components (Battery, BMS, VCU, PLC

Wireless

Wireless
Modem

Modem

RBCI
Remote access

Monitoring Unit

(Track
Supply)

Charge Pad Pickup Rectifier

Heat
Exchanger
Cooling
Cooling

Stationary components
(primary side) Vessel side components
(secondary side)
Fig. 3: System overview

Page | 231
For 600 V battery systems:

Wireless 2.4 GHz

modem VCU / BMS
3020180-DIGI2-EV1

RS232
CAN
Digital I/O
RBCI
4160107-Sxxx HMI

Digital I/O
CAN

DC Fuses

Power
Distribution Unit
(optional)

Rectifier 50 kW Rectifier 50 kW
600 V 83 A 600 V 83 A Traction battery
4160110-Sxxx 4160110-Sxxx

Heat
exchanger

F-Pickup 50 kW F-Pickup 50 kW IPT Charge Other Vessel

600 V 83 A 600 V 83 A Component Component
4150247 4150247

Fig. 4: Vessel components of a 100 kW 600 V charging system

3.1 Safety Aspects

Due to the arrangement of Charge Pad and Pickup Coil, the magnetic field is mainly confined to the air gap
between both Coils and stray magnetic fields are minimized. Before the vessel leaves the charging position,
the Track Supply and thus the Charge Pads will be deactivated.

The charging usually starts automatically as soon as the vessel is in the right position, but the vessel may be
equipped with devices by which the skipper can manually start or stop the charging process.

Page | 232
3.2 Description of the Components

3.2.1 Overview Stationary Side

1 4

2 3

(1) Monitoring Unit

(2) Cooling System (optional delivery by IPT)
(3) Terminal Box
(4) Track Supply
(5) Charge Pads
Fig. 5: System overview 1 x 100 kW Charging Station

For further information about the components of the primary side, see operating
instructions system OM9200-0035 and installation system OM9200-0034.

ADVICE!

Fig. 6: Installation example

Page | 233
3.2.2 Main Components Installed on the Vessel

 Pickup 50 kW:
The Pickups are installed at the side of the vessel and absorb the
alternating magnetic field that is generated by the Charge Pads.

50 kW 600 V 83 A (4150247)

Fig. 7: Pickup 50 kW 600 V 83 A

 Rectifier 50 kW:
The Rectifiers convert the AC to DC, which is required for battery
charging. They also contain the capacitance to compensate the
inductance of the connected Pickup 50 kW. Fig. 8: Rectifier 50 kW 600 V

50 kW 600 V 83 A (4160110-Sxxx)

 Remote Battery Charging Interface (RBCI):

The RCBI represents an electronic control unit (ECU) that controls the
power transfer. It reads the information of the Battery Management
System (BMS) or the vehicle control unit (VCU), translates it and
transmits it wirelessly in form of control commands to the Track Supply.
Fig. 9: Remote Battery Charging Interface
Moreover it monitors the error outputs of the Rectifiers.
(RBCI )

600 V (4160107-Sxxx)

 Radio Modem:
The Radio Modem serves for the wireless exchange of information
between RBCI and Track Supply.

Radio modem for 100 kW (3020180- DIGI2-EV1)

Radio modem for 2nd module of 100 kW (3020180-DIGI2-EV2) Fig. 10: Radio Modem with antenna

Technical data of the individual components see chapter 9 „Technical Data“.

ADVICE!

Page | 234
3.3 Display and Operating Elements

In the vessel
According to the design of the shipyard, the vessel may be equipped with display elements that inform the
skipper about the charging process and battery state of charge. Moreover, there may be operating elements
by which the skipper can start the charging process or stop it if required. The operating instructions of the
vessel will provide the necessary information about these display and operating elements.

At the Monitoring Unit

Each Charge Module can be switched off and on individually via the touch panel of the Monitoring Unit. By
selecting a Charge Module, information about an ongoing charging process will be indicated. This includes
data of the vessel such as the state of charge of the battery, battery voltage and current as well as information
about the currently transmitted power if provided. Moreover, an error log can be recalled.

Fig. 11: Example screen shot of the operating panel

For further information, see OM9200-0035.

ADVICE!

Page | 235
3.3.1 LED-Display RBCI (4160107-Sxxx)

Name Colour Condition Purpose

On Supply voltage (> 20V) present
Power Green
Off No or insufficient supply voltage present, or internal fuse defect
On Device is in idle state (disabled through start input)
Device is either in operation and not receiving any CAN
Sleep / Off
Yellow messages, or device is in error state (see below)
CAN Rx
Device is in operation (enabled through start input) and each
Pulsing
pulse corresponds to a valid received CAN message
Each pulse corresponds to a valid received message from the
Status Rx Yellow Pulsing
charging station via the radio link
Indicates data transmission and reception through the RS232
RS232 Yellow Pulsing
interface, i.e. via radio communication to the charging station
Pilot Yellow None (obsolete)
Indicates data transmission and reception through the J1850
J1850 Yellow Pulsing
interface (obsolete)
Indicates data transmission and reception through the CAN
CAN Yellow Pulsing
interface
On Device in error state, error output relay de-energized
Error Red
Off No error, error output relay energized
Table 1: LED-Display indication RBCI

Fig. 12: LED-Display RBCI

Page | 236
3.3.2 LED-Display Radio Modem (3020180-DIGI2-EVx)

I/O & Power LEDs

Name Colour Condition Purpose

Pulsing Supply voltage present
Power Red (bottom)
Off No or insufficient supply voltage present
Data In Green (middle) On Serial Data In (from host)
Data Out Yellow (top) On Serial Data Out (to host)
Table 2: LED-Display Radio Modem

RSSI LEDs (green)

RSSI LEDs indicate the amount of fade margin present in an active wireless link. Fade margin is defined as
the difference between the incoming signal strength and the modem's receiver sensitivity.
Status Signification
3 LEDs On Very Strong Signal (> 30 dB fade margin)
2 LEDs On Strong Signal (> 20 dB fade margin)
1 LED On Moderate Signal (> 10 dB fade margin)
no LED On Weak Signal (< 10 dB fade margin)

I/O & Power LEDs RSSI LEDs

Fig. 13: LED-Display Modem

For information on extension cables for the antenna, see chapter 5.7 “Radio Modem Installation”.

Page | 237
4 Transport, Packaging and Storage

4.1 Transport

 Personnel: Qualified specialists

4.1.1 Safety Instructions for Transport

Danger to life due to suspended loads!

When lifting loads, there is a danger to life from falling parts or parts swinging out of
control.
WARNING!
- Never step below suspended loads.
- Follow the specifications for the attachment points provided.
- Do not attach anything to projecting machine parts or to eyes of installed
components. Ensure that the connection elements are fixed.
- Only use authorized lifting accessories and connection elements with sufficient load
capacity.
- Do not use torn or worn ropes or straps.
- Do not attach ropes or straps to sharp edges and corners, do not knot or twist them.

Damage from improper transport!

Improper transport can result in substantial property damage.
- Secure packaged parts against shifting.
CAUTION!
- Proceed with care when unloading packaged parts upon delivery or during internal
transport and observe the symbols and notes on the packaging.
- Always place the packaged items on a plain, free surface.
- Only remove packaging material immediately prior to starting the installation.
- Store packaging material for later transport if required.

Damage from intruding water!

- Secure packages and components against intruding water or falling into the water
(on the pier/pontoon).
CAUTION!

The environmental conditions for transport, storage and operation are listed in
chapter 9 „Technical Data“
ADVICE!

Page | 238
4.1.2 Inspection

Check the delivery for completeness and transport damage immediately upon receipt. If transport damage
is externally visible, proceed as follows:

 Do not accept the shipment, or accept it only with reservations.

 Note the scope of damage on the transport documents or on the transporter's delivery note.
 Initiate a complaint. Please contact our customer service. For contact data see last page of these
instructions.

Claim every defect as soon as it is detected. Damage compensation claims may only
be made within the applicable claim periods.
ADVICE!

4.2 Packaging

The individual packaged parts are packed according to the transport conditions to be expected. Only
environmentally friendly materials have been used for packaging. The packaging must protect the individual
components from transport damage, corrosion and other damage until the installation will be made. Thus do
not destroy the packaging and remove it only when starting the installation. Store the packaging material for
later transport if required.

Handling of packaging materials:

Dispose of packaging material according to the valid legal regulations and local guidelines.

Environmental damage due to improper disposal!

Packaging material is a valuable resource and can be reused, processed or recycled
in many cases.
CAUTION!
- Dispose of packaging materials in an environmentally appropriate manner.
- Observe the locally applicable disposal guidelines; if necessary, engage a specialist
for disposal.

Page | 239
4.3 Storage of Packages

Store packages under the following conditions:

 Restore the packaging after the inspection for completeness.
 Do not remove labelling from packages.
 Do not store outdoors.
 Store in a dry and dust-free place.
 Do not expose to aggressive media.
 Protect from direct sunlight.
 Storage temperature: -20°C to +60°C.
 Humidity: non-condensing
 Avoid mechanical vibrations.
 When storing for more than 3 months, check the general condition of all parts and the packaging at
regular intervals. If necessary, add or replace the preservative.
 Protect the packages against theft and unauthorized access.

Under some circumstances, there may be instructions for storage on the packages
which go beyond the requirements listed here. Follow them appropriately.
ADVICE!

Page | 240
5 Installation and Setup

5.1 Recommendations for the Installation

The vessel components of the Charging system are supplied by IPT Technology and installed into the vessel
by the shipyard. The shipyard has to install the components in the vessel according to the defined
requirements. These conditions include e.g. the observance of short distances between IPT® Charge
components and a sufficient cooling of the components.

IPT Technology recommends using salt-waterproof materials for the installation. If the
intrusion of water cannot be excluded, make sure the water can flow off.
ADVICE!

IPT Technology recommends installing energy and control cables separately from
each other in a sufficient distance.
ADVICE!

Always mount covers of the devices whenever no one is working actively on them.
This precaution helps preventing accidents and damage to the components.
ADVICE!

Risk of injury due to improper installation and initial commissioning!

Improper installation and initial commissioning can result in serious injury to persons
and property damage.
WARNING!
- Before starting work, ensure that there is sufficient space for assembly.
- Handle open, sharp-edged components carefully.
- Maintain order and cleanliness in the assembly area! Loosely stacked or scattered
components and tools are a source of accidents.
- Mount components properly. Observe the specified screw tightening torques.
- Secure components so that they cannot fall down or tip over.

Page | 241
5.2 Planning Vessel Installation

The Pickups are always installed in pairs.

A pair of Pickups consists of two Pickups with 50 kW each and thus delivers up to
ADVICE! 100 kW output power in total.

Pickup installation on a straight surface

The Pickups must be parallel to the Charge Pads when the vessel is in the charging
ADVICE! position and charging is intended. They should be installed on a straight surface of the
vessel and at the right height to be aligned with the Charge Pads.

Fig. 14: Installation example of Pickups on the vessel side | top view

Positioning for charging

The vessel is supposed to push gently against the Charge Pads which must be fixed to
ADVICE! a flexible support on the pier. Ideally, this flexible support enables movements into three
directions, allowing a common movement of the vessel on the water and the Charge
Pads on the dock to ensure a proper charging process. For more information see
OM9200-0034.

Page | 242
 Fig. 15: Distance between Charge Pad and Pickup during charging

Fig. 16. Positioning tolerances

Page | 243
5.3 Pickup Installation

5.3.1 General Advice

 Personnel: Qualified assembly personnel of the shipyard

Galvanized steel screws get too hot by the high-frequency alternating currents!
Use stainless steel A4 bolts only for all fixation points of the Pickup!
Do not add any washer or spring washer to the centre hole of the Pickup!
WARNING!

An improper installation of the Pickups affects the function and possibly the energy transmission. For the
installation of the Pickups observe the following:

 Mount Pickups to a rigid body or frame or support, which can carry the weight of the Pickups without
bending or breaking.
 Install the device in a (typically) vertical position only (mounting plate facing the ship’s side). IPT
recommends to install all Pickups with the same orientation.

Fig. 17: All Pickups should be mounted in the same set-up

 The distance (outer edge to outer edge) in between two Pickups shall always be 200 mm.
 From steel parts that protrude downward from the ship’s side more than the mounting plate of the Pickup,
keep a distance of at least 100 mm to the Pickup. Ideally, in the direct vicinity of the Pickups is only
aluminium. No metal must get into the area between the Charge Pads and die Pickups!
 As a protection from eventual collisions, IPT recommends to install the Pickups in a deepening (ideally
made of aluminium) and a cover plate which must not be made of metal (but e.g. out of plastic).

Fig. 18: Protecting deepening for the Pickup

Page | 244
 Use at least 3 holes on each side and the centre hole for fixation.

Fix at least at 3 holes on each

Centre hole
side (equally spread over the
for fixation
whole length) with A4 screws

Fig. 19: Fixation holes of the Pickup

 Do not install AC-cables from the Pickup together with other (data) cables.
 Litz cables must be laid in matching pairs and tied together.
 When making cable feed-through the hull, make sure to seal them properly. Cables should never be lead
directly through metal, especially not unbundled!
 Ensure proper guidance but nevertheless sufficient clearance for the AC-cable(s) from the Pickups to
prevent tension or friction.
 Pickups are supplied without cable tails. Only use IPT Litz Cables to connect Pickups and Rectifiers! For
the correct length of cable between Pickups and Rectifiers, see chapter 5.3.2.
 Observe distances of 1 to max. 5 m, optimum 3 m, for the AC cables from Pickup to Rectifier.
 Recommended minimum distance of the AC-cables to steel structures or shielding is 20 mm.
 The Pickups must be installed at the ship’s side in such a way that the following tolerances will be kept for
the vessel positioning:

Tolerance vertical: ± 50 mm
Tolerance horizontal: ± 10 mm
Tolerance in direction of Charge Pads: ± 50 mm

The air gap between Pickup and Charge Pads

is 0 mm. See Fig. 15.

Fig. 20: Tolerances when positioning the Pickups in front of the Charge Pads

The correct installation of Charge Pads is decisive for the positioning of the vessel
when charging. The Charge Pads are to be installed on a flexible support on the pier.
ADVICE! This allows the vessel to push the Pickups against the Charge Pads which will follow
the movement of the Pickups on the vessel. See OM9200-0034.

Page | 245
5.3.2 Determining the Length of the Connection Cable

The connecting Litz cable between Pickups and Rectifiers must be ordered separately at IPT Technology.
When ordering a connection cable, the distance between the cable gland of the connection box of the Pickup
and the cable gland of the Rectifier needs to be measured. To this length, 230 mm need to be added in order
to insert the cable correctly into the cable glands (see Fig. 21). Observe distances of 1 to max. 5 m, optimum
3 m, for the AC cables from Pickup to Rectifier. No cable should exceed a length of 5 m in total.
 Diameter of the IPT Litz cable 20,3+0,7 mm

Determining the length

Make sure to order suitable lengths of cables. Keep in mind the necessary cable path
ADVICE! and the minimum bending radius (~100 mm) of the IPT Litz cable when laying out the
cables! To test the cable length, you can take hose with a diameter of 20 mm and
lead it from the points of installation.
It is possible but not recommended to adapt the length on-site and it may only be
done by an IPT specialist.

Cables laid out in pairs

Keep in mind that the cables must be laid in pairs.
ADVICE!

Cable lug (middle hole) Face cable gland

Cable lug (middle hole)

Face cable gland

Fig. 21: Connection cable between Pickup and Rectifier

Page | 246
5.3.3 Insertion of the Connecting Cable

To connect the Pickup

1. Take out the six screws to open the lid of the cable box.

Fig. 22: Opening of the cable box of the Pickup

2. Take out the sealing plugs used for safer transport and open the cable glands on the side to insert the
cables.
3. Insert the two cables as shown in Fig. 23 and Fig. 24. The flat side of the cable lug must be parallel with
the lid of the cable box. Always use IPT Litz cables!

1 back side
3 1 Cable 4 Nordlock
gland Washer
4 2 Litz cable 5 Screw (A4)
2
M8x16
5
3 Cable lug
front side lid cable box

Fig. 23: Insertion of connecting cable into the cable box of the Pickup


Wrong position of the cable

Correct position of the cable lug!
lug! lid cable box Fig. 24: Insertion of connecting cable

4. In the cable box, the cable lug must fit exactly on the screw opening. Fix the cable lug with a Nordlock
washer and a stainless steel A4 screw M8x16. Torque: 8 Nm
5. Tighten the cables with the cable glands on the side. Be sure, the cable gland encloses the isolation
firmly. Torque: 6 Nm
6. Replace the lid on the box and close it with the six screws. If considered more safely, seal the screws
against unintentional opening.

Property damage due to improper mounting!

Improper use can result in serious property damage.
- During assembly with open cover, take care not to damage components.
WARNING! - Do not insert dirt, e.g. swarf or humidity into the device.

Page | 247
 High electrical voltage!
Make sure, the lid is never opened unintentionally!
Do not let anything fall or slip into the opening!
HV WARNING! To prevent any damage, you may want to seal the opening after the installation.

Cable routing
Cables must be laid in pairs. Keep a 20 mm distance between the cables and steel
ADVICE! parts.

Country specific regulations

In addition, it is important to observe the relevant standards, regulations and laws of
ADVICE! the specific country for the installation of the Pickups.

5.3.4 Shortening the Connecting Cable

Make sure to order suitable lengths of cables. Keep in mind the necessary cable
path and that the cables must be laid in pairs.
ADVICE!

 Personnel: Qualified personnel of IPT Technology

If the cables must be shortened, observe the following:

 After the cables have been shortened, the cable ends must be terminated with cable lugs M8-70 mm² by
qualified personnel.

Cable lugs must be soldered by qualified personnel of IPT Technology or by

personnel trained by IPT Technology! For additional information see II9100-0021.
ADVICE!

 When soldering the cable lugs in a soldering bath, ensure that the cable will not get stiff (e.g. by
soldering for too long or with a too high soldering temperature), but remains flexible. If in doubt, ask
IPT Technology for advice!

Page | 248
5.3.5 Extending the Connecting Cable

Litz Cables shall not be extended. The maximum permissible cable length is 5 m. This refers to the total
length between Rectifier and Pickup regardless of an optional junction box. In case cables are too short,
re-order cables in adequate length(s).

If cables must be extended within in the 5 m maximum length allowed, the connection
of the two cables must be protected and secured from touching. All cables must be
DANGER! IPT Litz cables which are correctly terminated.

5.4 Rectifier Installation

5.4.1 General Advice

 Personnel: Qualified assembly personnel of the shipyard

Danger of high voltages! Danger of electrostatic discharges (ESD)!

When opening the lid of the Rectifier comply with the respective ESD measures
before and during the complete works at the open device, e.g. by means of a
grounding bracelet.
- Connection to the ground must be assured any time.
Never touch live objects. Follow the instructions of the present manual.
WARNING!

It is mandatory to use fuses in the DC-Bus between the Battery and

IPT® Charge Components!
There is significant energy stored in the battery at higher voltage levels. To prevent
WARNING! further damage in case of failures or accidents IPT Technology strictly recommends
to install DC fuses.

Page | 249
Fig. 25: Position of the DC fuses

The Rectifier is liquid cooled. For more information see chapter 9.2 “Rectifier”.

ADVICE!

Observe the following:

 Install the device in a horizontal position only (i.e. lid on top or at the bottom).
 For attaching the Rectifier, four M6 cylinder screws (O) have to be used.

Fig. 26: Section view of one of the six mounting screws in the Rectifier

During the assembly it must be observed that components will not be damaged and
dirt, e.g. swarf or humidity will not penetrate into the device. It is not necessary to
ADVICE! remove the lid during installation, so if there is no explicit need, do not open the lid.
Connecting cables to the Pickup can be joined through the two holes in the lid.

Page | 250
 Connecting cables to
the Pickup can be
joined through the two
holes in the lid.

Fig. 27: Position of mounting screws of the Rectifier 50 kW

Fig. 28: Front view Rectifier 50 kW

 The Pickups are supplied without cable. Connecting cables have to be ordered separately at
IPT Technology. Take IPT Litz cables only since they feature the suitable qualities!
 Keep distances for the AC-cables from the Pickup to the Rectifier in the permitted range. The optimum is
3 m.
 Provide rubber bearing or other suitable measures to damp vibrations.
 Observe permissible ambient temperature.
 Ensure that the coolant temperature is in the permissible range (inlet temperature coolant < 60 °C).

Page | 251
 When several Rectifiers are in operation, ensure that the coolant inlet temperature is approximately the
same for all devices (no serial hose arrangement, but parallel bundles). Otherwise there is a danger of
overheating und accelerated aging.
 Do not install near strong heat sources. Otherwise there is danger of overheating and accelerated aging.
 The flow direction must correspond to the manufacturer specifications on the device.
 Recommended minimum distance of the AC-cables to steel structures or screening is 20 mm.

Danger of leakages and destruction of the Rectifier

The hose spigots  must never be unscrewed because this destroys the sealing so
they cannot be reused. If however the necessity arises, it is mandatory to keep the
CAUTION!
coolant pipes  steady with a fork spanner 18 mm in order to avoid rotation.
CAUTION: Even minimal movement of the coolant pipes puts in danger the sealing
within the Rectifier. Leakages might occur which can destroy the Rectifier.

1 Cooling water pipe

2 Hose spigot

Fig. 29: Coolant joints of the Rectifier

Page | 252
 X2.1 24V
Monitoring board X2.2 GND
X2.3 Fault H
X2.4 Fault L
X2.5 HVIL IN
X2.6 HVIL OUT
X2.7 CAN H
Rectifier housing X2.8 CAN L
X2.9 CAN shield
X2.10 Decode_a
X2.11 Decode_b
X2.12 Decode_c

Isolated parameter detection

Rectifier
DC- X1.1
DC+ X1.2
Impedance =
550 kOhm

Isolated SCR control and detection

X3.1
AC IN
X3.2

Overvoltage Protection 1

Overvoltage Protection 2

Fig. 30: Schematic Rectifier | 600 V version

For output capacitance of the IPT components see chapter 9 “Technical Data”. To calculate the total energy
stored in the IPT components, multiply the output capacitance of each article with the number of devices on
the vehicle (i.e. two Rectifiers = output capacitance Rectifier x 2) and add all values together.

Page | 253
5.4.2 Connecting the Rectifiers

1. Only use IPT Litz cables 70 mm² HF (high frequency). For a more detailed description of the
connecting Litz cable see chapter 5.4.6 AC Connection for Pickup | 600 V Version.

Property damage due to improper mounting!

Improper use can result in serious property damage.
- During the assembly with open cover it must be observed that components will not
WARNING! be damaged.
- Do not insert dirt, e.g. swarf, or humidity into the device.

Electrostatically sensitive components!

Electrostatic discharges (ESD) might damage electronic components.
- Comply with the respective ESD measures before and during the complete works
WARNING! at the open device, e.g. by means of a grounding bracelet.
- Connection to the ground must be assured any time.
Details see EN 6100.

2. Connect coolant hoses to coolant inlet and outlet of the Rectifier (diameter: 16.3 mm; length:
100 + 5 mm) and fasten by means of hose clamps or preferably ear clamps.

Property damage due to leaking connections!

Hose clamps may loosen due to the vibrations of the vessel.
- Tighten hose clamps/ear clamps securely.
CAUTION!
- When using hose clamps, IPT Technology recommends using two hose clamps per
connection.
- During operation, regularly check for tight fit.

3. Wire the plug for power and control cables. See chapter 5.4.3 “DC Connection | 600 V Version”.

IPT Technology recommends routing power and control cables separately. For
further information see chapter 9.2 „Rectifier“.
ADVICE!

4. Insert the plug at the Rectifier and lock with the safety bracket.

Page | 254
5.4.3 DC Connection | 600 V Version

The Rectifier has the following DC output connections:

 Device connector 9-2141227-1 (TE Connectivity Ltd.)
 Harness connector 9-2177055-1 (TE Connectivity Ltd.)

Description Pin number Chassis ground Max. current Max. voltage

insulation
Current to negative pole X1.1 2500 V 83 A 750 V
Current to positive pole X1.2 2500 V
CGND shield --
High Voltage Inter Lock HVIL 3A 30 V
High Voltage Inter Lock HVIL
Table 3: Rectifier DC Connection
HVIL pins
To minus of battery To plus of battery

Fig. 31: View of contact side of male device connector

5.4.4 Control Connection

The Rectifier has the following control connections:
 Harness connector All types of DT06-12SA-xxxx
 Device connector DT04-12PA-CE04 and W12S (TE Connectivity Ltd.)

Description Pin number Chassis ground Max. current Max. voltage

insulation
+24 V 1 250 V DC 1A 32 V
GND 2 -- --
Fault_H 3 2A 32 V
Fault_L 4 2A 32 V
HVIL_IN 5 200 mA 32 V
HVIL_OUT 6 200 mA 32 V
CAN_H 7 50 mA 32 V
CAN_L 8 50 mA 32 V
CAN shield 9
Pin_a 10 10 mA 32 V
Pin_b 11 10 mA 32 V
Pin_c 12 10 mA 32 V
Table 4: Rectifier Control Connection

Page | 255
Example of a harness connector of TE Connectivity/DEUTSCH – but other harness connectors of other
manufacturers are possible:

Amount Designation Part no. (Manufacturer)

1 Plug DT06-12SA-C015 (Mouser)
1 Wedge Log W12S (RS-Online)
1 Housing/Boot Adaptor/Backshell DT06-12SA-CE12 (RS-Online)
12 Contact Socket 0462-201-16141 (RS-Online)

Fig. 32: Pin numbering DT04-12PA- CE04 device connector Fig. 33: Pin numbering DT06-12SA harness connector

Each Rectifier (up to eight possible) connected to the CAN bus, will transmit a regular status message
(refer to document OM9200-0022 for further details). The CAN identifier used for this message will
depend on the device ID of the Rectifier, which is determined by the connections made to pins 10, 11,
and 12 of the control plug X2. If all pins are floating, the device ID is 1, a single bridge from pin 10 to
ground will lead to device ID 2, and so forth (overview of possible device IDs given below). In this
way, it is possible to swap Rectifiers without re-configuration and assign unique CAN identifiers to
each Rectifier at the same time.

Page | 256
Logic levels of the three inputs X2.10, X2.11 and X2.12 determine the Device ID as follows:

X2.10 X2.11 X2.12 Device ID Comment

0 0 0 8 bridges from pins 10, 11 and 12 to GND inside harness connector
1 0 0 7 bridges from pins 11 and 12 to GND inside harness connector
0 1 0 6 bridges from pins 10 and 12 to GND inside harness connector
1 1 0 5 bridge from pin 12 to GND inside harness connector
0 0 1 4 bridges from pins 10 and 11 to GND inside harness connector
1 0 1 3 bridge from pin 11 to GND inside harness connector
0 1 1 2 bridge from pin 10 to GND inside harness connector
1 1 1 1 no bridges inside harness connector (default)
Table 5: Logic levels of inputs X2.10, X2.11 and X2.12

Where:
0 pin connected to GND
1 pin is floating (not connected)

5.4.5 Vessel ground terminal

Typically a braided strap with a cross section equivalent to 35 mm² and a M10
connection is to be used.
For information see chapter 9.2 Technical Data.

Page | 257
5.4.6 AC Connection for Pickup | 600 V Version

The connection must be made with M8x12 stainless steel bolts with washers and
spring rings in A4 quality. Components made of galvanized steel will heat up
inadequately and are not allowed for use!
WARNING!

To insert the two connecting cables

1. On the cover of the Rectifier are two openings closed with two slotted steel lids. Open the two steel
lids as well as the two slotted plastic lids underneath which cover the bolts.

Openings

Fig. 34. Openings on the cover of the Rectifier

Connecting
Cables

Fig. 35: Insert the cables on the side in X3.1 and X3.2 and fix the cable lugs through the openings with the provided screws.

2. Unscrew the two bolts.

3. On the side of the Rectifier open the cable glands M32 IP68 (clamping range 18-25 mm) to insert
the two connecting cables. The connecting cables must be inserted as in Fig. 36: Insertion of
connecting cable: The flat side of the cable lug must be parallel to the lid of the Rectifier.

Page | 258
  
Wrong position of the Correct position of the
cable lug! cable lug!
Fig. 36: Insertion of connecting cable
4. The opening of the cable lug must be placed exactly over the thread of the insert. Fix the cable lug
with an M8x12 A4 hexagon flange bolt. Torque: 8 Nm

Do not let slip any washers or screws into the Rectifier!

It can cause serious damage to the component.
CAUTION!
If this happens accidently, open the Rectifier very cautiously. Be aware of
electrostatic discharges! Remove the parts that dropped into the Rectifier. They must
not remain in the Rectifier.
WARNING!

5. Close the openings with the two slotted plastic lids and the two steel lids.

6. Tighten the cables with the cable glands on the side. Be sure, the cable gland encloses the
isolation firmly. Torque: 6 Nm

7. Always lay out the Litz cables in pairs through the vessel. But separate always power cable and
data cable.

Risk of injury due to using wrong components!

Using wrong or faulty components may cause dangers for personnel and passengers
(respectively the public) as well as damage, malfunction or total failure.
WARNING!
- Use only original components of the manufacturer.
- If uncertain always contact the manufacturer.

IPT Technology strongly recommends routing power and control cables separately.
For further information see chapter 9.2 „Rectifier“.
ADVICE!

Page | 259
5.5 Gap between Charge Pads and Pickups
The energy transmission works over an air gap of 120-140 mm between the primary and secondary coil.
For the application with vessels, the Charge Pads and the Pickups have been constructed in a way that
when both touch head-on, this air gap is achieved.

Fig. 37: Positioning Pickup in front of the Charge Pads

The Charge Pads must be mounted on a flexible support to ensure the air gap of
0 mm between Pickup and Charge Pads (and thus the 120-140 mm between the
ADVICE! coils). See Fig. 15: Distance between Charge Pad and Pickup during charging.

Page | 260
5.6 RBCI Installation

 Personnel: Qualified assembly personnel of the shipyard

The RBCI can be installed anywhere in the vessel interior within specified parameters. Observe the
following:
 It is helpful, if for diagnostic purposes, the LEDs will be visible in the installed condition or if they are
easily accessible when needed.
 The maximum cable length to the radio modem of 10 m must not be exceeded. (The connecting cable
that can be delivered by IPT Technology has a length of 1.8 m, see chapter 10.2 „Accessory Parts“.)
 For the assembly and replacement of the RBCI, the cover must be opened. If this shall be avoided, the
assembly can be made via a respective support bracket or support plate.

Property damage due to improper mounting!

Improper use can result in serious property damage.
- During the assembly with open cover it must be observed that components will not
WARNING!
be damaged.
- Do not insert dirt, e.g. swarf, or humidity into the device.

Electrostatically sensitive components!

Electrostatic discharges (ESD) might damage electronic components.
- Comply with the respective ESD measures before and during the complete works
WARNING!
at the open device, e.g. by means of a grounding bracelet.
- Connection to the ground must be assured any time.
Details see EN 6100.

If required, the electric connection to the display in the cover can be separated for
the assembly.
ADVICE!

The device carries high voltage!

Never touch live objects! Switch off all electrical sources during the installation
process. Be aware of stored energy.
HV WARNING!

Page | 261
5.6.1 RBCI Interfaces

HAN 8D HAN 42DD SUB-D9

Fig. 38: View of the RBCI connectors

Not all inputs/outputs and communication interfaces of the RBCI are required. The mandatory and optional
connections are described for each interface in the following chapters.

5.6.2 Power Supply connector X1

The RBCI requires the following connections for the power supply:
PIN designation PIN function PIN type PIN Description
May be used as supply for the
+24 V supply Voltage supply Supply X1.3
digital inputs 1 – 3.
X1.1,
Not all ground pins have to be
GND Ground Supply X1.2,
connected.
X1.7
Normally wired to chassis ground
CGND Chassis ground - X1.8
(internally not connected to GND)
Table 6: Required connections to connector X1

Device connector type: Harting HAN 8D Male

Harness connector type (example):

 Socket Insert: HAN 8D Part number 09 36 008 3101 (Harting)
 Plastic housing, straight: HAN 7D Part number 19 20 003 0427 (Harting)
 Crimp contacts 0.5 mm2 silver: Part number 09 15 000 6203 (Harting)

Page | 262
All cavities are normally wired with the same gauge.

Name PIN Direction

GND 1 IN/OUT
GND 2 IN/OUT
+24 V supply 3 IN
+12 V 4 OUT
+5 V 5 OUT
-12 V 6 OUT
GND 7 IN/OUT
CGND 8 IN/OUT Fig. 39: View of device connector X1 (RBCI power supply)
Table 7: Pin assignment connector X1

5.6.3 I/O and communication connector X2

The RBCI requires the following connections for I/O and communications:
PIN designation PIN function PIN type PIN Description
If logical 1, the charging process is
Digital input 1 Start Input (24 V) X2.15 started. If logical 0, the charging
process is stopped.
If logical 0 is applied, Rectifier 1 error
Rectifier 1 error
Digital input 2 Input (24 V) X2.8 is flagged (overtemperature or
detection
overvoltage).
If logical 0 is applied, Rectifier 2 error
Rectifier 2 error
Digital input 3 Input (24 V) X2.1 is flagged (overtemperature or
detection
overvoltage).
CAN high CAN bus Input/output X2.41 Communication interface to the BMS
CAN low CAN bus Input/output X2.34 and the Rectifiers.
Table 8: Required connections to connector X2

Page | 263
The following connections are optional:

PIN designation PIN function PIN type PIN Description

If logical 1 is applied, the
Reset Reset RBCI Input (24 V) X2.2
RCBI enters the reset state.
Error output Relay common pin Relay output X2.31 On any error, the relay is
Error output NO Relay make contact (NO) Relay output X2.38 de- energized.
Error output NC Relay break contact (NC) Relay output X2.24
Transistor turned off in
Digital output 1 Position error OC output X2.36
case of position error.
Table 9: Optional connections to X2

Device connector type: Harting HAN 42 DD Male

Harness connector type (Example):

 Socket insert: HAN 8D Part number 09 16 042 3101 (Harting)
 Hood with one lever: HAN 10B Part number 19 30 010 1440 (Harting)
 Crimp contacts 0.5 mm silver:
2 Part number 09 15 000 6203 (Harting)

Dig Out 4 GND CAN Timer

Dig Out 1 - 3 Error J1850 Pilot +5 V / +12 V / -12 V

Dig In 1 - 3 Reset A/D V-Batt

Dig In 4 Temp 1 & 2 +24 V

Fig. 40: View of device connector X2 (RBCI I/O and communication connections)

Name Pin number Direction

Digital output 1 36 OUT
Digital output 2* 29 OUT
Digital output 3* 22 OUT
Digital output 4 - relay make contact (NO)* 37 -
Digital output 4 relay common contact* 30 -
Digital output 4 - relay break contact (NC)* 23 -

Page | 264
 Name Pin number Direction
Digital input 1 15 IN
Digital input 2 8 IN
Digital input 3 1 IN
Digital input 4 (isolated) positive* 16 IN
Digital input 4 (isolated) negative* 9 IN
Reset input 2 IN
Error output - Relay make contact (NO) 38 -
Error output - Relay common contact 31 -
Error output - Relay break contact (NC) 24 -
Current sensor voltage supply positive* 17 OUT
Current sensor* 10 IN
Current sensor voltage supply negative* 3 OUT
GND 39 -
GND 32 -
GND 25 -
GND 18 -
GND 11 -
GND 4 -
J1850 positive* (obsolete) 40 -
J1850 negative* (obsolete) 33 -
Temperature sensor 1* 19 bi-directional
Temperature sensor 2* 12 bi-directional
A/D Input* 5 IN
CAN high 41 -
CAN low 34 -
not used 20 -
not used 13 -
not used 6 -
Pilot* 42 OUT
+5 V* 26 OUT
+12 V* 27 OUT
-12 V* 28 OUT
Battery voltage positive (dropping resistor)* 14 IN
Battery voltage negative (dropping resistor)* 7 IN
Table 10: Pinout X2

*These inputs/outputs are used customer specific. For detailed information please refer to the customer
specific schematic drawing.

