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Solar-electric Boat Team

Boat #13

Technical Report 7 May 2018

Team Members: Mara Kramer, Kim Glore, Omar Jebari, Tim Knowles, Manan Hamed, Danny Cheung, Ken Hagimoto, Prerak Chapagain, Alberto Linares, Brad Odums, David Wiggins, Duncan Belew, Huy Pham, Morgan Hack, Parker Chavis, Steven Spires, Alan Smith, Peter Heausler, Kylee Freiermuth

Advisor: Ryan Thiel

Additional Consultants:

Nikolas Xiros, Kim Jovanovich, Lothar Birk, Brandon Taravella, George Morrissey

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EXECUTIVE SUMMARY

The original objective of the 2018 team was to design, build and race a brand new vessel for the competition. UNO team members spent a large portion of time designing a double-sided catamaran to make the most of the new rules. One side of the catamaran will be long and slender, optimized for the endurance competition. The other side of the vessel is designed for planing in the sprint configuration. The purpose of this setup is to harness the benefits of singular optimization rather than the previous strategy of careful compromise. Unfortunately, building a new vessel and restarting the team was too monumental a task. The catamaran design was finished, but too little time remained to manufacture and outfit the boat, so the previous entry, the Milneburg Joy, was entered again this year. The Milneburg Joy is a historically successful boat, however rule changes have made the vessel’s setup and configuration sub-par for the Solar Splash competition. The objective of the 2018 team is to update the previous world-champion Milneburg Joy up to current competition standards and to gather data from its performance to finalize the design of the University's future vessel entry. The 2011 team successfully improved upon the previous team's legacy and significantly reduced slalom times, while maintaining UNO's dominance in the endurance and sprint competitions. However, due to lack of preparation, the team’s qualifying results worsened. The 70 m sprint time increased by 2.35 seconds in 2011 and the maneuverability qualifier time increased by 5.61 seconds from the previous year. The decreased performance in the qualifying competition proved enough to lose first place in the competition. The recurring champion, Cedarville University, has adopted the same hull design approach. Becoming a competitive team again calls for a new design. For lack of an official name, the new vessel will be referred to as “Flip-Cat” for the duration of this report. The ambitious multi-hull vessel manufacturing was postponed in the hopes that more funding will become available and that the competition’s data will aid in the team’s design finalization.

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Table of Contents

I. Overall Project Objectives 4 II. Solar System 5

A. Current Design 5

B. Analysis of Design Concepts 5

C. Design Testing and Evaluation 5

III. Electrical System 5 A. Current Design 5



IV. Hull Design 6 A. Current Design 6



I) Investigation Into Hydrodynamics of a Hydrofoil System 7 II) Investigation of Optimized Catamaran Displacement Hulls 10 III) Investigation Into Optimized Planing Catamaran Hulls 11

V. Drive Train and Steering 12 VI. Data Acquisition and Communications 13

A. Current Design 13



VII. Project Management 15 A. Team Members and Leadership Roles 15

B. Project Planning and Schedule 16

C. Financial and Fund-raising 16

D. Team Continuity and Sustainability 17

E. Discussion and Self-evaluation 17

VII. Conclusions and Recommendations 18 IX. References 18 X. Appendices

Appendix A: Battery Documentation Appendix B: Flotation Calculations Appendix C: Proof of Insurance Appendix D: Team Roster

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I. Overall Project Objectives

The primary goal of this year’s solar splash team was to enter a boat in the competition and restart the project team after a seven-year hiatus. UNO has a good record of innovation and even won the competition in 2010. However, after a crash across the finish line of the sprint finals in 2011, the Milneburg Joy was retired. Also, several key members graduated, and the team entered a long dormancy. But UNO needs a Solar Splash team. The University of New Orleans is the only school with a Naval Architecture and Marine Engineering program in the Gulf South. To receive the best educational experience, NAME students should have an opportunity to participate in an engineering competition specifically for them. This is why our main objective was to enter into the solar splash competition and build a foundation for the team for years to come. A secondary objective was to design a new hull that would excel under the new rule changes. Early in the year, it was believed that there was a competitive opportunity in both the sprint and endurance events. Whereas the prevailing hull design relied on a compromise between a slender endurance hull and a flat planing hull, it was conceivable that the compromise was unnecessary. The idea of a double-sided flippable catamaran was not new, but it had not been attempted by a program with naval architecture students. This, and the fact that the Milneburg Joy was no longer an innovative hull design spurred the team to design a new hull for the 2018 competition. To optimize the Milneburg Joy for one final race, another opportunity was identified in the design of the solar power plant. Solar panel power-to-weight ratios have increased substantially since the last time UNO competed. A new set of lightweight, flexible solar panels would be critical to reducing overall craft weight. To enter the Milneburg Joy into the competition again, several modifications were required to comply with recent rule changes. The objective of the team for this year’s competition was to make these modifications and learn from the competition experience to better prepare for the 2019 competition. UNO’s competitive edge has always been in the innovative combination hull design, the modified series-wound brushed DC electric motor for the sprint event, and the systematic execution of the previous design. The UNO solar-electric boat team aims to learn from its long legacy and begin a new chapter in the team’s history.

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II. Solar System

A. Current Design

The previous solar system consisted of two 240W rigid panels in series that weighed a total of 96 pounds. An Outback MX60 charge controller tracked the maximum power transfer amperage and voltage and transformed the voltage over the batteries to maximize power transmission. Panels were bolted to the gunnels of the bow of the Milneburg Joy, and wires routed to the charge controller, dash electronics and batteries near the cockpit at the rear. B. Analysis of Design Concepts

Large advances have been made in lightweight solar panel technology since 2011 when the last set was purchased. Power-to-weight ratios have increased, and the advent of flexible solar cells eliminates the need for stiff support structures, which reduces the weight of panels. Large weight reductions were possible by upgrading the solar panels to flexible lightweight models that require less rigid support structures.

C. Design Testing and Evaluation

Three Renogy 160W, 12V nominal lightweight flexible solar panels were acquired for this years competition. Large open-circuit voltages from the panels necessitate connecting two in parallel to conform to rule (7.4.5).

III. Electrical System

A. Current design (previous years)

Changes in Solar Splash competition rules since UNO last competed with the Milneburg Joy required that all propulsion systems remain aboard the boat during all events. This posed a significant departure from the optimal design point of the vessel. The heavy sprint motor must now stay onboard during the endurance race, and the endurance propulsion unit must remain aboard during the sprint event. In addition to these static and hydrodynamic changes, the two controls dashboards must be combined into one. In addition, the previous motor controller for the endurance event was damaged in the 2011 crash. The team researched an appropriate replacement and re-wired the controls dashboard to fit it.

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B. Analysis of Design Concepts

All electrical and power systems are routed to the dash. For the endurance set up, solar panels are separated by a switch from the power tracker, batteries are separated from the motor controller by a switch, the motor controller is turned on with a switch and voltage and current meters are controlled with a switch. For the sprint setup, two 24V relay switches are used in series to control power to the sprint motor and one switch controls power from the batteries to the voltage regulators. C. Design Testing and Evaluation

The sprint switching circuit was transplanted onto the endurance dashboard. Due to this configuration change, a storage space for the sprint umbilical cord was made.

