yacht digital switching

Yachting Monthly

• Digital edition

Digital Switching: controlling your yacht from your phone

• Sam Fortescue
• December 5, 2022

How do you make your boat easy to control, from any screen on board or even remotely and save weight? Sam Fortescue talks us through digital switching

Just imagine this. As you graze a sandwich at your desk one Friday, you flick open an app on the phone to check what the wind is doing on the mooring. The boat briefly fires up the instruments to give you real-time data, before powering them down again. A balmy 12 knots, just as forecast. It’s the green light for a weekend sail.

As you jump on the train down to the marina, you fire up the app again, checking battery and fuel levels. There’s still a trickle of power coming out of the solar panels, and the wind turbine is doing its job in the breeze, so no need to start the generator yet. You switch the fridge on instead – it’ll be down to temperature by the time you arrive.

Checking another app shows that the tender is just where it should be in the dinghy dock, with the outboard also present and correct. It’s only a few hundred metres upstream to the mooring – an easy ride for the electric outboard. As you round the last bend in the trot, you press a button on the key fob. Lights in the cockpit, rigging and at the transom wink on, and the instruments spring to life.

The multimedia unit starts piping the relaxing tones of your favourite song into the cockpit, and the alarm is deactivated. The bathing platform lowers into position for an easy landing.

Well, imagine no longer, because all this is already possible.

It might sound far-fetched, but boats are already being built with these capabilities, thanks to digital switching and remote monitoring. And, as with most innovations at sea, they are trickling down from the elusive world of superyachting.

The digital switching screen on the Bavaria C50 gives control over a whole range of systems

Digital Control

If you buy a new boat today, the chances are it contains some form of digital switching. More than just a different sort of on/off button, it is a powerful way to control boat systems that is built around a flexible network. Or, as Nick LaRoche of US-based PowerPlex describes it: ‘Fuses, mechanical circuit breakers and switches are replaced by a digital switching power distribution system that runs on a CAN (Controller Area Network) bus network.’

Now, weight is a clear benefit of digital switching, in that you don’t need hefty two-pole wire runs between switch panels, toggle switches and the equipment itself. The switch can be anywhere and the unit can be anywhere as long as they’re all plugged into the CAN bus. In effect, you simply need a 12V/24V ring main and a CAN bus backbone running around the boat.

Digital switch modules located near the equipment itself then plug into power and network with very short cable runs. On a 30-50ft sailing boat, the saving in copper alone amounts to tens of kilograms, even including the extra weight of the control modules.

Growing list of advantages

In the early days of this technology, it was thought that factors such as weight and space were chief among the key advantages. Brands such as New Zealand’s C-Zone (now a Brunswick brand alongside B&G) and Sweden’s Empirbus (Garmin), grew on the back of such claims.

‘Our main benefits used to be related to weight and space saving, installation time saved for builders,’ says Mark Harnett of C-Zone, one of the three major digital switching brands for boats. ‘But this message has changed in recent years to ease of use.’ That’s because each element in a digital switching network is independent and can be programmed to behave in whatever way you wish. You can set dimmers, time switches, high and lower power actuators. The touch of a single button could set multiple actions in motion – creating a mood on board, or readying the boat for sea or swimming.

Turn on the lights before you arrive at your boat. Photo: Morten Strauch

Similarly, the displays that provide the user interface are very flexible. You can install a dedicated display from C-Zone, Empirbus or similar. Or you can just use your existing plotter.

Manufacturers like B&G, Raymarine and Garmin have all built support for digital switching into their multifunction displays, so you can be panning through charts one moment and putting on the navigation lights the next – all from the same touchscreen display.

This is a very efficient way to provide digital controls, especially in a scenario where the boat already has more than one display – perhaps at the chart table and at the helm. ‘The cost of displays and control units at the dash or chart table can be reduced, as CZone can control things like power electronics and batteries, monitor tanks, control audio and heating/aircon,’ says CZone’s Harnett. ‘This can remove multiple redundant controllers and allow interaction between these devices, at the same time the user gets the benefit of a single user interface to learn, instead of having to get to grips with multiple.’

Numerous long wiring runs add significant weight to a boat, which CAN bus switching can mitigate.

Getting digital switching

This technology is very much a means to an end, a tool that is perhaps not often glimpsed in its own right. If you look behind the scenes of Hanse and Moody sailing boats, you’ll find C-Zone switching. Oyster yachts and the composite wizards at McConaghy also use it.

This breadth of use from production yachts to custom one-offs is possible because the system is modular, so it can be as complex or as simple as you need. The first hint you’re likely to get that a boat features the technology is from the control panel or plotter. If there is a natty-looking display with touchscreen switches, then you’ve got it.

For the rest of us, there is a refit route to digital switching which can make sense, ‘especially if you are doing a more extensive electrical systems refit’, according to C-Zone’s Harnett. For smaller boats, there are entry-level modules at lower costs.

For CZone, that means the Contact 6 (£380), which is able to switch six different loads on or off up to 7.5 amps. In addition to the control screen on the MFD, a host of keypads (from £250) with custom labelling can give remote control over key functions without the need for a dedicated display or networked plotter.

Raymarine takes a slightly different approach with its new YachtSense. It is aiming for more ambitious refits, with a modular approach that was built out of the Empirbus system.

A master unit neatly plugs into slivers of whatever additional switching units you need – low power, high power, reversible motor and signal. In this neat package, you can control and oversee every circuit on board, but it comes at a price: €995 (£867) for the master controller and €395 (£345) for each additional sliver.

Since Garmin took EmpirBus in-house, the system has been reoriented towards the manufacturer’s own plotters, which naturally enough offer the greatest customisation and control options. But the system will still integrate with any plotter system from Raymarine, B&G or Furuno.

Empirbus is built around a master control unit which activates different modules around the boat. Prices are not published, but they are comparable with Raymarine.