Page | 265
5.6.4 Serial Interfaces

The RBCI requires the following connections to the radio modem:

PIN designation PIN function PIN type PIN Description
RS232 RX RS232 receive Input X3-COM1.2
RS232 TX RS232 transmit Output X3-COM1.3 Interface to
RS232 GND RS232 signal ground Input/output X3-COM1.5 wireless
RS232 CTS RS232 transmission permit Input X3-COM1.8 communication
RS232 RTS RS232 transmission request Output X3-COM1.7 device.
RS232 Pin 9 12 V voltage supply Supply X3-COM1.9
Table 11: Required connections to connector X3-COM1 (top Sub-D9)

Device connector type Harting HAN 6B with adapter for 2 x Sub-D9 male connectors
Top Sub-D9 (COM1): for Radio Modem
Bottom Sub-D9* (COM2): for optional LCD-display

Harness connector type (example):

 Housing: HAN 10B Part number 19 30 006 1440 (Harting)
 Adapter for 2 x Sub-D9: Part number 09 30 000 9970 (Harting)
 Sub-D9 female: Part number 09 67 209 4704 (Harting)

Fig. 41: View of device connector X3 with two male Sub-D9 connectors (RBCI Serial Interfaces)

The following connections are optional:

PIN designation PIN function PIN type PIN Description

RS232 RX RS232 receive Input X3-COM2.2 Interface to
RS232 TX RS232 transmit Output X3-COM2.3 display and
RS232 GND RS232 signal ground Input/output X3-COM2.5 control unit:
RS232 CTS RS232 transmission permit Input X3-COM2.8 4 x 20 character
RS232 RTS RS232 transmission request Output X3-COM2.7 LCD with 6 keys
RS232 Pin 9 12 V voltage supply Supply X3-COM2.9 and 3 LEDs.
Table 12: Optional connections to X3-COM2 (bottom Sub-D9)

Page | 266
5.7 Radio Modem Installation

 Personnel: Qualified assembly personnel of the shipyard

For the installation of the Radio Modem observe the following:

 Do not install the antenna of the Radio Modem in an enclosed metal case.
 Protect the Radio Modem (IP30) from humidity and dust (e.g. by a plastic housing).
 The Antenna of the Radio Modem can be dismounted and be installed separated from the Radio Modem
(see Fig. 43). Observe that the connecting antenna cable never exceeds 10 m of total length. The
following list shows some examples.
SMB Waterproofed Antenna: Bulgin PX0407
Coaxial Cable: Bulgin PX0414/xMxx (available lengths: 0.5 / 1 / 1.5 m).
Other cables are possible. Cable must have 50 Ω and must be
suitable for 2.4 GHz.
R-SMA Angle Plug Crimp: Telegärtner J01150R0031 (G7 RG174/316/U)

Risk of overheating and property damage

Power is supplied to the modem from the RBCI through RS232 Pin 9 (see Table 11).
Do not connect any other power supply to the power connector of the modem at the
CAUTION! same time.

The two DIP switches of the modem should remain in the OFF position.

ADVICE!

If it is necessary to have a longer distance between antenna and modem, the antenna can be
unscrewed and the following extension can be assembled. All components must match one another.

Fig. 42: The antenna can be unscrewed from the modem

Screw onto Modem

SMB Waterproofed Antenna Panel mount

Coaxial Cable R-SMA Angle Plug Crimp
connector with
SMB jack
Fig. 43: Extension antenna

Page | 267
 The radio modem must match the Track Supply: If the Track Supply is a DIGI2 EVS1 model, the modem
must have the same specification.
 Install the Radio Modem respectively its antenna on the vessel at the shortest possible distance (ideally
between 1 and 2 meters) to the antenna on the Track Supply. See Fig. 44 for the position of the antenna
of the Track Supply. But do not place it into the area of energy transmission between the coils. IPT
recommends a 200 mm distance to the coils.

antenna

Fig. 44: Front side Track Supply (shown with 5 m cable tails)

If the Radio Modem respectively its antenna can be installed inside the vessel
depends on the permeability of the vessel’s side for radio waves (wood: permeable,
ADVICE! metal: not permeable).

 Use only screened cables for the connections to the RBCI.

 Maximum cable length between Radio Modem and RBCI is 10 m (the connecting cable available from
IPT Technology has a length of approx. 1.8 m, see chapter 10.2 „Accessory Parts“).
 Observe that Radio Modems work in pairing mode due to FSS-coding of signals.

Fig. 45: Example installation antenna on the vessel

Page | 268
5.8 Overview Electrical Connections
X1.1 → minus
X1.2 → plus
+
Traction
Batter y RBCI
24V

- 1 Power 2
2 X1 X1 X2 X3
3 Faul t 1
4 I

2 Reset

14 Sense
41 CAN
5 HVIL Power Inputs Faul t
Rectifier 1

Sub D9
1

V
sense
6 X2 X3 Pickup 1
7 2

15
38
31
24
10
17
34
8 CAN

3
1
2
7
8
1
8

7
9
10 Earth
11 ID 24V 24V
12 0V
HVIL line

to battery +

to radio modem
1 Power
24V

2 2 to battery -
3 Faul t X1
4 1
5 HVIL
Rectifier 2

6 1
7 X2 X3 Pickup 2
8 CAN 2
9 PDU (optional)
10 Earth
11 ID
12

enable
rectifier 2 fault
rectifier 1 fault
CAN high
CAN low
Signal line
Double-insulated signal li ne CAN shield not Contacts and
DC power Braided strap
HF power shown but fuses tbd by bus VCU BMS
Optional recommended manufacturer

Fig. 46: Wiring plan | 600 V Systems (2 x 50 kW)

Page | 269
5.9 Important installation advice

The following recommendations are based on questions, clients had concerning the correct installation of
the IPT components and connected devices in the vessel.

Missing battery voltage leads to an error message

The battery voltage is measured by the rectifiers and is required for charging. Therefore, if it is missing for
more than 3 s, the RBCI flags an error.

Battery voltage for charging

Make sure, battery voltage is applied for charging.
ADVICE!
Missing control sequence leads to an error message
Missing control sequence when starting or ending the charging process, e.g.:
- The RBCI receives an enable signal, but the connection to the battery is not yet established via the
contactors.
- The RBCI receives an enable signal, but there are no charging commands via the CAN Bus.
- The voltage supply 24 V of the RBCI/the Rectifier is de-energized, thus forcing the charging process
to end.

Indicated cable length for CAN bus must be respected

All CAN Bus nodes must be able to process the messages at the same time. Therefore, the maximum
cable length depends on the bitrate. Typically for a cable length of 25 m, a bit rate of max. 1Mbits/s is
possible. That is why it is highly recommended to limit traffic with time critical messages. (See
recommendations ME-Meßsysteme.)

Correct CAN bus termination

Without termination, there are reflections. A termination at one end can be sufficient
ADVICE! for short lines, ideally the bus is terminated at both ends of the network (and only there)
with 120 Ohms.

CAN bus overload

Since only one message can be sent at a time, the CAN bus must be designed so that all messages get
through eventually, not only those with high priority. It can help to divide the CAN bus into several buses
(private CAN bus). Nevertheless, to allow communication from one to the other, there are so-called CAN
gateways or CAN bridges. These must be configured in a way that only selected messages are allowed.

Measure the CAN bus load.

The CAN bus load can be measured with different purchasable tools.
ADVICE!

Page | 270
6 Commissioning

Danger of injury due to improper commissioning!

Improperly performed commissioning can lead to dangerous situations for the
personnel.
WARNING!
- Prior to initial commissioning, carry out the tests in the test list below.

6.1 Test List for Initial Commissioning

 Visual check of all components for damage

 Check of the protective conductor system for continuous connection
 Check of the housing covers and their locking
 Check of the plugs for tight fit and their proper locking
 Check the coolant level in the cooling circuit
 Check all connections of the coolant circuit for tightness (during operation)
 All screws tightened according to torques specified
 Insulation measurement carried out
 Type plates easily readable attached on components
 Accessories (etc.) installed by expert according to product documentation
 Operating personnel trained

Page | 271
6.2 Performing Initial Commissioning

Risk of high voltage!

The devices carry high voltage! Never touch live objects. Be aware of stored
energy!
HV
WARNING!

Electrostatically sensitive components!

If the lid of any component is open or the plug is not connected, there is risk of
WARNING! electrostatic discharges which may result in damage to persons and components.

To carry out initial commissioning:

1. Check of functional sequence of the charge controller (RBCI).

The check should include at least the following: During operation, the RBCI regularly sends its status
message via the CAN-interface. The status message contains, among other readings, the battery voltage
connected to the rectifiers. This should correspond to the actual battery voltage. If the inputs 2 and 3
(error inputs) are not supplied with a high-level signal, an error should be flagged (error codes 196 and
197).

For further information regarding CAN-interface, see OM9200-0022 „Charging

Interface“.
ADVICE! Further information about error codes of the components on the stationary
side, see OM9200-0035.

2. Check of the communication with the charging station.

If the RBCI receives a high-level on input 1, the communication to the charging station will be started via
the connected Radio Modem. As long as the RBCI does not receive any more charging commands via
the CAN-interface, RBCI and charging station will remain in the initialization state until a timeout occurs
and an error is produced (error 203 – See System Manual OM9200-0035 for error codes and OM9200-
0034 for system interaction). If the RBCI regularly receives charging commands with zero charging
current demand, the communication with the charging station can be checked without a time limit. This
can be useful to check the communication line and e.g. to determine an optimum position of the radio
modem respectively the antenna in the vessel. See also chapter 3.3.1 „LED-Display“ for the meaning of
the LED displays.

3. It is possible to check the functioning of the charging station by using an emulator box. For more
information, please contact IPT Technology GmbH.

Page | 272
7 Maintenance

7.1 Safety

Danger of injury due to improper maintenance!

Stored residual energies, sharp components, points and edges on and in the device
can cause injuries.
WARNING!
- Prior to starting work, ensure that there is sufficient space.
- Wait at least 5 minutes after having switched off the power supply, until the
internal storage will be discharged.
- Handle open, sharp-edged components carefully.
- Maintain order and cleanliness in the work area! Loosely stacked or scattered
components and tools are a source of accidents.
- If components have been removed, be careful to reinstall them properly, replace
all fastening elements, and observe screw tightening torques.

Property damage due to wrong cleaning of the system!

- Do not use inflammable solvents or chemicals to clean the system.
- Do not use water for cleaning.
CAUTION! - Do not use a high-pressure cleaner for cleaning.

Do not open live devices!

Do not touch and do not let anything slip into!
When working on or doing maintenance on the components always switch off the
HV current and make sure, there is no electricity left in the device.
WARNING!

The corresponding advice must be incorporated in the operating instructions of the

vessel.
ADVICE!

Page | 273
7.2 Maintenance Plan

Due to legal requirements, further maintenance activities may be required.

ADVICE!

Interval Maintenance work Personnel

At least every Check Pickups including connecting cables for Personnel instructed and
month damage (visual check) authorized by the operator
(Recommendation) Check cooling circuit of the Rectifier for tightness Personnel instructed and
Check screws for tightness authorized by the operator
At least every Inspect electrical connections e.g. for Qualified electrical personnel
year  protection against indirect touching
 contact resistance to potential equalization
 insulation (damage)
 plug (damage, tight fit, tightness, corrosion)
 tighten screw connections
Check components for Personnel instructed and
 damage authorized by the operator
 tight fit
Table 13: Maintenance plan

If there is any reason to assume damage or malfunction schedule

maintenance in shorter intervals.
ADVICE!

Page | 274
7.3 Measures after Completed Maintenance

After having completed the maintenance works and prior to switching on the system, carry out the following
steps:

1. Check all previously detached screw connections, cable glands and plug connections for tight fit.

2. Check if all previously removed protective devices and covers are properly reinstalled.

3. Ensure that all used tools, materials and other equipment have been removed from the work area.

4. Clean work area and remove any substances that might have leaked, e.g. liquids, processing material
or similar.
5. Test the functioning of the system.

6. Document maintenance measures.

Page | 275
8 Disassembly and Disposal
8.1 Safety

Danger of injury due to improper disassembly!

Stored residual energies, sharp components, points and edges on and in the device
or the tools needed can cause injuries.
WARNING!
- Prior to starting work, ensure that there is sufficient space.
- Wait at least 5 minutes after having switched off the power supply, until the internal
storage will be discharged.
- Handle open, sharp-edged components carefully.
- Maintain order and cleanliness in the work area! Loosely stacked or scattered
components and tools are a source of accidents.
- Dismount components properly. Observe the heavy net weight of some
components. If necessary, use lifting gear.
- Secure components so that they cannot fall down or tip over.
- Involve the manufacturer in case of any unclear points.

8.2 Disassembly
After the system is no longer in use, the device must be disassembled and disposed of in an
environmentally friendly way.

Before starting disassembly:

 Remove operating and auxiliary materials as well as residual processing material and dispose of them in
an environmentally appropriate manner.

Then clean the assemblies and components properly and disassemble them professionally according to the
applicable local workplace safety and environmental protection regulations.

8.3 Disposal
Properly disassembled components are to be recycled if no return or disposal agreement has been made.
 Scrap metals.
 Take plastic elements to recycling.
 The other components are to be disposed of according to their material composition.

Environmental damage due to improper disposal!

Electrical waste, electronic components, lubricants and other auxiliary materials are
subject to hazardous waste disposal regulations and may only be disposed of by
CAUTION!
authorized specialists.

Local community officials or special disposal companies can provide information about environmentally
appropriate disposal.

Page | 276
9 Technical Data

9.1 Pickup

Fig. 47: Pickup 50 kW 600 V 83 A

Technical data (electrical / thermal)

Designation Value

Nominal power 50 kW

Duty cycle 100 %

Permissible ambient temperature -20 °C – +45 °C

Electrical connection 2 x cable lug 70 mm² - M8

Technical data (mechanical)

Designation Value

140 mm (extra shielding area required!)

Nominal air gap
See Fig. 15 and Fig. 37.

Tolerance in the direction of the Charge Pads +/- 10 mm

Tolerance in horizontal direction +/- 50 mm

Tolerance in vertical direction +/- 50 mm

Protection class IP67

Dimensions (L x W x H) 1150 x 900 x 55 mm (without terminal box)

Page | 277
Fig. 48: Dimensions Pickup 50 kW 600 V 83 A

Be aware of the difference in height of the Pickup and the terminal box! The
Pickup is 42 mm high and the terminal box is 55 mm high!
ADVICE!

Fasten the Pickup at least at three fixing points at each side as well as at the
fixing point in the centre of the Pickup!
ADVICE!

Galvanized steel screws get too hot by the high-frequency alternating currents!
Use stainless steel A4 bolts only for all fixation points of the Pickup!
Do not add any washer or spring washer to the centre hole of the Pickup!
WARNING!

Use Litz cables only! See chapter 9.5 “HV Litz Cable orange”

ADVICE!

Page | 278
9.2 Rectifier

Fig. 49: Rectifier 50 kW 600 V

Technical data (electrical / thermal)

Designation Value
Output current 83 A
Output voltage range 400 – 750 V DC

Typical 40 kHz output with 3 m connecting < 1 % of DC current

ripple current cable
with 6 m connecting < 0.5 % of the DC current
cable
Permissible ambient temperature -20 °C – +45 °C
Maximum heat dissipation 235 W (incl. heat dissipation into coolant)

Technical data (electrical)

Designation Value
Output capacitance 640 µF

Technical data (mechanical)

Designation Value
Protection class IP65 (if plug is connected)
Dimensions without plug / cable inlets 600 x 310 x 110 mm
(L x W x H)
Weight 27.5 kg

Technical data (communication interface)

Designation Value
Device connector communication DT04-12PA-LE01 12-way header (TE
CAN-Interface X2 Connectivity)

Page | 279
Technical data (electric interface)

Designation Connection
Device connector Power contact X1 HVP800 2-pole header 2 Way Electric vessel
connector 9-2141227-1 (TE Connectivity)
Harness connector power cable 9-2177055-1 (TE Connectivity)
Input connections 2 x cable lug 70 mm² - M8
(HV cable 4140028-SxxxxMM)
Minimum conductor cross-section Min. 16 mm2 (according to DIN 57100 part 523;
if national standards exist, observe the
respective values of those standards)
Ground terminal Weidmüller PEBZ M10 KTB S4 SET

Technical data (cooling)

Designation Value
Cooling Coolant with antifreeze
8 litre / min
Duty cycle with coolant temperature < 50 °C) 100 %
Max. inlet temperature of coolant 60 °C
Connection coolant 2 x spigots for hoses with 0.64 inch (16.3 mm)
inner diameter
Water In/Out Hose connection G3/4 (with union nut) (Eisele
Pneumatics GmbH + Co. KG)
Hose clamp Max. 9 mm

Respect the maximum inlet temperature of coolant of 60 °C! This is essential

for the operating life of the component! There is a danger of overheating and
ADVICE! accelerated aging.

Page | 280
 O = Attachment points

Fig. 50: Dimensions Rectifier 50 kW 600 V

For further information regarding the connecting plug with pigtail for the power
cable, see the information of the manufacturer: TE connectivity, Art.-No
2177337-8.
ADVICE!

Page | 281
9.3 RBCI

Fig. 51: Remote Battery Charging Interface (RBCI)

Technical data (mechanical)

Designation Value

Permissible ambient temperature -20 °C – +45 °C

Protection class IP65 (if all plugs are connected)

Dimensions without plug connectors (L x W x H) 362 x 125 x 82 mm

Weight 3.5 kg

Technical data (electrical)

Designation Value

Supply voltage 24 V DC

Current consumption < 0.5 A (up to 1.5 A inrush current)

Output voltages +/-12 V DC

5 V DC

Interfaces  1 x CAN 2.0B (29-bit identifier)

 2 x RS232
 1 x error output (SPCO relay)
 1 x digital input (optically insulated)
 3 x digital inputs (not insulated)
 1 x reset input (not insulated)

Interface CAN-matrix In accordance to OM9200-0022-EN „Charging

Interface“

For further information regarding CAN-interface, see OM9200-0022 „Charging

Interface“.
ADVICE!

Page | 282
 Name Minimum Type Maximum Unit
Supply voltage 20 24 28 V
Nominal supply current @ 24 V - 250 - mA
Input fuse - 1 - A
Current +12 V output - - 500 mA
Current -12 V output - - 200 mA
Current +5 V output - - 200 mA
Current digital output 1-3 ACTIVE - - 40 mA
Voltage digital output 1-3 INACTIVE - - 30 V
Relay voltage (error output, digital output 4) - - 30 V
Relay current (error output, digital output 4) - - 2 A
Voltage digital inputs 1 – 4 / Reset-input
5 - 30 V
logical 1
Voltage digital inputs 1 – 4 / Reset-input
-0.2 - 1 V
logical 0
Voltage pilot output -12 - +12 V

HAN 8D HAN 42DD SUBD9

344

O = attachment points (4 x M6)

82

underneath the cover

X1 X2 X3

Fig. 52: Dimensions Remote Battery Charging Interface (RBCI)

Page | 283
 The dimensions of the RBCI with connected plugs are approx. 100 mm larger.
ADVICE!

Fig. 53: RBCI with connected plugs (the picture may deviate from the actual product)

Be aware that the output connections on X2 will go to different destinations in the

vessel! A corresponding wiring harness needs to be defined individually for a vessel
ADVICE! type.

The plugs showed in Fig. 53 are not part of the delivery. Observe the specifications
in chapter 5.6.
ADVICE!

Page | 284
9.4 Radio Modem

Fig. 54: Radio modem

Technical data (general)

Designation Value
Transmission technology Standard asynchronous serial data stream
Frequency ISM 2.4 GHz
Transmitted power 60 mW / 18 dBm
Receiver sensitivity -100 dBm
Radio data rate 250 000 bps
Serial data rate 19 200 bps
Max. range (indoor / urban area) 90 m

Technical data (electrical)

Designation Value
Supply voltage 5 – 14 V DC
Current consumption < 300 mA
Serial interface RS 232
Data connector SUB D9 female
Antenna connector Reverse polarity SMA (RPSMA)

Technical data (mechanical)

Designation Value
Permissible ambient temperature -40 °C – +85 °C
Protection class IP30
Dimensions without antenna (L x W x H) 11.3 x 69.9 x 28.6 mm
Weight 150 g

For information about suitable cables, see chapter 5.7 “Radio Modem Installation”
and chapter 10.2 “Accessory Parts”.
ADVICE!

Page | 285
 O = attachment points

Serial port DIP switches

Fig. 55: Dimensions Radio Modem

9.5 HV Litz Cable orange

Designation Value

Conductor cross-section 70 mm2

Colour orange

Page | 286
10 Part Numbers

10.1 System Components

Designation Part No. Figure Qty. Comment

Pickup 4150247 pc
50 kW 600 V 83 A

Rectifier 4160110-Sxxx pc Check for specific version

50 kW 600 V 83 A (parameter setting)

RBCI 600 V 4160107-Sxxx pc Check for specific version

(parameter setting)

RF Modem 2.4 GHz 3020180-DIGI2-EV1 pc Configured to communicate with

EVSE 1

RF Modem 2.4 GHz 3020180-DIGI2-EV2 pc Configured to communicate with

EVSE 2: only necessary for a
2x100 kW charging station

Page | 287
10.2 Accessory Parts

Designation Part No. Figure Qty. Comment

HV Cable 70 mm2 4140028-SxxxxMM pc Length depends on installation
Litz orange (Example: HV Cable
70 mm2 Litz 1960 mm
Pickup - Rectifier
orange 4140028-S1960MM

Extension Cable 3021132 pc Length: 1.8 m

RBCI - Radio Mod. (other on request)
Coaxial cable for m IPT recommends e.g. RG-316
No figure available or connector with RG-174 pig
antenna (optional)
tail (Bulgin PX0414/xMxx).
See chapter 5.7.

Use only screened cables for the connection!

ADVICE!
For further information about the components on the stationary side, see
OM9200-0034.
ADVICE!

10.3 Example bill of material

Vessel side components for 5 vessels 100 kW

Number Material Part No. Qty. Unity

1. Pickup 50 kW 600 V 83 A 4150247 10 pc
2. Rectifier 50 kW 600 V 83 A 4160110-Sxxx 10 pc
3. RBCI 600 V 4160107-Sxxx 5 pc
4. Radio Modem 2.4 GHz 3020180-DIGI2-EV1 5 pc

5. HV Cable 70 mm2 Litz orange 4140028-S4000MM 10 pc

4140028-S3100MM 10

Page | 288
11 FAQ
11.1 Shielding

Is it required to install screens?

The material of the vessel’s side when made of impermeable material will act as a screen depending on
material (wood: permeable, metal: impermeable). Due to higher eddy currents it is however not
recommended to use ferromagnetic material such as steel. Ideally hull or at least the shielding is made of
aluminium. It is normally not required to install extra screens at the side of the vessel as the design of the
Pickups already provides shielding, but IPT recommends to install the Pickups in a depression made of
aluminium on the side of the ship. Not only will this protect the Pickups from collisions but also does it act as
a shielding. IPT Technology only recommends installing local screens at certain spots, e.g. above cables or
junction boxes.

11.2 Ripple Current Compensation

Which ripple current occurs using IPT® Charge?

For a typical installation with 3 m cable length between battery and Rectifier, without consideration of the
influence of ohmic cable resistance and without considering the battery, a resulting 40 kHz ripple below 1 %
can be calculated (~ 0.5 µH inductance per meter). If required by the battery manufacturer to further reduce
the 40 kHz ripple current, it is possible to switch a Single-Phase Power Choke in series.

The following values can be taken for orientation. An explicit calculation must be made before a Single-
Phase Power Choke is chosen!

Typ. 40 kHz output ripple current with 3 m connecting cable < 1 % of DC current
with 6 m connecting cable < 0.5 % of the DC current

Results of simulation for 40 kHz ripple current:

Cable inductance Ripple (% of DC component)

0.2 µH 4.9%
0.5 µH 2.4%
1 µH 1.2%
2 µH 0.6%
3 µH 0.4%

Page | 289
11.3 Cable Installation

What must be observed for the cable installation of the Pickup?

Do not install AC-cables from the Pickup together with other (data) cables. If this should not be possible,
the 20 kHz cabling can be installed in an aluminium or stainless steel tube.

11.4 Junction Box for Connection Cables

What must be observed when designing the Junction Box (extension Connection Cables Pickup)?
Junction Boxes can be made to connect one or multiple connections of Pickup Cables. The size of a Junction
Box must correspond to the number of joints, the cable dimensions, etc. For a single connection a minimum
size of at least 180 x 50 x 50 mm must be considered to house the cable joints adequately (see also Fig. 22).
IPT Technology recommends to arrange cable glands so that unnecessary bends are avoided within the
Junction Box. Normally the front and the rear side shall be used.

Cable glands: Lock nut:

 External thread: M32  Thread:
 SW: 32.0 mm  Thickness: 6.5 mm
 Cable cross section: 70 mm²  SW: 32.0 mm

 When using isolators use only such with M8 bolts made of stainless steel or brass metal.
 Sufficient air gaps and creepage distances complying with voltages of up to 1000 V must be observed
within Junction Boxes.
 Due to heating potential do not use steel enclosures. Preferably us plastic or aluminium housings.
 Use IPT Litz cables specifically terminated only! The maximum length of a connecting cable between
Pickup and Rectifier should not exceed 5 m in total. (See chapter 5.3.2 “Determining the Length of the
Connection Cable”).
 If there is an HV interlock on the vehicle, the box must be designed to be part of supervision circuit.

Page | 290
IPT Technology GmbH Phone: +49 7628 692 96-0
Im Martelacker 14 Fax: +49 7628 692 96-99
79588 Efringen-Kirchen info@[Link]
Germany [Link]

Page | 291
Page | 292
Page | 293
Page | 294
 4 3 2 1

4.08

3.18 12.25
B 5.44 5.44 B
4X .31
3.00 4.25
CENTRAL

5.44
5.25

9.38 12.25

9.60
7.82 5.44

9.38 4X .38 CORNERS

A DO NOT SCALE DWG

A
NAME DATE
UNLESS OTHERWISE SPECIFIED
STANDARD TOLERANCES ARE: DRAWN FWL 05/03/18
DELTA "T" SYSTEMS, INC.
0.100 X. 858 WEST 13TH COURT RIVIERA BEACH, FLORIDA 33404
FWL 05/03/18
0.050 .X CHECKED
TITLE:
0.010 .XX ENG APPR. KM 05/03/18
0.005 .XXX
0.0005 .XXXX
MFG APPR. TBD TBD 9in SQUARE DAMPER
PROPRIETARY AND CONFIDENTIAL
1/16 FOR FRACTIONAL DIM Q.A. TBD TBD 700-A60SL-09
0.05 FOR ANGULAR DIM COMMENTS:
THE INFORMATION CONTAINED IN THIS MATERIAL
SIZE DWG. NO. REV
DAMPER DAMPER VARIOUS
B 700-A60SL-09 -
DRAWING IS THE SOLE PROPERTY OF
DELTA T SYSTEMS INC.
FINISH
OPEN CLOSED ANY REPRODUCTION IN PART OR AS A
WHOLE WITHOUT THE WRITTEN PERMISSION VARIOUS
OF DELTA T SYSTEMS INC., IS PROHIBITED. SCALE: NONE WEIGHT: ~20 lbs SHEET 1 OF 1
Page | 295
041818 4 3 2 1
 Certificate No:
QS - CERTIFICATE OF MEDD0000134
Revision No:
ASSESSMENT - EC (MODULE D) 11

Application of: Directive 2014/90/EU of 23 July 2014 on marine equipment (MED), issued as "Forskrift om Skipsutstyr"
by the Norwegian Maritime Authority. This Certificate is issued by DNV AS under the authority of the Government of
Norway.

This is to certify:
That the Quality System for the products

with type designation(s) as specified in the Appendix to this Certificate

Issued to
Rockwool International A/S
Hedehusene, Denmark

is found to comply with the applicable requirements.

The quality system has been assessed with respect to the procedure of conformity assessment described in Annex II,
Module D in the directive 2014/90/EU and regulation (EU) 2021/1158.

...

This Certificate is valid until 2027-03-23.

Issued at Høvik on 2022-03-24

for DNV AS
DNV local station:
Denmark CMC

Approval Engineer:
Tessa Biever Sverre Olav Bergli
Notified Body
No.: 0575 Head of Notified Body

The manufacturer is allowed to affix the U.S. Coast Guard approval number(s) as stated in the appendix attached hereto and as allowed by the "Agreement between
the United States of America and the EEA EFTA states on the mutual recognition of Certificates of Conformity for Marine Equipment" signed 17 October 2005, and
amended by Decision No 1/2019 dated February 22nd, 2019.

0575/yyyy 0575: Notified Body number undertaking quality surveillance

yyyy: The year in which the mark is affixed

The product liability rests with the manufacturer or his representative in accordance with Directive 2014/90/EU.
This certificate authorizes the manufacturer in conjunction with the valid EC Type Examination (Module B) Certificate(s) of the equipment listed
before to affix the Mark of Conformity (wheelmark) to the product described herein.
This certificate loses its validity if the manufacturer makes any changes to the approved quality system which have not been notified to and
agreed with the notified body named on this certificate.
This certificate remains valid unless suspended, withdrawn, recalled or cancelled.
The Manufacturer has to apply for periodical audits to verify the maintenance and application of the quality system every 12 months.

LEGAL DISCLAIMER: Unless otherwise stated in the applicable contract with the holder of this document, or following from mandatory law, the liability of DNV AS, its
parent companies and their subsidiaries as well as their officers, directors and employees (“DNV”) arising from or in connection with the services rendered for the
purpose of the issuance of this document or reliance thereon, whether in contract or in tort (including negligence), shall be limited to direct losses and under any
circumstance be limited to 300,000 USD.
Form code: MED [Link] Revision: 2021-03 [Link] Page 1 of 3

Page | 296
Drg. Nr: 173076
Doc. Rev: 1
May 2018

A60 STEEL BULKHEAD

MATERIAL: FyreWrap® Blanket

Grade S, SF, SFR, SG or WR variants.

INSULATION: 1 layer of FyreWrap Blanket 38mm x 96 kg/m3

density over flat plate, between stiffeners

1 layer of FyreWrap Blanket 25mm x 96 kg/m3

density over the stiffeners in 300mm strips.

INSTALLATION: The blanket is held by ø3mm x 100 mm long steel

welded pins and speed clips.

The blanket is installed vertically.

WEIGHT: 3.65 kg/m²

CERTIFICATION: Lloyds Register - MED 1850071

- SAS F180107
This is a legal document and Unifrax own the copyright. Under no circumstances should this document be
changed in any way without prior agreement from Unifrax.

Unifrax Limited
Mill Lane, Rainford, St. Helens
Merseyside Tel: +44 (0)1744 887600
[Link]
England Page | 297
WA11 8LP
Drg. Nr: 173076
Doc. Rev: 1
May 2018

This is a legal document and Unifrax own the copyright. Under no circumstances should this document be
changed in any way without prior agreement from Unifrax.

FIRE PROTECTION WITH

INTEGRITY AND TRUST Page | 298
 MINWOOL® MARINE A30/A60
FIRE-RATED STRUCTURAL INSULATION
PRODUCT DATA SHEET

MINWOOL® MARINE A30/A60

MinWool Marine A30/A60 insulation is made of inorganic basalt fibers, with a thermosetting resin binder.
Advanced manufacturing technology ensures consistent product quality, with high fiber density and low shot
content, for excellent performance in shipboard thermal control and fire resistance applications.

BENEFITS
Excellent Thermal Performance Good thermal conductivity
values help maximize control of heat loss, contributing to
reduced operating costs and greater energy savings. High
dimensional stability and low shrinkage, and excellent vibration
resistance help ensure long-term service performance.

Good Physical and Chemical Properties Low water vapor

sorption means this insulation will not grow mold or mildew, and
it will resist growth of fungi and bacteria.

Lightweight, Low Dust Easy to handle and fabricate, this

insulation is easy to cut with a knife. No sawing is required. AVAILABLE TYPES
Clean handling properties help reduce irritation and minimize job
clean-up time and expense. Density
Type Ib/ft 3
kg/m3
Surface Burning Characteristics Marine A30/A60 insulation has a
flame spread rating of 5 and a smoke developed rating of 0 when Marine A30/A60 7 112
tested in accordance with ASTM E84, UL 723, CAN/ULCS102-M.
SPECIFICATION COMPLIANCE
Noncombustible Marine A30/A60 is noncombustible when
tested in accordance with the IMO FTP Part 1 test protocol and ASTM C356 Linear Shrinkage <1% at 1200°F (650°C)
ASTM E136.
ASTM C612 Standard
APPLICATIONS Specification for Mineral Fiber
Type IVB
Block and Board Thermal
Marine A30/A60 insulation is a noncombustible, thermal insulation Insulation
specifically designed and manufactured for use on shipboard
ASTM C665 Corrosivity to Steel Does not cause or
bulkheads and decks. It is suitable for use on ducts, mufflers contribute
and exhaust stacks. Combining low moisture absorption and
low linear shrinkage with excellent fungi, bacteria, and vibration ASTM C1104 Water Vapor <1% by Weight @
resistance, this insulation offers the properties most sought in Sorption 120˚F(50˚C), 95% RH
marine applications. ASTM C1338 Fungi and
Does not promote
Bacterial Resistance
APPLICATIONS RECOMMENDATIONS ASTM E84 Surface Burning
5/0
Marine A30/A60 insulation can be installed directly in bulkhead Characteristics
and deck applications by attaching with welded pins with speed ASTM E136 Noncombustible Passes
washers, or studs with nuts. Fasteners should be installed on IMO Resolution A. 754(18) 60 Minutes
12” (305mm) spacing (max) and not more than 6” (153mm) from
ASTM C1335 Shot Content < 25%
the edge of the insulation. The insulation is normally impaled
over the pins or studs, with joints tightly butted. R-Value @ 75°F 4.16 per inch of thickness
US Coast Guard Certificate
AVAILABLE THICKNESSES Structural Insulation (IMO)............................................164.107/25/0
Standard Thicknesses . . . . . . . . . . . . . . . 11/2”- 4” in 1/2” Increments
(38, 51, 64, 76, 89, 102mm) Structural Fire Rating
Standard Sizes . . . . . . . . . . . . . . . . . . . 24” x 48” (610mm x 1219mm) Rating Thickness
A30/A60 Deck 2” (51mm)
A60 Bulkhead 3” (76mm)
Page | 299
 MINWOOL® MARINE A30/A60
FIRE-RATED STRUCTURAL INSULATION
PRODUCT DATA SHEET
THERMAL CONDUCTIVITY * PRODUCT CERTIFICATION
When ordering material to comply with any government specification
or any other listed specification, a statement of that fact must
appear on the purchase order. Government regulations and other
listed specifications require specific lot testing, and prohibit the
certification of compliance after shipment has been made. There
may be additional charges associated with specification compliance
testing. Please refer to IND-CSP-3 for Certification Procedures and
Charges. Call customer service for more information.

QUALITY STATEMENT
Johns Manville Industrial Insulation products are designed,
manufactured and tested to strict quality standards in our own
facilities. This along with third party auditing is your assurance
that this product delivers consistent high quality.
Thermal °F 75 100 200 300 400 500 600 700
Conductivity °C 24 38 93 149 204 260 316 371
Btu • in/(hr • ft2 • ºF) .24 .25 .30 .36 .42 .53 .63 .75
W/m • K .035 .036 .043 .052 .061 .076 .091 .108
* MinWool Marine A30/A60 Insulation as tested in accordance with ASTM C518.

SOUND ABSORPTION COEFFICIENTS

Thickness 1/3 Octave Band Center Frequencies, Hz

Type
(in) (mm) 125 250 500 1000 2000 4000 NRC

Marine A30/A60 2 51 0.32 0.92 1.11 1.07 1.05 1.05 1.00

Technical specifications as shown in this literature are intended to be used as general guidelines only.
Please refer to the Safety Data Sheet and product label prior to using this product. The physical and
chemical properties of the MinWool Marine A30/A60 listed herein represent typical, average values
obtained in accordance with accepted test methods and are subject to normal manufacturing variations.
They are supplied as a technical service and are subject to change without notice. Any references to
numerical flame spread or smoke developed ratings are not intended to reflect hazards presented by these
717 17th St. or any other materials under actual fire conditions. Check with the Regional Sales Office nearest you for
current information.
Denver, CO 80202
800-866-3234 All Johns Manville products are sold subject to Johns Manville’s standard Terms and Conditions, which
includes a Limited Warranty and Limitation of Remedy. For a copy of the Johns Manville standard Terms
[Link]/industrial and Conditions or for information on other Johns Manville thermal insulation and systems, visit
IND-409 02-18 (Replaces 06-12)
[Link]/terms-conditions or call (800)654-3103. Page | 300
© 2018 Johns Manville all rights reserved
 Job Id: 344.1-006790-13
Certificate No: MEDD0000134
Revision No: 11

APPENDIX

Item no. MED/3.11a "A" Class divisions, fire integrity

Type designation EC Type- Expiry date Notified USCG

Examination Body approval
Certificate No. No. number
Steel Bulkhead A15 with SeaRox SL 6201 MEDB000005U 2025-07-27 0575 164.107/EC0575
Rev.1 /MEDB000005U
Rev.1
Steel Bulkhead A30 with SeaRox FB MEDB000005Y 2025-07-27 0575 164.107/EC0575
6020/SeaRox FB 6050 or SeaRox FB 6020/ Rev.3 /MEDB000005Y
SeaRox FM 6030 ALU1 Rev.3
Steel Bulkhead A60 with SeaRox FB MEDB0000060 2025-07-27 0575 164.107/EC0575
6020/SeaRox FB 6050 or SeaRox FB Rev.3 /MEDB0000060
6020/SeaRox FM 6040 ALU1 Rev.3
Steel Bulkhead A60 with SeaRox FB MEDB000005V 2025-07-27 0575 164.107/EC0575
6040/SeaRox FB 6050 or SeaRox FB Rev.4 /MEDB000005V
6040/SeaRox FM 6040 ALU or SeaRox FB Rev.4
6040/SeRox FM 6050 ALU1
Steel Deck A15 with SeaRox SL 6201 MEDB000005X 2025-07-27 0575 164.107/EC0575
Rev.1 /MEDB000005X
Rev.1
Steel Deck A30 with SeaRox FB 6050 / MEDB000005M 2025-07-27 0575 164.107/EC0575
SeaRox FB 6050 or SeaRox FM 6030 ALU / Rev.3 /MEDB000005M
SeaRox FM 6030 ALU or SeaRox FB 6050 / Rev.3
SeaRox FM 6030 ALU1
Steel Deck A60 with SeaRox FB MEDB000005S 2025-07-27 0575 164.107/EC0575
6020/SeaRox FB 6050 or SeaRox FM 6040 Rev.4 /MEDB000005S
ALU or SeaRox FB 6020/SeaRox FM 6040 Rev.4
ALU or SeaRox FB 6020/SeaRox FM 6050
ALU1
A-60 Bulkhead SeaRox SL 6201 MEDB00006FA 2025-02-24 0575 164.107/EC0575
Rev.1 /MEDB00006FA
rev.1
A-60 Deck SeaRox SL 620 1 MEDB00006EB 2025-02-24 0575 164.107/EC0575
Rev.2 /MEDB00006EB
Rev.2
A30 Deck SeaRox SL 620 25mm1 MEDB000053G 2024-07-15 0575 164.107/EC0575
/MEDB000053G
Steel Bulkhead A-60 (corrugated steel) with MEDB000059M 2024-07-15 0575 164.107/EC0575
SeaRox SL 6201 /MEDB000059M
A-15 Steel Bulkhead with SeaRox FB 6040 MEDB00004R0 2024-02-14 0575 164.107/EC0575
35 mm or SeaRox FM 6040 35 mm1 /MEDB00004R0
Steel Deck A15 with SeaRox FB 6040 or MEDB00003YN 2023-08-12 0575 164.107/EC0575
SeaRox FB 6050 or SeaRox FM 6040 ALU /MEDB00003YN
or SeaRox SL 6201
Aluminium Deck A60 with SeaRox FM 6040 MEDB00003AH 2022-10-31 0575 164.107/EC0575
ALU1 Rev.1 /MEDB00003AH
Rev.1
Aluminium Bulkhead A60 Restricted with MEDB00002S3 2022-09-14 0575 164.107/EC0575
SeaRox FM 6040 ALU1 /MEDB00002S3
Aluminium Bulkhead A60 with SeaRox FM MEDB00002RZ 2022-09-14 0575 164.107/EC0575
6040 ALU1 /MEDB00002RZ
Steel Deck A60 with SeaRox SL 4801 MEDB00002X8 2022-05-30 0575 164.105/EC0575
/MEDB00002X8

Item no. MED/3.11a A & B Class divisions fire integrity: A class divisions.