IV. Hull Design

A. Current Design

The previous vessel, the Milneburg Joy, was designed as a compromise between the different design needs of the sprint and endurance events, since the hydrodynamics of high-speed and low-speed watercraft are fundamentally different. Total resistance is dominated by wave-making resistance at typical competition speeds (3.16 m/s) The height and wavelength of induced waves are a function of the length and speed of the craft. Thus, a longer craft creates less drag at constant speeds, enabling it to travel at higher speeds for the same propulsion power. In the case of high-speed craft, there is enough propulsive power to lift a majority of the hull out of the water in a phenomenon called planing. Planing craft have entirely different hull geometry than craft that are efficient at low speeds. The Milneburg Joy is a combination of two hull geometries, and it achieves two different water lines by changing the thrust vector, the weight distribution, aft hydrofoil lift and by adding skid appendages. Total resistance at a design speed of 3.16 m/s was measured to be 39 lbf. However, the combination of waterlines represents a compromise. Performance both at low speeds and high speeds can be optimized if two different hull shapes can somehow be combined into a single vessel. The UNO team aims to capitalize on this with the new Flip-Cat design.


We started with a catamaran design because they have lower wave-making resistance for the same vessel length and displacement. Typically, multihulls are superior to monohulls from a wave resistance reduction standpoint. Since wave resistance has a square relationship to beam, the total wave resistance of two separate half-beam hulls is half of that of one full-beam hull. Optimum hull spacings are not always achievable due to the optimal hull spacing sometimes being infinite; however in this case the actual spacing between hulls is physically restricted by

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competition design constraints, and therefore the hulls can only be separated a finite amount (2.4m) in order to achieve sufficient reduction of overall wave making.

Another method of reducing total resistance is to lift the hull out of the water using hydrofoils, supplanting the resistance of the displacement hull with the resistance of the hydrofoil system. For the foils to be an improvement, the total drag of the foilborne vessel must not exceed the total drag of the vessel alone.


1) Investigation Into Hydrodynamics of a Hydrofoil System:

To improve results with a new hull design, total resistance at the design speed must be lower than 39 lbf (the total resistance of the Milneburg Joy at design speed). Analysis of a hydrofoil system was performed to determine if this concept is competitive with the current design. Hydrofoil configuration, span, chord length, angle of attack, foil cross-section, and strut geometry were all optimized through iteration for least total resistance at the design speed. The specifications of the optimal foil design are listed in Table 1, and the results of this study are presented in Table 2:

Table 1 - Hydrofoil Parameters

Parameter Forward Foil Aft Foil

Load Carried [N] 667.7 1556.8

Foil Cross-section NACA 0012 H105

Camber Ratio (%) 0 1.69

Thickness Ratio (%) 12 12.55

Span (m) 1.8 2.4

Chord Length 0.265 0.410

Aspect Ratio 9.67 8.30

Lift/Drag 18.703 19.47

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To assess whether the above design can be manufactured, structural analyses were performed, and a construction method defined. Cored fiberglass composite construction is a common construction method for foils in this size range. A core material of structural foam is surrounded by a thin composite skin. A skin thickness of 4 mm was assumed. This represents a typical skin thickness for this type of application in the marine industry. This thickness would easily be achieved with even a relatively light 0.75 ounce fabric. 0-90 fiberglass was chosen as a skin material. It was desired to maintain a factor of safety of 2.5 above the static loading for both the forward and aft foils. Additionally, the induced drag generated by the foil increased for each degree of deflection. For this reason, it is critical to keep the wing deflection ratio less than 0.1. The strut chord length was assumed to be the same length as the foil, and the strut length was sized such that the foil would be located approximately 3 chord lengths below the water surface. At this depth, surface effects are not a significant factor, but the moment and strut drag are not unnecessarily high. Spanwise values of stress were calculated for both the forward and aft foils as shown in Fig. 1 and 2.

Fig. 1 - Spanwise distribution of bending stress of the forward foil with span of 1.8 m and chord

length of 0.266 m. Plotted relative to the ultimate strength of fiberglass

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Fig. 2 - Spanwise distribution of bending stress of the aft foil with span of 2.4 m and chord

length of 0.41 m. Plotted relative to the ultimate strength of fiberglass The construction of this hydrofoil system is feasible and structurally sound, and so the solution represents the optimal possible hydrofoil configuration at design speed. But is it an improvement over the Milneburg Joy in terms of total resistance? A breakdown of individual drag components for both the forward and aft foils is presented in Table 3.

Table 2 - Drag Components of the Hydrofoil System

Drag Component [N] Forward Foil Aft Foil

Induced 8.9954 27.5485

Foil Viscous 13.1513 23.1897

Strut Viscous 5.8025 14.0406

Interference 0.9865 2.3870

Spray 1.6711 4.0437

Wave 5.0926 8.7127

Total Drag 35.6995 79.9222

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The total resistance of the hydrofoil system was 26 lbf, a 33% improvement over the Milneburg Joy at the design speed. However, this improvement does not come without major concerns about the stability and maneuverability of the craft.

2) Investigation of optimized catamaran displacement hulls:

The displacement hull catamaran was investigated as an alternate design to the Milneburg Joy. To calculate wave resistance for a monohull and check against the hull optimization programs, “Michlet” and “Godzilla”, a Fortran code provided by Dr. Brandon Taravella, were implemented to determine wave resistance. The Fortran code takes Michell’s integral and improves upon it by implementing work from T. Francs Ogilvie (1972). The Michlet and Godzilla codes only provide resistance values for monohulls; therefore, wave resistance values were calculated for the Wigley-type monohull and compared against Michlet results. After checking wave-making resistance values against Michlet, it is clear that accurate results for 𝑅𝑅 were obtained due to the minimal deviation between values (percent deviation remained below 1%). After comparing wave resistance values for the monohull from Dr. Taravella’s work and Michlet, we were confident that Michlet and Godzilla would provide fairly accurate wave resistance results for a catamaran configuration.

Below are the results yielded from both Michlet and Godzilla for optimal hull distance, frictional resistance, wave making resistance and total resistance:

Table 3 - Michlet Results (Catamaran) [Wigley Hull-Max Beam Distance]

Speed (m/s)

Displacement (𝑅3)

L (m)

B (m)

Dist. Between Hulls

Draft (m) Rf (lbf) Rw (lbf) Total Resistance

3 0.140841 6 .37 1.66 0.142744 13.6692 3.2107 16.8799

3.5 0.140841 6 .37 1.66 0.142744 18.1333 6.2060 24.3393

4.0 0.140841 6 .37 1.66 0.142744 23.1690 7.3075 30.4766

4.5 0.140841 6 .37 1.66 0.142744 28.7654 7.807 36.5728

5.0 0.140841 6 .37 1.66 0.142744 34.9135 8.208 43.1221

5.5 0.140841 6 .37 1.66 0.142744 41.6047 8.9056 50.4869

6.0 0.140841 6 .37 1.66 0.142744 48.8323 9.5441 58.3765

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Table 4 - Godzilla Results (Catamaran) [Hull Shape & Hull Spacing Optimized]

Speed (m/s)

Displacement (𝑅3)

L (m)