For smaller boats looking to retrofit some form of digital switching, Garmin has developed the Empirbus hardware into an all-in-one unit called the Boat Switch. It plugs straight into the NMEA2000 system for chartplotter control, and you can run up to 20 circuits off it, on either 10- or 5-amp channels. At £950, this is an efficient approach if you already have a Garmin instrument system.

Or you could use the SailSense PowerRail (ca. €2,520/ £2,196), which can control 24 circuits up to 16A, 8 sensors and 3 battery banks. Both of these systems are centralised and require the full run of cabling from the unit to the load, as in a traditional set-up.

The new Oyster 495’s helm pod gives you a smorgasbord of control without leaving the wheel. Photo: Morten Strauch

Alternative brands

There are other brands as well, but they are often focused on market niches. Italy’s Blink was in the vanguard of digital switching, and provides keypads to the America’s Cup campaigns of both Luna Rossa Prada Pirelli and Emirates Team New Zealand, as well as to rally drivers. Its simple Keybox product has been hugely successful in the US, where it is retrofitted as a replacement for defunct DS (disconnect standby) switches.

Yacht Devices has a handy 4-channel control circuit, which plugs into a NMEA 2000 network and can be used on any plotter with support for CZone. The YDCC-04 costs £249 and its four-load capacity can be doubled by adding a £119 additional control post.

In the future

As with everything in life, digital connectivity is becoming more deeply embedded. All the manufacturers I spoke to were reluctant to divulge future plans, but they all looked to the automotive and domestic markets as pathfinders for digital switching and the internet of things aboard.

At the moment, it is all about functionality – allowing us to do things remotely and easily using a single interface. ‘We believe the digital ecosystem will grow to include “off the vessel”, and that users will have access to their onboard systems from anywhere through a mobile experience,’ says Harnett. ‘A single common user interface across multiple platforms like phones, tablets, on board multifunction and navigation displays is essential for a best-in-class ecosystem.’

Raymarine, like other brands, builds digital switching functionality into all of its multi-function display (MFD) chart plotters

This way, interested guests are able to look at charts, tracks and instrument data from the boat via their phones. ‘A connected phone or tablet becomes an additional display presenting data from the plotter,’ says Peter Ingram of Raymarine. ‘Guest crew can look at the charts for position and help with depth monitoring. It offers a more inclusive experience if the captain invites them to the network.’

Integration with companion apps to the big three instrument makers (Raymarine, Navico and Garmin) will make it easier to export some of this information for sharing with those not on board.

As boats become more automated, with electric winches, in-mast furling and magic trim (the new Oyster 495, for instance, trims the main using a hydraulic ram in the boom), it will become more logical to control these systems via a single unified touchscreen display. It will also be more common to have fuel, water and waste tanks digitally monitored, and for valves, switches and pumps in everything from electric heads to watermakers, solar panels to generators reporting to and controlled from the display.

Centralised control means you only need to learn how to use one operating system, rather than lots of separate ones

Integrated coding

Key to getting all this in place is for different manufacturers to open up the coding behind their own controllers so that it can be integrated. At the moment, there is limited compatibility between different brands. Take CZone and Mastervolt, for instance. Both owned by Brunswick, and both using a CAN bus to talk to their network, yet you need to buy a dedicated black box ‘translator’ in order to get them talking to each other.

Dave Dunn, senior sales director marine at Garmin, says that integration is the buzzword of the moment. ‘There’s more integration going on than ever before – from lighting to powershades,’ he says. ‘Lighting is very popular because you can get more customisation, but also pumps, gensets (generators) and so on. It’ll be like a smart home – you push one button and several things happen.’

Despite all the buzz about modern NMEA 2000 systems, this form of CAN bus is a mid-bandwidth form of communication – ideal for limited sensor data and status reports. Functions such as radar and advanced sonar generate more intensive data, so they run over Ethernet. But even here, manufacturers are beginning to feel constrained.

Ethernet standards have been upgraded over time, so the old category 5 systems, which were capable of transmitting 100Mbps, have been superseded by category 6 with up to 100 times the speed – that is, a blistering 10Gbps.

CZone’s system works well on small as well as large boats

Network upgrade

Now, most of us will never be troubled by this distinction, because our instrument networks amount to one or two MFDs, a radar and a perhaps a basic sonar. This is well within the capabilities of category 5 Ethernet.

But superyachts are another matter, and where the top end of the market leads, the rest of us follow. ‘If these systems are going to get bigger and faster and smarter, we’re going to need a new network backbone,’ says Dunn. ‘It’s at the very high end, but it will start to trickle down. Higher bandwidth will open up the doors to tablets and wireless communications, with wireless wind transducers and wireless sonar. Higher bandwidth will allow these systems to be more reliable.’

NMEA has an answer to this, called OneNet – a high powered Ethernet standard. But NMEA membership is expensive, so smaller manufacturers are tempted to use open source standards instead.

Autonmous sailing vessels are already a reality. Their sensing and control tech will become more commonplace for yachts

Battery and inverter maker Victron has done just that, in the hope that it will encourage others to work with it. And it has signed up as a partner Oceanvolt, one of the key players in electric propulsion and the future of electric boating.

In the end, of course, all this leads in just one direction: automation. The era of the fully autonomous vessel is already upon us, with boats from the tiny 2m Sailbuoy to the giant Mayflower catamaran successfully crossing the Atlantic without human input.

What is not yet possible is for a boat to unmoor itself and motor or sail to meet you elsewhere. But we’re getting to the point where boats, with a skipper aboard, can navigate themselves. ‘Between digital switching and these higher bandwidth systems, you could hypothetically have an autopilot that takes readings from radar and sonar, and makes path predictions,’ says Dunn. ‘With machine learning and AI, it won’t happen in five years, but it could be a 10- to 15-year thing.’

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The Lowdown on Digital Switching

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The ‘connected’ boat delivers real-time control and monitoring of everything happening aboard – even when owners are miles away

Photo: Garmin

Digital switching has become a major trend in the boating world. While typically associated with larger yachts, the technology is rapidly finding its way onto smaller craft of all stripes. What exactly is digital switching, and is it really the wave of the future? Here’s a quick look at the basics of digital switching.

