motor yacht lightning marine traffic

• Yachting World
• Digital Edition

Yacht lightning strikes: Why they cause so much damage and how to protect against them

• August 27, 2020

A lightning strike may sound vanishingly unlikely, but their incidence is increasing, and a hit can cause severe damage costing thousands of pounds, as well as putting an end to a sailing season, writes Suzy Carmody

Lightning strikes of boats are still fairly rare – but are on the increase. Photo: Image Reality / Alamy

Pantaenius handles more than 200 cases of lightning damage every year. “Over the past 15 years, the total number of such loss events has tripled in our statistics. The relative share of lightning damage in the total amount of losses recorded by us each year is already 10% or more in some cruising areas such as the Med, parts of the Pacific or the Caribbean,” added Pantaenius’s Jonas Ball.

Both UK and US-based insurers also report that multihulls are two to three times more likely to be struck by lightning than monohulls, due to the increased surface area and the lack of a keel causing difficulties with adequate grounding. Besides increased likelihood of being hit, the cost of a strike has also risen enormously as yachts carry more networked electronic devices and systems.

The CAPE index measures atmospheric instability and can be overlaid on windy.com forecasts

Avoiding lightning strikes

The only really preventative measure to avoid lightning is to stay away from lightning prone areas. Global maps of lightning flash rates based on data provided by NASA are useful to indicate areas of more intense lightning activity. They show that lightning is much more common in the tropics and highlight hotspots such as Florida, Cuba and Colombia in the Caribbean, tropical West Africa, and Malaysia and Singapore in south-east Asia.

Unfortunately, many of the most popular cruising grounds are located in tropical waters. Carefully monitoring the weather and being flexible to changing plans is an essential part of daily passage planning during the lightning season in high-risk areas. CAPE (Convective Available Potential Energy) is a useful tool for indicating atmospheric instability: you can check the CAPE index on windy.com (see above) as part of your lightning protection plan.

Protection against lightning strikes

Yachts that had no protection when lightning struck often experience extensive damage. The skipper of S/V Sassafras , a 1964 carvel schooner, reports: “Most of the electronics were toast. Any shielded wiring or items capable of capacitance took the most damage: isolation transformer; SSB tuner; autopilot and N2K network Cat 5 cables.”

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The owner of Matador of Hamble , a Rival 41, recalls the effects of their strike: “The extent of the damage was not immediately obvious. For days afterwards anything with a semi-conductor went bang when we turned it on.”

The crew of Madeleine , a Catana 42S catamaran, had a similar experience. “We were struck in Tobago but only discovered the electrical damage to the port engine when we reached St Lucia and it was in the Azores that we found out the rudder post was broken and we had lost half our rudder.”

It therefore seems prudent that in lightning prone areas a protection system should be implemented where possible to protect the boat, equipment and crew. As a first step analysing the boat and the relative position of all the main metallic fittings can often reveal a few safe places to hide and places to avoid. Areas such as the base of the mast, below the steering pedestal and near the engine have the highest risk of injury.

Stays on a steel boat are attached directly to the steel hull. Photo: Wietze van der Laan / Janneke Kuysters

In terms of minimising the effect of a strike, one temporary method to limit the damage is to direct the current outside the boat using heavy electrical cables attached to the stainless steel rigging. With the other end of the cable immersed in the ocean, this provides a conductive path from the masthead to the ground.

The main flaw in this plan is that an aluminium mast has much greater electrical conductivity than stainless steel and is a more likely pathway to the ground. This system also requires adequate copper to be in contact with the seawater to discharge the current.

Other temporary measures include disconnecting radar and radio aerial cables, putting portable electronic items in the oven or microwave as a Faraday cage, turning off all the batteries or nonessential electronic equipment if at sea, or in a marina unplugging the shore power cord. All these procedures rely on someone being on board with several minutes warning before a strike to drop the cables over the side and turn off/disconnect and unplug.

Cable used as a down conductor from the shrouds on a catamaran. Photo: Wietze van der Laan / Janneke Kuysters

Posting an ‘Emergency Lightning Procedures’ card in a central location of the boat showing where to stand and what quick preparations to take is a simple first step.

Permanent lightning strike protection

In a thunderstorm, molecular movement causes a massive build up of potential energy. Once the voltage difference overcomes the resistance of the airspace in between, invisible ‘channels’ form between the base of the clouds and tall objects like masts, providing a path for a lightning strike to discharge some of the accumulated electrical energy. There will be less damage to a vessel if the discharge is contained in a well-designed lightning-protection system.

Lightning rods or air terminals installed at the top of the mast connected to an external grounding plate on the hull, via an aluminium mast, provide a permanent low impedance path for the current to enter the water. On boats with timber or carbon masts a heavy electrical cable can be used as a down conductor.

If not installed during production, a grounding plate can be retrofitted during a haul out. On monohulls a single plate near the base of the mast is adequate. A ketch, yawl or schooner requires a vertical path for each mast and a long strip under the hull between the masts, whereas catamarans usually require two grounding plates to complete the path to the water.

The current from a lightning strike is dissipated primarily from the edges of the plate, so the longer the outline the better. Warwick Tompkins installed a lightning protection system designed by Malcolm Morgan Marine in California on his Wylie 38 Flashgirl :  “Two heavy copper cables run from the foot of the mast to the aluminium mast step, which was connected to a copper grounding plate on the outside of the hull via ½in diameter bronze bolts.”

The grounding plate was an eight pointed star shape. “Some liken it to a spider.” Warwick says, “And the very minimal electrical damage we experienced when struck was directly attributable to this spider setup.”

A copper ‘X’ grounding plate, used on boats that have a fin keel some distance aft of the mast. Photo: Malcolm Morgan Marine

Morgan adds: “Any cables associated with lightning protection should be routed away from other ship’s wiring wherever possible. For example, if the navstation electronics and main switchboards are on one side of the vessel, the lightning protection cables should be routed on the opposite side.”