Type designation EC Type- Expiry date Notified USCG

Examination Body approval
Certificate No. No. number

Form code: MED [Link] Revision: 2021-03 [Link] Page 2 of 3

Page | 301
 Job Id: 344.1-006790-13
Certificate No: MEDD0000134
Revision No: 11

A-60 Bulkhead, Aluminium1 MEDB00002B6 2027-03-01 0575 164.107/EC0575

Rev.1 /MEDB00002B6
Rev.1
A-60 Deck, Aluminium1 MEDB00002B7 2027-03-01 0575 164.107/EC0575
Rev.1 /MEDB00002B7
Rev.1
A-60 Deck, Steel1 MEDB00001SJ 2027-03-01 0575 164.107/EC0575
Rev.3 /MEDB00001SJ
Rev.3
A-30 Bulkhead, Steel with SeaRox SL 620 1 MEDB00002HC 2027-02-23 0575 164.107/EC0575
Rev.1 /MEDB00002HC
rev.1
A-30 Deck, Steel with SeaRox SL 6201 MEDB00002HA 2027-02-23 0575 164.107/EC0575
Rev.1 /MEDB00002HA
Rev.1
A-60 Bulkhead restricted, Steel with SeaRox MEDB00002HG 2027-02-23 0575 164.107/EC0575
SL 620 1 Rev.1 /MEDB00002HG
Rev.1
Steel Deck A60 with SeaRox SL 620 - type MEDB00002EB 2027-02-23 0575 164.107/EC0575
21 Rev.1 /MEDB00002EB
Rev.1
Steel Deck A60, floating floor1 MEDB000016G 2027-02-20 0575 164.105/EC0575
Rev.1 /MEDB000016G
Rev.1
A-60 Bulkhead, Steel1 MEDB00002B4 2027-02-07 0575 164.107/EC0575
Rev.1 /MEDB00002B4
Rev.1
A-60 Deck, SeaRox WM 6201 MEDB00001SH 2027-02-05 0575 164.107/EC0575
Rev.2 /MEDB00001SH
Rev.2
Steel Deck A15 with SeaRox FB 60201 MEDB0000196 2026-03-22 0575 164.107/EC0575
Rev.1 /MEDB0000196
Rev.1
Steel Deck A30 with SeaRox SL 620 - type MEDB0000119 2026-03-22 0575 164.107/EC0575
21 Rev.1 /MEDB0000119
Rev.1

Item no. MED/3.18a Surface materials and floor coverings with low flame-spread characteristics: decorative
veneers

Type designation EC Type- Expiry date Notified USCG

Examination Body approval
Certificate No. No. number
SeaRox Acoustic foil1 MEDB000053F 2024-07-15 0575 164.112/EC0575
/MEDB000053F

Places of production

[Link] International A/S, Hovedgaden 584, Hedehusene, Denmark

Form code: MED [Link] Revision: 2021-03 [Link] Page 3 of 3

Page | 302
 Certificate No:
EC-TYPE EXAMINATION MEDB00006EB
Revision No:
CERTIFICATE (MODULE B) 2

Application of: Directive 2014/90/EU of 23 July 2014 on marine equipment (MED), issued as "Forskrift
om Skipsutstyr" by the Norwegian Maritime Authority. This Certificate is issued by DNV GL AS under the
authority of the Government of Norway.

This is to certify:
That the "A" Class divisions, fire integrity

with type designation(s)

A-60 Deck SeaRox SL 620

Issued to
Rockwool International A/S
Hedehusene, Denmark

is found to comply with the requirements in the following Regulations/Standards:

Regulation (EU) 2019/1397,
item No. MED/3.11a. SOLAS 74 as amended, Regulation II-2/3.2 & II-2/9, IMO 2010 FTP
Code, IMO MSC/Circ.1120 and IMO MSC.1/Circ.1434, IMO MSC.1/Circ.1435.

Further details of the equipment and conditions for certification are given overleaf.
...

This Certificate is valid until 2025-02-24.

Issued at Høvik on 2020-06-17
for DNV GL AS
DNV GL local station:
Denmark CMC

Approval Engineer:
Roald Vårheim
Tessa Biever Notified Body
No.: 0575 Head of Notified Body

A U.S. Coast Guard approval number will be assigned to the equipment when the production module has been completed and will appear on the
production module certificate (module D, E or F), as allowed by the "Agreement between the United States of America and the EEA EFTA states
on the mutual recognition of Certificates of Conformity for Marine Equipment" signed 17 October 2005, and amended by Decision No 1/2019
dated February 22nd, 2019.
The mark of conformity may only be affixed to the above type approved equipment and a Manufacturer’s Declaration of Conformity
issued when the production-surveillance module (D, E or F) of Annex B of the MED is fully complied with and controlled by a written
inspection agreement with a Notified Body. The product liability rests with the manufacturer or his representative in accordance with
Directive 2014/90/EU.
This certificate is valid for equipment, which is conform to the approved type. The manufacturer shall inform DNV GL AS of any
changes to the approved equipment. This certificate remains valid unless suspended, withdrawn, recalled or cancelled.
Should the specified regulations or standards be amended during the validity of this certificate, the product is to be re-approved
before being placed on board a vessel to which the amended regulations or standards apply.

LEGAL DISCLAIMER: Unless otherwise stated in the applicable contract with the holder of this document, or following from mandatory law, the
liability of DNV GL AS, its parent companies and subsidiaries as well as their officers, directors and employees (“DNV GL”) arising from or in
connection with the services rendered for the purpose of the issuance of this document or reliance thereon, whether in contract or in tort
(including negligence), shall be limited to direct losses and under any circumstance be limited to 300,000 USD.
Form code: MED [Link] Revision: 2020-01 [Link] Page 1 of 2

© DNV GL 2014. DNV GL and the Horizon Graphic are trademarks of DNV GL AS.

Page | 303
 Job Id: 344.1-010352-2
Certificate No: MEDB00006EB
Revision No: 2

Product description
“A-60 Deck SeaRox SL 620”
Composed of structural steel deck insulated with a minimum 40 mm thick layer of mineral wool, type
SeaRox SL 620 slab (manufactured by Rockwool with nominal density 100 - 130 kg/m3) between the
stiffeners and with minimum 25 mm thick of the same insulation around the stiffeners. Alternatively,
minimal 40 mm of SeaRox ST 620 (manufactured by Rockwool with nominal density of 100 kg/m3)
around the stiffeners. The stiffeners cavity was filled with two layers of 50 mm thick SeaRox SL 620 slab
(manufactured by Rockwool with nominal density 100 kg/m3).

The insulation is fixed to the bulkhead by means of Ø3 mm pins in combination with minimal 30 mm
diameter steel clips (spring washers). Distance between these pins is max. 300 mm.

For further details see documentation listed under Type Examination documentation.

Application/Limitation
Approved for use as a horizontal fire retarding division of class A-60.

The insulation materials and adhesives used, have to be approved according to the Marine Equipment
Directive and bear the Mark of Conformity. This requirement may also be applicable for surface materials
used, if required by relevant rules and regulations.

Each product is to be supplied with its manual for installation, use and maintenance.

Type Examination documentation

Test report no. PGA10982A dated 2017-01-27 from DBI, Hvidovre, Denmark.

Assessment report PHA11188A dated 2019-04-01 from DBI, Hvidovre, Denmark

Assessment report PHA10908A dated 2017-02-21 from DBI, Hvidovre, Denmark

Tests carried out

Tested according to IMO 2010 FTP Code Part 3.

Marking of product
The product is to be marked with name and address of manufacturer, type designation, fire technical
rating and MED Mark of Conformity and USCG number if applicable (see first page).

Form code: MED [Link] Revision: 2020-01 [Link] Page 2 of 2

Page | 304
 Certificate No:
EC-TYPE EXAMINATION MEDB00006FA
Revision No:
CERTIFICATE (MODULE B) 1

Application of: Directive 2014/90/EU of 23 July 2014 on marine equipment (MED), issued as "Forskrift
om Skipsutstyr" by the Norwegian Maritime Authority. This Certificate is issued by DNV GL AS under the
authority of the Government of Norway.

This is to certify:
That the "A" Class divisions, fire integrity

with type designation(s)

A-60 Bulkhead SeaRox SL 620

Issued to
Rockwool International A/S
Hedehusene, Denmark

is found to comply with the requirements in the following Regulations/Standards:

Regulation (EU) 2019/1397,
item No. MED/3.11a. SOLAS 74 as amended, Regulation II-2/3.2 & II-2/9, IMO 2010 FTP
Code, IMO MSC/Circ.1120 and IMO MSC.1/Circ.1434, IMO MSC.1/Circ.1435.

Further details of the equipment and conditions for certification are given overleaf.
...

This Certificate is valid until 2025-02-24.

Issued at Høvik on 2020-06-17
for DNV GL AS
DNV GL local station:
Denmark CMC

Approval Engineer:
Roald Vårheim
Tessa Biever Notified Body
No.: 0575 Head of Notified Body

A U.S. Coast Guard approval number will be assigned to the equipment when the production module has been completed and will appear on the
production module certificate (module D, E or F), as allowed by the "Agreement between the United States of America and the EEA EFTA states
on the mutual recognition of Certificates of Conformity for Marine Equipment" signed 17 October 2005, and amended by Decision No 1/2019
dated February 22nd, 2019.
The mark of conformity may only be affixed to the above type approved equipment and a Manufacturer’s Declaration of Conformity
issued when the production-surveillance module (D, E or F) of Annex B of the MED is fully complied with and controlled by a written
inspection agreement with a Notified Body. The product liability rests with the manufacturer or his representative in accordance with
Directive 2014/90/EU.
This certificate is valid for equipment, which is conform to the approved type. The manufacturer shall inform DNV GL AS of any
changes to the approved equipment. This certificate remains valid unless suspended, withdrawn, recalled or cancelled.
Should the specified regulations or standards be amended during the validity of this certificate, the product is to be re-approved
before being placed on board a vessel to which the amended regulations or standards apply.

LEGAL DISCLAIMER: Unless otherwise stated in the applicable contract with the holder of this document, or following from mandatory law, the
liability of DNV GL AS, its parent companies and subsidiaries as well as their officers, directors and employees (“DNV GL”) arising from or in
connection with the services rendered for the purpose of the issuance of this document or reliance thereon, whether in contract or in tort
(including negligence), shall be limited to direct losses and under any circumstance be limited to 300,000 USD.
Form code: MED [Link] Revision: 2020-01 [Link] Page 1 of 2

© DNV GL 2014. DNV GL and the Horizon Graphic are trademarks of DNV GL AS.

Page | 305
 Job Id: 344.1-010385-2
Certificate No: MEDB00006FA
Revision No: 1

Product description
“A60 Bulkhead SeaRox SL 620”
Composed of structural steel bulkhead insulated with a minimum 60 mm thick layer of mineral wool,
type SeaRox SL 620 slab (manufactured by Rockwool with nominal density 100 - 130 kg/m3) between
the stiffeners and with minimum 25 mm thick of the same insulation around the stiffeners.

Alternatively, minimal 40 mm of SeaRox ST 620 (manufactured by Rockwool with nominal density of 100
kg/m3) around the stiffeners. The stiffeners cavity is filled with one layer of 60 mm thick SeaRox SL 620
slab (manufactured by Rockwool with nominal density 100 kg/m3).

The insulation is fixed to the bulkhead by means of Ø3 mm pins in combination with minimal 30 mm
diameter steel clips (spring washers). Distance between these pins is max. 300 mm.

For further details see documentation listed under Type Examination documentation.

Application/Limitation
Approved for use as a vertical fire retarding division of class A-60.

General application: Fire on either side.

The insulation materials and adhesives used, have to be approved according to the Marine Equipment
Directive and bear the Mark of Conformity. This requirement may also be applicable for surface materials
used, if required by relevant rules and regulations.

Each product is to be supplied with its manual for installation, use and maintenance.

Type Examination documentation

Test report no. PGA10946A dated 2016-12-16 from DBI, Hvidovre, Denmark.

Assessment report PHA11188A dated 2019-04-01 from DBI, Hvidovre, Denmark

Assessment report PHA10905A dated 2017-02-23 from DBI, Hvidovre, Denmark

Tests carried out

Tested according to IMO 2010 FTP Code Part 3.

Marking of product
The product is to be marked with name and address of manufacturer, type designation, fire technical
rating and MED Mark of Conformity and USCG number if applicable (see first page).

Form code: MED [Link] Revision: 2020-01 [Link] Page 2 of 2

Page | 306
 Certificate No:
EC-TYPE EXAMINATION MEDB00001Z8
Revision No:
CERTIFICATE (MODULE B) 14

Application of: Directive 2014/90/EU of 23 July 2014 on marine equipment (MED), issued as "Forskrift om Skipsutstyr"
by the Norwegian Maritime Authority. This Certificate is issued by DNV AS under the authority of the Government of
Norway.

This is to certify:
That the Non-combustible materials

with type designation(s)

SeaRox - ProRox

Issued to
Rockwool A/S
Hedehusene, Denmark

is found to comply with the requirements in the following Regulations/Standards:

Regulation (EU) 2022/1157,
item No. MED/3.13. SOLAS 74 as amended, Regulation II-2/3 II-2/5, II-2/9 & X/3, 2000 HSC Code 7 and IMO
2010 FTP Code

Further details of the equipment and conditions for certification are given overleaf.
...

This Certificate is valid until 2028-02-06.

Issued at Høvik on 2023-02-07

for DNV AS
DNV local station:
Denmark CMC

Approval Engineer:
Tessa Biever Notified Body Sverre Olav Bergli
No.: 0575 Head of Notified Body

A U.S. Coast Guard approval number will be assigned to the equipment when the production module has been completed and will appear on the production module
certificate (module D, E or F), as allowed by the "Agreement between the United States of America and the EEA EFTA states on the mutual recognition of Certificates
of Conformity for Marine Equipment" signed 17 October 2005, and amended by Decision No 1/2019 dated February 22nd, 2019.
The mark of conformity may only be affixed to the above type approved equipment and a Manufacturer’s Declaration of Conformity issued when the
production-surveillance module (D, E or F) of Annex B of the MED is fully complied with and controlled by a written inspection agreement with a Notified
Body. The product liability rests with the manufacturer or his representative in accordance with Directive 2014/90/EU.
This certificate is valid for equipment, which is conform to the approved type. The manufacturer shall inform DNV AS of any changes to the approved
equipment. This certificate remains valid unless suspended, withdrawn, recalled or cancelled.
Should the specified regulations or standards be amended during the validity of this certificate, the product is to be re-approved before being placed on
board a vessel to which the amended regulations or standards apply.

LEGAL DISCLAIMER: Unless otherwise stated in the applicable contract with the holder of this document, or following from mandatory law, the liability of DNV AS, its
parent companies and their subsidiaries as well as their officers, directors and employees (“DNV”) arising from or in connection with the services rendered for the
purpose of the issuance of this document or reliance thereon, whether in contract or in tort (including negligence), shall be limited to direct losses and under any
circumstance be limited to 300,000 USD.
Form code: MED [Link] Revision: 2022-02 [Link] Page 1 of 4

Page | 307
 Job Id: 344.1-004158-18
Certificate No: MEDB00001Z8
Revision No: 14

Product description
“SeaRox – ProRox”
Stone wool products in form of slabs, mats, wired mats, lamella mats and pipe sections.

For further information about trade names and approved densities see Appendix to this certificate.

Application/Limitation
Approved for use as non-combustible materials.

Max. nominal organic content: See Appendix.

The product may be used as an integrated part of approved fire resisting divisions only when tested as such.

Each product is to be supplied with its manual for installation and use.

Type Examination documentation

See appendix to this certificate.

Tests carried out

Tested according to IMO 2010 FTP Code part 1.

Marking of product
The product or packing is to be marked with name and address of manufacturer, type designation, the MED Mark of
Conformity and USCG approval number if applicable (see first page).

Form code: MED [Link] Revision: 2022-02 [Link] Page 2 of 4

Page | 308
 Job Id: 344.1-004158-18
Certificate No: MEDB00001Z8
Revision No: 14

Appendix to MEDB00001Z8 Rev.14

Product description
Trade names, form, density and supporting test reports:

Trade name Form Density Test report

[kg/m³]
SeaRox SL 300 – 390 Slab 55 – 80 PFB10052a dated 2012-11-19 from DBI, Hvidovre, Denmark
(max. nominal organic content: 2.3%)
SeaRox SL 400 – 490 Slab 100 – 240 PFB10052b dated 2012-11-19 from DBI, Hvidovre, Denmark
(max. nominal organic content: 4.0 %) PFB10089a dated 2013-10-09 from DB, Hvidovre, Denmark
SeaRox SL 600 – 630 Slab 80 – 130 PFB10081 dated 2013-08-08 from DBI, Hvidovre, Denmark
(max. nominal organic content: 1.1 %) PFB10032 dated 2012-08-20 from DBI, Hvidovre, Denmark
PFB10469a dated 2021-04-19 from DBI, Hvidovre, Denmark
SeaRox SL 640-660 Slab 130 – 150 PFB10052c dated 2012-11-19 from DBI, Hvidovre, Denmark
(max. nominal organic content: 1.4%) PFB10334a dated 2019-08-16 from DBI, Hvidovre, Denmark
SeaRox ST 620 Slab 100 PFB10344A dated 2019-05-02 from DBI, Hvidovre, Denmark
(max. nominal organic content: 3.0%)
SeaRox SL 700 – 790 Slab 32 – 55 PFB10089b dated 2013-10-09 from DBI, Hvidovre, Denmark
(max. nominal organic content: 2.2%) PFB10052d dated 2012-11-19 from DBI, Hvidovre, Denmark

SeaRox WM 600 Wired Mat 90 – 150 PFB10028 dated 2012-08-20 from DB, Hvidovre, Denmark
(max. nominal organic content: 2.1%) 2013CS011111/1+2 dated 2013-05-07 from RINA, Italy
SeaRox WM 610 – 690 PFB10089c dated 2013-10-09 from DBI, Hvidovre, Denmark
(max. nominal organic content: 0.9%)
SeaRox/ProRox WM 900 – 990 Wired Mat 80 – 130 PFB10052e dated 2012-11-19 from DBI, Hvidovre, Denmark
(max. nominal organic content: 1.5%)
SeaRox MA 700 – 790 Mat 27 – 55 PFB10047a dated 2012-10-30 from DBI, Hvidovre, Denmark
(max. nominal organic content: 2.4%) PFB10047b dated 2012-10-30 from DBI, Hvidovre, Denmark
SeaRox MA 7000 Mat 26 PFB10308A dated 2018-09-13 from DB, Hvidovre, Denmark
(max. nominal organic content: 2.2%)
SeaRox LM 900 – 990 Lamella Mat 32 – 45 PFB10026 dated 2012-04-30 from DBI, Hvidovre, Denmark
(max. nominal organic content: 1.6%)
ProRox PS 960 – 990 Pipe Section 100 – 140 PFB10089d dated 2013-10-09 from DBI, Hvidovre, Denmark
(max. nominal organic content: 4%) PFB10079a dated 2013-08-06 from DBI, Hvidovre, Denmark
320946 dated 2012-09-14 from Exova Warringtonfire, UK
PFB10169c dated 2015-07-06 from DBI, Hvidovre, Denmark
ProRox SL 920-980 UK Slab 39 – 145 PFB10140a dated 2014-12-17 from DBI, Hvidovre, Denmark
(max. nominal organic content: 2.0%) PFB10140b dated 2014-12-17 from DBI, Hvidovre, Denmark
PFB10140c dated 2014-12-17 from DBI, Hvidovre, Denmark
SeaRox FB 6010 Slab 35 – 70 PFB10165E dated 2015-05-13 from DBI, Hvidovre, Denmark
SeaRox FB 6020 PFB10165A dated 2015-04-29 from DBI, Hvidovre, Denmark
SeaRox FB 6040 PFB10165F dated 2015-05-13 from DBI, Hvidovre, Denmark
SeaRox FB 6050 PFB10165B dated 2015-04-29 from DBI, Hvidovre, Denmark
(max. nominal organic content: 1.1%)
SeaRox FM 6020 Mat 40 PFB10580A dated 2023-01-03 from DBI, Hvidovre, Denmark
(max. nominal organic content: 1.1 %)
SeaRox FM 6030 Mat 50 PFB10182B dated 2015-11-30 from DBI, Hvidovre, Denmark
(max. nominal organic content: 1.1%)
SeaRox FM 6040 Mat 65 PFB10182A dated 2015-11-06 from DBI, Hvidovre, Denmark
(max. nominal organic content: 1.1%)
SeaRox FM 6050 Mat 70 PFB10267A dated 2017-07-31 from DBI, Hvidovre, Denmark
(max. nominal organic content: 1.1%)
ProRox LF 970 Loose Fill 25 – 200*) PFB10235A dated 2016-10-18 from DBI, Hvidovre, Denmark
(max. nominal organic content: 0.6%)
SeaRox SL 950 Slab 80-145 PFB10220A dated 2016-05-20 from DBI. Hvidovre, Denmark
(max. nominal organic content: 1.5%) PFB10255A dated 2017-04-26 from DBI, Hvidovre, Denmark
SeaRox SL 960
(max. nominal organic content: 1.5%)
SeaRox SL 970
(max. nominal organic content: 1.2%)

Form code: MED [Link] Revision: 2022-02 [Link] Page 3 of 4

Page | 309
 Job Id: 344.1-004158-18
Certificate No: MEDB00001Z8
Revision No: 14

SeaRox SL 980
(max. nominal organic content: 1.2%)

*)Loose Fill is typically used to fill (irregularly formed) shapes, gaps etc.
It is supplied in low density to the customer but it can be stuffed in high densities.

Form code: MED [Link] Revision: 2022-02 [Link] Page 4 of 4

Page | 310
 FASSON® 0808
2 mil Foil

Specially designed for taping joints and seams against moisture and vapor foil jacketing facing and FSK blankets.

FEATURES: BENEFITS:
• Specially formulated antimicrobial, extreme weather, • Conformability to curved surfaces
COLD TOUGH™ acrylic adhesive

• Dead soft aluminum foil • Strong bond to a variety of substrates

• Excellent adhesion and quick stick • Meets Parts 2 and 5 of Annex 1 of the IMO FTP Code

• Application temperature as low as 0º F • All Weather Acrylic Insulation Sealant Tape

• PSA complies with South Coast Air Quality • Approved for use by the US Coast Guard in accordance
Management District's (SCAQMD) Rule 1168. with International Maritime Org. (IMO) A.653(16) and
ISO 65659.

• Made in the USA

CONSTRUCTION:

Carrier:
Aluminum Foil
Adhesive:
COLD TOUGH™ Acrylic
Liner:
Densified Kraft

General Use Tape Surface Burning LEED® Point Contributor

Characteristcs to
* Contributes to Energy Atmosphere (SA) Credit 1
Flame Spread 5
UL 723
Smoke Developed 5
* Contributes to Indoor Environmental Quality (IEC) Credit 4.1
722S

Page | 311
FASSON® 0808
Adhesive Properties: Typical Values
Thickness Test Method(s): PSTC-133 US Mils MM's
Liner: 3.2 0.08
Adhesive: 1.7 0.04
Carrier: 2.0 0.05

Total Caliper: 6.9 0.18

PEEL ADHESION Test Method(s): PSTC-101, ASTM D-3330, STD-10

Product 180º 12" min
Substrate Lbf / In US Oz / In N / Meter
SS Initial 4.0 64 700

LOOP TACK Test Method(s): PSTC-16, STD-7

Product 180º 20" / min
Substrate Lbf / In US Oz / In N / Meter
SS Initial 6.0 96 1051

TLMI RELEASE Test Method(s): PSTC-4, STD-8

Product 90º
Substrate Gf / 2 In w
SS Initial 300" / min 30.0

STATIC SHEAR Test Method(s): PSTC-107, ASTM D 3654, STD-9

Product 1" sq (6.5 cm2) 2500 g
Substrate Min to Fail
SS Initial > 1,000

VOC Content
Product
Substrate %
Product < 15

TEMPERATURES ºF ºC
Min Application Temp 0ºF -17 º C
Max Continuous Operating Temp 200 º F 93 º C
Max Intermittent Operating Temp 250 º F 121 º C
THE LISTED VALUES ARE TYPICAL AND NOT INTENDED TO SERVE AS PRODUCT SPECIFICATIONS
APPLICATION TECHNIQUES
• It is essential, as with all pressure-sensitive tapes, that the surface to which the tape is applied be clean, dry, and free of grease or oil
• Bond strength is dependent upon the amount of adhesive-to-surface contact developed
• Note that different pressure, time and temperature on different (film / rigid) surface achieves different performance

STORAGE / SHELF LIFE

• One year when stored at 64-72ºF (18-22ºC) / 30-70% relative humidity, out of direct sunlight and in original packaging.

Please refer to [Link] for complete terms and conditions, including warranty terms, relating to this product. You should periodically review
the site as terms and conditions are subject to change without notice.

© 2013 Avery Dennison Corporation. All rights reserved. Avery Dennison® is a registered trademark of Avery Dennison Corporation. Avery™ and all other
Avery Dennison brands, product names, antenna designs and codes or service programs are trademarks of Avery Dennison Corporation.

Asia Pacific Europe South America North America

Kunshan, China, Tieblokkenlaan 1 Rua Francisco Foga, 225 250 Chester Street
NO. 618 Nanhe Road B-2300 Turnhout 13280-000 Vinhedo Painesville, Ohio
Kunshan Economic & Belgium SP Brazil 44077 USA
Technological Zone Phone: +32 (0)14 40 48 11 Phone: +55 19 3876 7736 Phone: +1 866-462-8379
China, 215335 Fax: +32 (0)14 40 48 55 Fax: +55 19 3876 7682 Fax: +1 888-358-4469
Phone: +86 512 57155001
Fax: +86 512 57155059
Page | 312
Page | 313
Page | 314
Motor Overview

Angel Island Ferry will have two Engiro 370W-

29014-ABC electric motors, each that have a
170kW maximum output at 890 RPMS.
*Motor and sha� RPMS are equal in electric
vessels as there should not be a gear reduc�on for
a properly designed system.

ZEAT System Components

In compliance with the CHC regula�ons for Short-Run Ferries, the Angel Island
Ferry will have two zero-emission electric motors, one couple to each sha�.
An EPA Tier IV+DPF generator will provide energy genera�on up to 20 hours per
year and during emergency situa�ons such as a u�lity grid power outage and
during non-Short Run Ferry vessel opera�on such as sunset/evening cruises.

Page | 315
 370W-29014-ABC
water-cooled motor / generator with 339 kW continuous power

KEY FEATURES
• permanent magnet synchronous machine
• very robust design
• recommended for trucks and buses up to 18 tons
• designed for battery voltages from 550 to 750V
• very high efficiency over a wide speed range
• high maximum speed due to reluctance torque
• delivery with controller possible
• optional with tachometer sensor

ENGIRO GmbH · Rathausstraße 10 · 52072 Aachen · Germany

Version: 002 Tel. +49-241-56816-60 · E-Mail: engineering@[Link] · [Link] | 316
 370W-29014-ABC Table of Content

Section Page
Technical Data Machine 3
Technical Drawings Machine 4
Characteristics Machine 5
Technical Data Inverter Set 6

Data, including specifications, contained within this document are summary in nature and subject to change at any time without notice and are intended for general information
only. Call for latest revision. All brand names and product names referenced are trademarks, registered trademarks, or trade names of their respective holders.

Page: 2 ENGIRO GmbH · Rathausstraße 10 · 52072 Aachen · Germany

Tel. +49-241-56816-60 · E-Mail: engineering@[Link] · [Link] | 317
05/2019

Version: 002
 370W-29014-ABC Technical Data Machine

Nominal Operation (S1, cooling as specified below)

Torque Tnom 2000 Nm

Power Pnom 339 kW

Speed nnom 1620 rpm

Phase rms-current Inom 460 A

Battery voltage (DC) Unom 700 V

Electric frequency fel,nom 162 Hz

Power factor cos(φ) 0.82

Maximal Values (S2, 10s, cooling as specified below)

Torque Tmax 3900 Nm

Power Pmax 560 kW

Phase rms-current Imax 1150 A

Battery voltage (DC) Umax 750 V

Speed nmax 3000 rpm

Electric frequency fel, max 300 Hz

Electrical Data
Number of phases 3

Number of pole pairs 6

Maximal efficiency >96 %

T/I constant (I<Inom) 4.35 Nm/Arms

U/n constant (AC) rms: 234.7 peak: 331.9 V/(1000rpm)

Ke constant (AC) rms: 0.373 peak: 0.528 V/(rad*s-1)

Additional Data
Weight (w/o cables) 295 kg

Rotor moment of inertia 1,07 kg*m²

Protection category IP65 / IP69k

Maximal motor temperature 140 °C

Allowed ambient temperature -20 … 451) °C

Cooling (medium, flow rate, inlet temperature, pressure) water/glycol 50/50, 30 l/min, ≤ 45°C, ≤ 0.5 bar

Temperature monitoring 1 x PT 1000

Type approval CE, EN 60034

Customs tariff number 8501 5381

Connectors
Power terminals 3 x M40 cable gland

Signal connectors M16, 10 Pin

Cooling connectors 2 x 1’’ / 25 mm

1) other range on request

Data, including specifications, contained within this document are summary in nature and subject to change at any time without notice and are intended for general information
only. Call for latest revision. All brand names and product names referenced are trademarks, registered trademarks, or trade names of their respective holders.

Page: 3 ENGIRO GmbH · Rathausstraße 10 · 52072 Aachen · Germany

Tel. +49-241-56816-60 · E-Mail: engineering@[Link] · [Link] | 318
05/2019

Version: 002
 370W-29014-ABC Technical Drawings

Available Type Variants

type number A: flange B: shaft C: position sensor

S: standard S: cylindrical shaft with keyway R: resolver

370W-29014-
N: none

Data, including specifications, contained within this document are summary in nature and subject to change at any time without notice and are intended for general information
only. Call for latest revision. All brand names and product names referenced are trademarks, registered trademarks, or trade names of their respective holders.

Page: 4 ENGIRO GmbH · Rathausstraße 10 · 52072 Aachen · Germany

Tel. +49-241-56816-60 · E-Mail: engineering@[Link] · [Link] | 319
05/2019

Version: 002
 370W-29014-ABC Characteristics Machine

Simulated Efficiency of Motor Application

(electric machine only; Unom = 700 V; machine at 100 °C;)

Simulated Characteristic Motor Parameters

Unom = 700 V
solid lines: continuous; dashed lines: maximum;
(jitter is caused by numerical inaccuracies in the simulation software)

Data, including specifications, contained within this document are summary in nature and subject to change at any time without notice and are intended for general information
only. Call for latest revision. All brand names and product names referenced are trademarks, registered trademarks, or trade names of their respective holders.

Page: 5 ENGIRO GmbH · Rathausstraße 10 · 52072 Aachen · Germany

Tel. +49-241-56816-60 · E-Mail: engineering@[Link] · [Link] | 320
05/2019

Version: 002
 370W-29014-ABC Technical Data Inverter Set

Nominal Operation Drive Set (S1)

Torque Tnom 2000 Nm

Power Pnom 339 kW

Speed nnom 1620 rpm

Phase rms-current Inom 460 A

Battery voltage Unom 700 V

Electric frequency fel,nom 162 Hz

Power factor cos(φ) 0.82

Maximal Values Drive Set (S2, 1-10s)

Torque Tmax 2744 Nm

Power Pmax 467 kW

Phase rms-current Imax 650 A

Battery voltage Umax 700 V

Speed nmax 3000 rpm

Electric frequency fel, max 300 Hz

Simulated Efficiency and Motor Characteristic of Motor Application

(electric machine only; Unom = 700 V; machine at 100 °C;)

solid lines: continuous; dashed lines: maximum;

(jitter is caused by numerical inaccuracies in the simulation software)

Data, including specifications, contained within this document are summary in nature and subject to change at any time without notice and are intended for general information
only. Call for latest revision. All brand names and product names referenced are trademarks, registered trademarks, or trade names of their respective holders.

Page: 6 ENGIRO GmbH · Rathausstraße 10 · 52072 Aachen · Germany

Tel. +49-241-56816-60 · E-Mail: engineering@[Link] · [Link] | 321
05/2019

Version: 002
THE INFORMATION CONTAINED IN THIS DRAWING IS
THE SOLE PROPERTY OF KOBELT MANUFACTURING.
ANY REPRODUCTION IN PART OR AS A WHOLE
WITHOUT THE WRITTEN PERMISSION OF KOBELT
MANUFACTURING IS PROHIBITED.

Page | 322
Page | 323
Page | 324
Page | 325
 Da a ee
D be c e ec a c de e a d g ,
a . L01PD-IB-006 (C)
T e c e e f e ea de de e ed a d a fac ed
b L aa AS.
I ha been e ed according o o r final e and final con rol proced re
Printed 2. september 201
Page | 326
 S ec f ca de a

M S A2, A , ,

F A ,

S P 102495 / 102886

E IP66

H 60

E 120

, D 0-24
A . 1120

C ec

1 T 2
4 B
PIN F

PIN F 1 D 0-24 /
P M
1 5 D 1
2 PSU 24 DC
2 GND D 1
50 A
3 S D 1
X2 3 PSU
4 S D 2 GND
X4
X1

5 5 D 2 4 PSU
6 GND D 2 GND
L01 lever with LED connections 24V

S D
LF15268
- LED . C
. GND PSU.

C - :

Page | 327
 Def ec a d e ad e ,
L aa L01TD-I a d L01PD-I c e e .

L .
T , .

T :T /
.L
.M
.T -
, .

T :T
/ .L
.M
.T
,
.

T :R
- .L
/ .
F / .
R - .

Page | 328
RPM f c b a e ad e , L aa L01TD-I a d L01PD-I c e -
e . Ha d e , e g a g a d e
de a a a f c e
D .
B
.

RPM L
.U T T10 .U
2 .

This hole is for adjusting

the detent of the RPM on
the opposite side.

About 60mm

Screw for adjusting

the RPM detent. Use a
3mm hexagon key.