While you may not be familiar with the growing marine use of digital switching, your car or truck has used some form of it for decades. Digital switching is a networked control and monitoring system that replaces conventional DC mechanical circuit breakers and switches with a digital power distribution/switching system. It uses NMEA2000 , a communication standard used in the marine industry for connecting and sharing data between the various instruments and sensors found on boats, including depth sounders, autopilots, engines, and multifunction displays (MFDs). NMEA2000 is based on the Controller Area Network (CAN) protocol, a high-speed, low-level communication protocol used in a wide variety of industries.

Digital switching uses microprocessor-based circuit protection and monitoring, providing a significant reduction in wiring, breakers, and other traditional methods of distributing power, along with the additional weight associated with them.

A digital switching system still brings in the power to the user (the bilge pump, for example) from the battery, but this power is not passed through a circuit board or switching panel at the helm. Nor does it pass through circuit breakers and the connections that can be associated with them. Instead, it goes to the user or to a zone of users.

The control and monitoring of that power is derived at the zone or individual user from the digital switching module, which transfers the packets of data that control and monitor the user(s). The packets of data travel very quickly through the NMEA2000 cable between, for example, an MFD or cellphone, and the digital switching module that quickly shunts the data packet commands to or from the pump switch inside the module (which makes or breaks the circuit) and the person, alarm, or whatever. The digital switching module also monitors the power to the user at the site of the user, transmitting back, in data packets, info of a problem such as over-voltage. An additional feature of “digital switching” is that it allows you to program how it acts or reacts.

A traditional DC power distribution system uses a main or primary electrical panel powered via large cables from the boat’s battery. A dedicated wire run from the main panel then provides power to each individual circuit and the point of use (a bilge pump for example).

While a digital switching system also typically brings in a single source of power from the battery, it provides a single connection to each load. This eliminates the multiple, individual connections at circuit breaker, switch, and load required in a traditional distribution system.

This approach greatly improves system reliability, as it replaces exposed, corrosion-prone switching gear with a highly reliable, weather-sealed package. In addition to the corrosion issue, digital switching also eliminates the mechanical failure associated with the many moving parts of traditional breakers and switches. The use of these digital circuit breakers additionally allows the system to sense the electrical currents passing through them and (if it fails) to alert you by sounding and/or displaying an alarm.

As this digital system is programmable, users can control onboard electrical and electronic systems (e.g., lighting, security systems, bilge pumps) from any point in the NMEA network around the boat using a network-connected MFD, smartphone, or tablet.

Digital switching benefits at a glance

• “Plug-and-play” components. Connect them to the system and they automatically configure themselves.
• Replaces bulky, expensive switch panels and wire runs with smaller cabling less prone to connection issues and corrosion, and digital control modules, reducing installation cost and complexity.
• Greatly simplifies system installations. Digital switching offers many advantages to the builder/installer: more effective modular system installation, flexibility in layout, easy system expandability, cost and weight savings from reduced cabling runs/sizes, plus a reduction in conventional hard-wired switches leading to cleaner/simpler helm consoles.
• Systems are user-customizable. Need your bilge pump to stay on a predetermined time after pressing the on button? How about having the system monitor the freshwater tank and turning off the freshwater pump when it reaches a certain level? No problem — you can easily program the system to do both!
• Easier troubleshooting with system failure notification. Those fancy touch-screen buttons are not just high-tech, virtual-reality versions of electromechanical on/off switches. When you turn that anchor light on, the system knows the current draw and voltage level that should be passing through it and will alert you if something is amiss via icons on the display.
• Increased reliability by eliminating corrosion-prone mechanical switches and wire connections.
• Lets you call up virtual buttons on one or multiple compatible touchscreen multifunction displays.
• Easier to repair, update, or upgrade. For example, if a module fails, in most cases the system will automatically program the replacement module when it is plugged in. This means replacement can be successfully completed by the end user without the need for a service call. Upgrades to the system are also simpler. Let’s say a boat owner wants to add some additional function to their system, such as the ability to dim cabin lights, after using it for a while. Upgrading a digital switching system to allow this (depending on the one installed) can be as simple as the owner plugging in a USB flash stick or installing an online download, with no technician or additional hardware required. — F.L.

 Digital switching significantly reduces the amount of wiring necessary. Compare this setup with a traditional distribution system. Photo: Frank Lanier  

The digital switching module transfers packets of data between various NMEA2000-compatible units such as a cellphone and a multifunction display. Photo: Frank Lanier  

Another great feature is the ability to energize groups or series of switching operations with the press of a single touchscreen button. Through the wonders of programmable digital switching, you can now step on board and turn on all of the electrical systems and electronics you’ll need for a day of fishing or a week of cruising with a single button. Once back at the dock, a single button can again be used to shut down multiple systems (no more running around to different circuit-breaker panels) while leaving required systems up and running.

Just realized you forget to turn the stereo system off or the bilge alarm system on after that two-hour drive from the marina? With a digital switching system, you can do both from home.

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Frank Lanier

Contributing Editor, BoatUS Magazine

Capt. Frank Lanier is a SAMS-accredited marine surveyor with over 40 years of experience in the marine and diving industries. He’s an author, public speaker, and multiple award-winning journalist whose articles on boat maintenance, repair, and seamanship appear regularly in numerous marine publications worldwide. Contact him via his YouTube channel “Everything Boats with Capt. Frank Lanier” or at captfklanier.com.

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Digital Switching Systems

• By David Schmidt
• Updated: August 21, 2020

The 2019 Winter Vashon Race was so bereft of wind that it took us almost eight hours to sail 12 nautical miles. As our crew struggled to work even the most minuscule wind shift, evening fell hard onto a fleet that had been expecting a daysail. Some boats, including ours, turned on their masthead tricolor lights and dimmed their instrumentation screens, while others took a more hodgepodge approach. Watching this scene unfurl, it occurred to me that networking these devices and creating one-switch-to-flip operating modes would be a vast improvement.