B (m) Dist. Between

Hulls

Draft (m) Rf (lbf) Rw (lbf) Total Resistance

3 0.140841 6 .290463 1.82 0.141224 12.9208 3.3149 16.2357

3.5 0.140841 6 .290463 1.82 0.141224 17.1404 6.1896 23.3300

4.0 0.140841 6 .290463 1.82 0.141224 21.9003 7.2979 29.1982

4.5 0.140841 6 .290463 1.82 0.141224 27.1904 7.7406 34.9310

5.0 0.140841 6 .290463 1.82 0.141224 33.0017 7.8914 40.8931

5.5 0.140841 6 .290463 1.82 0.141224 39.3265 8.2567 47.5832

6.0 0.140841 6 .290463 1.82 0.141224 46.1585 8.6073 54.7657

As indicated, optimizing both the hull shape and the lateral separation distance successfully reduced the total resistance of the vessel. As seen in Fig. 20, Godzilla yielded a more elliptical shape instead of the original parabolic Wigley Hull provided by Michlet, which assisted in minimizing the total resistance value. Furthermore, utilizing the full beam (2.4 meters) yielded the best configuration for reducing the effects of hull/wave interactions.

The optimized hull design for a catamaran yielded a total resistance of 19.25 lbf at the design speed of 3.1 m/s, a 50.6% improvement over the Milneburg Joy and a 23% improvement over the optimized hydrofoil configuration. In addition to a substantial improvement in total resistance over the other two design options, the catamaran is more stable than both alternatives, due to its maximized beam, enclosed hulls and small draft. Concerns of poor maneuverability in turns are outweighed by the gains in efficiency in straight-aways, because straight sections are the majority of the endurance course.

3) Investigation Into Optimized Planing Catamaran Hulls

Extensive research was conducted into planing catamaran craft. Design methods compiled by Dingo Tweedie based on Savitsky (1964) were used to design a companion set of planing catamaran hulls. The final design for the double-sided catamaran hulls is depicted in Fig. 3.

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Fig. 3 - Four views of the Flip-Cat double-sided catamaran hull design, with platform.

To transition between the main sprint and endurance modes of the Flip-Cat, the hulls are removed from transverse spars that extend from the central platform. The hulls are rotated so that the appropriate hull is face-down, and re-attached to the platform spars.

V. Drivetrain and Steering

After the 2011 crash and submersion of the entire hull of the Milneburg Joy, and subsequent years in storage, the transom sealing boot was dry-rotted and cracked. A new C.V. boot and a new mounting plate were acquired and fit to the transom port. Figure 4 depicts the boot sealing the endurance steering arm and the sprint drive shaft.

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Fig. 4 - Left: Endurance propulsion unit steering column sealed on new mounting bracket. Right: Sprint drive shaft clearance in transom port.

The new mounting bracket was designed to not impede the maximum steering angle of either the steering column or the sprint drive shaft.

VI. Data Acquisition and Communications

A. Overview of Current Design The current data acquisition system consists of a dashboard in front of the driver with two digital gauge displays. The first displays system voltage, and the second displays current to the motor (no data is recorded). The power law (𝑅 = 𝑅𝑅) says that power and voltage multiplied equal the power consumption of the motor. Our objective was to drain the batteries to their lowest voltage right as the two hour endurance race ends. At every battery voltage, we calculated the power at which to run the motor to achieve this goal, and calculated the target motor current to achieve this power. A table of these voltages and currents was printed on the endurance dashboard for the driver to adjust motor current draw so that he runs the motor at the optimal power.

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This method of motor performance optimization depends on data from testing and approximate battery energy levels. Real-time data about energy remaining in the batteries is not available, and thus voltages are only a substitute for knowing how much energy remains in the batteries. A continuous integral of energy used subtracted from the known maximum energy would give a more accurate account of energy left in the batteries. This is the focus of the new DAQ system.


Fig. 5 - Input/Output flow diagram of the DAQ

Voltage sensors are connected over the system voltage, and current sensors measure the current from the solar array and the batteries (the motor current is the sum of the array and battery current) (see Fig. 5). The total energy of the battery bank is calculated from its Amp-hour rating. During the race, battery power is calculated from the system voltage and battery amperage draw. Power is integrated over small time steps to derive the energy loss from the batteries. This energy loss is totaled and subtracted from the total energy the batteries started with to get the remaining energy content of the batteries. Remaining energy is divided by the time left in the race and displayed as the target power for the driver to run the motor. Target power and actual power are displayed on the OLED screens of the DAQ system. Time-stamped data are also stored on a memory card for later analysis.

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Figure 6 - Final DAQ system with displays (from left to right): Maximum battery energy,

optimal target power, actual power draw, DAQ system status.

The new DAQ system is controlled by four display change buttons and a selector button (Fig. 6). The module is mounted above the dashboard and in front of the driver’s line of sight. Percent error analysis of the DAQ will be performed after this report is submitted.

VII. Project Management

A. Team Members and Leadership Roles Initial interest in the project was high, with over fifty people attending the first meetings. All of the engineering disciplines were represented, and a few students were non-engineering majors. Weekly meetings were held, both for project teams and the whole team. Three team leads were assigned to the three major disciplines (electrical, mechanical and marine engineering). The team leader was Alberto Linares, and the team faculty advisor was Ryan Thiel. The project was divided into project teams related to different boat systems or engineering disciplines: Hull design, propulsion, transmission, motor selection, steering, power management, DAQ, motor control, finances and communications.

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B. Project Planning and Schedule The team used a Gantt chart to organize tasks by dependence and priority and keep track of who was responsible for each task (Fig. 7). The year was broken up into three smaller periods, punctuated by three milestones. Milestone 1 was to have completed a hull design by November 1st. Milestone 2 was to have the new hull fabricated by March 1st. Milestone 3 was to have the boat assembled and have performed in-water tests by June 1st. General meetings were convened weekly, and separate project teams met weekly as well. Communications were facilitated through a variety of platforms, before the team finally settled on the Slack platform. A workshop space was acquired only after the fall semester had ended, and was sparsely equipped until late in the spring semester.

Fig. 7 - Gantt Chart for Project Planning

C. Financial and Fund-raising The solar-electric boat team solicited funds from both the UNO College of Engineering and from private sponsors. Private sponsors that donated are Fluor Federal Petroleum Operations, Austral USA and Deborah D. Keller and Partners, and a tiered incentive system was devised for private

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sponsors, offering logo space on the craft itself, as well as branding on team t-shirts. Logo space was divided into four tiers, and t-shirt space was divided into two tiers. Sponsorship tiers ranged from $50 to $10,000 for the most generous sponsors. In retrospect, we realize our sponsorship tiers were too ambitious for most prospective sponsors, though Fluor FPO generously sponsored us at the $5,000 level, which enabled the team to compete this year and gather valuable experience. The UNO College of Engineering proved the largest source of funding, enabling this year’s team and the next to purchase the materials and tools needed to build and outfit a new vessel. When future teams fundraise, they should dedicate at least four weeks’ time to contacting as many potential sponsors as possible, and make asks at levels that are carefully researched to fit each company.