An internal bonding circuit connects the major metal objects on a boat to the grounding plate via bonding cables. This can help prevent internal side strikes where the current jumps between objects in order to reach ground.

Morgan explains: “As modern boats are becoming increasingly complex careful consideration is required to ensure the bonding system is designed correctly. There are five possible grounding systems on a vessel (lightning protection, SSB radio ground plate, bonding for corrosion, AC safety ground, and DC negative) and all need to be joined at one common point and connected to the external grounding plate.”

This strike exited through the keel, blowing off the fairing and bottom paint. Photo: GEICO / BoatUS Marine Insurance

Surge protection

Yachts anchored close to shore or on shore power in a marina are susceptible to voltage surges during a thunderstorm. If lightning strikes a utility pole the current travels down the electricity cable looking for ground. It can enter a vessel through the shore power line or can pass through the water and flashover to a yacht at anchor.

Surge-protective devices (SPD) are self-sacrificial devices that ‘shunt’ the voltage to ground. They reduce the voltage spikes eg a 20,000V surge can be diminished to 6,000V but the additional current can still be enough to damage sensitive electronics. Therefore fitting ‘cascaded’ surge protection with several SPDs in line on critical equipment is a good idea.

High-tech solutions

Theoretically, if a lightning dissipator bleeds off an electrical charge on the rigging at the same rate as it builds up it can reduce or prevent a lightning strike. Lightning dissipators such as ‘bottle brushes’ are occasionally seen on cruising boats, though these are relatively old technology. Modern dissipators feature a 3⁄8in radius ball tip at the end of a tapered section of a copper or aluminium rod. The jury is out on their effectiveness.

A more high-tech solution is Sertec’s CMCE system, which claims to reduce the probability of a lightning strike by 99% within the protected area. The system has been widely installed on airports, stadiums, hospitals and similar, but has now been adapted for small marine use (and may reduce your insurance excess).

Arne Gründel of Sertec explains: “The CMCE system prevents a lightning strike by attracting and grounding excess negative charges from the atmosphere within the cover radius of the device. This prevents the formation of ‘streamers’, and without streamers there is no lightning strike.”

A Sertec CMCE marine unit, designed to dissipate lightning

• 1. Avoiding lightning strikes
• 2. ‘A lightning strike caused £95,000 of damage to my yacht’

Yachting Monthly

• Digital edition

Sailing in lightning: how to keep your yacht safe

• In partnership with Katy Stickland
• July 22, 2022

How much of a concern is a lightning strike to a yacht and what can we do about it? Nigel Calder looks at what makes a full ‘belt and braces’ lightning protection system

Storm clouds gather at Cowes, but what lightning protection system, if any, does your boat have for anchoring or sailing in lightning? Credit: Patrick Eden/Alamy Stock Photo

Most sailors worry about sailing in lightning to some extent, writes Nigel Calder .

After all, going around with a tall metal pole on a flat sea when storm clouds threaten doesn’t seem like the best idea to most of us.

In reality, thunder storms need plenty of energy, driven by the sun, and are much less frequent in northern Europe than in the tropics.

However, high currents passing through resistive conductors generate heat.

Small diameter conductors melt; wooden masts explode; and air gaps that are bridged by an arc start fires.

Sailing in lightning: Lightning is 10 times more likely over land than sea, as the land heats up more than water, providing the stronger convection currents needed to create a charge. Credit: BAE Inc/Alamy Stock Photo

On boats, radio antennas may be vaporised, and metal thru-hulls blown out of the hull, or the surrounding fiberglass melted, with areas of gelcoat blown off.

Wherever you sail, lightning needs to be taken seriously.

Understanding how lightning works, will help you evaluate the risks and make an informed decision about the level of protection you want on your boat and what precautions to take.

Most lightning is what’s called negative lightning, between the lower levels of clouds and the earth. Intermittent pre-discharges occur, ionising the air.

Whereas air is normally a poor electrical conductor, ionised air is an excellent conductor.

These pre-discharges (stepped leaders) are countered by a so-called attachment spark (streamer), which emanates from pointed objects (towers, masts, or lightning rods) that stand out from their surroundings due to their height.

Summer is the season for lightning storms in the UK. Here, one finds early at Instow, Devon. Credit: Terry Matthews/Alamy Stock Photo

This process continues until an attachment spark connects with a stepped leader, creating a lightning channel of ionised air molecules from the cloud to ground.

The main discharge, typically a series of discharges, now takes place through the lightning channel.

Negative lightning bolts are 1 to 2km (0.6 to 1.2 miles) long and have an average current of 20,000A.

Positive lightning bolts are much rarer and they can have currents of up to 300,000A.

Preventing damage when sailing in lightning

A lightning protection system (LPS) is designed to divert lightning energy to ground (in this case the sea), in such a way that no damage occurs to the boat or to people.

Ideally, this also includes protecting a boat’s electrical and electronic systems, but marine electronics are sensitive and this level of protection is hard to achieve.

Lightning protection systems have two key components: First, a mechanism to provide a path with as little resistance as possible that conducts a lightning strike to the water.

This is established with a substantial conductor from an air-terminal to the water.

Components of an external and internal lightning protection system. Credit: Maxine Heath

This part of the LPS is sometimes called external lightning protection.

Second, a mechanism to prevent the development of high voltages on, and voltage differences between, conductive objects on the boat.

This is achieved by connecting all major metal objects on and below deck to the water by an equipotential bonding system.

Without this bonding system high enough voltage differences can arise on a boat to develop dangerous side flashes.

The bonding system can be thought of as internal lightning protection.

Rolling ball concept

Lightning standards, which apply ashore and afloat, define five lightning protection ‘classes’, ranging from Class V (no protection) to Class I.

There are two core parameters: the maximum current the system must be able to withstand, which determines the sizing of various components in the system, and the arrangement and number of the air terminals, aka lightning rods.