Today, this technology is available in the form of digital-switching systems. They give owners more control over a vessel’s onboard equipment than traditional switching systems, while delivering other important benefits.

Traditional electrical systems include panels, fuses, breakers and, sometimes, lengthy wire runs. This approach works, but the automotive and aviation industries—where lighter weight and redundancy are vital—pioneered digital-switching systems. Digital switching has existed in the marine sector for about 20 years, with control over yacht systems increasing every year.

Digital switching essentially replaces analog equipment with digital componentry, such as controller-area-network buses. The systems are software-driven and upgradable, and are decentralized with no panel or governing computer. They allow discrete systems and networked instrumentation to communicate using a message-based protocol. These messages are called parameter group numbers, and they’re transmitted over a data backbone that shares PGNs across the entire network.

In a traditional system, AC or DC power flows through a wire to a fuse to an analog switch and then to the load. Digital-switching systems send power to a current-measuring device and then to an electronic switch before sending it to a load. That process means the wires can be smaller gauge and run over shorter distances. Moreover, digital- switching systems divide a yacht into zones controlled by an output-interface module that has some level of embedded intelligence.

“One great advantage of a digital-switching system is that we take the power to the loads,” says Phil Lee, the field application engineer for Octoplex. “You can reduce the weight of the wires by 45 [to] 50 percent, making the vessel more fuel efficient, and copper wire is expensive. This approach shortens and simplifies wire runs, reducing the chances of voltage drops while also saving money. With digital switching, you can control multiple circuits from a single button, or you can control a single circuit from multiple places. You don’t need current in the switch.”

A digital-switching system informs a switch that it’s been activated or deactivated via an electrical signal. This process makes digital switching ideal for yachts with multiple helms because installers don’t need to wire a switch in two places; instead, they program the system.

“With digital switching, there’s built-in intelligence along the pathway,” says Matt Elsner, product manager for CZone, which makes systems for recreational boats. “It’s a more efficient trigger from the trigger point to the load.”

Critically, digital-switching systems use pulse-width modulation, which is a way of reducing the amount of power an electrical signal delivers. This method allows users to, say, dim lights or adjust the air conditioner in controlled increments. Better still, if a vessel is connected to the internet, then owners can usually monitor and control all networked equipment from afar.

Unlike traditional switching systems, which use hard-wired switches, digital-switching systems use virtual buttons on touchscreen displays. Manufacturer depending, these displays could be proprietary, or they could be third-party tablets or multifunction displays. (There can be back-end monitoring, troubleshooting and tech-support advantages to using a manufacturer-supplied digital-switching display.)

All digital-switching systems send PGNs across their networks, how- ever, not all PGNs are created equally. For example, some manufacturers only use standard NMEA PGNs that can be read by all N2K-compatible equipment, while other manufacturers employ proprietary PGNs that may require additional equipment. Moreover, some PGNs have priority over others. For example, digital-switching PGNs are prioritized over navigational PGNs. Manufacturers typically split the two networks so navigation doesn’t suffer.

“Digital switching delivers integration onto a common network to control all circuits in a system,” Elsner says. “Everything that you can do from an analog system can be consolidated into a single screen.” This latter point is especially germane to yachtsmen who want all-glass helms.

Repairs are handled through a system’s decentralized modules. For instance, Elsner says, with a CZone system, once a module has been configured for a yacht, it shares this programming with the entire system: “If a module goes bad, you can replace it, and the other modules will ‘teach’ it the language.” And all digital-switching systems have overrides. These can exist as dual CAN networks aboard larger installations, or they could be removable blade fuses on smaller systems.

This decentralized architecture makes adding new equipment a plug-and-play task. “As you add loads, you can add modules if the runs become unruly,” Elsner says. “This simplifies the maturation of the boat.”

More immediate, digital switching simplifies onboard operations. Its modes mean a single tap controls multiple circuits. These modes can include everything such as “night cruising” (running lights or tricolor on, instruments dimmed), “party” (strobe lights and refrigeration on) and “away” (lights off, security system on).

Unlike other marine-electronics gear, digital-switching systems are usually builder-installed. “The builder tells us what size wires they’re using, and we set the [parameters],” Lee says. “We can never increase current on a circuit beyond what it’s rated for.”

Owners contemplating a new build may want to consider using a digital-switching system. Not only will it save money in the long run, but it will also make operations far smoother than trotting to the electrical panel or individual instruments every time a three-hour tour morphs into the long and winding road.

Real-World Constraints

Digital-switching systems offer far more redundancy than traditional switching systems, however, one inherent limitation involves running out of DC power while cruising. “If you go dead-ship, there’s no power for anything until you charge up,” says Phil Lee with Octoplex. While digital-switching systems can deliver real-time metrics for battery health and power draw, owners are wise not to push this envelope too far.

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Digital Switching gets easier, cheaper, and more compelling

by Ben Stein · January 14, 2020

Until recently digital switching has only been seen on newly built, high-end boats. Now, Maretron and CZone both have digital switching products that can be retrofitted by a boat owner or pro installer and cost under $500. But, are these products easy to install and will the boat owner benefit from the installation? Read on to find out.

Digital switching is a complex topic and there are quite a few systems from several different manufacturers available today with more coming. This entry won’t be able to cover all the capabilities of the systems covered nor the specifics of installing each one. Over the coming year I plan to cover several of these systems in greater depth and show what’s involved in installing and configuring these systems to integrate them into your boat.

Benefits of digital switching

What’s a digital switch and why should I care? That’s a reasonable question and the answer is a little involved. When compared to traditional mechanical switches, digital switching’s biggest benefits are flexibility, reduced weight, weather sealed highly reliable switches, and automation. But, digital switching can also be a little harder to understand at first and troubleshooting can involve a computer instead of a multi-meter which can be intimidating.

