The future of Marine Engine Remote

Monitoring in Marine Applications

P. Jaime Tetrault
Director, Product Support
Caterpillar Marine Power Systems
Presented at the Royal Institute of Naval Architects
Global mariners are familiar with new industry trends. Theyve seen many
new technologies come and go over the past centuries. The age of sail
eventually grew into the age of steam powered paddle-wheelers with sails.
These hybrid vessels quickly removed the sails and trusted in the paddles
and boilers for propulsion. Shortly thereafter, propeller technology took
over, providing safety from the dangers of the exposed side paddles. As
seamen increasingly began to value safety at sea, improvements in control
room technology became the standard. Eventually technology allowed
unmanned engine rooms with a high degree of operational data logging. The
next obvious step was to attempt to monitor the engine data from shore, thus
the beginning of the remote monitoring industry trend we are seeing today.
And why not? Isnt remote monitoring already a standard in land based
power and even the offshore wind industry today? Unfortunately, the
marine industry isnt so simple.
In the modern marine operating environment today, shipping companies still
maintain traditional engine room theories on how to manage installed assets.
Skilled on-board engineers who monitor vessel operating conditions from an
engine control room or from the bridge are still the norm. However, remote
monitoring technology is advancing at such a pace that asset suppliers have
capabilities to advise the engine room staff on the condition, deterioration,
and eventual failure of most types of equipment. Naval Architects will
shortly need to understand how to design and install this technology during
the new-build period to optimize the benefits to the owners. Owners need to
begin to understand this new technology in order to build the advantages
into their operating procedures and financial models. This paper explains
the evolution of remote monitoring technology, some design requirements,
and the advantages to the owners and shipping companies.

There are limitations in the amount of data that a human can process in a
single second. For example, a human eye has the capability to process one
frame per millisecond. While this enables us to understand vessel
operational data live, when we combine multiple datasets, this limitation is
significant. Have you noticed how it is near impossible to catch a fly? The
primary reason is that a fly can process 20 frames per millisecond and our
world appears to move in slow motion to a fly as compared to how we see it.
Imagine if we could process 20 times the data from an operating vessel at a
time. How would we use this data and what would we do with the
information the data delivers?
Data is only one element of remote monitoring. Advancing the technology
to the next paradigm requires the ability to convert the data into information,
the information into recommendations, and the recommendations into
action. This requires a subset of definitions that are critical to understanding
the evolution of remote monitoring. We consider remote monitoring as the
ability to monitor and read operational parameters from a remote location.
Condition-based monitoring builds on remote monitoring by utilizing the
operational parameters to define running conditions. A vast step forward is
the ability to convert this conditional data being fed into a centralized
location into useful advanced warnings, extended maintenance
recommendations, and, ultimately, a lowered cost of operation.
Today we struggle in this area for a variety of reasons, many of which
include the limitations of a single source provider to have the capabilities of
monitoring vast amounts of data and making any level of useful
recommendation.
For this reason, we define Advanced Condition
Monitoring as the ability to integrate algorithmic capabilities into the datastream to identify critical parameters with high velocity. Considering the
number of monitored assets aboard a merchant vessel today, numerous
advancements will need to be made for such a solution to be offered to the
marine industry by a single supplier.
To begin to understand the complexities of Advanced Condition Monitoring
(ACM), it is important to understand the technology value chain involved
with each monitoring solution.

