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Jan 6th, 2008 - Commercial Sale Of Vessel Monitoring System Is Now Available
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RPM & Fuel Monitoring System

Fuel monitoring

The fuel monitoring system’s primary function of to ease the Vessel Managers’ work. Automating the system reduces human interferences thus increasing the accuracy. The primary components used will be the Micro Motion Mass Flow meters with an accuracy level of 0.5%. These flow meters are used as an array to monitor the total incoming fuel (FM1), fuel used on a day to day basis (FM2- fuel to day tank), fuel from the day tank that flows into the main engines and the generator sets (FM3) as well as the calculating the unused fuel that flows back through the return lines (FM4).

The FM1 measures the fuel that is bunkered into the vessel. The system displays the mass, temperature, volume and density. With the help of the display, the total fuel bunkered and the quality of the fuel (using the density function) can be analyzed real-time.

The FM2 measures the amount of fuel that flows into the day tank which is required for usage for the day. The amount of fuel required is normally determined by the chief engineer and the sometimes the vessel manager (based on the voyage requirements).

The FM3 placed strategically between the outlet of day tank and before the manifold gives the actual amount of usage on the main engines as well as the generator sets. While this is being done there is always a certain amount of unused fuel that returns back to the day tank. This reading is captured onto the FM4.

With this array of Flow meters in place, the rest of the work is done within the system to do the calculations to give a better picture of the fuel usage while the vessel is on voyage, thus reducing the need for the vessel operators to be physically present to curb pilfering of fuel. This system allows the crew to see the bunkering of the fuel which is F1 while the rest of the reading (F2 – F4) will be sent to the operators and vessel managers via system.

Vessel distress function

The vessel distress function is the unique function of the SCADA because the distress message is programmed to the vessel owners in which they will receive it on their handphone and their respective email addresses within 3 minutes. The vessel distress message can be received by the recipients once the red colored panic button activated. The SCADA function and features do not solely limit to those discussed above but also flexible to the end user requirements and/or company’s policy.

Sample Screenshot on deciphering the Email

The above screenshot shows a few kinds of data you’d expect to get upon implementing the system. Of course, we can always work out the kind of data and the frequency you would want for your own system and/or according to company’s policy and requirement. The first one is a distress button that you will get by mail AND to your mobile phone once the crew presses the panic button. This is usually pressed at point of hijacking or serious circumstances where urgent help is required.

The second screenshot shows you a string of numbers and is deciphered in the following.

R.P.M Port Engine, R.P.M Starboard Engine, Flow meter 1, Flow Meter 2 and Day Tank

Day tank refers to the amount of fuel pumped into the day tank for daily use including your generator and engines. Moreover, during bunker, you can ask the crew to press the F1 button on the system to reset Flow meter 1 at bunker which is located at the place where your vessels bunker. Flow meter 2 would be installed in the engine room which would calculate your fuel going to into the boat. F2 minus F1 would give you the exact amount of bunker in the event there are any discrepancies in the bunkering. The buttons pressed by the crew are all preprogrammed to execute only the required functions and there is absolutely NO way of breaking the system by fiddling with the buttons. Normally, fuel consumption is best calculated on trip basis.

All these data will be stored on you respective email servers and client PCs’. These data are cumulative on every report so that comparisons between hours and minutes can be made. Every report that comes in would be the latest report sent from the processing interface (PLC). As this system is running on a separate battery source even while at terminal, reports will be sent as per normal. For example, if vessel is at port with no movement, data received would be R.P.M Port Engine, R.P.M Starboard Engine, Flow meter 1, Flow Meter 2 and Day Tank, where Port and Starboard engine R.P.M would register as 0 repectively.

Fuel Savings Implies More Profits

Cost of Implementing

The above system is similar to the above but would also include Fuel Monitoring that would enable vessel owners to have control the amount of fuel that the vessel is consuming on per day basis. This data can be archived on the PC email client to give daily, weekly, fortnightly and monthly reports on how much fuel is being utilized. The vessel monitoring system enables vessel owners to monitor their vessels when they are unable or unavailable to personally do so. Most vessel owners would be able to control fuel by operating on R.P.M tracking solely, but the main problem always lie with the crew siphoning off fuel and selling it off into the black market for some extra money. This system will come with all the necessary components as listed above to allow clients to track fuel consumption as well as R.P.M Tracking.

Day Tank level monitoring (Optional)

The tank level monitoring is useful information to vessel operation managers. This function used to measure fuel of day tank of the vessel and the system data’s can be monitored locally as well remotely. For example, the day tank’s alarm and the fuel measurement of the vessel can be used to measure daily tank fuel in volume and give over flow alarm, high level, and low level alarm of the daily tank.


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