Lilaas AS, Kongeveien 75, P.O. Box 705, N-3196 Horten, Norway. Tel: +47 41 63 30 00
E-mail : sales@[Link]
service@[Link]
[Link]
Page | 329
c. Generator Overview
M&H Stage V 4045 Engine Block for EPT 116kW DC Generator

Full Emissions data for M&H 4045 Stage V engine is on file with CARB

Page | 330
 LIST OF CABLES
ANGEL ISLAND FERRY

A B C D E F G H I J K L M N O P

Location on wiring Single or Round Length of Length of cable Required Wire Required Wire Actual Wire Size Wire Size Number of Ampacity and
1 diagram (Page) Wire Number Description Trip cable (inches) (cm) Type of Cable Voltage Amerage Watts Size (AWG) Size (mm2) (AWG) (mm2) Conductors Temperature Rating
2 602 N/A String 1, Bat 1 + to Bat 2 - Single 29.527575 75 DC 622 178 110,716 3/0 95 2/0 70 1 Unknown
3 602 N/A String 1, Bat 2 + to Bat 3 - Single 29.527575 75 DC 622 178 110,716 3/0 95 2/0 70 1 Unknown
4 602 N/A String 1, Bat 3 + to Bat 4 - Single 29.527575 75 DC 622 178 110,716 3/0 95 2/0 70 1 Unknown
5 602 N/A String 1, Bat 4 + to Bat 5 - Single 29.527575 75 DC 622 178 110,716 3/0 95 2/0 70 1 Unknown
6 602 N/A String 1, Bat 5 + to Bat 6 - Single 29.527575 75 DC 622 178 110,716 3/0 95 2/0 70 1 Unknown
7 602 N/A String 1, Bat 6 + to Bat 7 - Single 29.527575 75 DC 622 178 110,716 3/0 95 2/0 70 1 Unknown
8 602 N/A String 1, Bat 1- to String Controller In- Single 196.8505 500 DC 622 178 110,716 3/0 95 2/0 70 1 Unknown
9 602 N/A String 1, Bat 7+ to String Controller In+ Single 196.8505 500 DC 622 178 110,716 3/0 95 2/0 70 1 Unknown
10 603 N/A String 2, Bat 1 + to Bat 2 - Single 29.527575 75 DC 622 178 110,716 3/0 95 2/0 70 1 Unknown
11 603 N/A String 2, Bat 2 + to Bat 3 - Single 29.527575 75 DC 622 178 110,716 3/0 95 2/0 70 1 Unknown
12 603 N/A String 2, Bat 3 + to Bat 4 - Single 29.527575 75 DC 622 178 110,716 3/0 95 2/0 70 1 Unknown
13 603 N/A String 2, Bat 4 + to Bat 5 - Single 29.527575 75 DC 622 178 110,716 3/0 95 2/0 70 1 Unknown
14 603 N/A String 2, Bat 5 + to Bat 6 - Single 29.527575 75 DC 622 178 110,716 3/0 95 2/0 70 1 Unknown
15 603 N/A String 2, Bat 6 + to Bat 7 - Single 29.527575 75 DC 622 178 110,716 3/0 95 2/0 70 1 Unknown
16 603 N/A String 2, Bat 1- to String Controller In- Single 196.8505 500 DC 622 178 110,716 3/0 95 2/0 70 1 Unknown
17 603 N/A String 2, Bat 7+ to String Controller In+ Single 196.8505 500 DC 622 178 110,716 3/0 95 2/0 70 1 Unknown
18 604 N/A String 3, Bat 1 + to Bat 2 - Single 29.527575 75 DC 622 178 110,716 3/0 95 2/0 70 1 Unknown
19 604 N/A String 3, Bat 2 + to Bat 3 - Single 29.527575 75 DC 622 178 110,716 3/0 95 2/0 70 1 Unknown
20 604 N/A String 3, Bat 3 + to Bat 4 - Single 29.527575 75 DC 622 178 110,716 3/0 95 2/0 70 1 Unknown
21 604 N/A String 3, Bat 4 + to Bat 5 - Single 29.527575 75 DC 622 178 110,716 3/0 95 2/0 70 1 Unknown
22 604 N/A String 3, Bat 5 + to Bat 6 - Single 29.527575 75 DC 622 178 110,716 3/0 95 2/0 70 1 Unknown
23 604 N/A String 3, Bat 6 + to Bat 7 - Single 29.527575 75 DC 622 178 110,716 3/0 95 2/0 70 1 Unknown
24 604 N/A String 3, Bat 1- to String Controller In- Single 196.8505 500 DC 622 178 110,716 3/0 95 2/0 70 1 Unknown
25 604 N/A String 3, Bat 7+ to String Controller In+ Single 196.8505 500 DC 622 178 110,716 3/0 95 2/0 70 1 Unknown
26 605 N/A String 4, Bat 1 + to Bat 2 - Single 29.527575 75 DC 622 178 110,716 3/0 95 2/0 70 1 Unknown
27 605 N/A String 4, Bat 2 + to Bat 3 - Single 29.527575 75 DC 622 178 110,716 3/0 95 2/0 70 1 Unknown
28 605 N/A String 4, Bat 3 + to Bat 4 - Single 29.527575 75 DC 622 178 110,716 3/0 95 2/0 70 1 Unknown
29 605 N/A String 4, Bat 4 + to Bat 5 - Single 29.527575 75 DC 622 178 110,716 3/0 95 2/0 70 1 Unknown
30 605 N/A String 4, Bat 5 + to Bat 6 - Single 29.527575 75 DC 622 178 110,716 3/0 95 2/0 70 1 Unknown
31 605 N/A String 4, Bat 6 + to Bat 7 - Single 29.527575 75 DC 622 178 110,716 3/0 95 2/0 70 1 Unknown
32 605 N/A String 4, Bat 1- to String Controller In- Single 196.8505 500 DC 622 178 110,716 3/0 95 2/0 70 1 Unknown
33 605 N/A String 4, Bat 7+ to String Controller In+ Single 196.8505 500 DC 622 178 110,716 3/0 95 2/0 70 1 Unknown
34 606 N/A String 5, Bat 1 + to Bat 2 - Single 29.527575 75 DC 622 178 110,716 3/0 95 2/0 70 1 Unknown
35 606 N/A String 5, Bat 2 + to Bat 3 - Single 29.527575 75 DC 622 178 110,716 3/0 95 2/0 70 1 Unknown
36 606 N/A String 5, Bat 3 + to Bat 4 - Single 29.527575 75 DC 622 178 110,716 3/0 95 2/0 70 1 Unknown
37 606 N/A String 5, Bat 4 + to Bat 5 - Single 29.527575 75 DC 622 178 110,716 3/0 95 2/0 70 1 Unknown
38 606 N/A String 5, Bat 5 + to Bat 6 - Single 29.527575 75 DC 622 178 110,716 3/0 95 2/0 70 1 Unknown
39 606 N/A String 5, Bat 6 + to Bat 7 - Single 29.527575 75 DC 622 178 110,716 3/0 95 2/0 70 1 Unknown
40 606 N/A String 5, Bat 1- to String Controller In- Single 196.8505 500 DC 622 178 110,716 3/0 95 2/0 70 1 Unknown
41 606 N/A String 5, Bat 7+ to String Controller In+ Single 196.8505 500 DC 622 178 110,716 3/0 95 2/0 70 1 Unknown
42 607 N/A String 6, Bat 1 + to Bat 2 - Single 29.527575 75 DC 622 178 110,716 3/0 95 2/0 70 1 Unknown
43 607 N/A String 6, Bat 2 + to Bat 3 - Single 29.527575 75 DC 622 178 110,716 3/0 95 2/0 70 1 Unknown
44 607 N/A String 6, Bat 3 + to Bat 4 - Single 29.527575 75 DC 622 178 110,716 3/0 95 2/0 70 1 Unknown
45 607 N/A String 6, Bat 4 + to Bat 5 - Single 29.527575 75 DC 622 178 110,716 3/0 95 2/0 70 1 Unknown
46 607 N/A String 6, Bat 5 + to Bat 6 - Single 29.527575 75 DC 622 178 110,716 3/0 95 2/0 70 1 Unknown
47 607 N/A String 6, Bat 6 + to Bat 7 - Single 29.527575 75 DC 622 178 110,716 3/0 95 2/0 70 1 Unknown
48 607 N/A String 6, Bat 1- to String Controller In- Single 196.8505 500 DC 622 178 110,716 3/0 95 2/0 70 1 Unknown
49 607 N/A String 6, Bat 7+ to String Controller In+ Single 196.8505 500 DC 622 178 110,716 3/0 95 2/0 70 1 Unknown

Page | 331
 Customer :
Case number : EPT
Project title : Angel Island Ferry
Project number : EPT

Rated Voltage : 625DC

Frequency : N/A
Control Voltage : 24VDC
Rated Current : N/A
Max Fuse (Supply) : N/A
Max. short circuit current : N/A
Enclosure protection degree : N/A
Year of produktion : 2022
Standard : N/A
Earthing system : IT

Preliminary Version!
Overview only!
Project start : 2022 Number of pages : 122
Project responsible : Last page : 993
Constructor :
Last modified : 19/05/2022 14:21:28

PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: Project rev.: Page F1
Customer: Green Yachts DCC: Scale: 1:1
Page title: Front Page Dwg. no.: Page rev.: Previous page:
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: IND
Page ref.: Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 332
 Layout 1 Cooling System 11
Angel Island Ferry Side LAY1 - LAY4 Side 990 - 993

Common PLC Cabinet 2

Side 100 - 114
12
NAV Cockpit 3
Side 300 - 312
13
Engine Room STBD 4
Side 400 - 416
14
Engine Room PORT 5
Side 500 - 512
15
Power Common 6
Side 600 - 609
16
Power STBD 7
Side 700 - 704
17
Power PORT 8
Side 800 - 809
18
24V Supply 9
Side 900 - 903
19
Installation Overview 10
Side 950 - 957
20
Page | 333
Title Revision Last edit Page Title Revision Last edit Page

Front Page 18/05/2022 15:29:26 F1 RIO and Lever Power Supply 18/05/2022 16:09:06 202

Index - horizontal 18/05/2022 16:55:40 IND I/O Reference List RIO BSB 18/05/2022 16:09:08 203

Table of Contents 18/05/2022 16:57:32 IND1 Ethernet NAV Inside 18/05/2022 16:09:12 204

Changes 18/05/2022 14:34:50 IND5 Thrust Lever 18/05/2022 16:09:16 205

Lines, Symbols and References 21/04/2020 13:59:22 PI2 Thrust Lever LEDs 18/05/2022 16:09:20 206

Wire identification 17/05/2022 15:05:10 PI3 Activate Station, Control and HMI 18/05/2022 16:09:24 207

Layout Emergency Stops 18/05/2022 16:09:28 208

Common PLC Layout 18/05/2022 15:29:56 LAY1 Shutter Extractor Batteries 18/05/2022 16:09:38 209

NAV Station RIO layout 18/05/2022 15:30:02 LAY4 Buzzer 18/05/2022 16:09:42 210

STBD Engine Room PLC 18/05/2022 15:30:06 LAY5 Emergency Stops Battery System Part 1 18/05/2022 16:09:46 211

PORT Engine Room PLC 18/05/2022 15:30:58 LAY6 Emergency Stops Battery System Part 2 18/05/2022 16:09:48 212

Common PLC Cabinet Engine Room STBD

Common PLC and CAN Bus 18/05/2022 16:55:54 100 PLC in Engine Room SB 18/05/2022 16:09:52 300

Can 3 & 1 Phase Charger 18/05/2022 16:55:54 101 I/O Reference List PLC Engine Room SB 18/05/2022 16:09:56 301

I/O Reference List 18/05/2022 16:55:54 102 I/O Reference List PLC Engine Room SB 18/05/2022 16:09:58 302

I/O Reference List 18/05/2022 16:55:54 103 Ethernet 18/05/2022 16:55:54 303

Micro Grid / Hotel Inverter 1 18/05/2022 16:56:22 104 Volvo D3-150 Generator 18/05/2022 16:10:06 304

Charger & DCDC Enable 18/05/2022 16:56:22 105 Volvo Cabling 18/05/2022 16:10:10 305

Glycol pump for charger and inverter 18/05/2022 16:55:54 106 Volvo D3-150 Generator 18/05/2022 16:10:14 306

Sea Water Pump for charger and inverter 18/05/2022 16:55:54 107 Aradex HP 160 Generator 18/05/2022 16:10:16 307

Storage Mode 18/05/2022 16:55:54 108 Aradex HP 268 Main Engine 18/05/2022 16:10:20 308

Main Junction Box Fans 18/05/2022 16:55:54 109 Glycol pump for Generator, Main Engine and Bow Thr 18/05/2022 16:10:24 309

24V Ship Supply Sensing 18/05/2022 16:55:54 110 Sea Water Pump for main engine 18/05/2022 16:10:28 310

Batterie Room Temp 18/05/2022 16:55:54 111 SB Room Cooling 18/05/2022 16:10:32 311

Isolation Measurement 18/05/2022 16:55:54 112 Water Pressure Engine SB 18/05/2022 16:10:38 312

NAV Cockpit Engine Room PORT

RIO NAV Cockpit 18/05/2022 16:08:58 200 PLC in Engine Room PS 18/05/2022 16:10:54 400

I/O Reference List RIO 18/05/2022 16:09:02 201 I/O Reference List PLC Engine Room PS 18/05/2022 16:10:58 401

PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: AIF Project rev.: Page IND1
Customer: Green Yachts DCC: Scale: 1:1
Page title: Table of Contents Dwg. no.: Page rev.: Previous page: IND
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: IND2
Page ref.: Appr. (date/init): Last edit: 18/05/2022 Total no. of pages: 122
Page | 334
Title Revision Last edit Page Title Revision Last edit Page

I/O Reference List PLC Engine Room PS 18/05/2022 16:11:00 402 Dilong DCDC Converter 18/05/2022 16:56:22 803

Ethernet 18/05/2022 16:55:54 403 Dilong DCDC Converter 18/05/2022 16:56:22 804

Aradex HP 268 Main Engine 18/05/2022 16:11:08 404 Shore Power 18/05/2022 16:56:22 805

Glycol pump for Gen., Main Engine and Bow Thr. 18/05/2022 16:11:10 405 3 Phase Inverter 18/05/2022 16:56:22 806

Sea Water Pump for main engine 18/05/2022 16:11:14 406 3 Phase Transformer 18/05/2022 16:56:22 807

PS Room Cooling 18/05/2022 16:11:18 407 Protective Earth PS 18/05/2022 16:56:22 808

Water Pressure Engine PS 18/05/2022 16:11:20 408 24V Supply

Power Common 24V EPT Supply 18/05/2022 16:55:54 900

Junction Box Common 18/05/2022 16:56:22 600 PLC Boxes 18/05/2022 16:50:34 901

Pack Controller 1 (Master) 18/05/2022 16:11:30 601 PLC Boxes 18/05/2022 16:54:54 902

String Controller #1 18/05/2022 16:11:34 602 24V Supply Pack Controller and HV Batteries 18/05/2022 16:50:40 903

String Controller #2 18/05/2022 16:11:36 603 Installation Overview

String Controller #3 18/05/2022 16:11:40 604 Ethernet 18/05/2022 16:51:38 950

String Controller #4 18/05/2022 16:11:42 605 Ethernet Spare Lines 18/05/2022 16:52:06 951

String Controller #5 18/05/2022 16:11:44 606 Aradex In/Out, Can, Sub-D Cable 18/05/2022 16:55:54 952

String Controller #6 18/05/2022 16:11:50 607 CAN Bus Cable 18/05/2022 16:52:12 953

Pack Controller 2 (Slave) 18/05/2022 16:11:52 608 700V Supply Part I 18/05/2022 16:56:22 954

Protection Eart PC 18/05/2022 16:56:22 609 700V Supply Part II 18/05/2022 16:56:22 955

Power STBD Protective Earth Part I 18/05/2022 16:56:22 956

Junction Box Starboard JB-STBD 18/05/2022 16:56:10 700 Protective Earth Part II 18/05/2022 16:52:26 957

Aradex HP 268 Main Engine 18/05/2022 16:56:10 701 Cooling System

Electric Main Engine SB 18/05/2022 16:12:14 702 Main Engine Cooling SB 18/05/2022 16:52:34 990

Generator STBD 18/05/2022 16:56:10 703 Generator Cooling 18/05/2022 16:52:38 991

Protective Earth SB 18/05/2022 16:56:10 704 Main Engine Cooling PS 18/05/2022 16:52:40 992

Power PORT Cooling Charger and Inverter 18/05/2022 16:52:44 993

Junction Box Portside JB-PORT 18/05/2022 16:56:22 800

Aradex HP 268 Main Engine 18/05/2022 16:56:22 801

Electric Main Engine PS 18/05/2022 16:56:22 802

PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: AIF Project rev.: Page IND2
Customer: Green Yachts DCC: Scale: 1:1
Page title: Table of Contents Dwg. no.: Page rev.: Previous page: IND1
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: IND5
Page ref.: Appr. (date/init): Last edit: 18/05/2022 Total no. of pages: 122
Page | 335
 1 2 3 4 5 6 7 8
=S01/+OVW

PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: AIF Project rev.: Page IND5
Customer: Green Yachts DCC: Scale: 1:1
Page title: Changes Dwg. no.: Page rev.: Previous page: IND2
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: PI2
Page ref.: Appr. (date/init): Last edit: 18/05/2022 Total no. of pages: 122
Page | 336
 1 2 3 4 5 6 7 8

Lines, Symbols and References

Related to this documentation there are following explanatory remarks:

Text and line thickness according to DS/EN 61082-1: Reference frames:

All texts are electronically generated, with a height 10 times the line thickness. Groups of symbols with references (function and location aspects) different from,
This relation can look diffrent, depending on the resolution of the monitor/printer. the page refences are framed.
The frame reference is applicable for all symbols within the frame.
Lines used in this documentation, are drawn with the recommended line thickness. The line for the refence frame, is drawn as a dotted line, and hence not compliant with DS/EN 61082.
Lines are electronically correct, but can look diffrent depending on the resolution of the monitor/printer.

Page and current path reference:

Lines according to DS/EN 61082-1:
Symbols that refer to a master symbol, with the same symbol name, has a reference to the master symbol,
Lines for internal connections are drawn as full lines in compliance with DS/EN 61082. positioned in parenthesis beneath the symbol name.
Lines for external connections are drawn af dotted lines and hence not in compliance with DS/EN 61082. Eg.: (4/11) - meaning page 4 current path 11.
Lined for GND/PE connections are drawn as a dash-dot line and hence not in compliance with DS/EN 61082.

Electrical symbols: Current path:

All symbols in the documentation are selected or are derived from, A horizontal reference coordinat system (current paths) is used on each diagram page.
and are in compliance with the standard DS/EN 60617. The current paths are positioned across the circuit diagram page, with a mutual distance of 40mm
equivalent to 9 current paths per page.
References
All letter codes in the reference system complies with table 1 in the standard DS/EN 81346.
Page reference:
Lines comming from or continuing to another page, has a page reference, at the lines endpoint.
References common to the symbols on the page:
References for the function (prefix =) and the location (prefix +) -aspects,
applicable for the symbols on a page, are shown in the lower left cormer of the diagram pages.
Component references (prefix -) are shown in connection with the component/symbol.
Symbols with function and location aspects, that deviate from the page function and location aspects,
will have the
correct aspects shown in the vicinity of the symbol.

View info page "Used References" for the used funtion and location aspects.

PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: Project rev.: Page PI2
Customer: Green Yachts DCC: Scale: 1:1
Page title: Lines, Symbols and References Dwg. no.: Page rev.: Previous page: IND5
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: PI3
Page ref.: Appr. (date/init): Last edit: 21/04/2020 Total no. of pages: 122
Page | 337
 1 2 3 4 5 6 7 8

Wire identification

IEC 60204-1 Colours DK Colours UK/US Abbreviation

Internal Wire/Conductor Identification: Sort Black bk
Internal wire/conductors are identified by component name + terminal number, Brun Brown bn
off the component in which they are installed.
Rød Red rd
Colour markings internal wires/conductors:
Wire/conductor colours used internally in the control panel in compliance with IEC 60204-1. Orange Orange og

Gul Yellow ye

Grøn Green gn
Black AC & DC power circuits (L)
Light blue Neutral conductor in power circuits (N) Blå Blue bu

Green/Yellow Protection earth Lyseblå Lightblue lbu

Dark blue DC control circuits positiv (+) Violet Violet vt

Dark blue/White DC control circuits negativ (0V) Grå Grey gy
Red AC control circuits line (L) Hvid White wh
Red/White AC control circuits neutral (N) Pink Pink pk
Orange Control circuits supplied from an external power source
Guld Gold gd
Violet Analog circuits
Turkis Turquoise tq

Sølv Silver sr

Grøn/Gul Green/Yellow gnye

Colour markings of multicoloured wires in a cable:

Eg.: green & yellow equals gnye

PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: Project rev.: Page PI3
Customer: Green Yachts DCC: Scale: 1:1
Page title: Wire identification Dwg. no.: Page rev.: Previous page: PI2
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: LAY1
Page ref.: Appr. (date/init): Last edit: 17/05/2022 Total no. of pages: 122
Page | 338
 Page LAY1 - LAY4

Layout
Page | 339
 1 2 3 4 5 6 7 8
=S01/+COM
Preliminary Version!
Overview only!
A

-K100.10
-K100.11
-K100.12
-K100.20
-K100.1
-K100.2
-K100.3
-K100.6
-K100.7
-K100.8
-K100.9
-K100.0
D

PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: Project rev.: Page: LAY1
Customer: Green Yachts DCC: Scale: 1:2
Page title: Common PLC Layout Dwg. no.: Page rev.: Previous page: PI3
File name: AngelIslandFerry Eng. (proj/page): Last print: Page
19/05/2022 Next|page:
340 LAY2
Page ref.: Common PLC Cabinet Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
 1 2 3 4 5 6 7 8
=S01/+NAV_CKPT
Preliminary Version!
Overview only!
A

-K300.20

-K301.20
-K300.1
-K300.2
-K300.3
-K300.4
-K300.5
-K300.6
-K300.7
-K300.8

-K301.1
-K301.2
-K301.3
-K301.4
-K301.5
-K301.6
-K301.7
-K301.8
D -K300 -K301

PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: Project rev.: Page: LAY2
Customer: Green Yachts DCC: Scale: 1:2
Page title: NAV Station RIO layout Dwg. no.: Page rev.: Previous page: LAY1
File name: AngelIslandFerry Eng. (proj/page): Last print: Page
19/05/2022 Next|page:
341 LAY3
Page ref.: NAV Cockpit Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
 1 2 3 4 5 6 7 8
=S01/+ER_STBD
Preliminary Version!
Overview only!
A

-K400.10
-K400.20

-K401.10
-K401.20
-K400.1
-K400.2
-K400.3
-K400.4
-K400.5
-K400.6
-K400.7
-K400.8
-K400.9

-K401.1
-K401.2
-K401.3
-K401.4
-K401.5
-K401.6
-K401.7
-K401.8
-K401.9
D -K400 -K401

PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: Project rev.: Page: LAY3
Customer: Green Yachts DCC: Scale: 1:2
Page title: STBD Engine Room PLC Dwg. no.: Page rev.: Previous page: LAY2
File name: AngelIslandFerry Eng. (proj/page): Last print: Page
19/05/2022 Next|page:
342 LAY4
Page ref.: Engine Room STBD Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
 1 2 3 4 5 6 7 8
=S01/+ER_PORT
Preliminary Version!
Overview only!
A

-K500.10

-K501.20
-K500.1
-K500.2
-K500.3
-K500.4
-K500.5
-K500.6
-K500.7
-K500.8
-K500.9

-K501.1
-K501.2
-K501.3
-K501.4
-K501.5
-K501.6
-K501.7
-K501.8
-K501.9
D -K500 -K501

PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: Project rev.: Page: LAY4
Customer: Green Yachts DCC: Scale: 1:2
Page title: PORT Engine Room PLC Dwg. no.: Page rev.: Previous page: LAY3
File name: AngelIslandFerry Eng. (proj/page): Last print: Page
19/05/2022 Next|page:
343 100
Page ref.: Engine Room PORT Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
 Page 100 - 115

Common PLC Cabinet

Page | 344
 1 2 3 4 5 6 7 8
=S01/+COM

1 5 2 6 3 7 4 8
B
+24V
0V
+24V
+24V
0V
0V

-K100

CAN_V+
CAN_H
CAN_L
GND
-X1

-X2

SH
2 3 5 7 9
C

BU-CAN-L 5
WH-CAN-H 4
D
BK-V- 3
RD-V+ 2
GN-SH 1

-X101.1
E

F
Preliminary Version!
Overview only! PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: AIF Project rev.: Page 100
Customer: Green Yachts DCC: Scale: 1:1
Page title: Common PLC and CAN Bus Dwg. no.: Page rev.: Previous page: LAY4
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 101
Page ref.: Common PLC Cabinet Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 345
 1 2 3 4 5 6 7 8
=S01/+COM

WH-CAN-H

WH-CAN-H
BU-CAN-L

BU-CAN-L
GN-SH

GN-SH
RD-V+

RD-V+
BK-V-

BK-V-
-X102.1 -X102.2
D
1
2
3
4
5

1
2
3
4

E 5

F
Preliminary Version!
Overview only! PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: AIF Project rev.: Page 101
Customer: Green Yachts DCC: Scale: 1:1
Page title: Can 3 & 1 Phase Charger Dwg. no.: Page rev.: Previous page: 100
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 102
Page ref.: Common PLC Cabinet Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 346
 1 2 3 4 5 6 7 8
=S01/+COM

4-channel digital output; AC 250 V 4-channel digital output; AC 250 V

4-channel digital output; AC 250 V

F
Preliminary Version!
Overview only! PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: AIF Project rev.: Page 102
Customer: Green Yachts DCC: Scale: 1:1
Page title: I/O Reference List Dwg. no.: Page rev.: Previous page: 101
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 103
Page ref.: Common PLC Cabinet Appr. (date/init): Last edit: 18/05/2022 Total no. of pages: 122
Page | 347
 1 2 3 4 5 6 7 8
=S01/+COM

4-channel digital output; AC 4-channel analog input module; Pt1000 / RTD;

F
Preliminary Version!
Overview only! PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: AIF Project rev.: Page 103
Customer: Green Yachts DCC: Scale: 1:1
Page title: I/O Reference List Dwg. no.: Page rev.: Previous page: 102
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 104
Page ref.: Common PLC Cabinet Appr. (date/init): Last edit: 18/05/2022 Total no. of pages: 122
Page | 348
 1 2 3 4 5 6 7 8
=S01/+COM

1
2
3
4
5
-X105.1

6
7
8
9
Preliminary Version!
Overview only!
E>+PWR_PORT/-T812.1
Aradex HP130
.ST1
KL 31
KL 30b
Enable
Digi Out1
Digi Out2

COM1_TxD
COM1_rxD
NTC1
NTC2
AN_I1+
CAN_L
CAN_H

EN_CONF#
CAN_GND
COM_GND
Digi_In1
DIGI_In2
NTC_GND
Interlock_In

An_U1-
An_I1-
An_U1+
Interlock_Out

PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: AIF Project rev.: Page 104
Customer: Green Yachts DCC: Scale: 1:1
Page title: Micro Grid / Hotel Inverter 1 Dwg. no.: Page rev.: Previous page: 103
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 105
Page ref.: Common PLC Cabinet Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 349
 1 2 3 4 5 6 7 8
=S01/+COM

+3PCHRG1

1
2
3
4
5
-X413.1
KL 31
KL 30b
Enable
Digi Out1
Digi Out2

CAN_H
COM1_TxD
COM1_rxD

Digi_In1

An_U1-
An_I1-
NTC1
NTC2
AN_I1+
CAN_L

EN_CONF#
CAN_GND
COM_GND

DIGI_In2
NTC_GND
Interlock_In

An_U1+
Interlock_Out

6
7
8
9
-ST1

3 Phase Charger 1
PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: AIF Project rev.: Page 105
Customer: Green Yachts DCC: Scale: 1:1
Page title: Aradex HP 160 Shore Power Charger 1 Dwg. no.: Page rev.: Previous page: 104
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 106
Page ref.: Common PLC Cabinet Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 350
 1 2 3 4 5 6 7 8
=S01/+COM

+3PCHRG2

1
2
3
4
5
-X413.1
KL 31
KL 30b
Enable
Digi Out1
Digi Out2

CAN_H
COM1_TxD
COM1_rxD

Digi_In1

An_U1-
An_I1-
NTC1
NTC2
AN_I1+
CAN_L

EN_CONF#
CAN_GND
COM_GND

DIGI_In2
NTC_GND
Interlock_In

An_U1+
Interlock_Out

6
7
8
9
-ST1

3 Phase Charger 2
PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: AIF Project rev.: Page 106
Customer: Green Yachts DCC: Scale: 1:1
Page title: Aradex HP 160 Shore Power Charger 1 Dwg. no.: Page rev.: Previous page: 105
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 107
Page ref.: Common PLC Cabinet Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 351
 1 2 3 4 5 6 7 8
=S01/+COM

Preliminary Version!
F
Overview only!
PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: AIF Project rev.: Page 107
Customer: Green Yachts DCC: Scale: 1:1
Page title: Charger & DCDC Enable Dwg. no.: Page rev.: Previous page: 106
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 108
Page ref.: Common PLC Cabinet Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 352
 1 2 3 4 5 6 7 8
=S01/+COM

Preliminary Version!
Overview only!
A

+Glycol_Pump +Glycol_Pump

E
-

-
+

+
PE

PE

-M109.1 -M109.2

/.1=/.1
Glycol pump for charger and inverter Glycol pump for charger and inverter
F

PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: AIF Project rev.: Page 108
Customer: Green Yachts DCC: Scale: 1:1
Page title: Glycol pump for charger and inverter Dwg. no.: Page rev.: Previous page: 107
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 109
Page ref.: Common PLC Cabinet Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 353
 1 2 3 4 5 6 7 8
=S01/+COM

+SeaWaterPump +SeaWaterPump
+ A
- B

+ A
- B
1
2
3
4
5
6

1
2
3
4
5
6

Preliminary Version!
E
-M110.1 -M110.2

-M110.1PWR -M110.2PWR Overview only!

/.1 = /.1 /.2 = /.2
Sea Water Pump for charger and inverter Sea Water Pump for charger and inverter /.4 = /.4 /.5 = /.5
F

PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: AIF Project rev.: Page 109
Customer: Green Yachts DCC: Scale: 1:1
Page title: Sea Water Pump for charger and inverter Dwg. no.: Page rev.: Previous page: 108
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 110
Page ref.: Common PLC Cabinet Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 354
 1 2 3 4 5 6 7 8
=S01/+COM

Preliminary Version!
F
Overview only!
PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: AIF Project rev.: Page 110
Customer: Green Yachts DCC: Scale: 1:1
Page title: Storage Mode Dwg. no.: Page rev.: Previous page: 109
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 111
Page ref.: Common PLC Cabinet Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 355
 1 2 3 4 5 6 7 8
=S01/+COM

Preliminary Version!
Overview only!
/.2=/.2
F

PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: AIF Project rev.: Page 111
Customer: Green Yachts DCC: Scale: 1:1
Page title: Main Junction Box Fans Dwg. no.: Page rev.: Previous page: 110
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 112
Page ref.: Common PLC Cabinet Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 356
 1 2 3 4 5 6 7 8
=S01/+COM

PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: AIF Project rev.: Page 112
Customer: Green Yachts DCC: Scale: 1:1
Page title: Heat and Smoke Detection Dwg. no.: Page rev.: Previous page: 111
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 113
Page ref.: Common PLC Cabinet Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 357
 1 2 3 4 5 6 7 8
=S01/+COM

Preliminary Version!
F
Overview only!
PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: AIF Project rev.: Page 113
Customer: Green Yachts DCC: Scale: 1:1
Page title: 24V Ship Supply Sensing Dwg. no.: Page rev.: Previous page: 112
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 114
Page ref.: Common PLC Cabinet Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 358
 1 2 3 4 5 6 7 8
=S01/+COM

Preliminary Version!
F Overview only!
PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: AIF Project rev.: Page 114
Customer: Green Yachts DCC: Scale: 1:1
Page title: Batterie Room Temp Dwg. no.: Page rev.: Previous page: 113
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 115
Page ref.: Common PLC Cabinet Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 359
 1 2 3 4 5 6 7 8
=S01/+COM

Preliminary Version!
F
Overview only!
PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: AIF Project rev.: Page 115
Customer: Green Yachts DCC: Scale: 1:1
Page title: Isolation Measurement Dwg. no.: Page rev.: Previous page: 114
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 300
Page ref.: Common PLC Cabinet Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 360
 Page 300 - 312

NAV Cockpit
Page | 361
 1 2 3 4 5 6 7 8
=S01/+NAV_CKPT

1 5 4
B

GND
+24V
0V

24V
0V
-K300 750-362 -K300.2

5-15V
5-15V

GND
-X1

-X2

0V
0V
2 6 3 7 8
C

F
Preliminary Version!
Overview only! PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: AIF Project rev.: Page 300
Customer: Green Yachts DCC: Scale: 1:1
Page title: RIO NAV Cockpit Dwg. no.: Page rev.: Previous page: 115
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 301
Page ref.: NAV Cockpit Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 362
 1 2 3 4 5 6 7 8
=S01/+NAV_CKPT

2-channel analog input module 2-channel analog input module 8-channel digital input modul
A

4-channel digital output; AC 4-channel digital output; AC

F
Preliminary Version!
Overview only! PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: AIF Project rev.: Page 301
Customer: Green Yachts DCC: Scale: 1:1
Page title: I/O Reference List RIO Dwg. no.: Page rev.: Previous page: 300
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 302
Page ref.: NAV Cockpit Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 363
 1 2 3 4 5 6 7 8
=S01/+NAV_CKPT

1 5 4

GND
+24V
0V

24V
0V
-K301 750-362 -K301.2

5-15V
5-15V

GND
-X1

-X2

0V
0V
2 6 3 7 8

Preliminary Version!
Overview only!
F

PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: AIF Project rev.: Page 302
Customer: Green Yachts DCC: Scale: 1:1
Page title: RIO and Lever Power Supply Dwg. no.: Page rev.: Previous page: 301
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 303
Page ref.: NAV Cockpit Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 364
 1 2 3 4 5 6 7 8
=S01/+NAV_CKPT

2-channel analog input module 2-channel analog input module 8-channel digital input modul
A

4-channel digital output; AC 4-channel digital output; AC

Preliminary Version!
Overview only!
F

PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: AIF Project rev.: Page 303
Customer: Green Yachts DCC: Scale: 1:1
Page title: I/O Reference List RIO BSB Dwg. no.: Page rev.: Previous page: 302
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 304
Page ref.: NAV Cockpit Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 365
 1 2 3 4 5 6 7 8
=S01/+NAV_CKPT

B POWER POWER

F
Preliminary Version!
Overview only! PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: AIF Project rev.: Page 304
Customer: Green Yachts DCC: Scale: 1:1
Page title: Ethernet NAV Inside Dwg. no.: Page rev.: Previous page: 303
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 305
Page ref.: NAV Cockpit Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 366
 1 2 3 4 5 6 7 8
=S01/+NAV_CKPT

+Console

E
5V Deck1

Signal Deck1
Signal Deck2
GND Deck1

5V Deck2

Signal Deck1
Signal Deck2
GND Deck2

5V Deck1
GND Deck1

5V Deck2
GND Deck2

Preliminary Version!
-X1 -X4

F Overview only!
PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: AIF Project rev.: Page 305
Customer: Green Yachts DCC: Scale: 1:1
Page title: Thrust Lever Dwg. no.: Page rev.: Previous page: 304
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 306
Page ref.: NAV Cockpit Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 367
 1 2 3 4 5 6 7 8
=S01/+NAV_CKPT

-R307.1

9
C

10
2

8
D

Preliminary Version!
F
Overview only!
PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: AIF Project rev.: Page 306
Customer: Green Yachts DCC: Scale: 1:1
Page title: Thrust Lever LEDs Dwg. no.: Page rev.: Previous page: 305
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 307
Page ref.: NAV Cockpit Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 368
 1 2 3 4 5 6 7 8
=S01/+NAV_CKPT

+Console

+24VDC
GND

+24VDC
GND
PE

PE
-P3076 -P309.1
EXOR eX721 screen EXOR eX721 screen

PSU 24V DC
PSU/Dim GND
PSU/Dim GND
DIM 0-24V PWM

-X0

-X1

-X2

-X0

-X1

-X2
-X2

F
Preliminary Version! /.8=/.8

Overview only! PCSCHEMATIC Automation

Project title: Angel Island Ferry Project no.: AIF Project rev.: Page 307
Customer: Green Yachts DCC: Scale: 1:1
Page title: Activate Station, Control and HMI Dwg. no.: Page rev.: Previous page: 306
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 308
Page ref.: NAV Cockpit Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 369
 1 2 3 4 5 6 7 8
=S01/+NAV_CKPT

Preliminary Version!
A
Overview only!