As suppliers evolve in the ability to provide open architecture for asset

monitoring, an element of the future challenges becomes more transparent:
How can a single supplier monitor all this data and provide value, integrate
solutions into the vessel management system, and ultimately partner with the
operator in sharing risk? This is the ultimate value-add offering in remote
monitoring and the future for operators who desire to partner with solution
providers with the intent to lower operating costs. Arguably, ACM is the
solution to this challenge. The first providers to combine a technology
derived from algorithmic processes with a commercially viable solution
using remote capabilities with localized support will represent the future.
The future of remote monitoring is not limited to the monitoring element
alone. The value chain of solutions will evolve for the do it myself (DIM)
customer to an operating environment of do it for me (DIFM) ship owners.
The methodology to achieve this milestone is a combination of technical,
commercial and legal solutions. Selling solutions moves the suppliers into a
proactive mode, partnering with the operators and predictably anticipating
operational challenges and preventing them.
It includes extending
maintenance intervals, optimizing vessel performance and fuel consumption,
reducing manpower requirements, and eventually and possibly even
changing the owner environment into remote and non-remote engaged
operators. Dont misinterpret this prediction; there will always be the need
for a living operator on the bridge of the ship to anticipate risks and make
corrections. However, in the future remote monitoring world, the remote

operators will have the advantage of significantly reduced costs and thus can
be much more competitive eventually capturing a leading market share.
If we examine the technologies in place today, it becomes clear that the
ability to combine the operational assets onboard a ship into a single remote
monitored data-stream, and make actionable decisions from the data is very
limited. The leading marine remote monitoring solution providers today
focus on four key areas:

viewing
reporting
trending
data-logging

If we examine some parallel industries (for example: mining), we begin to

see the usage of this data for value messaging, supply chain management
and fuel consumption optimization. This capability is creeping into the
marine industry, albeit very slowly, as marine vessels are significantly more
complex than a mining machine. In addition to the inherent complexity
associated with marine vessels, asset suppliers in the marine industry are not
wholly comfortable opening up their operational architecture to third party
monitoring solutions. The risk of safety, warranty validity, and eventually
proprietary knowledge unknowingly entering the open market is
unacceptable and represents a significant obstacle that will need to be
addressed prior to industry acceptance. Despite the common usage of J1938
/ 39 communication architecture, we are far from connecting all assets to a
single data bus on board a vessel. It is critical that the vessels being
designed today anticipate this challenge and strive to bring all operating
assets onto a common bus for eventual communication capability. So are we
limited in reaching this ACM goal? How do we enable the next evolution in
remote monitoring to take place? As with all future predictions, we need to
examine the progress one step at a time.
Step 1: Predictive Component Maintenance
This sounds much more rudimentary than it actually is today. There are
numerous conflicting elements of this step that prevent it from becoming
normalized including:

 The lack of willingness by asset suppliers to share the early indicators

for failure. Most suppliers in the industry provide and promote their
own operating and maintenance schedules. Few define a pre-failure
predictive protocol for operating machinery.
Most suppliers profit on the parts business and in theory, while
outside warranty, a failure of a component is profitable revenue. This
challenge must be overcome, and we must challenge asset suppliers to
become more willing to share this data and to integrate this data into a
series of remote monitored asset solutions. Many operating assets are
not installed with an electronic monitoring capability, preventing the
ability to link to a common communication bus. Architects have the
ability to incorporate this expectation today for most equipment,
providing options to the owner to allow them the ability to prepare for
a vessel retrofit once the technology advances.
Step 2: Commercialization of the predictive component maintenance
solution.
There must be a resounding business case for a single supplier to invest in
the technology and knowledge from various suppliers to build a common
remote monitoring platform that will meet all the needs of the vessel owner
at an affordable price. Each operator balances on a fine line of risk and
reward. No doubt, the reduction of a single off-charter day for a vessel
generates significant savings, however, at what return on investment?
Today we have solutions that are targeted to individual assets (example
engines, load management systems, bridge equipment); however, no single
supplier has effectively brought all these assets into a single data system.
The naval architects today should anticipate the increasing need to build into
the vessel design electronic solutions that will cost effectively allow third
parties to access the data-bus and export data from multiple sources at rapid
rates at near zero cost. No supplier will likely be able to afford to retrofit an
entire vessel in the commercial proposal to a ship operator; therefore, the
ships being designed today are an important link in enabling this technology
solution for the future.
Step 3: The implementation of an Advanced Condition Monitoring
technology