Reduced weight through less wiring

Traditional DC switching and power distribution starts with a centralized electrical panel where very large cables are run from the batteries to the panel. Then, each circuit on the boat has a wiring run from the panel to the point of use. On my own boat that means that loads like the fresh water pump, located a few feet from the house batteries, run all the way from the batteries, to the panel, and then back down to the pump. So, power for a load that is three feet from the batteries travels through about 20 feet of wire. Wire is heavy and with the number of circuits on a modern boat that can add up to many hundreds or even thousands of pounds, much of which digital switching can help reduce.

Easy control from multiple locations

With traditional switching, wires must be run to each location you want a switch. On Have Another Day our salon lights can be turned on in two locations. So, there’s wire running to each switch plus another (traveller) running between the switches. This means that adding another switch can be a difficult and time consuming task that consumes lots of marine wire. With digital switching additional switches, or other controls like a touch screen or MFD, connect to the NMEA 2000 backbone of the boat; potentially dramatically simplifying installation.

Weather sealed

A traditional circuit has quite a few connections and each of these is a potential source of corrosion and trouble. Plus, mechanical switches have moving parts that are subject to failure. Digital switching circuits typically bring in a single source of power and then have a single connection to each load. There aren’t individual connections for circuit breakers, switches, and the load. Most digital switching modules are well sealed against the environment, utilize solid state switching, and offer a degree of reliability traditional mechanical switching simply can’t match.

Automation and configurability

Traditional mechanical switching can’t offer much in the way of automation, but digitally switched circuits open a world of possibilities. For example, with digital switching it’s possible to read the fresh water tank level from the NMEA 2000 network and turn off the fresh water pump if the level drops too low. Or, a circuit can be set to turn itself off after a specified delay. Plus, with more advanced digital switching systems the trip threshold can be set on a per circuit basis. So, if you have a load attached that should draw 8 amps you can set the trip threshold at 10 amps. But, if you replace that load with one that only draws 4 amps now you can easily change the trip threshold to 5 amps without making any other changes. Plus, systems with settable trip thresholds also have individual circuit current monitoring. Monitoring current consumption gives the ability to monitor and alarm if unusually high (short circuit) or low (burnt out bulb, freewheeling pump, etc) current is measured.

Cost comparison

When digital switching was first introduced to the marine market it commanded a substantial price premium over traditional mechanical switching, required certified installers, and was designed for installation as part of a new boat-build. But, as digital switching has matured, manufacturers have started offering less expensive and easier to configure versions of their products. Entry level digital switching products are available for as little as $250 for six circuits. I constructed a sample system with traditional mechanical switching for six circuits and it came to about about $200 but that doesn’t include any dimmers, which is built into most basic digital switching modules, nor does it account for a substantial difference in installation labor and supplies.

Hands on testing

I’ve been testing digital switching products from Maretron and CZone . I have Maretron’s MPower CLMD12 12 circuit digital switching module along with their VMM6 6 button keypad and from CZone I have their Contact 6 Plus 6 circuit module along and their KP2x3 6 button keypad .

Maretron MPower

Maretron’s CLMD12 is a 12 circuit digital switching unit with settable trip thresholds, current monitoring, and dimming available on each of the 12 circuits. Additionally, the CLMD12 has 7 discrete inputs. Discrete inputs allow circuits on the CMD12 to be controlled by a mechanical switch or any other control equipment that can complete a circuit. Two of the twelve circuits handle a maximum of twelve amps, six are rated at ten amps, and four are rated at five amps. But, each of these circuits can be set to trip at lower current levels if a smaller circuit needs to be protected. Final pricing for the CLMD12 hasn’t been set, but Maretron expects it to carry a suggested list price of $495, making the per circuit cost pretty affordable at just over $41.

My CLMD12 switch module and VMM6 control unit came configured to work with each other out of the box without any configuration. But, if you want to take advantage of advanced features, Maretron’s line of switching is managed through their G2Analyzer software connected to the vessel’s NMEA 2000 bus by either a Maretron USB100 or IPG100. This software gives you control of an impressive number of parameters for configuring both digital switches and the keypad or rocker switch controls. G2 Analyzer allows the user to configure what happens in response to a button push on a control device, what lights should be lit on the switches, how many amps a circuit should trip at, dimming, default state at power-on, flashing lights and so many other parameters.

Installation

Physical installation of the CLMD12 is pretty straightforward. A single 10-32v volt positive input connects to the stud at the top left of the switch, a ground is supplied to the ground conductor, and a NMEA 2000 drop cable is connected to the DeviceNet port on the bottom right of the switch. Once these basic connections are made the loads and controls can be configured. With those loads configured the last step is to connect the actual loads to one of the 12 wires coming out of the bundle of wires connected to the Deutsch connector on the bottom left side of the unit (labeled J1). I got everything connected and a couple of circuits controlled within an hour or so, though I lost some time because I connected a 5 amp load to a circuit preset to a 3 amp trip threshold. Once I realized this and adjusted the trip threshold everything worked well and I had the opportunity to verify the trip thresholds work as designed.

Bypass module

In the event of a failed switch module, Maretron offers a bypass module for an estimated $195. The bypass module holds blade fuses for each of the 12 loads and also offers a mechanical on/off switch. Maretron’s intent is that a bypass module can be located next to each switch module or have one bypass handy for several switch modules. The bypass module comes with a short, 6 gauge, jumper to piggy back power off the switch module’s power supply. If the switch module fails, the 12-pin Deutsch connector, connected to J1 on the switch module, can be moved from the switch module to the receptacle on the bypass module.

Maretron’s primary switch module for aftermarket applications is the VMM6, a six actuator (fancy word for switch) module with replaceable keycaps to match any label need. The $130 VMM6 will be available with multiple actuator configurations, the sample above has, from left to right, five momentary single action rockers and one double action rocker. The double action rocker effectively has two switches and can be used, as shown, to brighten or dim a light, but can also be used to control two separate loads. The action taken with each switch press is configured in G2Analyzer and includes toggling a load on or off when pressed, one button dimmer control –which toggles the load when tapped and dims up and down when held–, flash the load off and on, just dim, just brighten, momentary (only on when the switch is held), and several other possibilities.