D. Strategy for Team Continuity and Sustainability The recruitment phase was ongoing throughout the project. Leadership attempted to stimulate interest in every engineering degree program, even some non-engineering majors. Though the team is composed of 50% seniors and 25% graduate students, the other 25% of underclassmen were closely involved in the project. They acquired valuable hands-on experience and learned from the team’s successes and failures. Junior Ken Hagimoto and freshman Mara Kramer will go to the competition in June and incorporate what they learn there into the 2019 UNO team. Ken will lead the team next year, and will have more experience than any of us started with this year.

E. Discussion and Self-evaluation The most valuable lessons learned this year are the soft skills necessary to gather a dedicated team, organize members, coordinate efforts and solicit and compile resources. This team excelled in concept generation, evaluation and design optimization, but when it came to building the proposed designs, the lack of skills and experience were an obstacle. We recommend to the next team not to be discouraged by lack of experience, but to tackle new challenges head on. Effective strategies to gather and organize a dedicated team were identified. We would recommend setting hard deadlines for each task, both at the team level and the individual, to increase accountability and reduce wait time for other tasks. We also recommend assigning tasks to pairs of individuals, or incorporating redundancy into task assignments, to better share experience, boost camaraderie and increase the chances of success.

VIII. Conclusions and Recommendations

Despite the dedication of the team early in the year, both designing a new hull and manufacturing and outfitting the new boat proved too much for the team to handle in one year. Although the Milneburg Joy will be entered into the 2018 competition for one last run, the

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organizational structure of the UNO Solar-electric Boat Team has been optimized and dedicated members have acquired much needed skills and experience. The 2019 team has been given an optimized and creative new solution to the Solar Splash design problem, as well as many resources to complete the project. We are excited to compete in the 2018 Solar Splash competition with an eye on the next design and the work ahead of us in the coming year. We are optimistic that, despite rule changes that affected the design point of the Milneburg Joy, we will be competitive nonetheless in this year’s competition. We recommend to the next iteration of the UNO Solar-electric Boat Team to begin manufacturing as soon as possible on the Flip-Cat hulls, while working in parallel on the problem of joining them and outfitting them for competition.

IX. References

Daniel Savitsky, "Hydrodynamic Design of Planing Hulls," Marine Technology, October 1964 Issue, SNAME, Paramus, NJ. Richard A. Royce, "A Rational Prismatic Hull Approach for Planing Boat Analysis", Jan 1994, SNAME local section paper of the Great Lakes.

Appendix A: Battery Documentation

Form #: 853027 Revised: AA (06-16-16)

SAFETY DATA SHEET Supersedes: 02/19/2016 ECO #: 1001735

I. PRODUCT IDENTIFICATION

Chemical Trade Name (as used on label): Chemical Family/Classification:

Cyclon®, Genesis®, SBS, XE®, Armsafe Plus®, MILPC, or Large TPPL. Sealed Lead Battery Synonyms:

Sealed Lead Acid Battery, VRLA Battery Telephone:

For information and emergencies, contact EnerSys Energy Products Manufacturer's Name/Address: Environmental, Health & Safety Dept. at 660-429-2165 EnerSys Energy Products Inc. 617 N. Ridgeview Drive 24-Hour Emergency Response Contact:

Warrensburg, MO 64093-9301 CHEMTREC DOMESTIC: 800-424-9300 CHEMTREC INT'L: 703-527-3877

II GHS HAZARDS IDENTFICATION

HEALTH ENVIRONMENTAL PHYSICAL Acute Toxicity (Oral/Dermal/Inhalation) Category 4 Skin Corrosion/Irritation Category 1A Eye Damage Category 1 Reproductive Category 1A Carcinogenicity (lead compounds) Category 1B Carcinogenicity (acid mist) Category 1A Specific Target Organ Toxicity (repeated exposure) Category 2

Aquatic Chronic 1 Aquatic Acute 1

Explosive Chemical, Division 1.3

GHS LABEL:

HEALTH ENVIRONMENTAL PHYSICAL

Hazard Statements

DANGER!

Causes severe skin burns and serious eye damage. May damage fertility or the unborn child if ingested or inhaled. May cause cancer if ingested or inhaled. Causes damage to central nervous system, blood and kidneys through prolonged or repeated exposure. May form explosive air/gas mixture during charging. Extremely flammable gas (hydrogen). Explosive, fire, blast, or projection hazard. May cause harm to breast-fed children Harmful if swallowed, inhaled, or contact with skin Causes skin irritation, serious eye damage.

Precautionary Statements

Wash thoroughly after handling. Do not eat, drink or smoke when using this product. Wear protective gloves/protective clothing, eye protection/face protection. Avoid breathing dust/fume/gas/mist/vapors/spray. Use only outdoors or in a well-ventilated area. Contact with internal components may cause irritation or severe burns. Avoid contact with internal acid. Irritating to eyes, respiratory system, and skin. Obtain special instructions before use. Do not handle until all safety precautions have been read and understood Avoid contact during pregnancy/while nursing Keep away from heat./sparks/open flames/hot surfaces. No smoking

III. COMPOSITION/INFORMATION ON INGREDIENTS

Components CAS Number Approximate % by

Weight

Inorganic Lead Compound:

Lead Lead Dioxide Tin

7439-92-1 1309-60-0 7440-31-5

45 - 60 15 - 25

0.1 - 0.2 Sulfuric Acid Electrolyte (Sulfuric Acid/Water) 7664-93-9 15 - 20 Case Material:

Polypropylene Polystyrene Styrene Acrylonitrile Acrylonitrile Butadiene Styrene Styrene Butadiene Polyvinylchloride Polycarbonate, Hard Rubber, Polyethylene Polyphenylene Oxide Polycarbonate/Polyester Alloy

9003-07-0 9003-53-6 9003-54-7 9003-56-9 9003-55-8 9002-86-2 9002-88-4 25134-01-4

--

5 - 10

Other:

Absorbent Glass Mat -- 1 - 2 Inorganic lead and sulfuric acid electrolyte are the primary components of every battery manufactured by EnerSys Energy Products. There are no mercury or cadmium containing products present in batteries manufactured by EnerSys Energy Products.

IV. FIRST AID MEASURES

Inhalation:

Sulfuric Acid: Remove to fresh air immediately. If breathing is difficult, give oxygen. Consult a physician Page 1

Form #: 853027 Revised: AA (06-16-16)


Lead: Remove from exposure, gargle, wash nose and lips; consult physician. Ingestion:

Sulfuric Acid: Give large quantities of water; do not induce vomiting or aspiration into the lungs may occur and can cause permanent injury or death; consult a physician Lead: Consult physician immediately.

Skin:

Sulfuric Acid: Flush with large amounts of water for at least 15 minutes; remove contaminated clothing completely, including shoes. If symptoms persist, seek medical attention. Wash contaminated clothing before reuse. Discard contaminated shoes Lead: Wash immediately with soap and water.

Eyes:

Sulfuric Acid and Lead: Flush immediately with large amounts of water for at least 15 minutes while lifting lids Seek immediate medical attention if eyes have been exposed directly to acid.