Let’s look at the arrangement of the air terminals first. It is best explained by the rolling ball concept.

A lightning strike is initiated by the stepped leaders and attachment sparks connecting to form the lightning channel.

The distance between the stepped leader and the attachment sparks is known as the breakdown distance or striking distance.

If we imagine a ball with a radius equal to the striking distance, and we roll this ball around an object to be protected, the upper points of contact define the possible lightning impact points that need to be protected by air terminals.

Lightning protection theories and classifications rely on a ‘rolling ball’ concept to define requirements, areas of risk and protected areas. Credit: Maxine Heath

The air terminal will theoretically provide a zone of protection from the point at which the terminal connects with the circumference of the rolling ball down to the point at which that circumference touches the water.

The shorter the striking distance, the less the radius of the rolling ball and the smaller the area within the protection zone defined by the circumference of the rolling ball.

The smaller the protection zone, the more air terminals we need. So, we use the shortest striking distance to determine the minimum number and location of air terminals.

Class I protection assumes a rolling ball radius of 20m; Class II assumes a rolling ball radius of 30m.

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Boat building standards are based on a striking distance/rolling ball radius of 30m (Class II).

For masts up to 30m above the waterline, the circumference of the ball from the point at which it contacts the top of the mast down to the water will define the zone of protection.

For masts higher than 30m above the waterline, the ball will contact the mast at 30m and this will define the limit of the zone of protection.

If Class I protection is wanted, the radius of the ball is reduced to 20m, which significantly reduces the zone of protection and, on many larger recreational boats, may theoretically necessitate more than one air terminal.

Protection classes

With most single-masted monohull yachts, an air terminal at the top of the mast is sufficient to protect the entire boat to Class I standards.

The circumference of the rolling ball from the tip of the mast down to the surface of the water does not intercept any part of the hull or rig.

However, someone standing on the fore or aft deck might have the upper part of their body contact the rolling ball, which tells us this is no place to be in a lightning storm.

Some boats have relatively high equipment or platforms over and behind the cockpit.

Protection classes to protect your boat while anchored or sailing in lightning

These fittings and structures may or may not be outside the circumference of the rolling ball.

Once again, this tells us to avoid contact with these structures during a lightning storm.

Ketch, yawl, and schooner rigged boats generally require air terminals on all masts, except when the mizzen is significantly shorter than the main mast.

The external LPS

The external LPS consists of the air terminal, a down conductor, and an earthing system – a lightning grounding terminal.

The down conductor is also known as a primary lightning protection conductor.

All components must be sized to carry the highest lightning peak current corresponding to the protection class chosen.

In particular, the material and cross-sectional area of the air terminal and down conductor must be such that the lightning current does not cause excessive heating.

The air terminal needs to extend a minimum of 150mm above the mast to which it is attached.

A graph depicting NASA’s record of yearly global lightning events. The Congo once recorded more than 450 strikes per km2

It can be a minimum 10mm diameter copper rod, or 13mm diameter aluminum solid rod.

It should have a rounded, rather than a pointed, top end.

VHF antennas are commonly destroyed in a lightning strike.

If an antenna is hit and is not protected by a lightning arrestor at its base, the lightning may enter the boat via the antenna’s coax cable.

A lightning arrestor is inserted in the line between the coax cable and the base of the antenna.

It has a substantial connection to the boat’s grounding system, which, on an aluminum mast, is created by its connection to the mast.

In normal circumstances, the lightning arrestor is nonconductive to ground.

When hit by very high voltages it shorts to ground, in theory causing a lightning strike to bypass the coax – although the effectiveness of such devices is a matter of some dispute.

Down conductors

A down conductor is the electrically conductive connection between an air terminal and the grounding terminal.

For many years, this conductor was required to have a resistance no more than that of a 16mm² copper conductor, but following further research, the down conductor is now required to have a resistance not greater than that of a 20mm² copper conductor.

For Class I protection, 25mm² is needed. This is to minimise heating effects.

Let’s say instead we use a copper conductor with a cross-sectional area of 16mm² and it is hit by a lightning strike with a peak current corresponding to Protection Class IV.

Sailing in lightning: This catamaran relies upon cabling to ground from the shrouds but stainless steel wire is not a good enough conductor. Credit: Wietze van der Laan

The conductor will experience a temperature increase of 56°C. A 16mm² conductor made of stainless steel (for example, rigging ) will reach well over 1,000°C and melt or evaporate.

Shrouds and stays on sailboats should be connected into a LPS only to prevent side flashes.

The cross-sectional area of the metal in aluminum masts on even small sailboats is such that it provides a low enough resistance path to be the down conductor.

Whether deck- or keel-mounted, the mast will require a low resistance path, equivalent to a 25mm² copper conductor, from the base of the mast to the grounding terminal.

Grounding terminal

Metal hulled boats can use the hull as the grounding terminal. All other boats need an adequate mass of underwater metal.

In salt water this needs a minimum area of 0.1m². In fresh water, European standards call for the grounding terminal to be up to 0.25m².

A grounding terminal must be submerged under all operating conditions.

An external lead or iron keel on monohull sailing boats can serve as a grounding terminal.

This owner of this Florida-based yacht decided to keep the keel out of the equation when is came to a grounding plate. High electrical currents don’t like sharp corners, so a grounding plate directly beneath the mast makes for an easier route to ground. Credit: Malcolm Morgan

In the absence of a keel , the cumulative surface area of various underwater components – propellers, metal thru-hulls, rudders – is often more than sufficient to meet the area requirements for a grounding terminal.

However, these can only be considered adequate if they are situated below the air terminal and down conductor and individually have the requisite surface area.

Metal through-hulls do not meet this requirement.

If underwater hardware, such as a keel, is adequate to be used as the grounding terminal, the interconnecting conductor is part of the primary down conductor system and needs to be sized accordingly at 25mm².

Propellers and radio ground plates

Regardless of its size, a propeller is not suitable as a grounding terminal for two reasons.