CZone Contact 6 Plus

CZone’s Contact 6 Plus is a $250 6 circuit digital switching unit compatible with the full line of CZone digital switching and monitoring products. At about $42 per circuit the pricing is right in line with Maretron’s CLMD12 and also comparable to traditional mechanical switching. Each of the 6 circuits in the Contact 6 Plus can handle a maximum of 15 amps of 12 or 24 volt DC. The simpler Contact 6 Plus doesn’t have any of the discrete inputs or software configured trip thresholds of the Maretron switches. CZone has gone with a different circuit protection approach than Maretron or their own COI . The Contact 6 Plus uses physical ATC blade fuses for circuit protection and doesn’t have the ability to monitor current consumption. CZone’s use of physical fuses means you’ll need to keep spares on hand in case you blow one and also means access to the unit needs to be considered in order to replace fuses.

Contact 6 systems can be run as very small stand-alone switching systems with CZone’s Smart Harness. Smart Harnesses are available for two or three modules and are non-expandable NMEA 2000 networks. Out of the box Contact 6 systems come configured to run as a standalone system without other devices on their NMEA 2000 network.

If you’re going to use your CZone system with other NMEA 2000 devices on the network you will need to build a configuration in the CZone Configuration Tool and upload it to the CZone components on the network. The configuration tool is very powerful and makes it easy to configure an advanced system. Once the system is configured you can save the configuration file to an SD card and use an MFD to load the configuration onto the network. This ability is really nice as it means no additional hardware is needed to configure your system if you already have a compatible MFD onboard.

Installation of a Contact 6 Plus is also straightforward. The switch module accepts a single 12 or 24 volt DC positive input and a NMEA 2000 drop. The module draws ground through the NMEA 2000 connection. Loads are connected using a six pin plug-in screw terminal that accepts 8-24 gauge wires. Installation of the Contact 6 Plus took well under an hour but I had a bit more of a learning curve with the Configuration Tool so my time to successfully switching loads was similar to with the Maretron system.

Emergency bypass

CZone doesn’t use a separate bypass module, but instead there’s a secondary bypass position on each fuse holder. When the fuse is in the bypass position all digital switching circuitry is bypassed and a direct, fused connection is made between the power source and the load. There’s no additional expense for bypass functionality, but when compared to Maretron’s approach each circuit will need to be bypassed individually if the whole module fails.

CZone offers their keypad controls in six button ($220) and twelve button versions in both portrait and landscape orientations. When the Contact 6 Plus is operating in standalone mode with a smart harness, the push buttons can be configured to behave either as on/off toggle switches or as one button dimmers through a series of button presses. The labels on the panel are adhesive and the keypad comes with a sheet of 60 common labels. When the system is connected to a NMEA 2000 network and configured with the CZone Configuration Tool a much broader set of controls, like Maretron’s, are available.

Proprietary versus standard NMEA 2000 messaging

When manufacturers began designing their digital switching products the NMEA hadn’t added switching PGNs to the NMEA 2000 standard. As a result, manufacturers had little choice but to use proprietary messaging for their implementations. Since then the NMEA has modified the NMEA 2000 standard to include digital switching messages. Maretron has adopted those messages and operates on standard PGNs while CZone continues to use their proprietary messaging to control their switches. Within a single vendor’s system the use of standard or proprietary PGNs won’t change your experience with the products, but if you have multiple vendors’ equipment on the boat and hope to have it work together your options will be significantly better with NMEA 2000 standards compliant communications used.

Yacht Devices switching

So far we’ve talked about ambitious products with the potential to replace much of a boat’s DC distribution system. But, perhaps you’re looking for a simpler option to just control a few circuits. That’s where Yacht Devices ‘ YDCC-04 circuit controller can come into play. First, a quick note that I own Yacht Devices U.S. , the U.S. distributor of Yacht Devices’ parts. The YDCC is a 4 circuit switching device that takes a slightly different approach from Maretron and CZone.

The $250 YDCC is only an on/off device without dimming capabilities. Like Maretron it uses NMEA 2000 standard PGNs for all its control messages. It uses bi-stable relays to switch the circuits and these relays don’t have the ability to do PWM dimming. Additionally, the YDCC doesn’t take a single positive input and then distribute it, instead the switched leg is supplied for each circuit. The switched load can be AC or DC and nearly any voltage running up to 10 amps. The first two loads have outputs for when the circuit is on and off. This allows current to flow to one contact when the circuit is “off” and another when it’s on. There’s not any circuit protection in the YDCC so you’ll need it upstream of the module.

But, the YDCC also has a full set of contacts on the right side of the device for switching. On Have Another Day I’ve switched several loads in my cockpit using a YDCC and what you see above are the four switches connected to the YDCC to control those circuits and indicate their status.

Yacht Devices also offers the $150 YDSC-04 which doesn’t include any relays but allows you to view and control the status of a YDCC (or any other NMEA 2000 standard digital switch) via switches and indicator lights.

Final thoughts

Digital switching isn’t just for new boats. Digital switching brings lots of benefits to your boat. If you’re taking on a project today that requires new circuits it’s hard for me to see why you wouldn’t use one of the low cost, high featured digital switching options in the market. This isn’t to say there’s not a learning curve with digital switching, because there is, but I believe the benefits I talked about earlier easily outweigh the differences and potential complexities. Anytime I look at new systems or paradigms on a boat I try and answer one question… Will this make boating better, easier or more fun? With digital switching I believe the answer is it can make boating easier and better, giving you options you simply can’t have with traditional mechanical switching.

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Publisher of Panbo.com, passionate marine electronics enthusiast, 100-ton USCG master.

27 Responses

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Ben, how do the products compare in power draw when our boats are in use vs unused? What choice are installers making when it comes to the bilge pump and bilge pump alarm? (Do installers connect them to these products, or leave them connected separately to the battery). If connected to the battery, do any of these products measure increase in bilge pump usage to increase awareness to the user there is a problem?