+Console

PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: AIF Project rev.: Page 308
Customer: Green Yachts DCC: Scale: 1:1
Page title: Emergency Stops Dwg. no.: Page rev.: Previous page: 307
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 309
Page ref.: NAV Cockpit Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 370
 1 2 3 4 5 6 7 8
=S01/+NAV_CKPT

Preliminary Version!
F
Overview only!
PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: AIF Project rev.: Page 309
Customer: Green Yachts DCC: Scale: 1:1
Page title: Shutter Extractor Batteries Dwg. no.: Page rev.: Previous page: 308
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 310
Page ref.: NAV Cockpit Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 371
 1 2 3 4 5 6 7 8
=S01/+NAV_CKPT

Preliminary Version!
F
Overview only!
PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: AIF Project rev.: Page 310
Customer: Green Yachts DCC: Scale: 1:1
Page title: Buzzer Dwg. no.: Page rev.: Previous page: 309
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 311
Page ref.: NAV Cockpit Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 372
 1 2 3 4 5 6 7 8
=S01/+NAV_CKPT

F
Preliminary Version!
Overview only! PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: AIF Project rev.: Page 311
Customer: Green Yachts DCC: Scale: 1:1
Page title: Emergency Stops Battery System Part 1 Dwg. no.: Page rev.: Previous page: 310
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 312
Page ref.: NAV Cockpit Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 373
 1 2 3 4 5 6 7 8
=S01/+NAV_CKPT

Preliminary Version!
Overview only!
F

PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: AIF Project rev.: Page 312
Customer: Green Yachts DCC: Scale: 1:1
Page title: Emergency Stops Battery System Part 2 Dwg. no.: Page rev.: Previous page: 311
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 400
Page ref.: NAV Cockpit Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 374
 Page 400 - 416

Engine Room STBD

Page | 375
 1 2 3 4 5 6 7 8
=S01/+ER_STBD

1 5 2 6 3 7 4 8
B

+24V
0V
+24V
+24V
0V
0V
-K400 750-8213

CAN_V+
CAN_H
CAN_L
GND
-X1

-X2

SH
2 3 5 7 9
C

WH-CAN-H
BU-CAN-L
GN-SH
RD-V+
BK-V-
-X401.1
E
1
2
3
4
5

Preliminary Version!
F
Overview only!
PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: AIF Project rev.: Page 400
Customer: Green Yachts DCC: Scale: 1:1
Page title: PLC in Engine Room SB Dwg. no.: Page rev.: Previous page: 312
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 401
Page ref.: Engine Room STBD Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 376
 1 2 3 4 5 6 7 8
=S01/+ER_STBD

4-channel analog output modul 2-channel analog input module 8-channel digital input module

Preliminary Version!
Overview only!
F

PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: AIF Project rev.: Page 401
Customer: Green Yachts DCC: Scale: 1:1
Page title: I/O Reference List PLC Engine Room SB Dwg. no.: Page rev.: Previous page: 400
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 402
Page ref.: Engine Room STBD Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 377
 1 2 3 4 5 6 7 8
=S01/+ER_STBD

4-channel digital output; AC 4-channel digital output; AC 4-channel digital output; AC

4-channel digital output; AC

C

Preliminary Version!
Overview only!
F

PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: AIF Project rev.: Page 402
Customer: Green Yachts DCC: Scale: 1:1
Page title: I/O Reference List PLC Engine Room SB Dwg. no.: Page rev.: Previous page: 401
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 403
Page ref.: Engine Room STBD Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 378
 1 2 3 4 5 6 7 8
=S01/+ER_STBD

1 5 2 6 3 7 4 8

+24V
0V
+24V
+24V
0V
0V
B
-K401 750-8213

CAN_V+
CAN_H
CAN_L
GND
-X1

-X2

SH
2 3 5 7 9

Preliminary Version!
Overview only!
F

PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: AIF Project rev.: Page 403
Customer: Green Yachts DCC: Scale: 1:1
Page title: PLC in Engine Room SB Dwg. no.: Page rev.: Previous page: 402
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 404
Page ref.: Engine Room STBD Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 379
 1 2 3 4 5 6 7 8
=S01/+ER_STBD

4-channel analog output modul 2-channel analog input module 8-channel digital input module

Preliminary Version!
Overview only!
F

PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: AIF Project rev.: Page 404
Customer: Green Yachts DCC: Scale: 1:1
Page title: I/O Reference List PLC Engine Room SB Dwg. no.: Page rev.: Previous page: 403
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 405
Page ref.: Engine Room STBD Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 380
 1 2 3 4 5 6 7 8
=S01/+ER_STBD

4-channel digital output; AC 4-channel digital output; AC 4-channel digital output; AC

4-channel digital output; AC

C

Preliminary Version!
Overview only!
F

PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: AIF Project rev.: Page 405
Customer: Green Yachts DCC: Scale: 1:1
Page title: I/O Reference List PLC Engine Room SB Dwg. no.: Page rev.: Previous page: 404
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 406
Page ref.: Engine Room STBD Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 381
 1 2 3 4 5 6 7 8
=S01/+ER_STBD

POWER POWER POWER

B

Preliminary Version!
Overview only!
F

PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: AIF Project rev.: Page 406
Customer: Green Yachts DCC: Scale: 1:1
Page title: Ethernet Dwg. no.: Page rev.: Previous page: 405
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 407
Page ref.: Engine Room STBD Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 382
 1 2 3 4 5 6 7 8
=S01/+ER_STBD

E
1
2
3
4
5
6

-VOLVO D3-150

Preliminary Version!
Overview only!
/.1 = /.1
/.7 = /.7
F

PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: AIF Project rev.: Page 407
Customer: Green Yachts DCC: Scale: 1:1
Page title: Volvo D3-150 Generator Dwg. no.: Page rev.: Previous page: 406
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 408
Page ref.: Engine Room STBD Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 383
 1 2 3 4 5 6 7 8
=S01/+ER_STBD

E
Preliminary Version!
Overview only!

PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: AIF Project rev.: Page 408
Customer: Green Yachts DCC: Scale: 1:1
Page title: Volvo Cabling Dwg. no.: Page rev.: Previous page: 407
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 409
Page ref.: Engine Room STBD Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 384
 1 2 3 4 5 6 7 8
=S01/+ER_STBD

3 Black supply -
2 Red supply +

4 Yellow CAN H
5 Blue CAN L
1
2
3
4
5
6
7
8
9
10
11
12

1 N/A
-INTERFACE I/O -NMEA2K

Preliminary Version!
Overview only!
F

PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: AIF Project rev.: Page 409
Customer: Green Yachts DCC: Scale: 1:1
Page title: Volvo D3-150 Generator Dwg. no.: Page rev.: Previous page: 408
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 410
Page ref.: Engine Room STBD Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 385
 1 2 3 4 5 6 7 8
=S01/+ER_STBD

+Aradex_Generator

1
2
3
4
5
KL 31
KL 30b
Enable
Digi Out1
Digi Out2

COM1_rxD

An_U1-
An_I1-
NTC1
NTC2
AN_I1+
CAN_L
CAN_H
COM1_TxD

EN_CONF#
CAN_GND
COM_GND
Digi_In1
DIGI_In2
NTC_GND
Interlock_In

An_U1+
Interlock_Out

-X411.1

6
7
8
9
-ST1

Preliminary Version!
F

Aradex HP 160 Generator

Overview only!
PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: AIF Project rev.: Page 410
Customer: Green Yachts DCC: Scale: 1:1
Page title: Aradex HP 160 Generator Dwg. no.: Page rev.: Previous page: 409
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 411
Page ref.: Engine Room STBD Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 386
 1 2 3 4 5 6 7 8
=S01/+ER_STBD

1
2
3
4
5
+Aradex_Main_Engine -X412.1

6
7
8
9
E
KL 31
KL 30b
Enable
Digi Out1
Digi Out2

COM1_rxD

Digi_In1
NTC1
NTC2

NTC_GND
Interlock_In

An_U1-
An_I1-
AN_I1+
CAN_L
CAN_H
COM1_TxD

EN_CONF#
CAN_GND
COM_GND

DIGI_In2

An_U1+
Interlock_Out

-ST1

Preliminary Version!
F
Overview only!
Aradex HP 268 Main Engine
PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: AIF Project rev.: Page 411
Customer: Green Yachts DCC: Scale: 1:1
Page title: Aradex HP 268 Main Engine Dwg. no.: Page rev.: Previous page: 410
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 412
Page ref.: Engine Room STBD Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 387
 1 2 3 4 5 6 7 8
=S01/+ER_STBD

+Glycol_Pump_Gen +Glycol_Pump_Gen +Glycol_Pump_ME +Glycol_Pump_ME

-

-
+

+
PE

PE

PE

PE
-M414.1 -M414.2 -M414.3 -M414.4
E

Glycol pump for generator Glycol pump for generator Glycol pump for main engine Glycol pump for main engine

F
/.1=/.1
Preliminary Version!
Overview only! PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: AIF Project rev.: Page 412
Customer: Green Yachts DCC: Scale: 1:1
Page title: Glycol pump for Generator, Main Engine and Bow Thruster
Dwg. no.: Page rev.: Previous page: 411
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 413
Page ref.: Engine Room STBD Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 388
 1 2 3 4 5 6 7 8
=S01/+ER_STBD

+SeaWaterPump +SeaWaterPump
+ A
- B

+ A
- B
1
2
3
4
5
6

1
2
3
4
5
6

E
-M415.1 -M415.2
Preliminary Version!
-M415.1-PWR -M415.2PWR
Overview only!
/.1 = /.1 /.2 = /.2
Sea Water Pump for main engine Sea Water Pump for main engine /.3 = /.3 /.4 = /.4
F

PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: AIF Project rev.: Page 413
Customer: Green Yachts DCC: Scale: 1:1
Page title: Sea Water Pump for main engine Dwg. no.: Page rev.: Previous page: 412
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 414
Page ref.: Engine Room STBD Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 389
 1 2 3 4 5 6 7 8
=S01/+ER_STBD

/.3=/.3
Preliminary Version!
F
Overview only!
PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: AIF Project rev.: Page 414
Customer: Green Yachts DCC: Scale: 1:1
Page title: SB Room Cooling Dwg. no.: Page rev.: Previous page: 413
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 415
Page ref.: Engine Room STBD Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 390
 1 2 3 4 5 6 7 8
=S01/+ER_STBD

Preliminary Version!
F
Overview only!
PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: AIF Project rev.: Page 415
Customer: Green Yachts DCC: Scale: 1:1
Page title: Water Pressure Engine SB Dwg. no.: Page rev.: Previous page: 414
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 416
Page ref.: Engine Room STBD Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 391
 1 2 3 4 5 6 7 8
=S01/+ER_STBD

Preliminary Version!
F
Overview only!
PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: AIF Project rev.: Page 416
Customer: Green Yachts DCC: Scale: 1:1
Page title: Water Pressure Engine SB Dwg. no.: Page rev.: Previous page: 415
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 500
Page ref.: Engine Room STBD Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 392
 Page 500 - 512

Engine Room PORT

Page | 393
 1 2 3 4 5 6 7 8
=S01/+ER_PORT

1 5 2 6 3 7 4 8

+24V
0V
+24V
+24V
0V
0V
B

-K500 750-8213

CAN_V+
CAN_H
CAN_L
GND
-X1

-X2

SH
2 3 5 7 9

WH-CAN-H
BU-CAN-L
GN-SH
RD-V+
BK-V-

E
-X501.1

Preliminary Version!
1
2
3
4
5

F
Overview only!
PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: AIF Project rev.: Page 500
Customer: Green Yachts DCC: Scale: 1:1
Page title: PLC in Engine Room PS Dwg. no.: Page rev.: Previous page: 416
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 501
Page ref.: Engine Room PORT Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 394
 1 2 3 4 5 6 7 8
=S01/+ER_PORT

A
8-channel digital input module
4-channel analog output modul

Preliminary Version!
F
Overview only!
PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: AIF Project rev.: Page 501
Customer: Green Yachts DCC: Scale: 1:1
Page title: I/O Reference List PLC Engine Room PS Dwg. no.: Page rev.: Previous page: 500
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 502
Page ref.: Engine Room PORT Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 395
 1 2 3 4 5 6 7 8
=S01/+ER_PORT

4-channel digital output; AC 4-channel digital output; AC 4-channel digital output; AC

4-channel digital output; AC 2-channel analog input module

Preliminary Version!
F
Overview only!
PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: AIF Project rev.: Page 502
Customer: Green Yachts DCC: Scale: 1:1
Page title: I/O Reference List PLC Engine Room PS Dwg. no.: Page rev.: Previous page: 501
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 503
Page ref.: Engine Room PORT Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 396
 1 2 3 4 5 6 7 8
=S01/+ER_PORT

1 5 2 6 3 7 4 8

+24V
0V
+24V
+24V
0V
0V
B
-K501 750-8213

CAN_V+
CAN_H
CAN_L
GND
-X1

-X2

SH
2 3 5 7 9

Preliminary Version!
Overview only!
F

PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: AIF Project rev.: Page 503
Customer: Green Yachts DCC: Scale: 1:1
Page title: PLC in Engine Room PS Dwg. no.: Page rev.: Previous page: 502
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 504
Page ref.: Engine Room PORT Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 397
 1 2 3 4 5 6 7 8
=S01/+ER_PORT

A
8-channel digital input module
4-channel analog output modul

Preliminary Version!
Overview only!
F

PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: AIF Project rev.: Page 504
Customer: Green Yachts DCC: Scale: 1:1
Page title: I/O Reference List PLC Engine Room PS Dwg. no.: Page rev.: Previous page: 503
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 505
Page ref.: Engine Room PORT Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 398
 1 2 3 4 5 6 7 8
=S01/+ER_PORT

4-channel digital output; AC 4-channel digital output; AC 4-channel digital output; AC

4-channel digital output; AC 2-channel analog input module

Preliminary Version!
Overview only!
F

PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: AIF Project rev.: Page 505
Customer: Green Yachts DCC: Scale: 1:1
Page title: I/O Reference List PLC Engine Room PS Dwg. no.: Page rev.: Previous page: 504
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 506
Page ref.: Engine Room PORT Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 399
 1 2 3 4 5 6 7 8
=S01/+ER_PORT

POWER POWER
B

Preliminary Version!
Overview only!
F

PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: AIF Project rev.: Page 506
Customer: Green Yachts DCC: Scale: 1:1
Page title: Ethernet Dwg. no.: Page rev.: Previous page: 505
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 507
Page ref.: Engine Room PORT Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 400
 1 2 3 4 5 6 7 8
=S01/+ER_PORT

+Aradex_Main_Engine

1
2
3
4
5
E -X512.1

6
7
8
9
KL 30b

An_I1-
KL 31

Enable
Digi Out1
Digi Out2

COM1_rxD
NTC1

CAN_H
COM1_TxD
NTC2

CAN_GND
COM_GND
Digi_In1
AN_I1+
CAN_L

EN_CONF#

DIGI_In2
NTC_GND
Interlock_In

An_U1-
An_U1+
Interlock_Out

-ST1

Preliminary Version!
F

Aradex HP 268 Main Engine

Overview only!
PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: AIF Project rev.: Page 507
Customer: Green Yachts DCC: Scale: 1:1
Page title: Aradex HP 268 Main Engine Dwg. no.: Page rev.: Previous page: 506
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 508
Page ref.: Engine Room PORT Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 401
 1 2 3 4 5 6 7 8
=S01/+ER_PORT

+Glycol_Pump_ME - +Glycol_Pump_ME

-
+

+
PE

PE
-M514.3 -M514.4
E

Glycol pump for main engine Glycol pump for main engine

F
Preliminary Version!
Overview only! PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: AIF Project rev.: Page 508
Customer: Green Yachts DCC: Scale: 1:1
Page title: Glycol pump for Gen., Main Engine and Bow Thr. Dwg. no.: Page rev.: Previous page: 507
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 509
Page ref.: Engine Room PORT Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 402
 1 2 3 4 5 6 7 8
=S01/+ER_PORT

+SeaWaterPump +SeaWaterPump

E
+ A
- B

+ A
- B
1
2
3
4
5
6

1
2
3
4
5
6

-M515.1 -M515.2 Preliminary Version!

-M515.1-PWR -M515.2PWR Overview only!
/.1 = /.1 /.2 = /.2
Sea Water Pump for main engine Sea Water Pump for main engine /.4 = /.4 /.4 = /.4
F

PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: AIF Project rev.: Page 509
Customer: Green Yachts DCC: Scale: 1:1
Page title: Sea Water Pump for main engine Dwg. no.: Page rev.: Previous page: 508
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 510
Page ref.: Engine Room PORT Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 403
 1 2 3 4 5 6 7 8
=S01/+ER_PORT

/.3=/.3
Preliminary Version!
F
Overview only!
PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: AIF Project rev.: Page 510
Customer: Green Yachts DCC: Scale: 1:1
Page title: PS Room Cooling Dwg. no.: Page rev.: Previous page: 509
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 511
Page ref.: Engine Room PORT Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 404
 1 2 3 4 5 6 7 8
=S01/+ER_PORT

Preliminary Version!
F
Overview only!
PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: AIF Project rev.: Page 511
Customer: Green Yachts DCC: Scale: 1:1
Page title: Water Pressure Engine PS Dwg. no.: Page rev.: Previous page: 510
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 512
Page ref.: Engine Room PORT Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 405
 1 2 3 4 5 6 7 8
=S01/+ER_PORT

Preliminary Version!
F
Overview only!
PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: AIF Project rev.: Page 512
Customer: Green Yachts DCC: Scale: 1:1
Page title: Water Pressure Engine PS Dwg. no.: Page rev.: Previous page: 511
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 600
Page ref.: Engine Room PORT Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 406
 Page 600 - 609

Power Common
Page | 407
 1 2 3 4 5 6 7 8
=S01/+PC

Preliminary Version!
Overview only!
2
1

2
1

1 1
0V 0V
HV+

HV+
HV-

HV-

2 2
VCC VCC
3 3
IR155-3204 PE IR155-3204 PE
4 4
PE2 PE2
5 5
PWM+ PWM+
6 6
PWM- PWM-
7 7
NC NC
8 8
SW SW
-T600.1 -T600.2

PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: Project rev.: Page 600
Customer: Green Yachts DCC: Scale: 1:1
Page title: Junction Box Common Dwg. no.: Page rev.: Previous page: 512
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 601
Page ref.: Power Common Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 408
 1 2 3 4 5 6 7 8
=S01/+PC

M
F
F
F
F

F
M
F
F
F
F

F
M
F
F
F
F

Preliminary Version!
Overview only!
PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: Project rev.: Page 601
Customer: Green Yachts DCC: Scale: 1:1
Page title: Pack Controller 1 (Master) Dwg. no.: Page rev.: Previous page: 600
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 602
Page ref.: Power Common Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 409
 1 2 3 4 5 6 7 8
=S01/+PC

Preliminary Version!
Overview only!
PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: Project rev.: Page 602
Customer: Green Yachts DCC: Scale: 1:1
Page title: String Controller #1 Dwg. no.: Page rev.: Previous page: 601
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 603
Page ref.: Power Common Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 410
 1 2 3 4 5 6 7 8
=S01/+PC

Preliminary Version!
Overview only!
PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: Project rev.: Page 603
Customer: Green Yachts DCC: Scale: 1:1
Page title: String Controller #2 Dwg. no.: Page rev.: Previous page: 602
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 604
Page ref.: Power Common Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 411
 1 2 3 4 5 6 7 8
=S01/+PC

Preliminary Version!
Overview only!
PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: Project rev.: Page 604
Customer: Green Yachts DCC: Scale: 1:1
Page title: String Controller #3 Dwg. no.: Page rev.: Previous page: 603
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 605
Page ref.: Power Common Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 412
 1 2 3 4 5 6 7 8
=S01/+PC

Preliminary Version!
Overview only!
PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: Project rev.: Page 605
Customer: Green Yachts DCC: Scale: 1:1
Page title: String Controller #4 Dwg. no.: Page rev.: Previous page: 604
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 606
Page ref.: Power Common Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 413
 1 2 3 4 5 6 7 8
=S01/+PC

Preliminary Version!
Overview only!
PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: Project rev.: Page 606
Customer: Green Yachts DCC: Scale: 1:1
Page title: String Controller #5 Dwg. no.: Page rev.: Previous page: 605
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 607
Page ref.: Power Common Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 414
 1 2 3 4 5 6 7 8
=S01/+PC

Preliminary Version!
Overview only!
PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: Project rev.: Page 607
Customer: Green Yachts DCC: Scale: 1:1
Page title: String Controller #6 Dwg. no.: Page rev.: Previous page: 606
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 608
Page ref.: Power Common Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 415
 1 2 3 4 5 6 7 8
=S01/+PC

Preliminary Version!
Overview only!
PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: Project rev.: Page 608
Customer: Green Yachts DCC: Scale: 1:1
Page title: Pack Controller 2 (Slave) Dwg. no.: Page rev.: Previous page: 607
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 609
Page ref.: Power Common Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 416
 1 2 3 4 5 6 7 8
=S01/+PC

Preliminary Version!
Overview only!
PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: Project rev.: Page 609
Customer: Green Yachts DCC: Scale: 1:1
Page title: Protection Eart PC Dwg. no.: Page rev.: Previous page: 608
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 700
Page ref.: Power Common Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 417
 Page 700 - 704

Power STBD
Page | 418
 1 2 3 4 5 6 7 8
=S01/+PWR_STBD

70mm²

70mm²

70mm²

70mm²

Preliminary Version!
Overview only! PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: Project rev.: Page 700
Customer: Green Yachts DCC: Scale: 1:1
Page title: Junction Box Starboard JB-STBD Dwg. no.: Page rev.: Previous page: 609
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 701
Page ref.: Power Starboard Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 419
 1 2 3 4 5 6 7 8
=S01/+PWR_STBD

Preliminary Version!
Overview only!
A

-FLT_PROP_SB
70mm² 70mm²

IN1+ IN2+
IN1- IN2-
70mm²
OUT1+ OUT2+
70mm²
OUT1- OUT2-
B

PE
70mm²
70mm²
C

70mm² 70mm²

-T702.1

F Power Starboard

PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: AIF Project rev.: Page 701
Customer: Green Yachts DCC: Scale: 1:1
Page title: Aradex HP 268 Main Engine Dwg. no.: Page rev.: Previous page: 700
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 702
Page ref.: Power Starboard Appr. (date/init): Last edit: 18/05/2022 Total no. of pages: 122
Page | 420
 1 2 3 4 5 6 7 8
=S01/+PWR_STBD

Preliminary Version!
Overview only!
A

PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: AIF Project rev.: Page 702
Customer: Green Yachts DCC: Scale: 1:1
Page title: Electric Main Engine SB Dwg. no.: Page rev.: Previous page: 701
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 703
Page ref.: Power Starboard Appr. (date/init): Last edit: 18/05/2022 Total no. of pages: 122
Page | 421
 1 2 3 4 5 6 7 8
=S01/+PWR_STBD

95mm²
-FLT_GEN_SB

OUT+ IN+
OUT- IN-

95mm²

PE
95mm² 95mm²

Preliminary Version!
Overview only!
PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: Project rev.: Page 703
Customer: Green Yachts DCC: Scale: 1:1
Page title: Generator STBD Dwg. no.: Page rev.: Previous page: 702
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 704
Page ref.: Power Starboard Appr. (date/init): Last edit: 18/05/2022 Total no. of pages: 122
Page | 422
 1 2 3 4 5 6 7 8
=S01/+PWR_STBD

Preliminary Version!
Overview only!
PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: Project rev.: Page 704
Customer: Green Yachts DCC: Scale: 1:1
Page title: Protective Earth SB Dwg. no.: Page rev.: Previous page: 703
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 800
Page ref.: Power Starboard Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 423
 Page 800 - 809

Power PORT
Page | 424
 1 2 3 4 5 6 7 8
=S01/+PWR_PORT

70mm²

70mm²

70mm²

70mm²

Preliminary Version!
Overview only! PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: Project rev.: Page 800
Customer: Green Yachts DCC: Scale: 1:1
Page title: Junction Box Portside JB-PORT Dwg. no.: Page rev.: Previous page: 704
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 801
Page ref.: Power Portside Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 425
 1 2 3 4 5 6 7 8
=S01/+PWR_PORT

Preliminary Version!
A

70mm²
-FLT_PROP_PS Overview only!
70mm²
IN1+ IN2+
70mm² 70mm²
IN1- IN2-

OUT1+ OUT2+
OUT1- OUT2-

PE
70mm²

70mm²
C

70mm²
70mm²

-T802.1

F Power Portside

PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: AIF Project rev.: Page 801
Customer: Green Yachts DCC: Scale: 1:1
Page title: Aradex HP 268 Main Engine Dwg. no.: Page rev.: Previous page: 800
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 802
Page ref.: Power Portside Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 426
 1 2 3 4 5 6 7 8
=S01/+PWR_PORT

Preliminary Version!
F
Overview only!
PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: AIF Project rev.: Page 802
Customer: Green Yachts DCC: Scale: 1:1
Page title: Electric Main Engine PS Dwg. no.: Page rev.: Previous page: 801
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 803
Page ref.: Power Portside Appr. (date/init): Last edit: 18/05/2022 Total no. of pages: 122
Page | 427
 1 2 3 4 5 6 7 8
=S01/+PWR_PORT

6mm² -DLD1

IN+

IN-

6mm²

1
4
5

Preliminary Version!
Overview only!
PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: Project rev.: Page 803
Customer: Green Yachts DCC: Scale: 1:1
Page title: Dilong DCDC Converter Dwg. no.: Page rev.: Previous page: 802
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 804
Page ref.: Power Portside Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 428
 1 2 3 4 5 6 7 8
=S01/+PWR_PORT

6mm² -DLD2

IN+

IN-

6mm²

1
4
5

Preliminary Version!
Overview only!
PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: Project rev.: Page 804
Customer: Green Yachts DCC: Scale: 1:1
Page title: Dilong DCDC Converter Dwg. no.: Page rev.: Previous page: 803
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 805
Page ref.: Power Portside Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 429
 1 2 3 4 5 6 7 8
=S01/+PC

-CHARGER1

-
+
U
V
W

SENSE U
SENSE V
SENSE W
PE

-CHARGER2
-
+

U
V
W

SENSE U
SENSE V
SENSE W
PE

Preliminary Version!
Overview only!
PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: Project rev.: Page 805
Customer: Green Yachts DCC: Scale: 1:1
Page title: 3 Phase Charger Dwg. no.: Page rev.: Previous page: 804
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 806
Page ref.: Power Common Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 430
 1 2 3 4 5 6 7 8
=S01/+PC

Preliminary Version!
>+PWR_PORT.SHORE

Overview only!

Shore Power

/.4

PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: Project rev.: Page 806
Customer: Green Yachts DCC: Scale: 1:1
Page title: Shore Power Connection Dwg. no.: Page rev.: Previous page: 805
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 807
Page ref.: Power Common Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 431
 1 2 3 4 5 6 7 8
=S01/+PWR_PORT

35mm²
35mm²
-B8077

OUT+ IN+
OUT- IN-
35mm²

-T812.1 35mm²

PE
-
+

U
V
W

SENSE U
SENSE V
SENSE W
PE

Preliminary Version!
Overview only!
PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: Project rev.: Page 807
Customer: Green Yachts DCC: Scale: 1:1
Page title: 3 Phase Inverter Dwg. no.: Page rev.: Previous page: 806
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 808
Page ref.: Power Portside Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 432
 1 2 3 4 5 6 7 8
=S01/+PWR_PORT

Preliminary Version!
Overview only!

PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: Project rev.: Page 808
Customer: Green Yachts DCC: Scale: 1:1
Page title: 3 Phase Transformer Dwg. no.: Page rev.: Previous page: 807
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 809
Page ref.: Power Portside Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 433
 1 2 3 4 5 6 7 8
=S01/+PWR_PORT

Preliminary Version!
Overview only!
PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: Project rev.: Page 809
Customer: Green Yachts DCC: Scale: 1:1
Page title: Protective Earth PS Dwg. no.: Page rev.: Previous page: 808
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 900
Page ref.: Power Portside Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 434
 Page 900 - 903

24V Supply
Page | 435
 1 2 3 4 5 6 7 8
=S01/+SUPP

Preliminary Version!
Overview only!
PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: Project rev.: Page 900
Customer: Green Yachts DCC: Scale: 1:1
Page title: 24V EPT Supply Dwg. no.: Page rev.: Previous page: 809
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 901
Page ref.: Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 436
 1 2 3 4 5 6 7 8
=S01/+SUPP

Preliminary Version!
Overview only!
PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: Project rev.: Page 901
Customer: Green Yachts DCC: Scale: 1:1
Page title: PLC Boxes Dwg. no.: Page rev.: Previous page: 900
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 902
Page ref.: Appr. (date/init): Last edit: 18/05/2022 Total no. of pages: 122
Page | 437
 1 2 3 4 5 6 7 8
=S01/+SUPP

Preliminary Version!
Overview only!
PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: Project rev.: Page 902
Customer: Green Yachts DCC: Scale: 1:1
Page title: PLC Boxes Dwg. no.: Page rev.: Previous page: 901
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 903
Page ref.: Appr. (date/init): Last edit: 18/05/2022 Total no. of pages: 122
Page | 438
 1 2 3 4 5 6 7 8
=S01/+SUPP

Preliminary Version!
Overview only!
PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: Project rev.: Page 903
Customer: Green Yachts DCC: Scale: 1:1
Page title: 24V Supply Pack Controller and HV Batteries Dwg. no.: Page rev.: Previous page: 902
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 950
Page ref.: Appr. (date/init): Last edit: 18/05/2022 Total no. of pages: 122
Page | 439
 Page 950 - 957

Installation Overview
Page | 440
 1 2 3 4 5 6 7 8
=S01/+SUPP

Preliminary Version!
Overview only! PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: Project rev.: Page 950
Customer: Green Yachts DCC: Scale: 1:1
Page title: Ethernet Dwg. no.: Page rev.: Previous page: 903
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 951
Page ref.: Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 441
 1 2 3 4 5 6 7 8
=S01/+SUPP

Preliminary Version!
Overview only!
PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: Project rev.: Page 951
Customer: Green Yachts DCC: Scale: 1:1
Page title: Ethernet Spare Lines Dwg. no.: Page rev.: Previous page: 950
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 952
Page ref.: Appr. (date/init): Last edit: 18/05/2022 Total no. of pages: 122
Page | 442
 1 2 3 4 5 6 7 8
=S01/+SUPP

Preliminary Version!
Overview only!
PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: Project rev.: Page 952
Customer: Green Yachts DCC: Scale: 1:1
Page title: Aradex In/Out, Can, Sub-D Cable Dwg. no.: Page rev.: Previous page: 951
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 953
Page ref.: Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 443
 1 2 3 4 5 6 7 8
=S01/+SUPP

Preliminary Version!
Overview only!

M
F
F
F
F

F
M
F
F
F
F

PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: Project rev.: Page 953
Customer: Green Yachts DCC: Scale: 1:1
Page title: CAN Bus Cable Dwg. no.: Page rev.: Previous page: 952
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 954
Page ref.: Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 444
 1 2 3 4 5 6 7 8
=S01/+SUPP

70mm²

70mm²

70mm²

70mm²
70mm²

70mm²

70mm²

70mm²

70mm²

70mm²
70mm²

70mm²

70mm²
70mm²
70mm²

70mm²
70mm²

70mm²

70mm²

70mm²

95mm²
95mm²

70mm²
95mm²
70mm² 95mm²
Preliminary Version!
Overview only!
70mm²

70mm²
PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: Project rev.: Page 954
Customer: Green Yachts DCC: Scale: 1:1
Page title: 700V Supply Part I Dwg. no.: Page rev.: Previous page: 953
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 955
Page ref.: Appr. (date/init): Last edit: 18/05/2022 Total no. of pages: 122
Page | 445
 1 2 3 4 5 6 7 8
=S01/+SUPP

35mm²
35mm²

35mm² 35mm²

6mm²
6mm²

6mm²
6mm²

Preliminary Version!
Overview only!
PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: Project rev.: Page 955
Customer: Green Yachts DCC: Scale: 1:1
Page title: 700V Supply Part II Dwg. no.: Page rev.: Previous page: 954
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 956
Page ref.: Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 446
 1 2 3 4 5 6 7 8
=S01/+OVW

Preliminary Version!
Overview only!

Distributor Rail

PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: Project rev.: Page 956
Customer: Green Yachts DCC: Scale: 1:1
Page title: Protective Earth Dwg. no.: Page rev.: Previous page: 955
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 957
Page ref.: Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 447
 1 2 3 4 5 6 7 8
=S01/+OVW

PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: Project rev.: Page 957
Customer: Green Yachts DCC: Scale: 1:1
Page title: IP Cams Dwg. no.: Page rev.: Previous page: 956
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 990
Page ref.: Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 448
 Page 990 - 993

Cooling System
Page | 449
 1 2 3 4 5 6 7 8
=S01/+COOL

IN
OUT

T702.1

Preliminary Version!
Overview only! PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: Project rev.: Page 990
Customer: Green Yachts DCC: Scale: 1:1
Page title: Main Engine Cooling SB Dwg. no.: Page rev.: Previous page: 957
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 991
Page ref.: Appr. (date/init): Last edit: 18/05/2022 Total no. of pages: 122
Page | 450
 1 2 3 4 5 6 7 8
=S01/+SUPP

IN
OUT

T705.1

Preliminary Version!
Overview only! PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: Project rev.: Page 991
Customer: Green Yachts DCC: Scale: 1:1
Page title: Generator Cooling Dwg. no.: Page rev.: Previous page: 990
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 992
Page ref.: Appr. (date/init): Last edit: 18/05/2022 Total no. of pages: 122
Page | 451
 1 2 3 4 5 6 7 8
=S01/+COOL

>+PWR_PORT/-T802.1

IN
OUT

Preliminary Version!
Overview only! PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: Project rev.: Page 992
Customer: Green Yachts DCC: Scale: 1:1
Page title: Main Engine Cooling PS Dwg. no.: Page rev.: Previous page: 991
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page: 993
Page ref.: Appr. (date/init): Last edit: 18/05/2022 Total no. of pages: 122
Page | 452
 1 2 3 4 5 6 7 8
=S01/+COOL

Preliminary Version!
Overview only!
>+PWR_PORT/-T812.1

IN
OUT
IN
OUT

PCSCHEMATIC Automation
Project title: Angel Island Ferry Project no.: Project rev.: Page 993
Customer: Green Yachts DCC: Scale: 1:1
Page title: Cooling Charger and Inverter Dwg. no.: Page rev.: Previous page: 992
File name: AngelIslandFerry Eng. (proj/page): Last print: 19/05/2022 Next page:
Page ref.: Appr. (date/init): Last edit: 19/05/2022 Total no. of pages: 122
Page | 453
 9O4-543-1223, 8OO-997-2443, Fax: 9O4-543-133O, [Link]

spec P7279A-SP

ROUND SUBMERSIBLE FLEXIBLE

PORTABLE POWER CABLE WITH
GROUNDS
INSULATION: EPR
OUTER JACKET: CPE
SIZES: 8 AWG - 500 MCM,
4 CONDUCTORS, 2000 VOLTS, 90°C
600/

1.0 Applications 3.0 Construction

1.1 Extra-Hard Usage, Oil Resistant, 3.1 Conductors:
Flexible Submersible Pump Cable Annealed flexible stranded bare or tin
designed for use as heavy duty deep coated copper in accordance with
well fresh or salt water suitable for ASTM B-172 and ICEA S-75-81
continuous submersion to 984’. The 3.2 Insulation:
cable is dual rated for submersible Ethylene-propylene rubber (EPR)
and G applications and is especially 3.3 Color Code:
efficient for use in municipal Color coding of power conductors
applications, cold weather and high shall be black, white, red in
ampacity requirements where round accordance with Par. 3.18 of ICEA S-
cable is preferred. Impact, Abrasion, 75-381.
Ozone, Sun, Weather, Heat, Oil, and 3.4 Grounding Conductors:
Flame resistant. Annealed tin coated copper according
to Tab. 3-12 of ICEA S-75-81. Color of
2.0 Features tape or rubber is green.
Excellent Flexibility 3.5 Assembly:
High ozone, sun, weather and flame Four power and four grounding
resistant conductors cabled together with
Rated and flexible at -40˚C rubberized cotton tape applied overall.
Excellent impact and abrasion 3.6 Separator:
resistant A suitable tape separator between the
Oil and heat resistant conductor and insulation.
Indent printed for easy identification

We’re Big in Big pump cable. Page 1 (10/28/10)

Page | 454
 3.7 Jacket: 4.0 Approvals
A CPE thermosetting compound, extra MSHA: P-7K-268101 (CPE);
or extra heavy duty in accordance with P-7K-268077 (NEOPRENE);
Par. 3.21 of ICEA S-75-81. Black, P-07-KA030001 (TPU)
other colors available. UL: E207132
CUL: E207132
CSA: 1523058 (LR 103932)
5.0 Dimensions:

NOMINAL
INSULATION NOMINAL O.D. AMPACITY
CONDUCTOR NUMBER OF POWER GROUNDING CABLE WEIGHT
PAIGE PART THICKNESS (1) 40˚C
SIZE INSULATED CONDUCTOR CONDUCTOR
# AMBIENT
(AWG) CONDUCTORS STRANDING SIZE
TEMP.
Inches Inches mm (LB/MFT*) KGS/KM

070600 8 4 133 7 x 19 12 0.060 0.97 24.6 640 953 52

070601 6 4 133 7 x 19 12 0.060 1.10 27.9 910 1354 72
070602 4 4 133 7 x 19 10 0.060 1.27 32.3 1378 2050 93
070603 2 4 259 7 x 37 9 0.060 1.48 37.6 1914 2848 122
070604 1 4 259 7 x 37 8 0.080 1.68 42.7 2311 3439 143
070605 1/0 4 266 19 x 14 7 0.080 1.79 45.5 2810 4181 165
070606 2/0 4 342 19 x 18 6 0.080 1.93 49.0 3253 4842 192
070607 3/0 4 418 19 x 22 5 0.080 2.07 52.6 4099 6100 221
070608 4/0 4 532 19 x 28 4 0.080 2.26 57.4 4925 7329 255
070609 250 MCM 4 627 19 x 33 3 0.095 2.66 67.6 6060 9018 280
070610 350 MCM 4 888 37 x 24 1 0.095 2.98 75.7 8126 12093 335
070611 500 MCM 4 1221 37 x 33 1/0 0.095 3.40 86.4 10758 16010 395

Ampacities (Amps per conductor) are based on 30°C ambient temperature in air. 90°C conductor temperature per the 2002NEC Table 400-5 (B)

We’re Big in Big pump cable. Page 2 (10/28/10)

Page | 455
 G F E D C B A
or disclosure of its contents to any person not authorized by MELTRIC Corporation or its agents to receive it, is strictly prohibited.
This drawing is the property of MELTRIC Corporation, Franklin (Milwaukee), Wisconsin, USA. Any unauthorized copying of this drawing by any means, ENG/RD/06 REV: 21 ISSUED DATE: 10/7/16

5.75 10.22
1
6.21 4.66 9.13

2
5.94
6.41

11.00

3.201
3.201

4X .24

4
4.00
3.201 3.201

4X .22

ENTRY HOLE PATTERN 5

TOLERANCES UNLESS OTHERWISE SPECIFIED

125
MACHINED SURFACES MAX
ENGLISH DRAWN APPROVED DRAWING TITLE:
32 MAX
DSN150 RECEPTACLE 6
GROUND SURFACES
0.X ±0.05 DATE:
ANGLE TOLERANCE 1°
[Link] ±0.01 SCALE MATERIAL:
REMOVE BURRS & SHARP EDGES TO .015 MAX.
[Link] ±0.005 NTS BLUE POLY CASING
DIMENSIONS SHOWN IN OVALS SHEET: PART NUMBER
Page | 456 REVISION
ARE INSPECTION DIMENSIONS. 1 OF 1 63-94xxx
Société d’Exploitation des Procédés Maréchal Copyright M:\Photo Library\Website\drawings\dsn150\
 G F E D C B A
or disclosure of its contents to any person not authorized by MELTRIC Corporation or its agents to receive it, is strictly prohibited.
This drawing is the property of MELTRIC Corporation, Franklin (Milwaukee), Wisconsin, USA. Any unauthorized copying of this drawing by any means,

5.11 4.14
1
3.201 2.96

Ø 4.45
2
4.59 3.201

4XØ .236 3
(REAR VIEW)
3.201

3.201

Ø 4.00
5
ENG/RD/06 REV: 20 ISSUED DATE: 11/15/11

Ø .220
(CLEARANCE HOLE
ENTRY HOLE PATTERN FOR 10-32 HARDWARE.)