First, it is very difficult to make the necessary low-resistance electrical connection to the propeller shaft, and second, the primary conductor now runs horizontally through the boat.

The risk of side flashes within the boat, and through the hull to the water is increased.

Sailing in lightning: GRP hull, fairing filler and iron keel will have carried different voltages during the strike – hence this damage

An engine should never be included in the main (primary) conducting path to a grounding terminal.

On modern engines, sensitive electronic controls will be destroyed in a lightning strike, and on all engines, oil in bearings and between gears will create resistance and therefore considerable heat which is likely to result in internal damage.

However, as it is a large conductive object, the engine should be connected to the internal lightning protection system.

Internal lightning protection

On its way to ground, lightning causes considerable voltage differences in adjacent objects – up to hundreds of thousands of volts.

This applies to boats with a functioning external lightning protection system but without internal protection.

Although the lightning has been given a path to ground along which it will cause as little damage as possible, dangerous voltages can be generated elsewhere, resulting in arcing and side flashes, threatening the boat and crew, and destroying electronic equipment.

We prevent these damaging voltage differences from arising by connecting all substantial metal objects on the boat to a common grounding point.

One of the holy grails of marine photography – a direct lightning strike on a yacht’s mast. Credit: Apex

The grounding terminal is also wired to the common grounding point.

By tying all these circuits and objects together we hold them at a common voltage, preventing the build-up of voltage differences between them.

All conductive surfaces that might be touched at the same time, such as a backstay and a steering wheel, need to be held to the same voltage.

If the voltages are the same, there will be no arcing and no side flashes.

The bonding conductors in this internal LPS need to be stranded copper with a minimum size of 16mm².

Note that there can be bonding of the same object for corrosion prevention, lightning protection, and sometimes DC grounding.

We do not need three separate conductors.

Electronic Device Protection

With lightning protection systems, we need to distinguish electric circuit and people protection from device protection.

Even with an internal LPS, high induced voltages may occur on ungrounded conductors (such as DC positive) which will destroy any attached electronics.

A mechanism is needed to short high transient voltages to ground.

This is done with surge protection devices (SPD), also known as transient voltage surge suppressors (TVSS) or lightning arrestors.

Marine-specific SPDs are few in number and domestic models are not suitable for boats

In normal circumstances these devices are non-conductive, but if a specified voltage – the clamping voltage – is exceeded they divert the spike to ground.

There are levels of protection defined in various standards depending on the voltages and currents that can be handled, the speed with which this occurs, and other factors.

This is a highly technical subject for which it is advisable to seek professional support.

Most SPDs are designed for AC circuits.

When it comes to DC circuits there are far fewer choices available to boat owners although there are an increasing number for solar installations that may be appropriate.

There is no such thing as a lightning-proof boat, only a lightning-protected boat, and for this there needs to be a properly installed LPS.

Nigel Calder is a lifelong sailor and author of Boatowner’s Mechanical and Electrical Manual. He is involved in setting standards for leisure boats in the USA

Even so, in a major strike the forces involved are so colossal that no practical measures can be guaranteed to protect sensitive electronic equipment.

For this, protection can be provided with specialised surge protection devices (SPDs).

The chances of a direct lightning strike on a yacht are very small, and the further we are north or south of the equator, the smaller this chance becomes.

It’s likely your chances of receiving a direct lightning strike are very much higher on a golf course than at sea.

‘Bottle brush’-type lightning dissipators are claimed by sellers to make a boat invisible to lightning by bleeding off static electrical charge as it builds up.

The theory rests upon the concept that charged electrons from the surface of the earth can be made to congregate on a metal point, where the physical constraints caused by the geometry of the point will result in electrons being pushed off into the surrounding atmosphere via a ‘lightning dissipator’ that has not just one point, but many points.

It is worth noting that the concept has met with a storm of derision from many leading academics who have argued that the magnitude of the charge that can be dissipated by such a device is insignificant compared to that of both a cloud and individual lightning strikes.

It seems that the viable choices for lightning protection remain the LPS detailed above, your boatbuilder’s chosen system (if any), or taking one’s chances with nothing and the (reasonable) confidence that it’s possible to sail many times round the world with no protection and suffer no direct strikes.

Whichever way you go, it pays to stay off the golf course!

Enjoyed reading Sailing in lightning: how to keep your yacht safe?

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Video: 12th largest yacht in world 140m Lürssen Scheherazade captured in new footage

The 12th largest yacht in the world, the 140 metre Lürssen yacht named  Scheherazade , has been captured underway in new never-before-seen footage. 

Video courtesy of Carlo Demicheli | @boatfromtheworld

It comes after the superyacht, which was previously known as  Project Lightning , first hit the water in July 2019, promptly taking its place among the largest 25 superyachts in the world. 

Scheherazade 's Espen Øino-designed exterior features a four-deck aluminium superstructure, two large helipads – one at the bow and one on the upper deck – plus a prominent beach club aft.

With the owner known to be a Middle-Eastern billionaire, this yacht is designed with warmer climates in mind and has relatively little exterior space for a yacht of this size.

There is limited covered deck space at the aft end of the main and upper decks, but it is well enclosed by glass sides for cooling. Even the sundeck is completely shaded by a hardtop, which all helps to give the yacht a huge 10,167 GT internal volume.

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Motor Yacht

Lightning is a custom motor yacht launched in 2004 by Amels in Makkum, Netherlands and most recently refitted in 2007.

AMELS are masters in the art of modern Dutch high-value yacht building. The yard is the largest superyacht facility in the Netherlands and one of the top superyacht builders in the world. In 2005 AMELS launched the successful LIMITED EDITIONS and delivered the first yacht of the series in 2007. The shipyard also specialises in the build of full-custom superyachts, with the in-construction Project Signature due to become the largest superyacht ever built in the Netherlands upon her scheduled launch in 2025.