V. FIRE FIGHTING MEASURES

Flash Point: N/A Flammable Limits: LEL = 4.1% (Hydrogen Gas) UEL = 74.2% (Hydrogen Gas) Extinguishing Media: Carbon dioxide; foam; dry chemical. Avoid breathing vapors. Use appropriate media for surrounding fire. Special Fire Fighting Procedures:

If batteries are on charge, shut off power. Use positive pressure, self-contained breathing apparatus. Water applied to electrolyte generates heat and causes it to spatter. Wear acid-resistant clothing, gloves, face and eye protection. Note that strings of series connected batteries may still pose risk of electric shock even when charging equipment is shut down.

Unusual Fire and Explosion Hazards:

Highly flammable hydrogen gas is generated during charging and operation of batteries. To avoid risk of fire or explosion, keep sparks or other sources of ignition away from batteries. Do not allow metallic materials to simultaneously contact negative and positive terminals of cells and batteries. Follow manufacturer's instructions for installation and service.

VI. ACCIDENTAL RELEASE MEASURES

Spill or Leak Procedures:

Stop flow of material, contain/absorb small spills with dry sand, earth, and vermiculite. Do not use combustible materials. If possible, carefully neutralize spilled electrolyte with soda ash, sodium bicarbonate, lime, etc. Wear acid-resistant clothing, boots, gloves, and face shield. Do not allow discharge of unneutralized acid to sewer. Acid must be managed in accordance with local, state, and federal requirements. Consult state environmental agency and/or federal EPA.

VII. HANDLING AND STORAGE

Handling:

Unless involved in recycling operations, do not breach the casing or empty the contents of the battery. There may be increasing risk of electric shock from strings of connected batteries Keep containers tightly closed when not in use. If battery case is broken, avoid contact with internal components. Keep vent caps on and cover terminals to prevent short circuits. Place cardboard between layers of stacked automotive batteries to avoid damage and short circuits. Keep away from combustible materials, organic chemicals, reducing substances, metals, strong oxidizers and water. Use banding or stretch wrap to secure items for shipping. Storage:

Store batteries in cool, dry, well-ventilated areas with impervious surfaces and adequate containment in the event of spills. Batteries should also be stored under roof for protection against adverse weather conditions. Separate from incompatible materials. Store and handle only in areas with adequate water supply and spill control. Avoid damage to containers. Keep away from fire, sparks and heat. Keep away from metallic objects which could bridge the terminals on a battery and create a dangerous short-circuit Charging:

There is a possible risk of electric shock from charging equipment and from strings of series connected batteries, whether or not being charged. Shut-off power to chargers whenever not in use and before detachment of any circuit connections. Batteries being charged will generate and release flammable hydrogen gas. Charging space should be ventilated. Keep battery vent caps in position. Prohibit smoking and avoid creation of flames and sparks nearby. Wear face and eye protection when near batteries being charged. VIII. EXPOSURE CONTROLS/PERSONAL PROTECTION

Exposure Limits (mg/m3) Note: N.E.= Not Established

INGREDIENTS (Chemical/Common Names)

OSHA PEL ACGIH US NIOSH Quebec PEV Ontario OEL EU OEL

Lead and Lead Compounds (inorganic) 0.05 0.05 0.05 0.05 0.05 0.15 (b) Tin 2 2 2 2 2 N.E Sulfuric Acid Electrolyte 1 0.2 1 1 0.2 0.05 (c) Polypropylene N.E N.E N.E N.E N.E N.E Polystyrene N.E N.E N.E N.E N.E N.E Styrene Acrylonitrile N.E N.E N.E N.E N.E N.E Acrylonitrile Butadiene Styrene N.E N.E N.E N.E N.E N.E Styrene Butadiene N.E N.E N.E N.E N.E N.E Polyvinylchloride N.E N.E N.E N.E 1 N.E Polycarbonate, Hard Rubber, Polyethylene N.E N.E N.E N.E N.E N.E

Polyphenylene Oxide N.E N.E N.E N.E N.E N.E Polycarbonate/Polyester Alloy Rubber, Polyethylene N.E N.E N.E N.E N.E N.E

Absorbent Glass Mat N.E N.E N.E N.E N.E N.E NOTES:

(b) As inhalable aerosol (c) Thoracic fraction

Page 2

Form #: 853027 Revised: AA (06-16-16)


Engineering Controls (Ventilation):

Store and handle in well-ventilated area. If mechanical ventilation is used, components must be acid-resistant. Handle batteries cautiously to avoid spills. Make certain vent caps are on securely. Avoid contact with internal components. Wear protective clothing, eye and face protection when filling, charging or handling batteries. Do not allow metallic materials to simultaneously contact both the positive and negative terminals of the batteries. Charge the batteries in areas with adequate ventilation. General dilution ventilation is acceptable.

Respiratory Protection (NIOSH/MSHA approved):

None required under normal conditions. When concentrations of sulfuric acid mist are known to exceed the PEL, use NIOSH or MSHA-approved respiratory protection.

Skin Protection:

If battery case is damaged, use rubber or plastic acid-resistant gloves with elbow-length gauntlet, acid-resistant apron, clothing and boots Eye Protection:

If battery case is damaged, use chemical goggles or face shield. Other Protection:

Under severe exposure emergency conditions, wear acid-resistant clothing and boots. IX. PHYSICAL AND CHEMICAL PROPERTIES

Properties Listed Below are for Electrolyte:

Boiling Point: 203 - 240° F Specific Gravity (H2O = 1): 1.215 to 1.350 Melting Point: N/A Vapor Pressure (mm Hg): 10 Solubility in Water: 100% Vapor Density (AIR = 1): Greater than 1 Evaporation Rate: (Butyl Acetate = 1) Less than 1 % Volatile by Weight: N/A

pH: ~1 to 2 Flash Point: Below room temperature (as hydrogen gas) LEL (Lower Explosive Limit) 4.1% (Hydrogen) UEL (Upper Explosive Limit) 74.2% (Hydrogen)

Appearance and Odor: Manufactured article; no apparent odor. Electrolyte is a clear liquid with a sharp, penetrating, pungent odor.

X. STABILITY AND REACTIVITY

Stability: Stable X_ Unstable ___ This product is stable under normal conditions at ambient temperature

Conditions To Avoid: Prolonged overcharge; sources of ignition Incompatibility: (Materials to avoid)

Sulfuric Acid: Contact with combustibles and organic materials may cause fire and explosion. Also reacts violently with strong reducing agents, metals, sulfur trioxide gas, strong oxidizers and water. Contact with metals may produce toxic sulfur dioxide fumes and may release flammable hydrogen gas. Lead Compounds: Avoid contact with strong acids, bases, halides, halogenates, potassium nitrate, permanganate, peroxides, nascent hydrogen and reducing agents.

Hazardous Decomposition Products:

Sulfuric Acid: Sulfur trioxide, carbon monoxide, sulfuric acid mist, sulfur dioxide, and hydrogen sulfide. Lead Compounds: High temperatures likely to produce toxic metal fume, vapor, or dust; contact with strong acid or base or presence of nascent hydrogen may generate highly toxic arsine gas.

Hazardous Polymerization:

Will not occur XI. TOXICOLOGICAL INFORMATION

Routes of Entry:

Sulfuric Acid: Harmful by all routes of entry. Lead Compounds: Hazardous exposure can occur only when product is heated, oxidized or otherwise processed or damaged to create dust, vapor or fume. The presence of nascent hydrogen may generate highly toxic arsine gas.