Advanced Condition Monitoring technology can interpret millions of datapoints per second for all monitored assets, translate the data into useful
information, and allow a limited number of Fleet Managers to immediately
make a recommendation or take action. This milestone requires asset
suppliers to be more open with their operating systems, and to allow third
parties access to critical operational risk experience databases. This is likely
only to be accomplished with pressure from the supplier of the leading cost
assets on-board a vessel, either the power management supplier or the
engine supplier. Architects need to partner with these suppliers to select
sub-systems that only utilize electronic data communication solutions. The
suppliers need to partner to provide the algorithmic solutions that will enable
a rapid conversion of data into useful information for the Fleet Managers.
This single issue is representative of a multi-faceted challenge that is yet to
be overcome.
Step 4: The creation of a vessel health management system
This solution would combine the information output of the ACM system,
with a series of remote personnel who can evaluate solutions both on and off
site and make critical operational decisions. We can never fully remove the
human value of diagnosing a product health situation. Additionally, we need
to understand the operating profile of the vessel. For example, we should
never be in a position to shut down a critical system to protect the asset at
the risk of running aground or hitting a fixed bridge structure. A vessel
health management system will likely be replicated from existing land-based
solutions that are in place today, and is a realistic step once the ACM
technology evolves.
Step 5: A continuous improvement process is needed to constantly
evaluate lessons learned and remove risk from the client solution.
The marine industry will continue to evolve, as will the on-board
technology. Each new technology presents new risks. Consider alone the
challenges presented by IMO III, and the impacted emissions reduction
equipment. How will a vessel health management system balance the need
to move cargo with the environmental regulations and operational needs of
the ship? Who is empowered to make those rules as related to remote
monitoring and what is the impact of a wrong decision? We need a strong
governing body to set limits on vessel health management and the tools
utilized to provide value to the shipping company in the future.

The future of remote monitoring is full Vessel Health Management with

Advanced Condition Monitoring. These potential solutions are constantly
being challenged due to improved and evolving marine technology and
operational regulations. We are only at the cusp of this journey in the
technology evolution today, with various suppliers introducing new and
improved solutions every year. Each has its own value, and each has its own
limitations. When a single supplier is able to combine all managed assets
into a single data-stream, evaluate the data from multiple vessels at once at
very high speeds using ACM, combining a localized solution in a
commercially viable vessel health management tool, we will have achieved
the vision of this paper. That future of remote monitoring is not today, but it
is realistically achievable by the year 2020.

About the Author:

P. Jaime Tetrault, Product Support Director, Caterpillar Marine Power
Systems
P. Jaime Tetrault has been with Caterpillar for 15 years
holding various leadership positions. He is currently
the Director for global after sales activities, including
parts and service for Caterpillar Marine Power Systems,
based in Hamburg, Germany.
Jaime provides
leadership to Caterpillar's main marine brands including MaK and the
Caterpillar brand. He is responsible for developing the marine product
support strategy for the corporation and deploying across the global regions
thru the Caterpillar distribution network. His current focus is on improving
the service capabilities of the distributors to globally consistent levels while
exceeding customer expectations.
Jaime is a graduate of the United States Merchant Marine Academy in
Marine Engineering, and holds a Master's Degree in Business from Indiana
Wesleyan University. He is a USCG licensed engineer in Steam, Diesel and
Turbines. He has worked for a competitive medium speed engine
manufacturer in the field service department and has run marine service
workshops in North America. Jaime joined Caterpillar in 1995 and has held
previous positions with Caterpillar including Business Development
Manager for Independent Power Projects (IPP's) with Caterpillar Power
Ventures, Heavy Fuel Engineer for the 3600 platform, and Sales Manager
for both the Americas and Europe, Africa and the Middle East (EAME). His
prior position was the Regional Manager for the Americas for marine sales
and product support. Jaime accepted his current position in April 2009 as
the leader for the newly formed Marine Product Support division.