Lightning measures 52.00 metres in length, with a max draft of 3.10 metres and a beam of 9.00 metres. She has a gross tonnage of 609 tonnes. She has a deck material of teak.

Lightning has a steel hull with an aluminium superstructure.

Terence Disdale Design is an award-winning design studio responsible for the interior and exterior design of the some of the world’s most significant yachts. Based in the UK, the studio is renowned for producing refreshingly casual yet chic designs.

Lightning also features naval architecture by Amels.

Performance and Capabilities

Lightning has a top speed of 15.00 knots and a cruising speed of 13.00 knots. She is powered by a twin screw propulsion system.

Lightning has a fuel capacity of 117,000 litres, and a water capacity of 17,500 litres.

She also has a range of 5,000 nautical miles.

Accommodation

Lightning accommodates up to 10 guests in 5 cabins. She also houses room for up to 13 crew members.

Other Specifications

Lightning is MCA compliant, her hull NB is 441.

Lightning is a LR class yacht. She flies the flag of the Cayman Islands.

• Yacht Builder Amels View profile
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• Exterior Designer Terence Disdale View profile
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Yacht Specs

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AME Announces Lightning Protection System

Atlantic Marine Electronics named master marine dealer for Dinnteco International’s game-changing DDCE lightning suppression products.

(PALM BEACH, FLORIDA – March 24, 2022) –The Viking subsidiary Atlantic Marine Electronics (AME) announced today at the Palm Beach International Boat Show that it has become the exclusive marine distributor in the United States, Mexico and Costa Rica of a comprehensive system that helps protect boats against the devastating effects of lightning strikes.

“We’ve seen an increase in both the occurrence of lightning strikes and the severity of damage that’s being done in the marine environment,” said AME General Manager Todd Tally. “As ship systems become more sophisticated and interconnected, lightning strikes are having a greater impact.”

AME has partnered with Dinnteco International, a family business based in Spain with more than two decades of experience in lightning protection, to offer its DDCE (Electromagnetic Charge Compensation Device) lightning protection technology. “We’re extremely excited about this product and believe it will be a true game-changer in our industry,” said Tally.

“Dinnteco has been searching for two years for the best partner to represent its product in the marine industry,” said Pedro Homes of Dinnteco America. “Combined with AME’s vast experience and extensive service network, we are certain that your vessels will have the best installation and service to protect them from lightning.”

How It Works

By slowly and continuously neutralizing electric charges, Dinnteco’s DDCE innovative lightning suppressor protects structures from lightning strikes. “Ultimately, the DDCE is a balancing device and a compensator of variable electric fields,” said Tally. “It’s constantly collecting the ions from the atmosphere and bringing them to ground while avoiding the creation of an ‘upward leader,’ which would result in a lightning strike.” 

For sportfish yacht applications, the DDCE will be mounted on a custom carbon fiber pole on top of the tuna tower. A second lightning suppressor called the DINEOL will be necessary on yachts with outriggers. Both the DDCE and the DINEOL guard against direct lightning strikes. The third element, a Dinfil, protects the boat against indirect strikes. “Most of your larger yachts will have two Dinfils, which will be connected to the grounding system of the boat,” said Tally. 

AME spent over a year researching the topic of lightning protection and has the utmost confidence in the Dinnteco technology. The next Viking demonstrator boat, an 80 Convertible, will be outfitted with the system. In addition, owners of a 68 and a 72 on the Viking production line have requested a DDCE package for their vessels due to lightning strikes on their previous boats. 

“Boat owners are aware that lightning is an issue, but many do not realize the seriousness of the situation,” said Eric McDowell, President of Christi Insurance / Risk Management. “Repair costs are significant and typical repair times are from six to eight months. Owners are without their boats for extended periods but continue to pay crew, dockage, insurance and other ongoing expenses.”

The uptick in lightning strike claims in the marine environment has prompted insurance companies to include higher deductibles in their policies, according to McDowell. “I’ve had numerous conversations with management of several insurance companies regarding the Dinnteco system, and all have been extremely receptive,” he said. “It’s a win-win situation. A product that can help reduce the frequency of strikes is highly desired by both yacht owners and companies insuring boats.”

AME will be installing the system on new Vikings in its role as master dealer, but “we’re also interested in facilitating relationships with other companies so they can become dealers,” said Tally. “For instance, we have already partnered with ComMar Sales, LLC marine manufacturers’ representatives.”

The pricing structure is still being ironed out, but the average price of the three-pronged system will be about $55,000. “This upfront cost is well worth it considering the repair bills that can be exorbitant,” said Tally. “The marine industry is ready for this. It needs this type of product.”

About AME : Atlantic Marine Electronics has been the leader in the design and installation of state-of-the-art navigation, communication and entertainment for yachts and boats since 2003. AME is dedicated to the creation of yacht electronic systems that are unrivaled in performance, accuracy and simple, intuitive operation. As a subsidiary of Viking Yachts, AME has developed sophisticated electronic systems for our parent company, which is one of the leading yacht manufacturers in the industry. The team also brings that same level of quality and customer care to a wider variety of vessels from other manufacturers in the leisure marine market. For more information, please contact AME at (609) 296-8826, or visit atlantic-me.com.

View The AME Lightning Brochure Here »

Lightning and Surge Protection for Yachts

Homepage » Lightning and Surge Protection for Yachts

Created by: Glen Zhu | Updated Date: December 23 rd , 2023

Lightning Protection for Yachts, Sailboats and Marine

Have you ever wondered how to protect against lightning when sailing? Or is it unnecessary to take any precautions to prevent the lightning strikes?

Understanding the occurrence of lightning helps to answer the question. The lightning strike can be thought as a short circuit between the cloud and the earth. During a thunderstorm, positive charges accumulate at the top of the cloud and negative charge on water, when the electric field strength is sufficient, a stepped conductive channel forms within the cloud, ultimately resulting in lightning.