I can’t find a spec for Maretron, but CZone says the standby current for the Contact 6 Plus is .3ma. Yacht Devices lists average current for the YDCC at 30ma. But, in all cases for these products to function the NMEA 2000 network needs to be powered up. I’d suspect that on most boats that represents a significantly larger load and concern than the consumption of the individual switching component.

On my own boat I haven’t run my bilge pumps through any of the digital switch products. My installations aren’t physically anywhere near the pumps and I don’t have enough operational data of my own to make that change yet. CZone and Maretron both offer products that can indicate when a circuit is energizied (frequently called a run-indicator) but I’d rather monitor bilge pumps with a stand-alone boat monitoring product that also has alerting capabilities integrated in.

Some of the early systems I worked on (pre 2010) had the bilge systems tied into the digital switching, most of those switched to conventional bilge pump wiring by the boat builder after issues with battery draw and other system failures affecting the bilge system. I think the best solution maybe having the pump with separate power but monitored by both conventional and digital means.

That makes sense.

Im curious how the reliability is. Seems that is always the achilles heel of these systems. I really like the idea of it, but the real world application doesnt seem to jive. Fingers crossed

This has come a long way in 10 years since I last looked at it. Back then it was $400-$500 a circuit with 16 circuits and 2 controls pads.

I have been looking for this, and think it is a great idea. But it didn’t turn out like I thought it would. I had assumed there would be a doodad at the load/light that accepted power and the nmea2000 connection. Then you would control the device over the network. This would allow one run of power through the boat, and one run of the network cabling, with drops to the individual items. It seems counterproductive that each of these items still requires a separate power run to the load/light. I don’t see how a guy will save any complexity or runs of wire with this. It seems like the only reason to use this is for the MFD control of your load, which is fun and cool, but not terribly compelling.

In theory you place the modules near load groups so say one in the forward stateroom that controlled the lights in the stateroom and forward head, and maybe the bow lights and head vent fan. Instead of 5 pairs of wires running back to the main panel you would have a communication cable and a a pair of heavier gauge power cables, and each load would have a shorter run. This can be somewhat problematic finding places for the module that are accessible and make sense. The system has to be well engineered and thought out well in advance to really get good weight and wiring savings.

It’s possible car makers have to some degree done it. The real savings they found weren’t on the load side but the control side. SO say you have breaker panel feeding a switch panel with 8 switches on it then on to the loads. Wit digital switching you could now have a switch panel with only a communication cable and the loads can be fed directly from the circuit protection.

As some one who has spent the last decade and a half working with traditional circuit protection as well as digital switching I do take some exception to the reliability statement (at least in the marine world). It may well be true in the future but not now. We used to see the A series or world breakers last 20-30 years in typical recreational marine service, we typically started seeing module or digital switch failures in the 7-10 year range. You also had issues with support as the products age. Some systems have gone thru complete redesigns in the last 10 years and the old systems require rather expensive fixes thanks to that.

I still think it’s the future but I think potential adopters should keep in mind there are still some drawbacks that aren’t fully flushed out. As an aside I also have done a little work with home automation systems. Very few home automation technicians have the systems in their house in my experience, The issue is when the systems age and are no longer supported it can get very costly versus buying a 5 buck light switch at home depot. Now current wireless systems have reduced that risk which I think is why you see so much more in that space now but remember the basic concepts have been doable for 40 plus years with little market penetration (x10)

It isn’t just weight savings. For some of the extra installation complexity, the owner also gets a boat simpler to operate. Rather than buttons programmed 1-1 to match the function of their circuit breaker counter-parts, the installer can have far fewer buttons. Much like you get in a car and have an on switch built into your ignition, you can have an “on” button for your boat that powers on the majority of breakers (instruments, electronics, vhf, etc.) then add buttons only for those devices out of reach of the user (nav lights)

This is very true and something the automtive and motorcycle space already does with multiple circuits tied together (mostly to the key switch but some others). Many multi plex systems do have these features, but one must be careful to make it intuitive. A certain boatbuilder tied many functions to 3 main ” macro buttons” that were supposed to relate to the boat being at dock at anchor etc. But it had the habit of confusing owners used to turning on everything individually. Used to get lots of service calls that were really more user error or interface misunderstanding then actual issues. Another favorite My water heater won’t turn on! Yep it’s because your tank sensor is bad and it has a default to kill power to the water heater when the tank is empty.

I miss Naviop

something else to mull over https://www.neutrinoblackbox.com/products

The motorcycle industry has developed some intriguing modules. The Moto brain and PDM 60 are another 2 I have come across.

Another option for fun, non-critical digital switching. Wire a $35 Google nest mini direct to your 12v. Add a $13 12v 5amp 2 circuit wifi digital switch : https://www.amazon.com/gp/product/B07PGPRZ51/ref=ppx_yo_dt_b_asin_title_o08_s02?ie=UTF8&psc=1 in parallel at your switch panel ( I wired to courtesy lights). Configure the apps and then you can switch your lights at the panel, or on your phone, or by voice “Hey Google switch courtesy lights on” . Under $50 and a half hour. Obviously not appropriate for critical loads. But nice for lights, Music, etc.

Very interesting technology. If digital switching modules were the exact size of standard boat circuit breakers it would be a no brainer to upgrade existing boats. Like home based z-wave digital switching you would then have a mechanical backup.

Maybe somwonw can help me out here How and where can i purchase the MPower modules ?

Unfortunately to the best of my knowledge these modules aren’t available for purchase yet. I’m going to submit a question to the folks at Maretron and see if there’s an update.

I’ve just checked in with Maretron who confirms they’re finalizing pricing and availability and will update as soon as the products are available.

Thanks Ben I will be patient but have my order ready as soon as the products are available

This is great, and finding someone who has got the pieces working. I’ve tried (unsuccessfully) to hook up a Maretron DCR100 to a Garmin 922. The Garmin’s latest software shows switching ui (cool!), and shows switch status changes when a Maretron 150 is used to flip switches, but the 922 won’t control the Maretron directly.