TOLERANCES UNLESS OTHERWISE SPECIFIED

125
MACHINED SURFACES MAX
ENGLISH DRAWN APPROVED DRAWING TITLE:
32 MAX
GROUND SURFACES DSN150 POLY INLET 6
ANGLE TOLERANCE ±1°
0.X ±0.05 DATE: SCALE MATERIAL:
[Link] ±0.01
REMOVE BURRS & SHARP EDGES TO .015 MAX. NTS BLUE POLY CASING
Page | 457
[Link] ±0.005 PART NUMBER REVISION
SHEET:
DIMENSIONS SHOWN IN OVALS
ARE INSPECTION DIMENSIONS. 1 OF 1 63-98xxx
L:\Web Site\Web Site New\Drawing Files\DSN150\
Cord Grips
Aluminum Cord Grips
w/Metal Mesh (optional)

Handle Part # Part # Handle Part # Part #

Cable Range (B) Aluminum Aluminum Cord Cable Range (B) Aluminum Aluminum Cord
NPT (C) Cord Grip Grip w/Mesh NPT (C) Cord Grip Grip w/Mesh

1/2" .312 - .375” CG121A CG121AM 1 1/2" 1.250 - 1.375” CG1121A CG1121AM
1/2" .375 - .438” CG122A CG122AM 1 1/2" 1.312 - 1.437" CG1125A CG1125AM
1/2" .438 - .500” CG123A CG123AM 1 1/2" 1.438 - 1.562” CG1122A CG1122AM
1/2" .500 - .562” CG124A CG124AM 1 1/2" 1.562 - 1.688” CG1123A* CG1123AM*
1/2" .562 - .625” CG125A CG125AM 1 1/2" 1.688 - 1.812” CG1124A* CG1124AM*
3/4" .438 - .500” CG340A CG340AM 2" 1.688 - 1.812” CG2001A CG2001AM
3/4" .500 - .562” CG341A CG341AM 2" 1.812 - 1.938” CG2002A* CG2002AM*
3/4" .562 - .625” CG342A CG342AM 2" 1.938 - 2.062” CG2003A* CG2003AM*
3/4" .625 - .750” CG344A CG344AM 2" 2.062 - 2.188” CG2004A* CG2004AM*
3/4" .688 - .812” CG345A CG345AM 2" 2.188 - 2.312” CG2005A* CG2005AM*
1" .750 - .875” CG1001A CG1001AM 2" 2.312 - 2.438” CG2006A* CG2006AM*
1" .812 - .938” CG1002A CG1002AM 2 1/2" 1.938 - 2.062" CG2120A CG2120AM
1" .875 - 1.000” CG1003A CG1003AM 2 1/2" 2.062 - 2.188” CG2121A CG2121AM
1 1/4" .875 - 1.000” CG1141A CG1141AM 2 1/2" 2.188 - 2.312” CG2122A CG2122AM
1 1/4" 1.000 - 1.125” CG1142A CG1142AM 2 1/2" 2.312 - 2.438” CG2123A* CG2123AM*
1 1/4" 1.125 - 1.250” CG1143A CG1143AM 3" 2.437 - 2.625” CG3001A CG3001AM
1 1/4" 1.250 - 1.375” CG1144A* CG1144AM* 3" 2.625 - 2.812” CG3002A CG3002AM

Poly Cord Grips

Handle Part # Poly

Cable Range (B) Cord Grip
NPT (C)
C
1/2" .350 - .520" CG127P
3/4" .520 - .680" CG347P
1" .680 - .980" CG1006P B A
1 1/4" .980 - 1.260" CG1145P
1 1/4" 1.270 - 1.470" CG1143P*
1 1/2" 1.260 - 1.560" CG1125P Cord Grip
2" 1.190 - 1.530" CG2001P
2" 1.520 - 1.860" CG2002P
Notes: * C able may have to be stripped to pass through the bore
of the cord grip body (A).
2" 1.850 - 2.190" CG2003P*

Page | 458
169
 CORD
GRIPS

Metal Cord Grips for Hazardous Locations

For use with Class I/II Division 2

Class 1 Zone 1
Zone 21

TMC2 Hazardous (Classified) Location Cord Grips for use with Corrugated & Interlocked Metal Clad Armor (MC) or TECK90,
Continuously Welded Metal Clad Armor (MCHL), ACIC-HL, ACWU90-HL, RC90-HL, RA90-HL with an overall jacket of polymeric material.

Cable Armor Diameter Cable

“A” Jacket Thru Across Across
Minimum Nominal
Entry Thread Armor Stop Armor Stop Diameter Bore Flats Corners Assembly
Part # Thread Length In Out “B” “G” “D” “D” Length
Cord Grip Material “C” “E” Min Max Min Max Min Max Max Max Max “F”

TMC2-050NB075 Nickel Plated Brass ½” 0.78” 0.42” 0.55” 0.55” 0.63” 0.50” 0.75” 0.51” 1.20” 1.32” 2.44”

TMC2-050NB099 Nickel Plated Brass ½” 0.78” 0.60” 0.65” 0.65” 0.89” 0.69” 0.99” 0.61” 1.48” 1.63” 2.96”

TMC2-075NB118 Nickel Plated Brass ¾” 0.80” 0.79” 0.86” 0.86” 1.10” 0.87” 1.18” 0.82” 1.81” 1.99” 3.15”

TMC2-100NB137 Nickel Plated Brass 1” 0.98” 0.94” 1.08” 1.08” 1.28” 1.02” 1.37” 1.04” 2.05” 2.26” 3.55”

For use with Class I/II Division 2

Class 1 Zone 1
Zone 21

TC Hazardous (Classified) Location Cord Grips for use with all types of Unarmored Tray Cables, Extra
Hard Usage Flexible Cables & Cord.

Cable Range Cable Range

“A” “A” Nominal
Minimum Across Flats Across Corners Assembly
Part # Entry Thread Thread Length Insert No Insert “D” “D” Length
Cord Grip Material “C” “E” Min Max Min Max Max Max “F”

TC-050NB028 Nickel Plated Brass ½” 0.78” 0.126” 0.276” N/A N/A 1.201” 1.321” 1.200”

TC-050NB055 Nickel Plated Brass ½” 0.78” 0.256” 0.406” 0.406” 0.551” 1.201” 1.323” 1.200”

TC-075NB079 Nickel Plated Brass ¾” 0.80” 0.437” 0.610” 0.610” 0.787” 1.476” 1.626” 1.200”

TC-100NB104 Nickel Plated Brass 1” 0.98” 0.669” 0.854” 0.854” 1.035” 1.811” 1.992” 1.650”

Fiber Reinforced Poly Cord Grips for Hazardous Locations

SPECIALTY
For use with Class I/II Division 2 PRODUCTS
Class 1 Zone 1
Zone 21

Dimensions (inches)
Thread
Part #
Cable Range Type & Clearance Hole Body Length Thread Length Wrench Flats
Cord Grip
Size
“A” “B” “C” “F1/F”

CD13NA-BXA .24 - .47” ½” 0.83” 1.06” .51” .95”

CD16NA-BXA .39 - .55” ½” 0.83” 1.10” .51” 1.06”

CD21NA-BXA .51 - .71”
¾” 1.05” 1.22” .55” 1.29”
CD21NR-BXA .35 - .63”
CD29NA-BXA .71 - .98”
1” 1.35” 1.53” .75” 1.65”
CD29NR-BXA .51 - .79”
Page | 459
170
DSN150 Switch-Rated Plugs & Receptacles – 150 A
UL/CSA Ratings
Receptacle Inlet
• Max Amperage & Voltage (female) (male)
150 A, 600 VAC
Easy Closing
• Switch-Rating (AC Only) Mechanism Tabs for latching to
Branch Circuit & Motor Circuit closing mechanism

!
Disconnect Switching Casing opens to 180°
If you have an existing removable and/or
• Horsepower Ratings permanently attached drawbar, contact
120 V 1Ø 7.5 hp Customer Service.

!
240 V 1Ø 20 hp Don’t forget to add installation
208 V 3Ø 30 hp accessories to your order
240 V 3Ø 30 hp
480 V 3Ø 75 hp North American UL/CSA Configurations
600 V 3Ø 75 hp
Part # Part #
• Short Circuit Rating Voltage Polarity
Poly Metal Poly Metal
100 kA Close & Withstand
Testing was performed with 225 A RK1
120 V 1P+N+G 63-94165 69-94165 63-98165 69-98165
non-time delay Mersen fuses.
10 kA Close & Withstand 120 208 V 3P+N+G 63-94167 69-94167 63-98167 69-98167
Testing was performed with 400 A RK1 125 V 1P+N+G 63-94075 69-94075 63-98075 69-98075
non-time delay Mersen fuses.
125 250 V 2P+N+G 63-94076 69-94076 63-98076 69-98076
• Environmental Ratings 208 V 2P+G 63-94162 69-94162 63-98162 69-98162
Type 4X/IP69/IP69K* 208 V 3P+G 63-94163 69-94163 63-98163 69-98163
* Also meets IP66/IP67 requirements. 250 V 2P+G 63-94072 69-94072 63-98072 69-98072
• Temperature Range 250 V 3P+G 63-94073 69-94073 63-98073 69-98073
Min -40°F/Max 140°F 277 V 1P+N+G 63-94045 69-94045 63-98045 69-98045
See pg 266 for temps below -15°F. 277 480 V 3P+N+G 63-94047 69-94047 63-98047 69-98047

• Wiring Capacity 347 600 V 3P+N+G 63-94147 69-94147 63-98147 69-98147

Min 4 AWG Max 2/0 AWG 480 V 2P+G 63-94042 69-94042 63-98042 69-98042
Aux Contacts - Prewired w/14 AWG 480 V 3P+G 63-94043 69-94043 63-98043 69-98043
600 V 2P+G 63-94142 69-94142 63-98142 69-98142
• Certifications
UL 2682, UL 1682, CSA 182.1 600 V 3P+G 63-94143 69-94143 63-98143 69-98143

For international configurations and ratings (IEC,CE) visit [Link]/international-catalog or contact Customer Service at 800-433-7642.

Main Options Receptacle Options Suffix # Inlet Options Suffix #

With 2 Auxiliary/Pilot Contacts Recept # -262 With 2 Auxiliary/Pilot Contacts Inlet # -262
Auxiliary/Pilot With 4 Auxiliary/Pilot Contacts Recept # -264 With 4 Auxiliary/Pilot Contacts Inlet # -264
Contacts With 6 Auxiliary/Pilot Contacts Recept # -976 With 6 Auxiliary/Pilot Contacts Inlet # -976
Straight Insertion Recept # -352~ Self-Ejecting Plug Release** Inlet # -338
Mushroom Self-Ejecting Connector Release** Recept # -354~ With No Lockout Hole Inlet # -A155
Pawl Mushroom Pawl Recept # -375 For Auxiliary Switch Inlet # -270
Padlock Pawl Recept # - 843
5/16” Padlockable Mushroom Pawl Recept # -375-843
hole Padlock Pawl Screw-Type Locking Pawl Recept # -845
Notes: + Not UL/CSA listed.
Metal Pawl (on Poly Receptacle) Recept # -824 ** For self-ejecting connectors and plugs, a -443 suffix must be added to
Closed Lid Closed Lid Configuration Recept # -NC the handle part number. See pages 251-252 for more information.
Configuration With Auxiliary Switch Recept # -270+ ~ Standard closed lid configuration.
Recommended for cord
applications to keep lid
tucked in to avoid damage.

! See pages 243-252 for detailed

information on these options
Order Example: 480 V DSN150 + 2 auxiliary contacts
DSN150 Poly inlet 3P+G = 63-98043-262
Page | 460
35
 DSN150

DSN
INSTALLATION ACCESSORIES – SIZE 5
Accessories can be used with either poly or metal plugs and receptacles.

BOXES
HANDLE w/NPT Part # Poly Part # Metal POLY ANGLE WITH METAL BOX w/NPT Part #
HANDLES

3/4” 515P0N07 595P0N07 30˚ 1 1/4” 715C3N12

Poly
1” 515P0N10 595P0N10 30˚ 1 1/2” 715C3N15 * Interior volume with
1 1/4” 515P0N12 595P0N12 30˚ 2” 715C3N20 receptacle installed.

Metal 1 1/2” 515P0N15 595P0N15 * 108.7 in3 30˚ 2 1/2” 715C3N25

2” 515P0N20 595P0N20 METAL ANGLE WITH METAL BOX w/NPT

For available cord grips, see page 169. Add -443 for self-ejecting. 30˚ 1 1/4” 795C3N12

POLY HANDLE w/CORD GRIP Cable Range Part # 30˚ 1 1/2” 795C3N15 * Interior volume with
.980 - 1.260" 715P0EP4 30˚ 2” 795C3N20 receptacle installed.

1.260 - 1.560” 715P0FP1 * 111.8 in3 30˚ 2 1/2” 795C3N25

1.520 - 1.860” 715P0GP2 METAL BOX w/NPT

METAL HANDLE w/CORD GRIP 0˚ 1 1/4” 7T5F0N12
1.250 - 1.375" 795P0FS1 0˚ 1 1/2” 7T5F0N15 *Interior volume with
1.438 - 1.562" 795P0FS2* 0˚ 2” 7T5F0N20 receptacle installed.

1.562 - 1.688" 795P0FS3* 0˚ 2 1/2” 7T5F0N25

1.688 - 1.812" 795P0GS1 NPT on top or bottom (if rotated). For other NPT configurations, contact Customer Service.
*May require stripping of cable jacket.
METAL OVERSIZED HANDLE w/NPT
3/4” 795P0N07
1” 795P0N10
1 1/4” 795P0N12
1 1/2” 795P0N15
2” 795P0N20
2 1/2” 795P0N25
For available cord grips, see page 169.
MISCELLANEOUS ACCESSORIES

SANTOPRENE HANDLE PROTECTIVE INLET/PLUG CAP

.70 - 1.000” 555P0D25 For Inlets/Plugs Only.
31-9A426 Covers lockout hole for watertight seal on inlet.
.984 - 1.377” 555P0D35
Consult Customer Service for availability.
IP66/IP67 1.378 - 1.771” 555P0D45
PADLOCKABLE INLET/PLUG CAP
POLY HANDLE w/CLAMP & BUSHING
Aluminum – For Inlets/Plugs Only.
1.250 - 1.375” 715P0S22 DS9MC
-A155 suffix required to maintain water ingress protection.
1.438 - 1.562” 715P0S25
CORD GRIP with or w/o MESH
1.562 - 1.688” 715P0S27

1.688 - 1.812” 715P0S29 see pg 169

ANGLES

POLY ANGLE
EASY RETROFIT ADAPTER PLATES
30˚ 515M3
see pg 166 Mount to existing boxes.
METAL ANGLE
RECEPTACLE LOCKING PIN
0˚ 595M0
LP-843 Requires Padlockable Pawl option (-843) on receptacle.

30˚ 595M3

Mounts on oversize
box only. Order with
Oversized 30˚ 795M3
7T6F0N25XL box. See
pg 54.

70˚ 595M7
Page | 461
36
 8 7 6 5 4 3 2 1
[Link] VALUES
1 CAPACITY 6,000 BTU BLOWER DIRECTION
DETERMINED BY
2 VOLTAGE 100-120 V CUSTOMER (RIGHT
3 CYCLE 50-60Hz CONFIGURATION
SHOWN)
4 REFRIGERENT TYPE R410A
D
5 CURRENT CONSUMPTION COOLING 5.4 A D
6 STARTING AMPS 20 A
7 BLOWER AIRFLOW 273 CFM
8 BLOWER SPEED 1640 CFM
9 HIGH VELOCITY BLOWER YES
10SEAWATER INLET CONNECTION 5/8" (16mm) 1
10 4 "
11SUGGESTED WATER FLOW 250 GPH
12 NET WEIGHT 45 LBS (20.4
KG)
13
C
C

11"

B
1 B
11 8 "

STAINLESS
STEEL BASE

1
10 4 "
1
18 4 "
A
Ocean Breeze AC A
772-220-0038
2979 SE MONROE ST. STUART, FL, 34997
TITLE: OB06CH
6,000 BTU
DRAWN BY
THP DATE
PROPRIETARY AND CONFIDENTIAL
THE INFORMATION CONTAINED IN THIS
REV
DRAWING IS THE SOLE PROPERTY OF OCEAN
Job # REV 1
BREEZE. ANY
Page | 462
JOB #
REPRODUCTION IN PART OR AS A WHOLE
WITHOUT THE WRITTEN PERMISSION OF
OCEAN BREEZE IS PROHIBITED.

8 7 6 5 4 3 2 1
f. Energy Analysis
There are three ways to conduct an energy analysis required to determine what
batery bank size and what charging throughput and �me are required for a ZEAT
system to fulfill the opera�onal requirements for a route.
1. Actual fuel consump�on data: Fuel tank gauges are not accurate enough
to measure fuel consumed on an individual trip. However, annual
aggregated fuel purchase and the annual number of trips performed does
give annual fuel consump�on divided by number of annual trips to get a
per trip average. Angel Island Ferry consumed 5200 gallons of diesel
performing 1792 trips to Angel Island State Park in 2021 or 5.2 gallons per
trip. Converted to kWh, that is 64.9 kWh per roundtrip.
2. Actual vessel and engine performance data: Direct energy analysis using
vessel speed, engine RPMs and engine fuel consump�on from a roundtrip
voyage on the designated route. Engine performance data was recorded
every ten seconds both going from Tiburon to Angel Island State Park and
from Angel Island State Park to Tiburon in order to prevent data inaccuracy
of just measuring engine performance data one way, which could be
subject to currents, winds and other environmental factors, whereas
running both ways cancels out poten�al posi�ve and nega�ve
environmental factors in analyzing route energy consump�on. The
complete data set, is presented below for both route direc�ons. Note the
difference in fuel consump�on between the two different direc�ons on the
same route. This is due to a 2.2 knot ebb �de that increased fuel
consump�on going towards Angel Island State Park and against the ebb
�de and decreased fuel consump�on returning to Tiburon when aided by
the ebb �de.

Page | 463
Fuel consump�on and Tiburon to Angel Island State Park
Fuel Burn Fuel Burn Total Fuel 3kWh per 3.6 kWh Expected
kWh conversion for ferry Seconds RPM Speed G/H L/H Burned Liter per Liter kWh
10 600 0.1 0.5 1.89 0.01 0.016 0.019 0.017
run from Tiburon to Angel 20 620 0.3 2.4 9.08 0.03 0.076 0.091 0.083
30 680 1.6 4.5 17.03 0.05 0.142 0.170 0.156
Island State Park. Total 40 580 2.7 4.1 15.52 0.04 0.129 0.155 0.142
50 1060 3.3 4.4 16.66 0.05 0.139 0.167 0.153
fuel consump�on was 60 870 3.2 4.1 15.52 0.04 0.129 0.155 0.142
70 1590 3.1 9.4 35.58 0.10 0.297 0.356 0.326
12.05 liters, which when 80 1720 7.4 25.4 96.15 0.27 0.801 0.961 0.881

using an average value for 90

100
1760
1770
8.7
9
28.8 109.02
29.4 111.29
0.30
0.31
0.908
0.927
1.090
1.113
0.999
1.020
conversion to kWh per 110
120
1760
1760
9.1
9.4
29.6 112.05
29.6 112.05
0.31
0.31
0.934
0.934
1.120
1.120
1.027
1.027
liter consumed gives a 130
140
1790
1800
9.8
9.9
29.7 112.43
29.9 113.18
0.31
0.31
0.937
0.943
1.124
1.132
1.031
1.038
projected kWh 39.769 for 150 1820 9.8 30 113.56 0.32 0.946 1.136 1.041
160 1760 9.4 29.9 113.18 0.31 0.943 1.132 1.038
this half of the route. 170 1820 9.2 30 113.56 0.32 0.946 1.136 1.041
180 1810 8.9 30 113.56 0.32 0.946 1.136 1.041
190 1810 8.9 30 113.56 0.32 0.946 1.136 1.041
200 1820 8.8 29.9 113.18 0.31 0.943 1.132 1.038
210 1810 9 29.9 113.18 0.31 0.943 1.132 1.038
220 1820 8.8 30 113.56 0.32 0.946 1.136 1.041
230 1800 8.9 30 113.56 0.32 0.946 1.136 1.041
240 1820 8.8 30 113.56 0.32 0.946 1.136 1.041
250 1820 8.8 30 113.56 0.32 0.946 1.136 1.041
260 1820 8.1 30.1 113.94 0.32 0.950 1.139 1.044
270 1820 8.1 30.1 113.94 0.32 0.950 1.139 1.044
280 1820 8 29.9 113.18 0.31 0.943 1.132 1.038
290 1820 8 30 113.56 0.32 0.946 1.136 1.041
300 1780 7.9 30 113.56 0.32 0.946 1.136 1.041
310 1800 8 30.1 113.94 0.32 0.950 1.139 1.044
320 1800 8 30 113.56 0.32 0.946 1.136 1.041
330 1780 8.1 30 113.56 0.32 0.946 1.136 1.041
340 1810 8.1 30 113.56 0.32 0.946 1.136 1.041
350 1790 8 29.9 113.18 0.31 0.943 1.132 1.038
360 1780 8.3 29.8 112.81 0.31 0.940 1.128 1.034
370 1820 8.3 30 113.56 0.32 0.946 1.136 1.041
380 1850 8.3 29.9 113.18 0.31 0.943 1.132 1.038
390 1810 8.2 29.9 113.18 0.31 0.943 1.132 1.038
400 1680 7.8 26.6 100.69 0.28 0.839 1.007 0.923
410 1670 7.8 26.3 99.56 0.28 0.830 0.996 0.913
420 1670 8.1 26.6 100.69 0.28 0.839 1.007 0.923
430 1170 7.3 15.9 60.19 0.17 0.502 0.602 0.552
440 1490 7 10.5 39.75 0.11 0.331 0.397 0.364
450 1540 7.4 14.6 55.27 0.15 0.461 0.553 0.507
460 920 6.9 9.2 34.83 0.10 0.290 0.348 0.319
470 1140 6.4 5.1 19.31 0.05 0.161 0.193 0.177
480 620 5.7 2.7 10.22 0.03 0.085 0.102 0.094
490 640 5.4 2 7.57 0.02 0.063 0.076 0.069
500 990 5.1 3 11.36 0.03 0.095 0.114 0.104
510 740 3.3 2.6 9.84 0.03 0.082 0.098 0.090
520 760 2.6 3.1 11.73 0.03 0.098 0.117 0.108
530 690 0.9 3.8 14.38 0.04 0.120 0.144 0.132
540 790 0.4 1.7 6.44 0.02 0.054 0.064 0.059
550 460 0.1 0.8 3.03 0.01 0.025 0.030 0.028
560 650 0.2 1.6 6.06 0.02 0.050 0.061 0.056
570 660 0.3 1.1 4.16 0.01 0.035 0.042 0.038
580 600 0.3 0.7 2.65 0.01 0.022 0.026 0.024
590 600 0.2 0.5 1.89 0.01 0.016 0.019 0.017
600 600 0.1 2.5 9.46 0.03 0.079 0.095 0.087
610 600 0.1 3.1 11.73 0.03 0.098 0.117 0.108
620 600 0.1 0.9 3.41 0.01 0.028 0.034 0.031
Total 12.05 39.769

Page | 464
 Angel Island State Park to Tiburon
Fuel Burn Fuel Burn Total Fuel 3kWh per 3.6 kWh Expected
Seconds RPM Speed G/H L/H Burned Liter per Liter kWh
Fuel consump�on and kWh 10 600 0.1 1.9 7.19 0.02 0.060 0.072 0.066
conversion for ferry run 20
30
600
600
0.1
0.1
1.9
2
7.19
7.57
0.02
0.02
0.060
0.063
0.072
0.076
0.066
0.069
from Angel Island State 40 600 0.1 1.9 7.19 0.02 0.060 0.072 0.066
50 590 0.2 1.8 6.81 0.02 0.057 0.068 0.062
Park to Tiburon. Total fuel 60 600 0.5 3.2 12.11 0.03 0.101 0.121 0.111
70 610 0.6 2.5 9.46 0.03 0.079 0.095 0.087
consump�on was 8.69 80 610 1.3 3.1 11.73 0.03 0.098 0.117 0.108
liters, which when using an 90
100
600
600
2.1
2.5
3
4.1
11.36
15.52
0.03
0.04
0.095
0.129
0.114
0.155
0.104
0.142
average value for 110 1460 4.7 12 45.42 0.13 0.379 0.454 0.416
120 1380 6 12.8 48.45 0.13 0.404 0.485 0.444
conversion to kWh per liter 130 1690 7.2 14.5 54.89 0.15 0.457 0.549 0.503
140 1710 7.5 13.9 52.62 0.15 0.438 0.526 0.482
consumed gives a 150 1770 9 26 98.42 0.27 0.820 0.984 0.902

projected kWh 28.683 for 160

170
1770
1770
9.8
10.6
28.9 109.40
29.5 111.67
0.30
0.31
0.912
0.931
1.094
1.117
1.003
1.024
this half of the route. 180
190
1780
1780
10.8
11.4
29.5 111.67
29.9 113.18
0.31
0.31
0.931
0.943
1.117
1.132
1.024
1.038
200 1790 11.2 29.9 113.18 0.31 0.943 1.132 1.038
210 1790 11.5 30 113.56 0.32 0.946 1.136 1.041
220 1800 11.3 30 113.56 0.32 0.946 1.136 1.041

The combined kWh energy 230

240
1790
1800
11.4
11.4
30.1 113.94
30 113.56
0.32
0.32
0.950
0.946
1.139
1.136
1.044
1.041
usage of the run and return 250 1800 11.4 30 113.56 0.32 0.946 1.136 1.041
260 1810 11.5 29.9 113.18 0.31 0.943 1.132 1.038
for the Angel Island Ferry is 270 1780 11.7 29.9 113.18 0.31 0.943 1.132 1.038
280 1800 11.6 29.9 113.18 0.31 0.943 1.132 1.038
39.77kWh + 28.68kWh for 290 1780 11.7 29.9 113.18 0.31 0.943 1.132 1.038
300 1780 11.8 29.9 113.18 0.31 0.943 1.132 1.038
a total of 68.45kWh of 310 1780 11.7 29.9 113.18 0.31 0.943 1.132 1.038
expected energy usage for 320
330
1820
1820
11.8
12
30 113.56
30 113.56
0.32
0.32
0.946
0.946
1.136
1.136
1.041
1.041
each round-trip for the 340 1790 11.8 30.1 113.94 0.32 0.950 1.139 1.044
350 1430 11.3 22.3 84.41 0.23 0.703 0.844 0.774
Angel Island Ferry. 360 1380 10.5 16.6 62.84 0.17 0.524 0.628 0.576
370 1460 10.5 16.2 61.32 0.17 0.511 0.613 0.562
380 1460 10.3 15.7 59.43 0.17 0.495 0.594 0.545
390 1520 10.3 14.8 56.02 0.16 0.467 0.560 0.514
400 1520 10.3 16.1 60.95 0.17 0.508 0.609 0.559
410 1320 9.7 12 45.42 0.13 0.379 0.454 0.416
420 1130 8.6 9.2 34.83 0.10 0.290 0.348 0.319
430 630 7.9 5.8 21.96 0.06 0.183 0.220 0.201
440 770 7.2 3.9 14.76 0.04 0.123 0.148 0.135
450 610 6.7 2.3 8.71 0.02 0.073 0.087 0.080
460 850 5.4 2.2 8.33 0.02 0.069 0.083 0.076
470 1000 4.8 1.8 6.81 0.02 0.057 0.068 0.062
480 580 3.8 1.3 4.92 0.01 0.041 0.049 0.045
490 530 2.2 3.8 14.38 0.04 0.120 0.144 0.132
500 620 2.1 1.6 6.06 0.02 0.050 0.061 0.056
510 570 1.6 0.8 3.03 0.01 0.025 0.030 0.028
520 590 0.8 1.1 4.16 0.01 0.035 0.042 0.038
530 590 0.1 1.4 5.30 0.01 0.044 0.053 0.049
540 620 0.1 1.1 4.16 0.01 0.035 0.042 0.038
550 590 0 1 3.79 0.01 0.032 0.038 0.035
560 600 0.1 1.3 4.92 0.01 0.041 0.049 0.045
570 600 0.1 1.4 5.30 0.01 0.044 0.053 0.049
580 600 0.1 1 3.79 0.01 0.032 0.038 0.035
Total 8.69 28.683

Page | 465
 g. Hybrid theore�cal and actual vessel and engine performance data:
If the instrumenta�on does not provide all necessary data outputs for a complete
actual engine performance and route energy analysis, theore�cal data from an
engine data sheet can be used. For example, fuel consump�on can generally be
derived from fuel consump�on data at different engine RPMs that engine
manufacturers o�en provide. No actual vessel or engine performance data was
not able to be collected and thus a hybrid theore�cal and actual analysis was not
required.

The aggregated fuel consump�on per trip and the actual performance data
recorded for one trip are very close, 64.9 kWh to 68.45 kWh. The slightly higher
actual performance data was used in calcula�ng vessel energy consump�on a�er
the ZEAT conversion.

Page | 466
 DMK 457
Pressure Transmitter
for Shipbuilding and
Offshore

Ceramic Sensor

accuracy according to IEC 60770:

0.5 % FSO

► Nominal pressure The pressure transmitter DMK 457 with ceramic

sensor has been designed for typical applications
► from 0 ... 400 mbar up to 0 ... 600 bar in shipbuilding and offshore constructions as
alternative to our pressure transmitter DMP 457
Output signals with piezoresistive stainless steel sensor.
2-wire: 4 ... 20 mA
In combination with the copper-nickel-alloy the
others on request
DMK 457 is suitable for seawater, e.g. level
measurement in ballast tanks, etc.
Special characteristics

► LR-certificate (Lloyd´s Register) Preferred areas of use are

► DNV-approval (Det Norske Veritas)
Drives
► ABS-certificate Compressors
(American Bureau of Shipping) Boiler
► CCS-certificate Pneumatic control systems
(China Classification Society) Oxygen applications

► pressure port in CuNiFe Fuel and oil

(sea water resistant)
► oxygen application Water and sea water

Optional versions

► IS-version
Ex ia = intrinsically safe
for gases and dusts

BD SENSORS GmbH
BD-Sensors-Straße 1 Tel.: +49 (0) 92 35 / 98 11- 0 [Link]
D - 95199 Thierstein Fax: +49 (0) 92 35 / 98 11- 11 Page | 467
info@[Link]
DMK 457
Pressure Transmitter for Shipbuilding and Offshore Technical Data

Input pressure range

Nominal pressure gauge [bar] -1 … 0 0.4 0.6 1 1.6 2.5 4 6 10 16 25 40 60 100 160 250 400 600
Nominal pressure abs. [bar] - - 0.6 1 1.6 2.5 4 6 10 16 25 40 60 100 160 250 400 600
Level gauge / abs. [mH2O] - - 6 10 16 25 40 60 100 160 250 400 600 - - - - -
Overpressure [bar] 4 1 2 2 4 4 10 10 20 40 40 100 100 200 400 400 600 800
Burst pressure ≥ [bar] 7 2 4 4 5 5 12 12 25 50 50 120 120 250 500 500 650 880
Vacuum resistance pN ≥ 1 bar: unlimited vacuum resistance
pN < 1 bar: on request

Output signal / Supply

Standard 2-wire: 4 ... 20 mA / VS = 8 ... 32 VDC
Option IS-version 2-wire: 4 ... 20 mA / VS = 10 ... 28 VDC
Performance
Accuracy 1 IEC 60770: ≤ ± 0.5 % FSO
Permissible load Rmax = [(VS – VS min) / 0.02 A] 
Influence effects supply: 0.05 % FSO / 10 V
load: 0.05 % FSO / k
Long term stability ≤ ± 0.3% FSO / year at reference conditions
Response time < 10 msec
1
accuracy according to IEC 60770 – limit point adjustment (non-linearity, hysteresis, repeatability)
Thermal effects (offset and span)
Thermal error ≤ ± 0.2 % FSO / 10 K
in compensated range 0 ... 85 °C
Permissible temperatures
Medium -40 ... 125°C
Electronics / environment -40 ... 85°C
Storage -40 ... 100°C
Electrical protection
Short-circuit protection permanent
Reverse polarity protection no damage, but also no function
Electromagnetic compatibility emission and immunity according to
- EN 61326
- DNV (Det Norske Veritas)
Mechanical stability
Vibration 4 g (according to DNV: class B, curve 2 / basis: IEC 60068-2-6)
Materials
Pressure port standard: stainless steel 1.4404 (316L)
option 2: CuNi10Fe1Mn (sea water resistant) - for pN ≤ 400 bar with mechanical
connection G1/2" DIN 3852, G1/2" EN 837, G1/2" open port,
G1/4" DIN 3852, G1/4" EN 837
- in combination with housing in CuNi10Fe1Mn (not with field housing) -
Housing standard: stainless steel 1.4404 (316L)
option 2: CuNi10Fe1Mn (sea water resistant) - in combination with pressure
port in CuNi10Fe1Mn -
option field housing: stainless steel 1.4404 (316L); with cable gland (CuNi10Fe1Mn not possible)
Cable sheath TPE -U (flame-resistant, halogen free, increased resistance against oil and gasoline,
resistant against salt, sea water, heavy oil)
Seals (media wetted) standard: FKM
option: FFKM (only for pN ≤ 100 bar) others on request
Diaphragm ceramic Al2O3 96 %
Media wetted parts pressure port, seals, diaphragm
2
IS-version on request
Category of the environment
Lloyd´s Register (LR) 3 EMV1, EMV2, EMV3, EMV4 number of certificate: 13/20055
Det Norske Veritas (DNV) temperature: D number of certificate: TAA00001GR
humidity: B
vibration: B
electromagnetic compatibility: B
enclosure: D
3
for pN ≤ 160 bar

pressure and level

Page | 468
DMK 457
Pressure Transmitter for Shipbuilding and Offshore Technical Data

Explosion protection
Approvals IBExU 10 ATEX 1068 X / IECEx IBE 12.0027X
DX19-DMK 457 zone 0: II 1G Ex ia IIB T4 Ga
zone 20: II 1D Ex ia IIIC T135 °C Da
Safety technical maximum Ui = 28 V, Ii = 93 mA, Pi = 660 mW, Li ≈ 0 µH
values with field housing: Ci = 105 nF
with cable outlet: Ci = 84.7 nF
with ISO 4400: Ci = 62.2 nF
the supply connections have an inner capacity of max. 90 nF (140 nF with field housing)
to the housing
Permissible temperatures for in zone 0: -20 ... 60 °C with patm 0.8 bar up to 1.1 bar
environment in zone 1 or higher: -40/-20 ... 70 °C
Connecting cables cable capacitance: signal line/shield also signal line/signal line: 160 pF/m
(by factory) cable inductance: signal line/shield also signal line/signal line: 1µH/m
Miscellaneous
Option oxygen application for pN ≤ 25 bar: O-ring in FKM Vi 567 (with BAM-approval)
permissible maximum values are 25 bar/150° C
Current consumption max. 25 mA
Weight approx. 140 g (with ISO 4400)
Installation position any
Operational life 100 million load cycles
CE-conformity EMC Directive: 2014/30/EU
Pressure Equipment Directive: 2014/68/EU (module A) 4
ATEX-directive 2014/34/EU
4
This directive is only valid for devices with maximum permissible overpressure > 200 bar
Wiring diagram
2-wire-system (current)
supply +
p

VS

supply –
I

Pin configuration
Electrical connection ISO 4400 field housing
(clamp section: 2.5 mm2)
cable colours
(IEC 60757)

VS+ VS- S+ GND

Supply + 1 VS+ WH (white)

Supply – 2 VS- BN (brown)
Shield ground pin GND GNYE (green-yellow)

Page | 469
[Link]
DMK 457
Pressure Transmitter for Shipbuilding and Offshore Technical Data

Electrical connections 5 (dimensions mm / in)

for cable 
4...6 mm

for cable  for cable 

10...14 mm 4.5...11 mm

© 2022 BD|SENSORS GmbH – The specifications given in this document represent the state of engineering at the time of publishing. We reserve the right to make modifications to the specifications and materials.
ISO 4400 - code G10 ISO 4400 - code G00 ISO 4400 - code G01
(IP 65) (IP 65) (IP 65)

M20x1.5
(for cable 
5…14 mm)

cable outlet 6, 7 universal field housing submersible version 7

(IP 68) (IP 67) (IP 68)

5
Generally shielded cable has to be used! Cable versions are delivered with shielded cable. For ISO 4400 the use of shielded cable is compulsory.
6
tested at 4 bar or 40 mH2O for 24 hours
7
shielded cable with integrated air tube for atmospheric reference (for nominal pressure ranges absolute, the air tube is closed);
different lengths available
Mechanical connection (dimensions mm / in)

G1/2" DIN 3852 G1/2" EN 837 1/2" NPT G1/2" open port
DIN 3852 (≤ 40 bar)

G1/4" DIN 3852 G1/4" EN 837 1/4" NPT

DMK457_E_230622

Tel.: +49 (0) 92 35 / 98 11- 0 [Link]

pressure and level
Fax: +49 (0) 92 35 / 98 11- 11 info@[Link]
Page | 470
 Ordering code DMK 457
DMK 457 - - - - - - - - -
Pressure
in bar, gauge 5 9 0
in bar, absolute 1
5 9 1
in mH 2O, gauge 5 9 2
in mH 2O, absolute 1
5 9 3
Input [mH2O] [bar]
1
4 0.4 4 0 0 0
6 0.6 6 0 0 0
10 1.0 1 0 0 1
16 1.6 1 6 0 1
25 2.5 2 5 0 1
40 4.0 4 0 0 1
60 6.0 6 0 0 1
100 10 1 0 0 2
160 16 1 6 0 2
250 25 2 5 0 2
400 40 4 0 0 2
600 60 6 0 0 2

© 2022 BD|SENSORS GmbH - The specifications given in this document represent the state of engineering at the time of publishing. We reserve the right to make modifications to the specifications and materials.
100 1 0 0 3
160 1 6 0 3
250 2 5 0 3
400 4 0 0 3
600 6 0 0 3
-1 … 0 X 1 0 2
customer 9 9 9 9 consult
Output
4 … 20 mA / 2-wire 1
intrinsic safety 4 … 20 mA / 2-wire E
customer 9 consult
Accuracy
0.5 % FSO 5
customer 9 consult
Electrical connection
male and female plug ISO 4400
G 1 0
(for cable Ø 4...6 mm)
2
male and female plug ISO 4400 GL
G 0 0
(for cable Ø 10...14 mm)
2
male and female plug ISO 4400 GL
G 0 1
(for cable Ø 4.5...11 mm)
3
cable outlet with TPE-U-cable T R 3
field housing stainless steel 1.4404 (316L) 8 8 0
submersible version in 1.4404 (316L)
3 T T 3
with TPE-U-cable
submersible version in CuNiFe
3 T S 3
with TPE-U-cable
customer 9 9 9 consult
Mechanical connection
G1/2" DIN 3852 1 0 0
G1/2" EN 837 2 0 0
G1/4" DIN 3852 3 0 0
G1/4" EN 837 4 0 0
4
G1/2" DIN 3852 open pressure port H 0 0
1/2" NPT N 0 0
1/4" NPT N 4 0
customer 9 9 9 consult
Seals
FKM 1
5
FFKM 7
customer 9 consult
Pressure port
stainless steel 1.4404 (316L) 1
6
copper-nickel-alloy (CuNi10Fe1Mn) K
customer 9 consult
Diaphragm
ceramics Al 2O3 96 % 2
customer 9 consult
Special version
standard 0 0 0
7
oxygen application 0 0 7
customer 9 9 9 consult

1
absolute pressure possible from 0.6 bar
2
cable socket is GL-approbated
3
shielded TPE-U-cable with ventilation tube available in different lengths
4 only for p N ≤ 40 bar possible
5 only for p N ≤ 100 bar possible
6
optionally for nominal pressure ranges up to 400 bar and mechanical connections G1/2" DIN 3852, G1/2" EN 837, G1/2" open pressure port,
G1/4" DIN 3852, G1/4" EN837 in combination with housing in CuNi10Fe1Mn (not with field housing)
7
oxygen application with FKM seal possible up to 25 bar

01.04.2022

Page | 471
 SECTION 4

ANGEL ISLAND FERRY ZEAT APPLICATION PAGE(S)

(completed and submited to CARB) … 472-490
IV. Angel Island ZEAT Submission

The proposed Commercial Harbor Craft regulations are not yet official and the current
regulations do not require a ZEAT application. In the interest of meeting the spirit of the
proposed Commercial Harbor Craft Regulations, Angel Island Ferry is submitting the requested
information.
The submission of this information in no way binds the Angel Island Ferry to all of the
requirements of proposed section 5.1 C 1 as all information is presented voluntarily.