Inhalation:

Sulfuric Acid: Breathing of sulfuric acid vapors or mists may cause severe respiratory irritation. Lead Compounds: Inhalation of lead dust or fumes may cause irritation of upper respiratory tract and lungs.

Ingestion:

Sulfuric Acid: May cause severe irritation of mouth, throat, esophagus and stomach. Lead Compounds: Acute ingestion may cause abdominal pain, nausea, vomiting, diarrhea and severe cramping. This may lead rapidly to systemic toxicity and must be treated by a physician.

Skin Contact:

Sulfuric Acid: Severe irritation, burns and ulceration. Lead Compounds: Not absorbed through the skin.

Eye Contact:

Sulfuric Acid: Severe irritation , burns, cornea damage, and blindness. Lead Components: May cause eye irritation.

Effects of Overexposure - Acute:

Sulfuric Acid: Severe skin irritation, damage to cornea, upper respiratory irritation. Lead Compounds: Symptoms of toxicity include headache, fatigue, abdominal pain, loss of appetite, muscle aches and weakness, sleep disturbances and irritability.

Effects of Overexposure - Chronic:

Sulfuric Acid: Possible erosion of tooth enamel, inflammation of nose, throat and bronchial tubes. Lead Compounds: Anemia; neuropathy, particularly of the motor nerves, with wrist drop; kidney damage; reproductive changes in males and females. Repeated exposure to lead and lead compounds in the workplace may result in nervous system toxicity. Some toxicologists report abnormal conduction velocities in persons with blood lead levels of 50mcg/100 ml or higher. Heavy lead exposure may result in central nervous system damage, encephalopathy and damage to the blood-forming (hematopoietic) tissues.

Carcinogenicity:

Sulfuric Acid: The International Agency for Research on Cancer (IARC) has classified "strong inorganic acid mist containing sulfuric acid" as a Group 1 carcinogen, a substance that is carcinogenic to humans. This classification does not apply to liquid forms of sulfuric acid or sulfuric acid solutions contained within a battery. Inorganic acid mist (sulfuric acid mist) is not generated under normal use of this product. Misuse of the product, such as overcharging, may result in the generation of sulfuric acid mist. Lead Compounds: Lead is listed as a Group 2A carcinogen, likely in animals at extreme doses. Per the guidance found in OSHA 29 CFR 1910.1200 Appendix F, this is approximately equivalent to GHS Category 1B. Proof of carcinogenicity in humans is lacking at present. Page 3

Form #: 853027 Revised: AA (06-16-16)


Page 4

Medical Conditions Generally Aggravated by Exposure:

Overexposure to sulfuric acid mist may cause lung damage and aggravate pulmonary conditions. Contact of sulfuric acid with skin may aggravate diseases such as eczema and contact dermatitis. Lead and its compounds can aggravate some forms of kidney, liver and neurologic diseases.

Acute Toxicity:

Inhalation LD50: Electrolyte: LC50 rat: 375 mg/m3; LC50: guinea pig: 510 mg/m3 Elemental Lead: Acute Toxicity Point Estimate = 4500 ppmV (based on lead bullion)

Oral LD50:

Electrolyte: rat: 2140 mg/kg Elemental Lead: Acute Toxicity Estimate (ATE) = 500 mg/kg body weight (based on lead bullion)

Additional Health Data:

All heavy metals, including the hazardous ingredients in this product, are taken into the body primarily by inhalation and ingestion. Most inhalation problems can be avoided by adequate precautions such as ventilation and respiratory protection covered in Section 8. Follow good personal hygiene to avoid inhalation and ingestion: wash hands, face, neck and arms thoroughly before eating, smoking or leaving the worksite. Keep contaminated clothing out of non-contaminated areas, or wear cover clothing when in such areas. Restrict the use and presence of food, tobacco and cosmetics to non-contaminated areas. Work clothes and work equipment used in contaminated areas must remain in designated areas and never taken home or laundered with personal non-contaminated clothing. This product is intended for industrial use only and should be isolated from children and their environment.

thThe 19 Amendment to EC Directive 67/548/EEC classified lead compounds, but not lead in metal form, as possibly toxic to reproduction. Risk phrase 61: May cause harm to the unborn child, applies to lead compounds, especially soluble forms.

XII. ECOLOGICAL INFORMATION

Environmental Fate:

Lead is very persistent in soil and sediments. No data on environmental degradation. Mobility of metallic lead between ecological compartments is slow. Bioaccumulation of lead occurs in aquatic and terrestrial animals and plants but little bioaccumulation occurs through the food chain. Most studies include lead compounds and not elemental lead.

Environmental Toxicity: Aquatic Toxicity: Sulfuric acid: 24-hr LC50, freshwater fish (Brachydanio rerio): 82 mg/L

96 hr- LOEC, freshwater fish (Cyprinus carpio): 22 mg/L Lead: 48 hr LC50 (modeled for aquatic invertebrates): <1 mg/L, based on lead bullion

Additional Information:

· No known effects on stratospheric ozone depletion. · Volatile organic compounds: 0% (by Volume) · Water Endangering Class (WGK): NA

XIII. DISPOSAL CONSIDERATIONS (UNITED STATES)

Spent batteries: Send to secondary lead smelter for recycling. Spent lead-acid batteries are not regulated as hazardous waste when the requirements of 40 CFR Section 266.80 are met. This should be managed in accordance with approved local, state and federal requirements. Consult state environmental agency and/or federal EPA. Electrolyte:

Place neutralized slurry into sealed containers and handle as applicable with state and federal regulations. Large water-diluted spills, after neutralization and testing, should be managed in accordance with approved local, state and federal requirements. Consult state environmental agency and/or federal EPA. Following local, State/Provincial, and Federal/National regulations applicable to end-of-life characteristics will be the responsibility of the end-user. XIV. TRANSPORT INFORMATION

U.S. DOT:

Excepted from the hazardous materials regulations ( HMR) because the batteries meet the requirements of 49 CFR 173.159(f) and 49 CFR 173.159a of the U.S. Department of Transportation's HMR. Battery and outer package must be marked " NONSPILLABLE" or "NONSPILLABLE BATTERY" Battery terminals must be protected against short circuits.

IATA Dangerous Goods Regulations DGR:

Excepted from the dangerous goods regulations because the batteries meet the requirements of Packing Instruction 872 and Special Provisions A67 of the International Air Transportation Association (IATA) Dangerous goods Regulations and International Civil Aviation Organization (ICAO) Technical Instructions. Battery Terminals must be protected against short circuits.

The words " NOT RESTRICTED" , SPECIAL PROVISION A67" must be provided when the air waybill is issued. IMDG:

Excepted from the dangerous goods regulations for transport by sea because the batteries meet the requirements of Special Provision 238 of the International Maritime Dangerous Goods( IMDG CODE). Battery terminals must be protected against short circuits.

Requirements for Safe Shipping and Handling of Cyclon Cells:

Warning – Electrical Fire Hazard – Protect against shorting. Terminals can short and cause a fire if not insulated during shipping. Cyclon product must be labeled “NONSPILLABLE” during shipping. Follow all federal shipping regulations. See section IX of this sheet and CFR 49 Parts 171 through 180, available online at wwww.gpoaccess.gov.