All current inside cloud flows through this channel and reach to water through the mast and boat body while damaging all sensors on mast; destroying antennas, radios and cables; damaging batteries inside and finally breaking down the engine and causing fire.

That is to say, a lightning strike is inevitable if an active thundercloud containing electrical charges passes overhead at a low enough altitude.

The lightning protection system actually function by acting as the “best” short circuit between the cloud and the water, designed to lead the lightning safely to the ground. As we know, lightning protection system offers a safe pathway to protect physical damage.

While modern yachts are built from electrical components installed between the water and the areas aloft, surge protection is required to protect electric equipment.

Rolling Sphere Concept and Protection Classes

The rolling sphere method is employed to ensure that the air terminals are strategically placed to intercept potential lightning strikes, thereby minimizing the risk of direct lightning hits to the structure.

By rolling a ball around an object or a group of objects and tracking where the ball stays in contact, the reaching points are the places where the lightning attachment would happen, and lightning protection system should be deployed.

Yachts often have mast-mounted equipment such as antennas and sensors. The rolling sphere method takes into account the risk of lightning strikes to these elevated components, providing a comprehensive protection strategy.

Figure 1 – Application of the rolling sphere method on the yacht

Rolling sphere radius depends on various factors, including the height and configuration of the structure being protected. The smaller sphere radius is, the higher protection level is.

Class III is typically used for yachts where lightning-related risks are very low, and the consequences are minimal. Large yachts may have different vulnerabilities compared to smaller ones. The shape and configuration of the yacht can influence the risk of lightning attachment.

The largest rolling sphere radius is 60m, however, side strikes could occur on structures that are higher than 60m, the probability of these side strikes is negligible on structures less than 60m in height.

Table 1 – Rolling sphere radius corresponding to the class of LPS

External Lightning Protection System

With the help of the rolling sphere method, the protection level for yachts is classified as LPS III. The mast of a yacht is the point where the lightning strike is easy to reach and lightning currents travel to the deck, then enter the inside of the ship through overall cables affecting the whole system of the yacht.

To install lightning protection system correctly, metal mast or not is the first thing to figure out.

For those with metal masts which themselves could act as natural lightning rods. No additional measures must be taken as everything is likely to be bonded with metal structures. Most lighting current is discharged via the mast and partial lightning currents are passed through the stays to the body and to the water.

Figure 2 – Lightning current distribution on a yacht following a lightning strike to the mast

Non-metal Yachts

The measures are different to yachts with wooden or GRP body. Unlike metal structures, non-mental yacht should consider how to build a direct path for lightning to pass. These materials are non-conductive but still have the potential to dissipate static charge. Air terminals, down conductors and ground terminals are installed to create a comprehensive lightning protection system.

If the mast is made of the wood, an air-termination rod with a thickness of at least 12mm must protrude at least 300mm from the mast. The distance between the mast and air terminals can ensure the lightning strikes on the air terminal first rather than the mast.

The down conductor should be made of copper and have a minimum cross-section of 70 mm 2 . It must be routed in the outdoor area of the yacht and connected to the copper-made or other saltwater-proof earth plate. A sufficient distance must be maintained between these earth plates to prevent flashover.

If lightning strikes the air-termination rod on the non-metal mast, the lightning currents must be discharged to the earth plate via the down conductor on the mast and via the shrouds, stays and chain plates.

There is also a mobile lightning protection system for easy implementation, but the effect is still to be confirmed as equipotential bonding and separation distance are ignored. A ball pin to the lower part of the aluminum mast serves as a down conductor with a lightning carrying terminal screwed on.

The terminal is connected to two others and two braided copper strips which extends at least 1.5 meters into the water. All components and connections must be capable of carrying lightning currents and be corrosion proof.

Figure 3 – Mobile lightning protection for a yacht

Equipotential Bonding

A complete lightning protection system addresses this issue through bonding or the interconnection of metallic building systems with the lightning system to create a common ground potential.

All protective conductors of the board electronics and all metal parts of yachts must be connected to the common equipotential bonding which prevents dangerous touch voltage/ sparking.

When grounded systems are bonded together there is no reason for the lightning to leave our designed current carrying path because the arbitrary arc over points don’t exist. The measure prevents electric shock and safe electrical environment.

Conductors should be anti-corrosive, and made from materials that can withstand the harsh marine environment. Anti-corrosive conductors are essential for maintaining the integrity and functionality of electrical systems on a yacht. The constant exposure to saltwater, humidity, and other corrosive elements can quickly deteriorate conventional materials, leading to a higher risk of electrical failure.

Surge Protection

Although external lightning protection has been offered the path for safely lead the lightning to the ground, dangerous voltage could be generated elsewhere, resulting in arcing and side flashes, threatening the boat and crew, and destroying electronic equipment.

Surge-induced damage to critical systems on a yacht, such as navigation or communication equipment, can compromise the safety of the vessel and its occupants. Surge protection contributes to the overall safety of the yacht.

Power Supply System

The surge protector, which is installed directly in the power supply system is one of the most important protection measures. The power source for yachts could be shoreside and offshore power supply.

When sailing on sea, yachts rely on internal or alternative power sources to generate the electrical power needed onboard. While connected to shoreside power, yachts have access to a stable and continuous power supply, allowing for the operation of various systems and appliances.

Lightning can induce transient over-voltages and electrical currents that may propagate through yacht’s electrical system. If the lightning strikes on the shoreside power supply, the breakdown of shoreside power supply is not directly affect the offshore power supply on a yacht, but maybe indirectly.

Install isolation transformers helps protect the yacht’s electrical system from shore power issue. An isolated transformer is designed to provide electrical isolation between its input and output circuits.

It can build an isolation between the yacht and the shore power supply, which prevents the transfer of stray currents, potential faults or voltage irregularities from the marina’s electrical system to the yacht. The defense maintains a consistent and reliable power source for the vessel’s electrical systems while allowing compatibility with different generators.