Mr. Stein, Thank you for sharing all this knowledge. I’ve been trying to connect a Maretron DCR100 to a Garmin 922xs MFD, with “limited” luck. Latest Garmin software on 922 shows the DCR, shows the status of the DCR switches (when I flip them with a Maretron controller), but won’t actually flip a switch.

It would appear to be one of two things: 1) need a CZONE config (black magic? supported by Maretron?), or 2) the Garmin is sending the 127502 message, which Maretron stopped supporting a version ago. Neither of the two companies seem to have a great idea here, other than “monitor and see what’s going on” … the monitoring gear would cost more than the switch gear!

All suggestions welcome!

So how do folks handle higher amp devices with digital switches (pumps, downriggers, radars, etc)? Do folks just leave standard mechanical switches for those devices (which would seem to defeat the point of having a digital switching system on their boat in the first place)? I’ve been researching digital switching systems as a potential for my boat rewiring project but the lack of higher amp support is one question I just don’t seem to see addressed anywhere.

Todd, I’m pretty sure that most digital distribution systems let you parallel output channels to get the maximum amperage needed for a particular circuit. For instance, the newish CZone Control X Plus has 24 DC output channels with just four being 15 amps max, the rest less. But with paralleling it can support a circuit that needs up to 80 amps.

Details in the install manual: https://www.czone.net/en/p/80-911-0230-00/Control-X-PLUS-w-Connects

Ben is exactly right about the potential for higher current being satisfied by using multiple channels. I’d think that would deal with most typical loads, but not things like windlasses, etc. For really high current applications, the digital switches can be used to control relays or solenoids.

Thanks @BenEllison and @BenStein – helpful – I love the idea of reducing wiring through my boat thru the use of strategically placed PDM’s but for the life of me was stumped on the higher amp management.

Hey Ben’s – reviving an older post with a question. I am super interested in the Yacht Devices option to keep things non-proprietary but also want to have remote access (think turning on deck lights while returning in tender). I am not finding much in my searches on how to get remote control of NMEA2000 switching PGN’s? Electrical system is Victron based and electronics are Garmin if that helps. Thanks

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Digital Switching

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PowerPlex ® Digital Switching System

A unique, customizable digital switching system.

With a single touch, the users can switch off lights and switch on the air condition. Or they control everything at the same time which is part of a pre-defined scenario. Users can view all boat information on screens such as water tank levels or battery condition. Or they rely on PowerPlex for informing them immediately as soon as any action needs to be taken. PowerPlex allows control and monitoring of the on-board electrical system via smartphones, tablets, touch displays or key pads. Thanks to the various operating options, controlling the entire on-board equipment is child’s play. Various co-operations with major manufacturers of electronic equipment continuously enhance integration options. In addition to or alternatively to the PowerPlex operating options, features like multi-functional displays from Navico’s brands Simrad and B&G as well as Garmin or Furuno make handling on board even more convenient. This tops off the entire solution and continuously enhances the functionalities of PowerPlex.

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Powerplex ® – features.

• Customer-specific power distribution, controlling and monitoring (DC / AC)
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A PowerPlex system can be a single module or else a complex system consisting of several modules and control panels. The system will be as compact or comprehensive as you need it. Therefore it’s as easy to realise automation on a small motorboat as it is on a million dollar luxury yacht. The possibilities are endless. Independent of the boat size or type, PowerPlex ®  provides tailor-made automation technology on your boat.

PowerPlex ® – NMEA 2000 network

NMEA 2000 is the marine standard for serial data networking of electronic devices. Compatible devices share data including commands and status information with other compatible devices such as sensors, pumps, lights, GPS or multifunctional displays. For E-T-A, it was just a logical step to completely connect PowerPlex and NMEA 2000. Our PowerPlex Gateway allows combination of the PowerPlex CAN bus with various other bus systems such as CAN (e. g. NMEA 2000, SAE J1939) or Modbus. Connectivity to NMEA 2000 via a gateway opens up a wealth of possibilities. Large-scale control and monitoring systems with clearly separated functionalities and tasks can be realised. The gateway translates and automatically filters incoming messages. Thus only relevant data are transmitted or received. This ensures a consistent flow of information for controlling and monitoring of the entire installation of the on-board electrical system.

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5 Reasons You Need Digital Switching on Your Yacht

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• DST110 – Depth / Speed / Temperature Triducer
• GPS200 – GPS Antenna / Receiver
• SSC300 – Solid State Compass
• WSO200 – Ultrasonic Wind and Weather Station
• NMEA 2000® Cables and Connectors
• Legacy Products

Suggested Systems

Sailboat example systems.

• Intermediate
• Comprehensive

Trawler Example Systems

Recreational fishing yacht system examples, workboat example systems, application system examples.

• Battery Monitoring
• Battery Switch Monitoring and Control
• Bilge Monitoring and Control

Digital Switching

• Fuel Flow / Economy / Trip Computer
• Fuel Filter Monitoring
• Generator Monitoring
• Indoor Temperature and Humidity Monitoring
• Shore Power Monitoring
• Security Monitoring
• Swing Meter (Rate of Turn)
• Telemetric Cloud Service
• Vessel Tracking (N2KTracker®)

Product Example Systems

• ACM100 - Alternating Current Monitor
• DCM100 - Direct Current Monitor
• FFM100 - Fluid Flow Monitor
• FPM100 - Fluid Pressure Monitor
• GPS200 - Antenna/Receiver
• J2K100 - J1939 to NMEA 2000 Gateway
• NBE100 - Network Bus Extender
• RAA100 - Rudder Angle Adapter
• SSC300 - Solid State Compass
• SMS100 - Text Messaging
• TLA100 - Tank Level adapter
• TLM150 - Tank Level Monitor
• TMP100 - Temperature Monitor
• WSO100 - Wind and Weather Station Example Systems

Support & Downloads

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