Requirements for Shipping Cyclon Product as Single Cells:

Protective caps or other durable inert material must be used to insulate each terminal of each cell unless cells are shipping in the original packaging from EnerSys, in full box quantities. Protective caps are available for all cell sizes by contacting EnerSys Customer Service at 1-800-964-2837.

Requirements for Shipping Cyclon Product Assembled Into Multicell Batteries:

Assembled batteries must have short circuit protection during shipping. Exposed terminals, connectors, or lead wires must be insulated with a durable inert material to prevent exposure during shipping.

XV. REGULATORY INFORMATION

UNITED STATES:

EPA SARA Title III:

Section 302 EPCRA Extremely Hazardous Substances (EHS): Sulfuric acid is a listed "Extremely Hazardous Substance" under EPCRA, with a Threshold Planning Quantity (TPQ) of 1,000 lbs. EPCRA Section 302 notification is required if 1000 lbs or more of sulfuric acid is present at one site (40 CFR 370.10). For more information consult

Form #: 853027 Revised: AA (06-16-16)


40 CFR Part 355. The quantity of sulfuric acid will vary by battery type. Contact your EnerSys representative for additional information Section 304 CERCLA Hazardous Substances:

Reportable Quantity (RQ) for spilled 100% sulfuric acid under CERCLA (Superfund) and EPCRA (Emergency Planning and Community Right to Know Act) is 1,000 lbs. State and local reportable quantities for spilled sulfuric acid may vary.

Section 311/312 Hazard Categorization: EPCRA Section 312 Tier Two reporting is required for non-automotive batteries if sulfuric acid is present in quantities of 500 lbs or more and/or if lead is present in quantities of 10,000 lbs or more. For more information consult 40 CFR 370.10 and 40 CFR 370.40

Section 313 EPCRA Toxic Substances: 40 CFR section 372.38 (b) states: If a toxic chemical is present in an article at a covered facility, a person is not required to consider the quantity of the toxic chemical present in such article when determining whether an applicable threshold has been met under § 372.25, § 372.27, or § 372.28 or determining the amount of release to be reported under § 372.30. This exemption applies whether the person received the article from another person or the person produced the article. However, this exemption applies only to the quantity of the toxic chemical present in the article.

Supplier Notification: This product contains toxic chemicals, which may be reportable under EPCRA Section 313 Toxic Chemical Release Inventory (Form R) requirements. If you are a manufacturing facility under SIC codes 20 through 39, the following information is provided to enable you to complete the required reports:

Toxic Chemical CAS Number Approximate % by Wt. Lead 7439-92-1 45 - 60

Sulfuric Acid Electrolyte 7664-93-9 15 - 20 (Sulfuric Acid/Water)

Tin 7440-31-5 0.1 - 0.2 See 40 CFR Part 370 for more details.

If you distribute this product to other manufacturers in SIC Codes 20 through 39, this information must be provided with the first shipment of each calendar year.

The Section 313 supplier notification requirement does not apply to batteries, which are "consumer products".

TSCA:

TSCA Section 8b – Inventory Status: All chemicals comprising this product are either exempt or listed on the TSCA Inventory.

TSCA Section 12b (40 CFR Part 707.60(b)) No notice of export will be required for articles, except PCB articles, unless the Agency so requires in the context of individual section 5, 6, or 7 actions.

TSCA Section 13 (40 CFR Part 707.20): No import certification required (EPA 305-B-99-001, June 1999, Introduction to the Chemical Import Requirements of the Toxic Substances Control Act, Section IV.A)

RCRA:

Spent Lead Acid Batteries are subject to streamlined handling requirements when managed in compliance with 40 CFR section 266.80 or 40 CFR part 273. Waste sulfuric acid is a characteristic hazardous waste; EPA hazardous waste number D002 (corrosivity) and D008 (lead).

CAA:

EnerSys supports preventative actions concerning ozone depletion in the atmosphere due to emissions of CFC's and other ozone depleting chemicals (ODC's), defined by the USEPA as Class I substances. Pursuant to Section 611of the Clean Air Act Amendments (CAAA) of 1990, finalized on January 19, 1993, EnerSys established a policy to eliminate the use of Class I ODC's prior to the May 15, 1993 deadline.

STATE REGULATIONS (US):

Proposition 65:

Warning: Battery posts, terminals and related accessories contain lead and lead compounds, chemicals known to the State of California to cause cancer and reproductive harm. Batteries also contain other chemicals known to the State of California to cause cancer. Wash hands after handling.

INTERNATIONAL REGULATIONS:

Distribution into Quebec to follow Canadian Controlled Product Regulations (CPR) 24(1) and 24(2).

Distribution into the EU to follow applicable Directives to the Use, Import/Export of the product as-sold. XVI. OTHER INFORMATION

Revised: AA (06-16-16)

NFPA Hazard Rating for Sulfuric Acid:

Flammability (Red) = 0 Reactivity (Yellow) = 2 Health (Blue) = 3 Sulfuric acid is water-reactive if concentrated.

DISCLAIMER

This Safety Data Sheet is created by the manufacturer to comply with the requirements of 29 CFR 1910.1200. To the extent allowed by law, the manufacturer hereby expressly disclaims any liability to any third party, including users of this product, including, but not limited to, consequential or other damages, arising out of the use of, or reliance on, this Safety Data Sheet.

Page 5

2.3 Battery life

The life expectancy of a Genesis battery depends on thespecific application. It is expressed in terms of eithercycles or years. While life in years is self-explanatory,a cycle refers to a sequence in which a charged battery isdischarged and then charged back up. One completesequence constitutes one cycle. In general, if the batteryis to be discharged frequently, cycle life rather thancalendar life is more relevant. On the other hand, if thebattery is to be used primarily as power backup, calendarlife of the battery should be considered.

In situations where one is not quite sure whether theapplication is cyclic or standby (float), the followingcriteria may be used to determine the applicationcategory:

If the average time on charge between two successivedischarges is thirty (30) days, the application may beconsidered to be of a standby (float) nature.

The minimum time between two successivedischarges must not be less than fourteen (14) days.

If either of these two criteria is not satisfied, theapplication should be considered cyclic.

Chapter 2:Technical Information

2.1 Introduction

This section is at the heart of this manual. Because ofthe wide variety of data and information included inthis chapter, it is divided into smaller, self-containedsections, allowing the reader to locate specificinformation in the quickest possible time.

2.2 Choosing the right Genesis version

As mentioned before, the Genesis pure lead-tin batteryis available in EP and XE versions. The EP battery isadequate under most operating conditions. Special application situations such as high ambienttemperature or high shock and vibration require theXE version.

Table 2.2.1 summarizes the differences between thetwo versions and is designed to help you choose theright version for your application. In this table, thedifferences are highlighted in red boldfaced.