Figure 4 – Use of isolation transformer to prevent corrosion

For corrosion protection reasons, the protective conductor of the shoreside power supply system must not be connected to the earthed metal parts of the water vehicles.

The protective conductor of the shoreside power supply system is not required to protect persons on the yacht against electric shock since an isolation transformer on the yacht ensures protection against electric shock in connection with a residual current protective device.

Electronic Devices Protection

Figure 5 – Surge protection devices for a yacht

If lightning strikes the air-termination rod or the metal mast of the yacht at anchor which is supplied with electricity, the potential of this yacht is raised above the connection of the shoreside power supply system.

A part of the lightning current is passed to the water and flashover to the power supply system will occur depending on the conductivity of the water. This flashover can damage the cables/equipment on the yacht and cause fire.

However, it is even more likely that a yacht at anchor, which is supplied with electricity, is threatened by a shoreside lightning strike. In this case, the lightning current flows in the direction of the yacht and causes the damage above.

Additional surge protection is necessary, though surge protectors has installed in the power supply system. When installing a type 1 surge protector, precautions should be taken to prevent corrosion resulting from the connection between the earth-termination/equipotential bonding system of the yacht and the protective conductor of the shoreside power supply system.

Surge protective devices are designed to account for polarity changes typical in earthed socket outlets. In the event of lightning, such as hitting marine radio antennas or mast-installed wind sensors, there is a risk of damaging equipment and downstream devices, despite their location in a protected volume.

Figure 5 illustrates suitable surge protective devices for such scenarios. Additionally, attention must be given to induced surges and switching over-voltages from board generators and UPS systems, for which type 2 surge arresters in the distribution board are recommended.

Type 1 Surge Protective Devivce FLP25-275/2S

Type 2 Surge Protective Device SLP40-275/1S+1

VHF radio is crucial communication device for ship-to-ship and ship-to-shore communication aiding weather updates, navigational warnings and other emergencies. Wind sensors measure the speed of the wind and monitor the real-time wind conditions for safe operation of sails.

Both VHF radios and wind sensors works with the principle of electrical signals, additional surge protection is recommended to ensure their reliable operation.

Surge protective device for coaxial protection is installed for VHF radios to minimum contact erosion resulting from the large-area contact surface of the gas discharge tube.

RF Coaxial Surge Protector DS-UHF F/M

FRD4 series is featured with protecting four single lines sharing a common reference potential as well as unbalanced interfaces. FRD4-24 is installed to monitor the operation of wind sensors, ensuring the correct transmission of navigation instructions when sailing. The higher voltage surge protector, FRD4-30 protects the power supply system of the navigation system.

Signal Surge Protection Device FRD4-24

Data Line Surge Protector FRD4-30

The solution for yachts and sailboats involves constructing an effective external lightning protection system to guard against direct lightning strikes and implementing surge protection for electric equipment.

Is that mean we could fully protect our yachts without lightning strikes?

There is no such thing as a lightning-prevented yachts, only a lightning-protected yacht. A lightning-protection system is not designed to prevent a lightning strike, but rather to provide a safe discharge path for the lightning, making it the most viable and effective solution.

The system can still be challenges when it is improperly or only partially installed. The antenna cable carries the lightning current if the air terminal is installed lower than an adjacent antenna.

Also, if the down conductor is linked to the bonding system instead of directly to a dedicated grounding terminal, the lightning strike may energize the entire bonding system before dissipating into the water.

Another common error is to secure the lightning down conductor to other wiring. The substantial current from a strike through the down conductor can induce voltage surges in these neighboring wires, causing additional damage to equipment that would otherwise remain unaffected by the lightning strike.

Combined with correct installation of each system, our yachts could get the best protection against the lightning. Necessary personal protection should be taken, not stay on deck since potential difference and keep away from rods or other metal objects.

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Related blogs, industrial surge protection, surge protective device installation and wiring diagram, guide to ac spd – selection and application, surge protection device for solar application, reliability in surge protection.

LSP’s reliable surge protection devices (SPDs) are designed to meet the protection needs of installations against lightning and surges. Contact our Experts!

Since 2010, LSP has been dedicated to designing and manufacturing surge protective devices protecting installations from transient overvoltages that result from switching events and lightning strikes.

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LIGHTNING yacht NOT for charter*

52m  /  170'7 | amels | 2004.

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• Previous Yacht

Special Features:

• Impressive 5,758nm range
• Lloyds Register ✠ 100A1 SSC Yacht Mono G6 + LMC UMS classification
• Interior design from Terence Disdale
• Sleeps 10 overnight

The 52m/170'7" motor yacht 'Lightning' (ex. Radiant) was built by Amels in the Netherlands at their Vlissingen shipyard. Her interior is styled by English designer design house Terence Disdale and she was completed in 2004. This luxury vessel's exterior design is the work of Terence Disdale.

Guest Accommodation

She is also capable of carrying up to 13 crew onboard to ensure a relaxed luxury yacht experience.

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Lightning is built with a steel hull and aluminium superstructure, with teak decks. Powered by twin diesel Cummins (KTA38 M2) 1,199hp engines, she comfortably cruises at 13 knots, reaches a maximum speed of 15 knots with a range of up to 5,758 nautical miles from her 117,000 litre fuel tanks. Her water tanks store around 17,500 Litres of fresh water. She was built to Lloyds Register ✠ 100A1 SSC Yacht Mono G6 + LMC UMS classification society rules.

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Motor yacht Lightning is currently not believed to be available for private Charter. To view similar yachts for charter , or contact your Yacht Charter Broker for information about renting a luxury charter yacht.

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Cargo ship hits Baltimore’s Key Bridge, bringing it down

• Associated Press

A container ship rammed into a major bridge in Baltimore early Tuesday, causing it to snap and plunge into the river below. Several vehicles fell into the chilly waters, and rescuers searched for survivors.