Company Name, Address and Contact Information:

Angel Island Ferry
Physical Address:
Angel Island – Tiburon Ferry
21 Main Street
Tiburon, CA 94920

Mailing Address:
Angel Island – Tiburon Ferry
PO Box 1231
Tiburon, CA 94920

Phone: (415) 435-2131

Fax: (415) 435-7679
Email: aiferry@[Link]

Contacts: Maggie McDonogh, Owner/USCG Captain

maggie@[Link]

Ashley Kristensen, Office Manager

ashley@[Link]

Page | 472
Sections:
I. Vessel/Harbor Craft Details
II. Current Vessel Engine Details
III. Performance of ZEAT system for Normal Ferry Operation
IV. Data Reporting to CARB

Page | 473
I. Vessel/Harbor Craft on which ZEAT will be used:
Name: The Angel Island US Coast Guard Official Number: 564370
Type of Vessel: Passenger Ferry Capacity: 400 passengers
Length: 64.2 feet Beam: 30 feet
Displacement: 75.95 long tons

Page | 474
 II. Engines
Angel Island Ferry is presenting a unique and innovative solution that maximizes emissions
reductions. Currently, there are 2016 EPA Tier III engines on board. These Tier III engines are
being put in another vessel, the Bonita, that is owned by Angel Island Ferry and a separate
application is being filed for Moyer funding for the repowering of the Bonita from EPA Tier 0
engines to EPA Tier III engines. The Bonita engines will be spiked. The purpose of this engine
swap is to achieve the maximum emission reductions possible by removing EPA Tier 0 engines
from operation rather than EPA Tier III engines. The details of both engines are presented here:

Angel Island Engines:

Number of Engines: 2
Make: Cummins Model: QSLR9
Port Engine Serial #: 7402685 Port Engine Serial #: 7402381
HP: 290 Year: 2016 EPA Tier: III
Annual Hours: 707.6 (3 yr average) Type of Exhaust: Dry stack

Port Engine

Page | 475
Starboard Engine

Page | 476
Page | 477
ZEAT System Components
In compliance with the CHC regulations for Short-Run Ferries, the Angel
Island Ferry will have two zero-emission electric motors, one couple to
each shaft. An EPA Tier IV+DPF generator with an M&H 4045 engine
block will provide energy generation up to 20 hours per year and during
emergency situations such as a utility grid power outage and during
non-Short Run Ferry vessel operation such as sunset/evening cruises.

Motor Overview

Angel Island Ferry will have two Engiro 370W-

29014-ABC electric motors, each that have a
170kW maximum output at 890 RPMS (motor and
shaft RPMS are equal in electric vessels as there
should not be a gear reduction for a properly
designed system)

Page | 478
Generator Overview
M&H Stage V 4045 Engine Block for EPT 116kW DC Generator

Full Emissions data for M&H 4045 Stage V engine is on file with CARB

Page | 479
 III. Performance of ZEAT system for Normal Ferry Operation

Route Overview
The Angel Island Ferry travels 1.1nm from Tiburon, California to Angel Island State
Park. No charging capacity is available at Angel Island State Park. The ferry returns
from Angel Island State Park to its terminal in Tiburon, California for a roundtrip
distance of 2.2nm.

Page | 480
Battery Overview
Angel Island Ferry will have 42 EPTechnologies
High Voltage batteries that each have a
capacity of 15.7 kWh giving it a total of
659.4kWh in stored energy capacity

Specification Value
Nominal 88.8V factor
Capacity 15.7kWh
Max continues Charge 0.8C
Max Charge 1.2C for 15min
Max continues Discharge 1.5C
Peak Discharge 2C for 15min, 3C 10sec @ 25deg
CANBus 250Kb/S multiple batteries on same BUS
Life Cycle 2500 @ 25C° 0.5C/1C, 10% to 90% DOD
Voltage 9 in series, 20 in parallel
Volt Max 103V maximum, recommended 102V
Volt Min 68V minimum, recommended 76V
Temp Range minus 10°C to 45°C
Enclosure ALU IP 65, IP 67 on request
System Mount Stackable
Weight 82kg (5.2kg per kWh or 192W per kg)
Dimensions 1090 x 425 x 147 mm
Design Custom design and size possible
Temperature activated internal fire extinguishing
Fire Protection
system
SSD (overcharge protection), internal cell fuse and
Cell Level Protection
more
Certifications CE, UN 38.3, DNV-GL pending
Warranty 2 Years, 3 Years an option

Page | 481
Energy Analysis
There are three ways to conduct an energy analysis required to determine what
battery bank size and what charging throughput and time are required for a ZEAT
system to fulfill the operational requirements for a route.
1. Actual fuel consumption data: Fuel tank gauges are not accurate enough
to measure fuel consumed on an individual trip. However, annual
aggregated fuel purchase and the annual number of trips performed does
give annual fuel consumption divided by number of annual trips to get a
per trip average. Angel Island Ferry consumed 5200 gallons of diesel
performing 1792 trips to Angel Island State Park in 2021 or 5.2 gallons per
trip. Converted to kWh, that is 64.9 kWh per roundtrip.
2. Actual vessel and engine performance data: Direct energy analysis using
vessel speed, engine RPMs and engine fuel consumption from a roundtrip
voyage on the designated route. Engine performance data was recorded
every ten seconds both going from Tiburon to Angel Island State Park and
from Angel Island State Park to Tiburon in order to prevent data inaccuracy
of just measuring engine performance data one way, which could be
subject to currents, winds and other environmental factors, whereas
running both ways cancels out potential positive and negative
environmental factors in analyzing route energy consumption. The
complete data set, is presented below for both route directions. Note the
difference in fuel consumption between the two different directions on the
same route. This is due to a 2.2 knot ebb tide that increased fuel
consumption going towards Angel Island State Park and against the ebb
tide and decreased fuel consumption returning to Tiburon when aided by
the ebb tide.

Page | 482
Fuel consumption and Tiburon to Angel Island State Park
Fuel Burn Fuel Burn Total Fuel 3kWh per 3.6 kWh Expected
kWh conversion for ferry Seconds RPM Speed G/H L/H Burned Liter per Liter kWh
10 600 0.1 0.5 1.89 0.01 0.016 0.019 0.017
run from Tiburon to Angel 20 620 0.3 2.4 9.08 0.03 0.076 0.091 0.083
30 680 1.6 4.5 17.03 0.05 0.142 0.170 0.156
Island State Park. Total 40 580 2.7 4.1 15.52 0.04 0.129 0.155 0.142
50 1060 3.3 4.4 16.66 0.05 0.139 0.167 0.153
fuel consumption was 60 870 3.2 4.1 15.52 0.04 0.129 0.155 0.142
70 1590 3.1 9.4 35.58 0.10 0.297 0.356 0.326
12.05 liters, which when 80 1720 7.4 25.4 96.15 0.27 0.801 0.961 0.881

using an average value for 90

100
1760
1770
8.7
9
28.8 109.02
29.4 111.29
0.30
0.31
0.908
0.927
1.090
1.113
0.999
1.020
conversion to kWh per 110
120
1760
1760
9.1
9.4
29.6 112.05
29.6 112.05
0.31
0.31
0.934
0.934
1.120
1.120
1.027
1.027
liter consumed gives a 130
140
1790
1800
9.8
9.9
29.7 112.43
29.9 113.18
0.31
0.31
0.937
0.943
1.124
1.132
1.031
1.038
projected kWh 39.769 for 150 1820 9.8 30 113.56 0.32 0.946 1.136 1.041
160 1760 9.4 29.9 113.18 0.31 0.943 1.132 1.038
this half of the route. 170 1820 9.2 30 113.56 0.32 0.946 1.136 1.041
180 1810 8.9 30 113.56 0.32 0.946 1.136 1.041
190 1810 8.9 30 113.56 0.32 0.946 1.136 1.041
200 1820 8.8 29.9 113.18 0.31 0.943 1.132 1.038
210 1810 9 29.9 113.18 0.31 0.943 1.132 1.038
220 1820 8.8 30 113.56 0.32 0.946 1.136 1.041
230 1800 8.9 30 113.56 0.32 0.946 1.136 1.041
240 1820 8.8 30 113.56 0.32 0.946 1.136 1.041
250 1820 8.8 30 113.56 0.32 0.946 1.136 1.041
260 1820 8.1 30.1 113.94 0.32 0.950 1.139 1.044
270 1820 8.1 30.1 113.94 0.32 0.950 1.139 1.044
280 1820 8 29.9 113.18 0.31 0.943 1.132 1.038
290 1820 8 30 113.56 0.32 0.946 1.136 1.041
300 1780 7.9 30 113.56 0.32 0.946 1.136 1.041
310 1800 8 30.1 113.94 0.32 0.950 1.139 1.044
320 1800 8 30 113.56 0.32 0.946 1.136 1.041
330 1780 8.1 30 113.56 0.32 0.946 1.136 1.041
340 1810 8.1 30 113.56 0.32 0.946 1.136 1.041
350 1790 8 29.9 113.18 0.31 0.943 1.132 1.038
360 1780 8.3 29.8 112.81 0.31 0.940 1.128 1.034
370 1820 8.3 30 113.56 0.32 0.946 1.136 1.041
380 1850 8.3 29.9 113.18 0.31 0.943 1.132 1.038
390 1810 8.2 29.9 113.18 0.31 0.943 1.132 1.038
400 1680 7.8 26.6 100.69 0.28 0.839 1.007 0.923
410 1670 7.8 26.3 99.56 0.28 0.830 0.996 0.913
420 1670 8.1 26.6 100.69 0.28 0.839 1.007 0.923
430 1170 7.3 15.9 60.19 0.17 0.502 0.602 0.552
440 1490 7 10.5 39.75 0.11 0.331 0.397 0.364
450 1540 7.4 14.6 55.27 0.15 0.461 0.553 0.507
460 920 6.9 9.2 34.83 0.10 0.290 0.348 0.319
470 1140 6.4 5.1 19.31 0.05 0.161 0.193 0.177
480 620 5.7 2.7 10.22 0.03 0.085 0.102 0.094
490 640 5.4 2 7.57 0.02 0.063 0.076 0.069
500 990 5.1 3 11.36 0.03 0.095 0.114 0.104
510 740 3.3 2.6 9.84 0.03 0.082 0.098 0.090
520 760 2.6 3.1 11.73 0.03 0.098 0.117 0.108
530 690 0.9 3.8 14.38 0.04 0.120 0.144 0.132
540 790 0.4 1.7 6.44 0.02 0.054 0.064 0.059
550 460 0.1 0.8 3.03 0.01 0.025 0.030 0.028
560 650 0.2 1.6 6.06 0.02 0.050 0.061 0.056
570 660 0.3 1.1 4.16 0.01 0.035 0.042 0.038
580 600 0.3 0.7 2.65 0.01 0.022 0.026 0.024
590 600 0.2 0.5 1.89 0.01 0.016 0.019 0.017
600 600 0.1 2.5 9.46 0.03 0.079 0.095 0.087
610 600 0.1 3.1 11.73 0.03 0.098 0.117 0.108
620 600 0.1 0.9 3.41 0.01 0.028 0.034 0.031
Total 12.05 39.769

Page | 483
 Angel Island State Park to Tiburon
Fuel Burn Fuel Burn Total Fuel 3kWh per 3.6 kWh Expected
Seconds RPM Speed G/H L/H Burned Liter per Liter kWh
Fuel consumption and kWh 10 600 0.1 1.9 7.19 0.02 0.060 0.072 0.066
conversion for ferry run 20
30
600
600
0.1
0.1
1.9
2
7.19
7.57
0.02
0.02
0.060
0.063
0.072
0.076
0.066
0.069
from Angel Island State 40 600 0.1 1.9 7.19 0.02 0.060 0.072 0.066
50 590 0.2 1.8 6.81 0.02 0.057 0.068 0.062
Park to Tiburon. Total fuel 60 600 0.5 3.2 12.11 0.03 0.101 0.121 0.111
70 610 0.6 2.5 9.46 0.03 0.079 0.095 0.087
consumption was 8.69 80 610 1.3 3.1 11.73 0.03 0.098 0.117 0.108
liters, which when using an 90
100
600
600
2.1
2.5
3
4.1
11.36
15.52
0.03
0.04
0.095
0.129
0.114
0.155
0.104
0.142
average value for 110 1460 4.7 12 45.42 0.13 0.379 0.454 0.416
120 1380 6 12.8 48.45 0.13 0.404 0.485 0.444
conversion to kWh per liter 130 1690 7.2 14.5 54.89 0.15 0.457 0.549 0.503
140 1710 7.5 13.9 52.62 0.15 0.438 0.526 0.482
consumed gives a 150 1770 9 26 98.42 0.27 0.820 0.984 0.902

projected kWh 28.683 for 160

170
1770
1770
9.8
10.6
28.9 109.40
29.5 111.67
0.30
0.31
0.912
0.931
1.094
1.117
1.003
1.024
this half of the route. 180
190
1780
1780
10.8
11.4
29.5 111.67
29.9 113.18
0.31
0.31
0.931
0.943
1.117
1.132
1.024
1.038
200 1790 11.2 29.9 113.18 0.31 0.943 1.132 1.038
210 1790 11.5 30 113.56 0.32 0.946 1.136 1.041
220 1800 11.3 30 113.56 0.32 0.946 1.136 1.041

The combined kWh energy 230

240
1790
1800
11.4
11.4
30.1 113.94
30 113.56
0.32
0.32
0.950
0.946
1.139
1.136
1.044
1.041
usage of the run and return 250 1800 11.4 30 113.56 0.32 0.946 1.136 1.041
260 1810 11.5 29.9 113.18 0.31 0.943 1.132 1.038
for the Angel Island Ferry is 270 1780 11.7 29.9 113.18 0.31 0.943 1.132 1.038
280 1800 11.6 29.9 113.18 0.31 0.943 1.132 1.038
39.77kWh + 28.68kWh for 290 1780 11.7 29.9 113.18 0.31 0.943 1.132 1.038
300 1780 11.8 29.9 113.18 0.31 0.943 1.132 1.038
a total of 68.45kWh of 310 1780 11.7 29.9 113.18 0.31 0.943 1.132 1.038
expected energy usage for 320
330
1820
1820
11.8
12
30 113.56
30 113.56
0.32
0.32
0.946
0.946
1.136
1.136
1.041
1.041
each round-trip for the 340 1790 11.8 30.1 113.94 0.32 0.950 1.139 1.044
350 1430 11.3 22.3 84.41 0.23 0.703 0.844 0.774
Angel Island Ferry. 360 1380 10.5 16.6 62.84 0.17 0.524 0.628 0.576
370 1460 10.5 16.2 61.32 0.17 0.511 0.613 0.562
380 1460 10.3 15.7 59.43 0.17 0.495 0.594 0.545
390 1520 10.3 14.8 56.02 0.16 0.467 0.560 0.514
400 1520 10.3 16.1 60.95 0.17 0.508 0.609 0.559
410 1320 9.7 12 45.42 0.13 0.379 0.454 0.416
420 1130 8.6 9.2 34.83 0.10 0.290 0.348 0.319
430 630 7.9 5.8 21.96 0.06 0.183 0.220 0.201
440 770 7.2 3.9 14.76 0.04 0.123 0.148 0.135
450 610 6.7 2.3 8.71 0.02 0.073 0.087 0.080
460 850 5.4 2.2 8.33 0.02 0.069 0.083 0.076
470 1000 4.8 1.8 6.81 0.02 0.057 0.068 0.062
480 580 3.8 1.3 4.92 0.01 0.041 0.049 0.045
490 530 2.2 3.8 14.38 0.04 0.120 0.144 0.132
500 620 2.1 1.6 6.06 0.02 0.050 0.061 0.056
510 570 1.6 0.8 3.03 0.01 0.025 0.030 0.028
520 590 0.8 1.1 4.16 0.01 0.035 0.042 0.038
530 590 0.1 1.4 5.30 0.01 0.044 0.053 0.049
540 620 0.1 1.1 4.16 0.01 0.035 0.042 0.038
550 590 0 1 3.79 0.01 0.032 0.038 0.035
560 600 0.1 1.3 4.92 0.01 0.041 0.049 0.045
570 600 0.1 1.4 5.30 0.01 0.044 0.053 0.049
580 600 0.1 1 3.79 0.01 0.032 0.038 0.035
Total 8.69 28.683

Page | 484
 3. Hybrid theoretical and actual vessel and engine performance data:
If the instrumentation does not provide all necessary data outputs for a complete
actual engine performance and route energy analysis, theoretical data from an
engine data sheet can be used. For example, fuel consumption can generally be
derived from fuel consumption data at different engine RPMs that engine
manufacturers often provide. No actual vessel or engine performance data was
not able to be collected and thus a hybrid theoretical and actual analysis was not
required.

The aggregated fuel consumption per trip and the actual performance data
recorded for one trip are very close, 64.9 kWh to 68.45 kWh. The slightly higher
actual performance data was used in calculating vessel energy consumption after
the ZEAT conversion.

Page | 485
Angel Island Ferry Schedule from Tiburon to Angel Island State Park
Angel Island Ferry Schedule from Tiburon to Angel Island State Park
Depart Arrive At Time at dock Battery Battery Battery Battery
Tiburon Angel before next kWh Charge kWh with Charge with
Island departure Sharrow Sharrow
Prop Prop
10:03 AM 660 100% 660 100.0%
10:39 AM 591.5 89.6%
601.82 91.2%
26 min 591.5 89.6%
No charge 601.8 91.2%
11:05 AM 11:42 AM 523.1 79.3%
543.6 82.4%
21 min 523.1 79.3%
No charge 485.5 73.6%
12:03 PM 12:40 PM 454.6 68.9% 509.5 77.2%
20 min 478.6 72.5%
inductive
charge 451.3 68.4%
1:00 PM 1:47 PM 410.2 62.2% 466.9 70.7%
13 min 425.8 64.5%
Inductive
charge 466.9 70.7%
2:00 PM 2:43 PM 357.3 54.1% 408.7 61.9%
17 min 377.7 57.2%
inductive
charge 429.1 65.0%
3:00 PM 3:49 PM 309.3 46.9%
370.9 56.2%
11 min 322.5 48.9%
inductive
charge 384.1 58.2%
4:00 PM 4:45PM 254.0 38.5%
325.9 49.4%
15 min 272.0 41.2%
inductive
charge 343.9 52.1%
5:00 PM 5:42 PM End of service 203.6 30.8%
285.7 43.3%
12:10 AM 8:10 AM Slow Charging 660 100%
at 80 kWh
660 100.0%

Page | 486
Operational Parameters
• Inductive charging utilized during the day between ferry runs. Corded
charging used at night
• Inductive charging is 90% efficient, corded charging is 100% efficient
• 90% of charge retained by lithium batteries
• Limit depth of discharge to 40% in projected normal operation to maintain
battery health and decrease battery replacement timeframe
• Ensure schedule delays that prevent two charges won’t disrupt ferry service
• Ensure 10% less efficiency than projection won’t disrupt ferry service
• Combined schedule delays preventing two charges and 10% less efficiency
does not drop battery bank below 20% threshold

Charging Equipment Specifications

Two different charging systems will be installed on the Angel Island Ferry. The
inductive charging system will be used during the day between runs in order to
prevent the crew from having to constantly handle high voltage, heavy electric
cables. The corded charging system will be used to efficiently trickle-charge the
vessel overnight.
• Inductive Charging: One 200 kW inductive charging system from ENRX

Page | 487
Inductive charger is provided by ENRX (name changed from IPTechnologies. In
March 2023) It is an inductive charger that eliminates the need for crew to
connect the charger each time between ferry runs. Inductive charging will be used
during the day. For a video on it in operation in Norway, please view here:
[Link]

Page | 488
 • Corded Charging: Two 80 kWh corded charging systems delivering 480V,
96A, 3-phase electricity will be installed for a total corded charging capacity
of 160 kWh. In most cases, one will be plugged in at night, which from 30%
SOC should take 5.7 hours to charge battery bank up to 100% SOC. Each
corded charger will be connected to three Stercom OBCs (Onboard
Chargers).

Stercom OBC_22kW-850-32

Page | 489
Utility Grid Charging Infrastructure
Angel Island Ferry began communicating with PG&E on March 29, 2021 in order to
ensure sufficient electrical supply for charging the Angel Island Ferry and other
electric vessels. On June 1, 2021, PG&E organized a meeting with Angel Island Ferry
about their EV Fleet program and committed to adapting this land-based
commercial electric vehicle fleet program to the marine sector and making Angel
Island-Tiburon Ferry the first marine sector participant. Through November 2, 2021,
Green Yachts and Angel Island Ferry worked to get a charger on the SCE approved
product list, a requirement to join the EV Fleet program. Due to this requirement,
Angel Island Ferry had to change charging equipment from ESL Power, which has a
mil-spec rating, to Eaton, which has UL ratings as mil-spec used by the USCG and
the US Navy was not allowed by SCE. On November 2nd, several Eaton products
were put on the approved product list after an 18 page EVSE application was turned
in to SCE. On December 2, 2021, a site visit was conducted by PG&E engineers. On
June 17, 2022, PG&E announced that Angel Island Ferry was accepted into the EV
Fleet Program with an approved application: FLEET003732374

Green Yachts reviewed their calculations and determined the PG&E electrical
engineers made errors in their load calculations and that they were installing a 200
KVA transformer, which wasn’t sufficient with a .8 power factor to supply 200 kWh
of electricity. After review, PG&E agreed with Green Yacht’s calculations. On
November 10, 2022, PG&E sent a revised contract with a 300 KVA transformer and
on November 30, 2022, after a few small modifications, Angel Island Tiburon Ferry
signed the EV Fleet contract with PG&E. Once a new 480V, 600A, 3-phase meter is
installed on the property and once the Angel Island Ferry has received US Coast
Guard design approval, PG&E will then undertake the work to upgrade the grid
including the installation of the 300 KVA transformer. PG&E released a press
release about this on February 15, 2023.

Page | 490
 SECTION 5

Fire Protec�on System (Global Fire & Safety) – PAGE(S)

Wai�ng for Requested Documenta�on
a) Assessment/Documenta�on…………………………………… 491 --
b) Plans……………………………………………………………………….
c) Calcula�ons…………………………………………………………….
Page | 491
 SECTION 6

Safety………………………………………………………………………………………… PAGE(S)
a) Compliance with the Lithium-Ion Safety Standards……491-501
b) Periodic Safety Test Procedures AIF Personnel…...502- 503
 Overview of Angel Island Ferry’s Compliance with the Lithium Ion Safety Standards
outlined in ASTM F3353-19

ASTM F3353-19 Standard Manner in which Angel Island Ferry Meets or Exceeds
ASTM F33553-19 Standard
5.1 Battery Testing

Above battery tests to IEC or UL standards.

5.2 System Testing

Verify that a battery safety function test is certified by

manufacturer and/or a third party in accordance with IEC 62619
5.2.1 Propagation Test EPTechnologies to provide engineering analysis showing that
failure of a single battery will not propagate (spread) to
adjacent batteries
6.1 Temperature Control The battery compartments will be cooled by an Ocean Breeze
6,500 Btu self-contained water-cooled marine a/c integrated
with the keel cooler to efficiently provide climate control
6.1.1 Battery Space The Kidde fixed fire system has a heat activated diaphragm that
Temperature automatically activates the fire suppression system in the event
of elevated heat levels. See Kidde documentation for details
6.1.2 Battery Space Smoke detectors and hydrocarbon gas sensors will be placed in
Flammable Gasses each battery compartment. The hydrocarbon gas sensor is
capable of detecting the earliest release flammable gas, Methyl,
Ethyl Carbonate, from a NMC lithium-ion battery
6.1.3 Ventilation System Multiple means of preventing thermal events are proposed to
meet the requirements of 6.1.3. See explanation below.
6.1.4 Ventilation System Ventilation egress is 16’2” away from passenger deck. See
diagram
7.1 General Fire Safety No requirements listed
7.2 Structural Fire Each battery compartment will have all side and overhead
Protection boundaries, which includes toward any and all machinery and
passenger spaces, covered/wrapped by A60 insulation including
any welded ducting carrying ventilated air into or out of the
battery compartment.
7.3 Battery fire protection Verify that battery management equipment has sufficient fire
protection and should be arranged such that a failure of a single
battery would not render the battery management equipment
inoperable.

Page | 492
7.4 Fire and smoke Fixed fire and smoke detection are integrated components of
detection the Kidde fire suppression system
7.5 Battery temperature EPTechnologies batteries have one internal temperature sensor
sensors placed between two prismatic cells for a total of 6 sensors in
each battery. Each sensor reports data to the battery’s BMS.
7.6 Gas detection Redundant to 6.1.3
7.7 Fixed Fire Suppression Angel Island Ferry will use a Kidde fire suppression that
System disperses CO2. See explanation below for more detail.
7.8 Fixed Fire and An A-60 rated fire damper is positioned in the ventilation
Ventilation Coordination ducting as it crosses the longitudinal bulkhead into the battery
compartment. Each A60 damper is controlled by an electrical
failsafe spring return actuator combined with a thermoelectric
tripping device (thermal fuse) and volt free contacts for remote
status indication.
7.9 Alternative Fire Angel Island Ferry is seeking alternative compliance for section
Protection 7.7 of ASTM F3353-19 through demonstrating an equivalent or
higher level of safety as outlined in the detailed description
related to standard 7.7 below.
8.1 Battery Management EPTechnologies builds the BMS and batteries at its facility as
System— one integrated unit comprising a module.
8.1.1 BMS Measurement EPTechnologies batteries installed by Angel Island Ferry meet
and Communication the requirements for state of health, time remaining and ability
to balance batteries. EPTechnologies batteries installed by
Angel Island Ferry exceed the requirements for calculating and
communicating state of charge. See explanation below
8.1.2 BMS Battery Isolation The EPTechnologies battery has a BMS system capable of
isolating batteries in case of damage or incorrect operation.
Isolation is accomplished using contactors, controls, interlocks,
etc.
8.1.3 BMS Override BMS safety function override will not be enabled on the Angel
Island Ferry
8.2 Battery Charger Battery charger is an integrated component of EPTechologies
system capable of receiving data from the BMS and being
controlled by the EPTechnologies Power Management System
(PMS). The PMS monitors and prevents C-rate and
recommended charge voltage from being exceeded. If battery
charger fails an auditory and visual alarm at the helm station
indicates a failure of the battery charger.
8.3 Emergency Disconnect An emergency disconnect of the batteries is outside each of the
two battery compartments.
9.1 Safety Assessment To be completed after installation and presented as part of
inspection for COI and will incorporate risk mitigation methods
including crew training, interlocks, cabinet, ventilation and
suppression systems, and other safety equipment. The safety
assessment will be kept onboard and reviewed on a periodic
basis.

Page | 493
 9.2 Qualitative Failure Angel Island Ferry completed a Failure Modes Effect Analysis
Analysis (QFA) (FMEA). See attached.
9.3 Design Verification Angel Island Ferry completed a Design Verification Test
Tests Procedure (DVTP). See attached.
9.4 Periodic Safety Test Angel Island Ferry completed a Periodic Safety Test
Procedures (PSTP) Procedures (PSTP). See attached.
9.5 Maintenance Procedures EPTechnologies and its authorized dealer, Green Yachts, shall
provide and train the crew of Angel Island Ferry on a
maintenance schedule, maintenance instructions, and any other
specific information necessary to ensure proper operation of
equipment and safety systems.

6.1.3 Ventilation System Requirements

Angel Island Ferry proposed to meet the safety requirements of ASTM F3353-91 outlined in
6.1.3 related to non-sparking fans through an equal or greater safety equivalent.
As background, AMCA (Air Movement and Control Association International) Standard 99-
0401 Classifications of Spark Resistant Construction, defines three levels for spark resistant
construction: Type A, B, and C. However, the ASTM F3353-19 guidelines do not define the
level of spark resistant construction. In such cases, any construction that meets type A, B or C is
generally considered to meet the classification. Type C offers a minimal level of spark resistance
and only requires that “possible contact between stationary and rotating components be
reduced.”
This is both ambiguous as to what is required and sets no definition of the benefits gained.
With input and suggestions from USCG Sector San Francisco, Angel Island Ferry examined
other standards to find standards that offer more exact specifications for preventing sparks and
benefit quantification gained by implementation of these specifications.
Subsequent to the release of ASTM F3353-19, the National Fire Protection Association (NFPA)
released an update of their standards for energy storage systems (ESS). NFPA 855, Section
A.4.12 states: During failure conditions such as thermal runaway, fire, and abnormal faults, some
ESS, in particular electrochemical batteries and capacitors, begin off-gassing flammable and
toxic gases, which can include mixtures of CO, H2, ethylene, methane, benzene, HF, HCl, and
HCN. Among other things, these gases present an explosion hazard that needs to be mitigated.”
NEP 855 refers to another standard, NFPA 69 on how to achieve this.
NFPA 69 applies to the design, installation, operation, maintenance, and testing of systems for
the prevention of explosions in enclosures that contain flammable concentrations of flammable
gases, vapors, mists, dusts, or hybrid mixtures by means of the following methods:

Page | 494
 (1) Control of oxidant concentration
(2) Control of combustible concentration
(3) Pre-deflagration detection and control of ignition sources
(4) Explosion suppression
(5) Active isolation
(6) Passive isolation
(7) Deflagration pressure containment
(8) Passive explosion suppression
Not all strategies outlined in NFPA 69 are germane to ESS safety strategies. For example,
deflagration or heating a substance until it burns away is not applicable. Of the 8 strategies listed
in NFPA 69, ASTM F3353-19 outlines 2 of the 8 methods: active isolation (at least 6 air changes
per hour and The BMS system should be capable of isolating batteries in case of damage or
incorrect operation and passive isolation (non-sparking fans). However, while specific in the
action prescribed, there is no measurable benefit to non-sparking fans, the passive isolation
strategy that means “possible contact between stationary and rotating components be reduced.”
Angel Island Ferry asks for special consideration from the USCG because it believes that the
safety standard in ASTM F3353-19 is met at an equal or higher level as it relates to non-sparking
fans through the following proposed alternative means.
Active isolation - Angel Island Ferry will employ an equal level of active isolation with six air
changes an hour and a BMS system capable of isolating batteries in case of damage or incorrect
operation, a control of oxidation through the fixed fire suppression system beyond the fire
suppression requirements of ASTM F3353-91
1. Control of oxidation – ASTM F3353-19 7.7 calls for a fixed fire suppression system that
prevents a lithium-ion battery from propagating to adjacent compartments. This guidance
is insufficient because a properly sized fixed fire system for the cubic footage as outlined
in CFR 46, Chapter 1, Subchapter K, Part 118 in Table 118.410(f)(4)(ii) fulfills the
requirements for the prevention of propagation to other compartments. However, it is not
sufficient to control for oxidation during a lithium-ion battery thermal escalation event.
Though not called for in ASTM F3353-19, Angel Island Ferry believes that in addition to
the required suppressant to satisfy CFR 46, Chapter 1, Subchapter K, Part 118 in Table
118.410(f)(4)(ii) should also control for oxidation as a key strategy in preventing excess
oxygen from building up in the compartment that could fuel further thermal escalation or
combustion. Neither a water misting nor a Novec 1230 fire suppression system prevent
oxygen build-up (water misting due to hydrolysis actually can contribute to oxygen build
up). As such, Angel Island Ferry, in partnership with Global Fire & Safety, Inc. the
California distributor of Kidde fire systems, is increasing the concentration of the fixed
fire suppression in the battery compartments from 34% to 75% as called for in the NFPA
(National Fire Protection Association) 12 in order to have CO2 suppression prevent
propagation of all gasses including hydrogen. This increased concentration also control
for oxidation produced by lithium-ion batteries that are beginning to escalate in
temperature and offgassing.

Page | 495
 2. Air changes – Angel Island Ferry is proposing to satisfy the ASTM F3353-19 guidelines
by having following the guidelines by having at least six air changes per hour in each
battery compartment and a BMS system that is capable of isolating batteries in case of
damage or incorrect operation. Angel Island Ferry will also exceed the ASTM F3353-19
guidelines in regards to active isolation. Specifically, though not listed as a safety
guideline in ASTM F3353-19 nor in the ABS Guide for use of Lithium Batteries in the
Marine and Offshore Industries, the EPTechnologies batteries have a temperature
activated fire suppression system inside of each battery module. This is in addition to the
compartment level fixed fire suppression system and actively isolates the battery module
in case of a thermal escalation event and reduces propagation from the affected battery
module to other battery modules in the compartment.