Feature Genesis EP Genesis XE

Technology Pure lead-tin absorbed glass mat (AGM)

Float life @ 2.27 volts per cell (Vpc) charge 10 years @ 25ºC (77ºF) N/A

Cycle life 400 to 80% depth of discharge (DOD)

Shock & vibration tolerance Good Better

Operating temperature range • -40ºC to +45ºC (-40°F to 113°F) • -40ºC to +45ºC (-40°F to 113°F)

• -40ºC to +60ºC (-40°F to 140°F) • -40ºC to +80ºC (-40°F to 176°F)with metal jacket (denoted EPX) with metal jacket (denoted XEX)

Shelf life @ 25ºC (77ºF) 2 years from 100% charged down to 12V per block

Capacity @ 10-hr. rate 100% (reference) ≈ 95%

Weight 100% (reference) ≈ 105%

Dimensions Same footprint

Quick charge 6C to 8C charge acceptance at room temperature

Overdischarge abuse tolerance Exceeds DIN standard for overdischarge recovery

High-rate discharge 100% (reference) ≈ 95%

Flame retardant rating V-0 rated case and cover

Case & cover color Black Orange

Shipping Air shippable with no restrictions

Table 2.2.1: Choosing the right Genesis version

4 Publication No: US-GPL-AM-003 - September 2006www.enersys.com

Chapter 2:Technical Information

Figure B-1: 13EP discharge data to 9V at 25°C (77°F)

Figure B-2: 13EP discharge data to 10.02V at 25°C (77°F)

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2 min. 1437 149.6 5.0 47.9 756.2 25.2 293.3 9.85 min. 791 76.7 6.4 65.9 416.3 34.7 161.4 13.410 min. 488 45.3 7.7 83.0 256.8 43.7 99.6 16.915 min. 364 33.0 8.3 91.0 191.6 47.9 74.3 18.620 min. 293 26.2 8.7 97.6 154.2 51.3 59.8 19.930 min. 215 18.9 9.5 107.5 113.1 56.6 43.9 21.945 min. 156 13.5 10.1 117.0 82.1 61.6 31.8 23.91 hr. 124 10.6 10.6 124.0 65.3 65.3 25.3 25.32 hr. 69 5.8 11.6 138.0 36.3 72.6 14.1 28.23 hr. 49 4.1 12.3 147.0 25.8 77.4 10.0 30.04 hr. 38 3.2 12.8 152.0 20.0 80.0 7.8 31.05 hr. 31 2.6 13.0 155.0 16.3 81.6 6.3 31.68 hr. 20 1.7 13.6 160.0 10.5 84.2 4.1 32.710 hr. 16 1.4 14.0 160.0 8.4 84.2 3.3 32.720 hr. 8 0.7 14.0 160.0 4.2 84.2 1.6 32.7

Time Watts Amps Capacity Energy(W) (A) (Ah) (Wh) W/liter Wh/liter W/kg Wh/kg

ENERGY AND POWER DENSITIES

2 min. 1268.0 123.9 4.1 42.2 667.3 22.2 258.8 8.65 min. 758.0 70.8 5.9 63.1 398.9 33.2 154.7 12.910 min. 482.0 43.6 7.4 81.9 253.7 43.1 98.4 16.715 min. 361.0 32.2 8.1 90.3 190.0 47.5 73.7 18.420 min. 292.0 25.7 8.6 97.2 153.7 51.2 59.6 19.830 min. 214.0 18.6 9.3 107.0 112.6 56.3 43.7 21.845 min. 154.0 13.2 9.9 115.5 81.0 60.8 31.4 23.61 hr. 121.0 10.4 10.4 121.0 63.7 63.7 24.7 24.72 hr. 67.0 5.7 11.4 134.0 35.3 70.5 13.7 27.33 hr. 47.0 3.9 11.7 141.0 24.7 74.2 9.6 28.84 hr. 36.0 3.0 12.0 144.0 18.9 75.8 7.3 29.45 hr. 29.0 2.5 12.5 145.0 15.3 76.3 5.9 29.68 hr. 19.0 1.6 12.8 152.0 10.0 80.0 3.9 31.010 hr. 16.0 1.3 13.0 160.0 8.4 84.2 3.3 32.720 hr. 8.0 0.7 14.0 160.0 4.2 84.2 1.6 32.7



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2 min. 1153.0 108.6 3.6 38.4 606.8 20.2 235.3 7.85 min. 715.0 65.5 5.5 59.6 376.3 31.3 145.9 12.210 min. 463.0 41.4 7.0 78.7 243.7 41.4 94.5 16.115 min. 349.0 30.9 7.7 87.3 183.7 45.9 71.2 17.820 min. 283.0 24.8 8.3 94.2 148.9 49.6 57.8 19.230 min. 208.0 18.0 9.0 104.0 109.5 54.7 42.4 21.245 min. 151.0 12.9 9.7 113.3 79.5 59.6 30.8 23.11 hr. 119.0 10.1 10.1 119.0 62.6 62.6 24.3 24.32 hr. 66.0 5.5 11.0 132.0 34.7 69.5 13.5 26.93 hr. 46.0 3.8 11.4 138.0 24.2 72.6 9.4 28.24 hr. 36.0 3.0 12.0 144.0 18.9 75.8 7.3 29.45 hr. 29.0 2.4 12.0 145.0 15.3 76.3 5.9 29.68 hr. 19.0 1.6 12.8 152.0 10.0 80.0 3.9 31.010 hr. 16.0 1.3 13.0 160.0 8.4 84.2 3.3 32.720 hr. 8.0 0.7 14.0 160.0 4.2 84.2 1.6 32.7



25Publication No: US-GPL-AM-003 - September 2006www.enersys.com

Appendix B - Genesis EP Discharge Rates

29Publication No: US-GPL-AM-003 - September 2006www.enersys.com

Figure B-13: 42EP discharge data to 9V at 25°C (77°F)

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Appendix B: Floatation Calculations

Milneburg Joy Floatation Calculations

UNIVERSAL WEIGHTS

Name Weight (lbs) From Transom

From Transom

From Bow VCG

Hull 93.1 83 6.92 12.76 0.25

Driver 155 50 4.17 15.51 1.969

Ski No. 1 6.1 149.5 12.46 7.22 0.656

Ski No. 2 6.1 149.5 12.46 7.22 0.656

Paddle 1.8 120 10.00 9.68 0.328

Misc (?) 0.5 84 7.00 12.68 0.5

Bilge Battery 0.8 48 4.00 15.68 0.328

Aft Cover 5.5 18 1.50 18.18 1.312

Gages 14 83 6.92 12.76 1.312

Motor Controller 5.9 5 0.42 19.26 0.328

ENDURANCE SPECIFIC Solar Array 91 162 13.50 6.18 1.35

Endurance Batteries 66.9 142 11.83 7.85 0.656

Endurance Motor 42 -6 -0.50 20.18 1.969

Sprint Motor (Stored) 137

-6.57 0.492

SPRINT SPECIFIC Sprint Motor 137 34.6 2.88 16.80 1.08268

Endurance Motor (Stored) 42 -6 -0.50 20.18 1.969

Sprint Batteries 1.2 times total boat weight 965.64

Sg foam 4 Approximate Volume 16.53 Ft^3 Does not factor in air tight area

Sg water 62.4 lbf/ft^3

Total volume of foam to achieve 120% buoyancy of craft: 16.53 ft^3

Appendix D: Team Roster

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