It was also not clear what caused the cargo ship to crash into the Francis Scott Key Bridge long before the busy morning commute in what one official called a “developing mass casualty event” in a major American city just outside of Washington. Two people were rescued, and it was not clear how many more might be in the waters of the busy harbor near a key port.

The ship crashed into one of the bridge’s supports, causing the structure to break apart like a toy. It tumbled into the water in a matter of seconds — a shocking spectacle that was captured on video and posted on social media. The vessel caught fire, and thick, black smoke billowed out of it.

“Never would you think that you would see, physically see, the Key Bridge tumble down like that. It looked like something out of an action movie,” said Baltimore Mayor Brandon Scott, calling it “an unthinkable tragedy.”

BREAKING: Ship collides with Francis Scott Key Bridge in Baltimore, causing it to collapse pic.twitter.com/OcOrSjOCRn — BNO News (@BNONews) March 26, 2024

Fire Chief James Wallace said authorities “may be looking for upwards of seven people” but said that number could change and other officials wouldn’t give figures. It was not clear if the two rescued were included in the seven cited by the fire chief.

Authorities said a crew of unknown size was working on the bridge at the time of the collapse and that sonar had detected cars in the water, which is about 50 feet deep. The water temperature was about 47 degrees Fahrenheit before dawn Tuesday,  according to a buoy  that collects data for the National Oceanic and Atmospheric Administration.

Earlier, Kevin Cartwright, director of communications for the Baltimore Fire Department, told The Associated Press that several vehicles were on the bridge at the time of the collapse, including one the size of a tractor-trailer truck. The bridge came down in the middle of night when traffic would be lighter than during the day when thousands of cars traverse the span.

Cartwright called the collapse a “developing mass casualty event,” though he didn’t know at the time how many people were affected.

Synergy Marine Group — which owns and manages the ship, called the Dali — confirmed the vessel hit a pillar of the bridge at about 1:30 a.m. while in control of one or more pilots, who are local specialists who help navigate vessels safely into ports.

It said all crew members, including the two pilots on board, were accounted for and there were no reports of any injuries.

As the sun rose Tuesday, jagged remnants of the bridge were illuminated jutting up from the waters surface. The on-ramp ended abruptly where the span once began.

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Cartwright said that some cargo appeared to be dangling from the bridge, which spans the Patapsco River at the entrance to a busy harbor. The river leads to the Port of Baltimore, a major hub for shipping on the East Coast. Opened in 1977, the bridge is named for the writer of “The Star-Spangled Banner.”

Maryland Transportation Secretary Paul Wiedefeld said all vessel traffic into and out of the port would be suspended until further notice, though the facility was still open to trucks.

Gov. Wes Moore declared a state of emergency and said he was working to get federal resources deployed. The FBI was on the scene, but said there was no credible information to suggest terrorism. President Joe Biden was briefed.

The Dali was headed from Baltimore to Colombo, Sri Lanka, and flying under a Singapore flag, according to data from Marine Traffic. The container ship is about 985 feet long and about 157 feet wide, according to the website.

Danish shipping giant Maersk said it had chartered the vessel, which was carrying its customers’ cargo. No Maersk crew and personnel were on board. The collapse caused Maersk share at the Nasdaq Copenhagen to plummet 2% in early Tuesday trading.

In 2001, a freight train carrying hazardous materials derailed in a tunnel in downtown Baltimore and caught fire, spewing black smoke into surrounding neighborhoods and forcing officials to temporarily close all major roads into the city.

By LEA SKENE, Associated Press

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Cirelli scores in OT to lift Lightning past Ducks 3-2

ANAHEIM, Calif. (AP) — Anthony Cirelli scored 59 seconds into overtime on a two-man breakaway to give Tampa Bay a 3-2 victory over the Anaheim Ducks 3-2 on Sunday night, extending the Lightning’s points streak to seven games.

Cirelli and Brandon Hagel had a clear path to the net after Mason McTavish’s pass to Alex Killorn went off a skate. Cirelli got the loose puck and moved into the offensive zone and passed back to Hagel, who sent it back to Cirelli, who beat Lukas Dostal on the short side.

“It was a great backcheck there by (Nick) Perbix and Hagel. I saw Hagel out of the corner of my eye. Thought I’d give it to him and make him make a play, and it was fortunate to go in,” said Cirelli about his fourth career regular-season OT goal.

Anthony Duclair and Luke Glendening also scored for the Lighting, who have the first wild-card spot in the Eastern Conference. Jonas Johansson made 30 saves.

Duclair has points in all seven games since being acquired from Florida. He tied Ottawa’s Chris Tierney for the second-longest points streak to begin a tenure with a franchise among all active players. Alex Ovechkin tops the list with points in each of his first eight games with the Capitals in 2005-06.

“Since the trade deadline we’ve really turned the corner. Duclair and (defenseman Matt) Dumba have come in and really given our team a little life,” Lightning coach Jon Cooper said. “Special teams have been great and the goaltending has been excellent and its added up to some points for us in the last few weeks here.

Tampa Bay’s Nikita Kucherov, who leads the NHL in scoring with 123 points, saw his 13-game point streak snapped. The Lightning forward had five goals and 29 points during the run, which was tied with Edmonton’s Connor McDavid for the league’s longest this season.

Johnston scored his first goal in nearly two years with 6:11 left in the first period when he rushed to the net and tipped in Jakob Silfverberg’s pass. It snapped a 74-game NHL drought, with his last one coming when he was with the New York Islanders.

Duclair evened it 7:50 into the second when he put in a rebound. It was Duclair’s fifth goal and ninth point with the Lightning.

Glendening put the Lightning up 2-1 late in the second period with a backhander into an open net after Dostal went down to stop Austin Watston’s shot.

Mintyukov became the first Ducks defenseman in 18 games to score when he put in a wrist shot 2:36 into the third while the Ducks were on a three-on-two rush.

Lightning: Host Boston on Wednesday night.