Passive isolation - Angel Island will employ a strategy with two components, including one
employed by other federal agencies with a measurable reduction in sparks by 90% unlike the
AMCA Standard 99-0401 for non-sparking fans.
1. Spark arrest– instead of a non-sparking fan, Angel Island Ferry is including in its design
specification two (2) spark arresters and IP 65 battery module casing. General Purpose
Spark Arresters are listed in the USDA Forest Service Standard 5100-ld and Society of
Automotive Engineers (SAE) Recommended Practice SAE J350. These documents
establish the minimum performance and maintenance requirements that a general-
purpose spark arrester has an opening of .023 inches or less for controlling sparks emitted
from combustion engines. According to US Forest Service Standard 5100-ld, when
exhaust is passed through one spark arrester, it results in an 80% reduction in sparks and
two spark arresters result in a 90% reduction in sparks. In contrast, there is no researched
level of spark reduction achieved by a Type C non-sparking fan. As can be seen in the
proposed ventilation diagram for the Angel Island Ferry, two 16 brass mesh wire screens
with openings of .018”, which is smaller than the .023 inch standard, will be placed
across the full passage of the welded ducting system between the ventilation fan and the
end of the ducting bringing ventilated air to the battery compartment. The spark arrestors
have no material impact on the airflow into the battery compartments making a spark
arrester a more effective strategy with specific spark reduction levels at a lower cost of
installation and most importantly, without the increased energy requirements of all non-
sparking fans available on the market. In addition to the spark arrester, all lithium
batteries included in the proposed installation are enclosed in an IP65 encasing, which
specifies that it is “dust tight and allows no ingress of dust”, the highest solid standard on
the rating. The ABS Guide for use of Lithium Batteries in the Marine and Offshore
Industries states in 1.3 ii) the battery module enclosures are to have a degree of
protection not lower than IP44. The EPTechnologies IP65 rating exceeds the ABS

Page | 496
 standard for both dust and water ingress. This is a further safety feature that prevents
contamination of the battery modules from interfering with or affecting battery operation.

In combination, the employment of control of oxidation concentration, active isolation and

multiple passive isolation achieves an equal or greater safety standard to that outlined in ASTM
F3353-19 6.1.3.
7.7 Fixed fire-fighting system – Despite their name, lithium-ion batteries used in consumer
products, electric vessels and marine electric propulsion systems do not contain any lithium
metal. Therefore, a Class D fire extinguishing system should not be used to fight a lithium-ion
battery fire. In fact, as documented in the Norwegian Maritime Authority (NMA) report of the
Ytterøyningen Ferry fire in 2019, water played an active role both in initiating the fire and in
escalating it. The cause of the initial fire was most likely a leak due to a “twisted gasket” from
the cooling water system of the battery pack. This led to an arc in the battery, followed by an
overheating and subsequent fire off the
Sydnes ferry dock in Kvinnherad. Then,
“activation of the saltwater sprinkler system
contributed to escalating the incident,”
which led to a powerful explosion in the
battery compartment, sending out shock
waves.
Lithium-ion batteries contain liquid
electrolytes that provide a conductive
pathway, resulting in lithium-ion batteries
receiving a Class B fire classification given
to flammable liquids. This means that a
standard ABC or dry chemical fire
extinguisher should be used.
Another reason that Angel Island Ferry actively seeks to avoid the use of water-based solutions
for lithium battery compartment fire suppression is that electrolysis, or the splitting of water into
hydrogen and oxygen occurs at sufficient levels at 2000°C, a temperature that can be reached
during lithium combustion events. This results in free hydrogen, which is explosive, potentially
being present in sufficient levels for an explosion to occur – as is what likely occurred on the
Ytterøyningen Ferry due to the presence of water in the battery compartment.
Angel Island Ferry views the introduction of water into the battery compartment, whether to cool
the batteries or as part of a “water-based” misting/fixed fire-fighting system, as the introduction
of danger and risk as water can escalate thermal events in a Class B lithium-ion battery thermal
event that has begun to occur, potentially causing a greater oxidation rate and thus instability of
the compartment to combustion.

Page | 497
As such, Angel Island Ferry is choosing to employ a CO2 fixed fire suppression system with
higher CO2 concentration beyond the standard CO2 concentration of 34% for the following two
reasons:
1. CO2 is a dry chemical that is effective at suppressing Class B fires
2. The increased concentration of CO2 not only deprives any thermal runaway event of the
oxygen required to become combustive, but it also neutralizes the oxygen created through
oxidation of the lithium-ion battery electrolyte substrate as well as is the required
concentration to prevent propagation and fire in the presence of hydrogen.
Angel Island Ferry appreciates that the ASTM F3353-19 allows for an “equivalent capacity.” It
is important that this equivalent capacity not be evaluated based on the ability to reduce heat as
stated in the ASTM F3353-19 guidelines in an equivalent capacity to be effective at neutralizing
a Class B fire. In choosing CO2 over a water-based solution, Angel Island Ferry appreciates the
added benefits of not having electrolysis potentially creating the explosive gas of hydrogen and
that CO2 in increased concentrations is effective in neutralizing the oxidation during a lithium
ion thermal runaway event. Preventing a combustive event due to the lack of oxygen is a
strongly preferred strategy to using water to lower the temperature of a lithium ion thermal run
away event once temperature has escalated enough to activate the temperature sensor and the fire
suppression system.
8.1.1 Battery Management System
The BMS should be capable of measuring and communicating battery voltage, battery current,
battery internal
temperatures, battery balance ground fault, and communications into or out of the batteries. The
BMS should be capable of calculating and communicating state of charge (SOC), state of health
(SOH), and time remaining. The BMS should be capable of balancing the batteries as necessary.

8.1.1 describes four battery characteristics that the BMS should measure and communicate
(amperage, voltage, temperature and ground fault), two calculations (SOC and SOH) that should
be performed and one task (battery balancing).
The current flow measured in amperage is reported from each battery module to the master
control unit and the state of charge (SOC) is calculated using coulomb counting following
common practices for SOC monitoring and calculation.
Internal temperature is measured by internal systems within each battery module and the BMS
will shut down a battery string from which it receives temperature data outside the specified
range or does not receive active temperature data and provide an auditory and visual alarm
A ground fault will cause an open contactor and the battery string will shut down that battery
string and provide an auditory and visual alarm.
Regarding voltage, EPTechnologies batteries employ a safety standard above and beyond the
common interpretation of ASTM F3353-19 guidelines of measuring voltage. Thus, it doesn’t
calculate SOH, it directly monitors SOH.

Page | 498
The need for highly sensitive voltage readings is less in lead-acid batteries as it is only used to
calculate SOC. This is because of the more linear relationship in lead-acid batteries between
voltage and SOC and the reduced risk posed by voltage imbalance across cells. This leads to the
development of a universal strategy by lead-acid battery manufacturers of using voltage data at
the module level to calculate the voltage for each individual cell as an effective strategy for
measuring voltage in lead acid batteries. Since lead-acid batteries are balance charged in a
process called equalization that allows lower charged cells to be charged from higher charged
cells, greater precision in voltage measurement was never necessary.
The strategy for measuring cell voltage in a lithium-ion battery BMS originated out of the legacy
design of a BMS for a lead-acid battery and most lithium-ion battery manufacturers utilize a
similar methodology of measuring battery voltage at the module level that replicates the lead-
acid battery BMS strategy. In lithium-ion batteries this module level voltage data is then used to
calculate voltage in each cell based on measuring voltage at the module level and applying an
algorithm for determining cell level voltage. In our opinion, this is not an adequate level of safety
for lithium-ion batteries and this inadequate process of calculating cell voltage based off of
voltage readings at the module level has in part led to thermal escalation events on vessel around
the world. This system works well when all cells function correctly. The challenge arises when
one or more cells cease functioning or worse experience reverse polarity and the voltage
calculations do not always represent the voltage of each cell accurately or immediately during
abnormal events.

EPTechnologies utilizes a more precise strategy of monitoring battery voltage because it does
not measure the voltage at the module level and calculate the voltage for each individual cell
within the module. Instead, if one were to open up an EPTechnologies battery, one would see
that each there is an individual voltage tap and shunt going to each individual cell within the
module. This enables the voltage of each individual cell to be directly monitored with a unique
voltage tap and shunt for that cell. This allows for more accurate information about the voltage
level of each cell, which thus ensures less error with the process of balancing voltage across
battery cells and more timely notification of unbalanced voltage levels across all cells in a
battery string. This greater accuracy helps prevent battery thermal runaway events from initiating
because the BMS is capable of balancing battery voltages with correct information reliably and
in the case of unbalanced batteries, notification is more timely allowing for the string of batteries
to be shut down/isolated more quickly.

As an example of how direct monitoring is safer than calculating, if three of the 12 cells in a
module stopped functioning, the other thirteen cells would escalate their output to compensate
for the lost contribution of the non-functioning cells. At the common bus bar of the module, the
voltage could remain consistent as it is a calculation vs predicted values and the calculated
values could fall within normal operating parameters as has happened during events at sea
particularly when water entered the battery compartment. The cells providing more output would
begin to escalate in temperature. Eventually, temperature sensors (required in section 7.5) would
detect this temperature escalation. However, due to the natural variation of battery operating

Page | 499
temperatures, the temperature sensor cannot immediately detect a temperature escalation without
having an unacceptable level of false positives.

At the point of temperature sensor detection, instability in the lithium chemistry may have
already occurred, which is why temperature sensors are best described as alerting the system to a
problem that is already beginning to occur.

Worse is if those three cells, instead of ceasing to function, were contaminated by water intrusion
and experienced reverse polarity. ASTMF3353-19 has no specification for protection against
water intrusion whereas DNV and ABS have a standard (IP 44) that only protects against
“splashes.” Water contamination can lead to reverse polarity where the positivity and negativity
reverse. In this case, the three cells don’t simply cease to function, they work against the other
cells. This causes the temperature escalation to occur more rapidly meaning the temperature
sensor alert simply alerts the BMS to a faster temperature escalation in process.

In contrast, the EPTechnologies BMS has a data line running from the BMS to each and every
individual cell within a battery module, allowing the BMS to directly monitor the voltage of each
cell at the cell level. This allows a BMS to receive voltage at the cell level for each and every
cell, which is accurate, real-time, and non-calculated data for each cell. If a cell ceases to
function or experiences reverse polarity, the BMS would immediately be informed by the direct
data lead to that cell and the battery string would be shut down before a temperature sensor
detects temperature escalation. This allows the BMS to react before any temperature escalation
begins to occur and before such an event has developed irreversible momentum.

Additional Standards and Safety Features

Water and dust penetration
ABS Standard 1.3 General ii) The battery module enclosures are to have a degree of protection
not lower than IP44
Though not listed as a safety guideline in ASTM F3353-19, EPTechnologies batteries are
enclosed in an IP65 casing meaning it is dust tight for 2-8 hours and protected against jets of
water. Both for solids and liquids, this exceeds the ABS standard for battery module enclosure.
This is a further safety feature that prevents contamination of the battery modules from
interfering with or affecting battery operation.

Page | 500
Temperature sensors
and module-level fire
suppression
In the ASTM F3353-19
guidelines and in other
systems, the temperature
sensors are used to
reactively deactivate
battery cells at risk of
thermal escalation and
reactively activate room-
level fire suppressant
disbursement.
As noted in the diagram below, the EPTechnologies system has an escalating level of
temperature activated responses starting with alarms at 35℃, shutting the batteries down at 54℃
and unlike in any other battery on the market, has an internal Novec 1230 fire suppressant that is
released at 68℃, which is lower than the temperature at which NMC battery off gassing occurs.
This has the effect of destroying the battery, but it prevents room level suppressant from
destroying all the batteries and it also reduces the likelihood of propagation from one module to
other battery modules that would require compartment level strategies to engage.

Page | 501
Periodic Safety Test Procedures

Vessel Name: Angel Island Ferry USCG O/N: 564370

Revision Date: 06/16/2022

Warning: All personnel from regulatory agencies, contractors and vessel crew and operators are
required to wear NFPA Category 2 Personal Protection Equipment (PPE) with a minimum arc rating of 8
cal/cm2 when entering any machinery space while high voltage batteries are connected (cables attached
to cathodes and anodes). For further information, refer to NFPA 70e, Standard for Electrical Safety in the
Workplace.

After completing a satisfactory review of the Periodic Safety Plan Procedures (PSTP) submittal, the
document is considered satisfactory for shipboard testing by the Officer in Charge, Marine
Inspection (OCMI) or designee.

Daily

1. Crew inspects the machinery room, electric motors, motor controllers, auxiliary generator,
Human Machine Interface (HMI), and fire suppression system to ensure that everything is in
proper working order.

2. Crew inspects mooring and day lines.

3. Crew notes any potential, non-operationally significant observation of the vessel so necessary
repairs, if any, can be assessed.

4. After every run the crew checks the vessel for suspicious packages. Throughout the day the crew
is trained to have heightened awareness for any suspicious activity.

Weekly

1. Crew inspects all life rafts and our Inflatable Buoyant Apparatus (IBA)

2. Cooling system will be checked for proper circulation of cooling fluid

3. Shaft seals will be checked for proper operation while shaft is rotated by the propulsion
equipment

4. Emergency fire pump should be started and run for reasonable period and pressure should be
checked and recorded every week

Page | 502
Monthly

1. Watertight door should be checked for operation by opening and closing it every month and
gaskets should be inspected for tears or cracking.

2. A60 doors to battery compartments should be checked for operation by opening and closing
them every month.

3. A60 dampers should be manually closed and open to be checked for smooth operation once a
month.

4. Lighting in all machinery spaces including battery spaces shall be checked monthly for proper
operation

5. All cabling connections between the batteries and the main DC distribution box shall be checked
monthly for a secure connection. A visible inspection of batteries and cable connections to the
batteries should be done monthly to check for any corrosion.

6. All cabling terminations between the electric motor and the motor controller and between the
motor controller and the main DC distribution box shall be checked monthly for a secure
connection and visible evidence of any corrosion.

7. All cabling between the charger/inverter and the main DC distribution box shall be checked
monthly for a secure connection and any visible evidence of corrosion

8. Emergency shut off circuits shall be operated and tested for complete elimination of electrical
conductivity from the batteries in the corresponding battery compartment.

9. Emergency/auxiliary generators should be started and run for 30 minutes every month. All
parameters such as fuel oil level, lube oil level, water level in radiator are to be noted and
recorded.

Quarterly

1. Conduct drills including Man Overboard Drills, Fire Drills, Abandon ship, Active Shooter,
Suspicious Package. Verify that the crew demonstrates responses appropriate to the situation
simulated in drill.

Page | 503
 SECTIONS 7 and 8
PAGE(S)
Failure Mode and Effects Analysis…………504-507
Bill of Materials…………………………508-509
Failure Mode and Effects Analysis – Notes
Process/ Func�on

• Iden�fy the func�ons of your scope. Ask, "What is the purpose of this system or func�on? What
do our vessel operators expect it to do?" Name it with a verb followed by a noun. Usually, one
will break the scope into separate subsystems, items, parts, assemblies, or process steps and
iden�fy the func�on of each.

Poten�al Failure Mode

• For each func�on, iden�fy all the ways failure could happen. These are poten�al failure modes.
If necessary, go back and rewrite the func�on with more detail to be sure the failure modes
show a loss of that func�on.

Poten�al Failure Effect

• For each failure mode, iden�fy all the consequences on the system, related systems, process,
related processes, product, service, customer, or regula�ons. These are poten�al effects of
failure. Ask, "What does the vessel operator experience because of this failure? What happens
when this failure occurs?"

Severity

• Determine how serious each effect is. This is the severity ra�ng, or S. Severity is usually rated on
a scale from 1 to 10, where 1 is insignificant and 10 is catastrophic. If a failure mode has more
than one effect, write on the FMEA table only the highest severity ra�ng for that failure mode.

Poten�al Causes/ Mechanisms of Failure

• For each failure mode, determine all the poten�al root causes. Determine factor that causes a
nonconformance. List all possible causes for each failure mode on the FMEA form.

Occurrence

• For each cause, determine the occurrence ra�ng, or O. This ra�ng es�mates the probability of
failure occurring for that reason during the life�me of your scope. Occurrence is usually rated on
a scale from 1 to 10, where 1 is extremely unlikely and 10 is inevitable. On the FMEA table, list
the occurrence ra�ng for each cause.

Current Process Controls

• For each cause, iden�fy tests, procedures, alerts, or mechanisms that are process controls.
These controls might prevent the cause from happening, reduce the likelihood that it will
happen or detect failure a�er the cause has already happened but before the customer is
affected.

Page | 504
Detec�on

• For each control, determine the detec�on ra�ng, or D. This ra�ng es�mates how well the
controls can detect either the cause or its failure mode a�er they have happened but before the
vessel opera�on is affected. Detec�on is usually rated on a scale from 1 to 10, where 1 means
the control is certain to detect problem and 10 means the control is certain not to detect the
problem (or no control exists). On the FMEA table, list the detec�on ra�ng for each cause.

Risk Priority Number

• Calculate the risk priority number, or RPN, which equals S × O × D. Also calculate Cri�cality by
mul�plying severity by occurrence, S × O. These numbers provide guidance for ranking poten�al
failures in the order they should be addressed.

Recommended Ac�ons

• Iden�fy recommended ac�ons. These ac�ons may be design or process changes to lower
severity or occurrence. They may be addi�onal controls to improve detec�on. and target
comple�on dates.

Responsible Person

• Note who is responsible for the ac�ons

Ac�on Results

• As ac�ons are completed, note results and the date on the FMEA form. Also, note new S, O, or D
ra�ngs and new RPNs.

Page | 505
Failure Mode Effects and Analysis
Vessel: Angel Island Ferry Prepared by:

System: FMEA Date (Orig.): (Rev.):

ASTM F3353-19 FMEA Single non-concurrent failures in control, alarm, or instrumentation systems will not prevent sustained or restored operation. The lowest level of component failure required to be included in the QFA is each easily replaceable component. The QFA typically includes the interconnections between propulsion control, power
Guidance management, and the BMS.

Potential Causes/ Mechanisms of

Severity (1-

RPN (3-30)
Occurrenc

Detection
e (1-10)
Process/ Function Potential Failure Mode Potential Failure Effect Failure Current Process Controls Recommended Actions Responsible Person

(1-10)
Action Results

10)
Purpose of system/ What prevents or detects
function Ways failure could happen What happens when failure occurs How does failure occur? failure? What lowers severity or occurrence? Who takes action? Sev Occ Det RPN
Failure is prevented by having
two active isoSPI
communication lines for each
battery string and two Occurrence is lowered by having two isoSPI
If voltage is not commuicated for more than 5 seconds or the independent power supplies. communication lines, using shielded data
temperature is not ommunicated for more than 10 seconds, an auditory Failure is also reduced by cabling and following vessel safety plan by
and visual alarm occurs at the helm station. If after an additional 8 using good cables and having checking the cabling and connections for the Failure is detected by the lack of active signal
The CMU (Cell Monitoring Unit), a subcontroller seconds, communication has not been reestablished, the MCU will open secure battery strings regularly. Severity is lowered communication. If anything stops signal
unit within the BMS (Battery Management the contactor, with the individual string of batteries with the BMS that connections/terminations. by having more than one battery string on a transmission, detection occurs. Any strategy
Single string BMS System) from an individual battery is not communicating and the string cannot provide power with an There are four ways that failure could Detection occurs when there vessel and a system design by to prevent failure could lower detection.
communicates voltage, cell/module/group does not communicate open contactor thus shutting down the affected string. If SOC (State of occur: 1. connection is broken on a is a lack of active signal EPTechnologies, unlike other battery With very low severity due to multiple
current, internal battery status information to the Master Charge) communication is lost, the battery string is put into safe mode string [Link]/BMS or MCU failure. 3. communication. If anything manufacturers, that will not disable other strings, prevention of failure is not an
temperature, balance and Control Unit (MCU) via either the primary or that will limit energy release to 80% of the maximum current output of EMI (Electromagnetic interference) 4. stops signal transmission, battery strings with a Canbus communication employed strategy as maximizing detection is
ground faults secondary isoSPI communciation lines. a battery string. 1 MCU/BMS/CMU power loss 3 detection occurs. 1 5 failure. desired. 1 3 1 5
Occurence can be reduced by shielding data
cables from EMI, checking connections
regularly according to vessel safety plan,
replacing MCU before the end of its
Secondary MCU prevents serviceable life, and running system
failure. Six indendent battery diagnostics regularly according to vessel If vessel cannot return to port, vessel
strings reduce failure. Testing safety plan. Severity of occurrence can be assistance provider alerted to aid in returning
There are two MCUs and six battery groups connections and running lowered if the ability for the generator to vessel to port. Once vessel is in port, service
(strings), each consisting of seven batteries. 1. Power supply on vessel is cut and 45 regular diagnostic on primary provide reserve power to the common bus provider and equipment manufacturer
Master Control Unit (MCU) Failure occurs when the primary MCU fails and minute emergency housebank supply and secondary MCU prevents bar is programmed by EPTechnologies so that identify cause of error, replace any faulty
receives communication also the secondary MCU fails or the primary is exhausted 2. Six cables/connections failure. Detection of failure is if failure occurs, the generator can provide equipment and identify changes to system
from all BMS/battery and secondary Canbus communication from all fail 3. the primary and secondary MCU by visual and auditory alarms enough power for vessel to return to its programming and/or hardware to prevent
strings six battery strings fail. If failure occurs, the boat is inoperable. 10 both fail in rapid succession. 1 at the helm station. 1 12 home terminal. future failure. 5 1 1 7

Coulomb counting is used to calculate SOC and BMS runs regular self-
measure amps entering/leaving batteries and If SOC fails to calculate, SOC and range data from that battery do not diagnostic and on batteries
from this range is calculated. State of health is contribute to the SOC/rage displayed at helm and notification sent but every 24 hours to verify
calculated from impedance using direct data alarm is not displayed. If communication of all data to BMS or BMS Current sensor stops reporting data to accurate current sensor Service Provider keeps all sensors of system
BMS calculates state of from voltage shunts to each individual cell itself fails and thus does not calculate SOC, SOH or range, it also will not BMS. Any other failure occurrence readings in data logs. Captain Severity cannot be lowered. Loss of a current in stock, if failure occurs, service provider
charge, state of health and within each battery module. Failure to calculate be communicating voltage, which causes MCU to open contactor to causes single string BMS failure (see checks SOC before departing sensor could be made to be an alarm, but it is goes to vessel, opens battery and replaces
range SOC occurs if current sensor in battery fails. BMS of respective string and shut down string (see above) 1 above) 5 dock for each ferry run. 3 9 not a critical vessel safety threat. current sensor. 1 4 3 8
BMS does not receive information from cells
about voltage levels, BMS does not send PCB that shunts the voltage within a Regular diagnostic are run
command correctly to cells to adjust voltage If the cells within a string become unbalanced, the battery string will battery fails, line between each cell 24/7 when system is powered
level. Failure happens when a voltage shut down by the MCU/BMS. If the MCU/BMS would measures wrong, within a battery and the BMS is on and analyzes voltage Keep battery compartment dry, clean and Service Provider remotely accesses vessel
BMS balances batteries differential of .3V or greater exists between the MCU/BMS would also shut down as it would with an actual voltage severered, sCAN and iCAN readings from each cell in ventilated for optimal operating conditions systems and runs diagnostic according to
when necessary cells within a string. reading that indicates cells are out of balance. 1 communication to battery fails 5 each battery continuously. 1 7 for all electronics including voltage shunt PCB vessel safety plan 1 5 1 7

Batteries are ALWAYS physically and electrically

isolated during normal operation and not just in
case of damage or temperature escalation.
Specifically, 3 battery strings are located in the
port battery compartment and 3 strings are in
starboard compartment. Within each
compartment, each string is on a separate shelf
physically isolating it from the other two
strings. Each string can be electrically isolated
by the MCU from the other battery strings and
each MCU/BMS of each string is not aware of Every possible measure to physically and
any status of any other string. Failure could eletrically isolate batteries is already
only occur is a penetration breached vessel hull employed as there are two separate battery
BMS isolates battery in from either side more than 50% of the distance compartments and each string within each If vessel experiences collision of this
case of damage, from exterior to vessel centerline and If the vessel is penetrated more than 50% from exterior to centerline, compartment is physically separated and all magnitude, vessel captain initiates
temperature escalation or destroyed shelving thereby pushing batteries the vessel will sink from collision before any battery related effect battery strings are already electrically emergency procedures to get crew and
incorrect operation into physical contact with each other. could occur. 1 Vessel collision 1 Safe operation of vessel 1 3 isolated.` passengers off the ship. 1 1 1 3

Page | 506
 Onboard PLC (Programmable logic computer)
regulates charge voltage and amperage. PLC
receives battery SOC and other data from MCU.
PLC won't initiate charge without this
information being actively communicated.
Charger/inverter won't operate without PLC
command. PLC also receives active data signal
from charger/inverter. Without this data signal,
PLC will not command charger/inverter to
operate. Beyond this, the charger/inverter is
hardcoded to reduce charge according to
voltage levels when resistance to charger
indicates batteries are at 90% SOC.
Charger/inverter is hardedcoded to provide
zero charge when resistance indicates batteries
are at 100% SOC. Primary failure is charger PLC
failing to regulate charger, secondary failure is
charger/inverter fuse blows rendering If PLC fails, vessel will not be able to be charged by shore power. If All fail states fail to open contactor making
charger/inverter inoperable until replaced. charger/inverter fails, hard coded voltage limits would trip fuse and Bad connection, power supply from Replacement of PLC and charging impossible. No action can reduce
Battery Charger regulates Third level is that the MCU and/or PCU cause it to fail open meaning battery strings would stop receiving or house bank battery and emergency charger/inverter before severity. Occurrence can be lessened by
charge voltage and (Programmable Control Unit) will also suppying electdricity and thus vessel will not be able to be charged by supply exhausted, PLC failure, blown 15,000 hours of use, their keeping charger/inverter dry and in good Vessel operator purchases new PLC and
amperage disconnect the batteries. shore power. 3 fuse within charger/inverter 1 servicable life duration. 1 5 working condition charger/inverter after 10,000 hours of use 1 3 1 5
Lack of power or obstacle to propeller triggers
stall protection when torque limit to propeller Emergency drills conducted for any vessel
RPM ratio exceeded and disengaging motor in operator in order to understand navigation
order to prevent motor damage from Obstruction such as a log blocks Vessel captain can avoid logs capacity of a single electric drive train if the
Electric motors turn attempting to turn shaft against fixed propeller, motor controller fails, and other obstructions that other is inoperable and to try to get free of
propeller shaft resistance. One drivetrain of two is inoperable 5 power not delivered to electric motor 2 could interfere with propeller 3 10 obstacle by reversing motor slowly. Vessel operator 4 2 3 9
Vessel returns to port and
Human Machine Interface Water reaches underside of HMI HMI is diagnosed by service
(HMI) displays battery and Vessel can be operated without system information such as range, SOC, (exterior and silicone installation provider rather than
propulsion system HMI doesn't display system information or does etc. Alarms and automatic shutdown/open contactor safety around exterior are waterproof), continuing to operate with HMI screen is replaced before the end of its
information not have power mechanisms still active. 2 power supply to HMI disrupted 2 nonfunctional HMI 1 5 serviceable life Vessel operator 2 2 1 5
Contaminants erode the metal plates
Ventilation Comressor in compressor and chunks break off
circulates cooling in Two pieces of metal in th compressor that slide Circuit breaker for ventilation system trips to off position and and seize the operation of metal Disassemblying condensor Running a closed-loop fluid rather than raw
condensor unit past each other seize up ventilation system is inoperable 4 plates 2 unit to inspect metal plates 7 13 water through system Vessel operator 1 2 7 10

Ventilation pump and Excess contaminants in circulated Blocks in strainer are

tubing provides raw water Water pump stops working or strainer becomes Temperature in condensor unit rises and a high temperature alarm is water system collect in strainer, pump prevented by cleaning the Running a closed-loop fluid rather than raw
cooling clogged with contaminants displyaed on the digital thermostat control display in helm station 4 at end of serviceable life and fails 7 strainer a 1 12 water through system Vessel operator 1 7 1 9

Page | 507
 BILL OF MATERIALS ELECTRIFICATION CONVERSION
7-Apr-23

Item Make Model Quantity

Electric Motor
Electric Motor Engiro 370W-29014-ABC 2
Motor Controller Aradex 268 HP 2
EMI Filter EPT 10629 4
Glycol pump EPTechnologies MSPC30-E 4
Pump control cable EPTechnologies MSPCPapst-992.0 4
Pump flow sensor BD DMK 457 2
Air/Water separator EPTechnologies 951-ST-Air 4
Expansion Tank EPTechnologies 620-EXPT1.5U 4
Encoder cable - 370er EPTechnologies 939-1615 2
Flexible motor feet EPTechnologies 370F 8
Motor Mounting Bracket EPTechnologies 370B 8
ST1 cable - 6M EPTechnologies 201001 2
Encoder connector ST2 EPTechnologies 943-VP-040015 2
Electric cables - orange with screen- 18M EPTechnologies 110-R1PAOC70 2
Motor junction box EPTechnologies EPT 10210 and 10220 2
Generator
M&H 116 kW variable DC geenset with 622 VDC 18W1020 M&H Engines 4045 1
EMI Filter EPTechnologies 1
Generator Controller Aradex HP 160 1
Air/Water separator EPTechnologies 951-ST-Air 1
Expansion Tank EPTechnologies 620-EXPT1.5U 1
Glycol pump Jabsco 911-59520-0000B 2
ST1 cable - 6M EPTechnologies 201001 1
Encoder cable Aradex VRM 073 1
Encoder connector ST2 EPTechnologies 943-VP-040015 1
Battery System
NMC Lithium-Ion Battery EPTechnologies HV High Energy Prismatic 42
Aluminum Cooling Plates EPTechnologies Custom 24
Electric cables - orange EPTechnologies 110-R1PAOC70 42
Electric cables - black EPTechnologies 110-R1PYBC70 42
Thermal camers FLIR AX8 4
Corded Charging System
Onboard Charger Stercom OBC_22kW-850-32 6
1/0 x 3 plus 6 AWG 25 foot line TBD Custom 2
480V/150a Charger Inlet Meltric 39-94247-K04 2 NOV
Relay Box EPTechnologies 10660 1
OBC Supply Cable EPTechnologies 11050A05 6
OBC Cable DC EPTechnologies 344-10660 6
OBC Cable AC EPTechnologies 344-10661 2
OBC Cable Control EPTechnologies 344-10662 2
OBC Coupling Cooling EPTechnologies 344-10663 2
Inductive Charging System
50 kW 600V 83A Pickup Plates IPTechnology 4150247 2
HV Litz Cable (orange) 70 mm2 IPTechnology 4140028-SxxxxMM 2
50 kW 600V 83 A Rectifier IPTechnology 4160110 2
Remote Battery Charging Unit IPTechnology 4160107 1
Radio Modem IPTechnology 3020180-DIGI2 1
Extension Cable between RBCI – Radio Modem IPTechnology 3021132 1
Coaxial cable for antenna
Ventilation System
6,500 Btu self-contained water cooled marine a/c Ocean Breeze OB6CH 2
A60 Rated Damper, 9.375in Square Delta-T Systems 700-A60SL-09 2
10 gauge 6" ducting 88
3"X150' 0808 MAR (16) FASSON FOIL TAPE Fasson TAFL30150FM 10
2"X24"X150' (25) UNIFRAX FYREWRAP MARINE 6# FOIL 8 Unifrax MAFWF20241256UF 150
Steering System
Twin Tiller Arm 7054-T Kobelt 7500-0048 2
7065 TIE BAR KIT (2 per kit) Kobelt 7065-1004 1
Rod End Assembly 7/8 UNFx 7/8 dia 7065-0004 2
7065 Tiller Bolt (5.25*)_ Washer & Nut 7065-0073 4
Steering Cylinder: 12* stroke 7065-B12 1
3/8* High Pressure 2 way ball Valve 3151-1500 4
18* Hose c/w fittings 7050-hose 4
HPU - 15-gallon reservoir fully split with inside glyptol coat and exterior epoxy coat HPU-POWERPACK 1
HPU - 1 HP hp Ieee45 TEFC electric motor class acceptable (vertically mounted) 2
HPU - Vickers (or equivalent) fixed displacement pump class acceptable 2
HPU - Hardware for pump motor assembly 2
HPU - Return line filter 2
HPU - Steel manifold with, lock valve, relief valve, pressure gauge with snubber, 2
Vickers (or Equivalent) soft shift valve, counter balance valve
HPU - sensors as required by class and Kobelt 65 2
HPU - Sight gauge, 2
HPU - All necessary piping and fittings As needed
RELIEF & BYPASS VALVE (8 GPM) STEEL 600-402 1
HEADER TANK; 1L; BRONZE 7002-A 1
Var. Del. H.P._ long shaft 7003-AL 1
CONTROL LEVER - FFU; 2X 1K Potentiometer 7171-PP 1
JOG LEVER DUAL SPEED 7196 1
Small Switch Panel - 4 Holes 6511-SP4 1
PUSH BUTTON ASSEMBLY; DPDT / MOMENTARY / GRN / 24VDC / 16MM 6511-SW2 4
Amp with Mtr Switch & Alarm 7173-KAS 2
TRANSFER BOX - 2 RELAY / 24VDC 7173-TX-02 2
7175 RUDDER ANGLE INDICATOR MASTER 7175-MZ 1
RUDDER FEEDBACK UNIT; 2X 1K POTS + 4 LIMIT SWITCHES 7174-BG 2
Link assembly complete (10* rod) 7174-0101 2
Fire Detection System
Agent Releasing Control Panel Ansul Autopulse IQ-318 1
Stand Alone Explosion Proof Transmitter RKI RKI01-65-26_ _RK - Hydrocarbons 2
CO Censor TrueAlarm 4098-9754 6
Fire Suppression System
CO2 Cylinder with valve, 75lb. Kidde 81-870287-000 2
Double Cylinder Straps, 75lb. Kidde WK-241254-000 2
Pneumatic Control Head, 6.5" Kidde 81-872365-000 1
Lever Operated Control Head Kidde WK-870652-000 1
3/16" x 12' Marine Copper Tubing Kidde WK-802486-000 1
Angle Iron 2" x 3', Cylinder Foundation Custom 1
Pressure Switch, 3 Pole, Double Throw Kidde 81-486536-000 1
Siren Alarm Kidde 81-981574-000 1
Multijet, Type S, 1/2-inch NPT, #10 Kidde 803380 2
Yacht Pull Station Kidde 81-840098-000 1
Dirt Leg Pipe (Pipe Tee/2" Nipple/Cap) Custom 2
Siren Warning Sign (Next to Siren) Kidde 06-231866-851 1
Heat Actuatied Device (H.A.D.) Kidde WK-841241-000 1
Access Door Warning Sign Kidde 06-231866-853 1
Cable Corner pulley Kidde 81-803808-000 As needed
Operations Sign Kidde 81-800125-000 1
Safety Outlet Kidde 81-803242-000 1
Actuation Warning Sign Kidde 06-231866-856 1
Lockout Valve Sign Kidde 06-231867-379 1

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 Flexible Hose, 3/4-inch Outlet Kidde WK-251821-000 2
CO2 Discharge Delay, 30 Second Kidde 81-871071-000 1
Discharge Indicator, 3/4-inch NPT (Brass) Kidde 81-967082-000 1
SS Lock-Out Valve, 3/4" Kidde 10611101 1
Odorizer Assembly Kidde 81-897600-000 1
Power Management System
DC junction box EPTechnologies EPT10614 2
Master Pack Controller EPTechnologies EPT10640 2
Slave Pack Controller EPTechnologies EPT10642 2
High Voltage String Controller EPTechnologies EPT10641 6
DC/DC Converter HV to 12V 1kw EPTechnologies 2
Grid sensor controller ST4 EPTechnologies 943-VP-040040 1
110V Inverter EPTechnologies HP 130 1
DC/DC Converter HV to 12V 1kw EPTechnologies EPT 10412 and 10421 2
PLC for main drives and generator EPTechnologies EPT 10412, 10422 and 10432 2
Structural
30"X54" CO A-60 INTERIOR DOOR Staco MADOORA603054 3
42"X54" CO QUICK ACTING WATER TIGHT DOOR E.S. Tech Marine MADOORWTQA4254 1
3" Schedule 80 Piping 6
6" Schedule 10 Piping 8
72" x 48" steel shelves Custom Custom 6
Helm Station
Electric Propulsion System Dual Throttle Lilaas L01PD-IB-006 1
10" HMI Display EPTechnologies 903-ex715 2
Emergency Stop - Electric Motors EPTechnologies 110300017-NCNC 2
Emergency Stop - Generator EPTechnologies 110300017-NCNC 1
Emergency Stop - Battery Strings EPTechnologies 110300017-NCNC 6
Emergency Stop - Master and Slave Pack Controllers EPTechnologies 110300017-NCNC 2
Electric Motor Key Switch EPTechnologies 923-609-6079 2
Ventilation Digital Thermostat Control Ocean Breeze QU311 2
Engineered Surface for Helm Station Wilson Art Carbon EV 4820 2
DC Panel Blue Sea DC 13 Position 8403 1
LCD Fire Annunciator Ansul FDU-80G 1
Battery Compartments
3"X24"X48" NEPTUNE ® MIN WOOL SL620 W/FOIL Neptune MAMWF30246F 992
1-1/2"X24"X48" NEPTUNE ® MIN WOOL SL620 W/FOIL Neptune MAMWF15246F 384
3-1/2" 10 GA MS WELD PIN Midwest Fasteners PIMWD3510 1
K150 10 GA MS WASHER ROUND Midwest Fasteners WAMK1510R 2
Anti-corrosive Coating (gallons) International Intershield 300V 7
Protective Coating (gallons) International Interhane 990HS 7
Propeller and Shaft
2.5" shaft 2
Custom Taroidal Propeller Right-handed Sharrow Marine 1
Custom Taroidal Propeller Left-handed Sharrow Marine 1
Gen 2 Shaft Seals LasDrop G-212 2

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