Combining a diesel or methanol generator with an efficient electric motor that transfers power and torque to a thruster/propeller is a solution that is growing in popularity. MTI Services uses the highest efficiency frequency converters that provide the highest energy efficiency, while allowing for smooth propeller speed control even with an FPP solution. The use of inverters also allows batteries to be connected to the ship's power system. With this solution, the ship can significantly reduce fuel consumption and emissions. Batteries can be charged while in port, recharged from diesel/menthol generators and also from regenerated energy, for example, during heavy braking. By choosing the right battery size, we can even achieve „zero emission in port status”. With this solution, fuel consumption can be reduced by up to 25%. You get the benefits of electric motor power transmission even without batteries. This is the so-called DIESEL-ELECTRIC system. First of all, the speed control of the vessel can be done by means of an inverter, and the characteristics of the electric motors mean that power and torque are available over the full speed range.

For small vessels - yachts, ferries, tugs, MTI Services offers all-electric propulsion. Take solution is based on large energy bank stored in highly efficient batteries. As in the case of hybrid solution, power and torque is transmitted to the propeller through an electric motor, controlled by a frequency converter. On such a vessel, however, we do not install large fossil fuel generators, but only a small emergency generator to meet the requirements of classification societies. We charge the batteries in port via a high-power charger located on the ship. Both AC and DC connections are possible. MTI Services has partnerships with a number of battery manufacturers, so we can provide both compact liquid-cooled batteries as well as highly efficient batteries dedicated to solutions where large power fluctuations are needed, such as tugboats.

Each ship equipped with an alarm monitoring system, in addition to checking the status of the machinery (state of alarm or no) could also collect data from the sensor used for this purpose. It is estimated that today more than 60% of the data processed in the machine domain is not used. MTI Services can provide a solution to analyze this data with the help of artificial intelligence. Example: a ship's crew uses two gensets with 30% load instead of one with 60% load. In a preset observation cycle, a system (perhaps a PMS - Power Management System - functionality) collects this data. It associates it with another - fuel consumption. At the end of this period, system sends an email to the shipowner: "Hey, your crew is using several tons of fuel more due to not properly operating the generator sets. Pay attention to this." Of course, this is a simple suggestion and the simplest example. The simplest, and the savings can be really huge. The system can be part of an integrated automation system (MTI Services offers such a system under the name OVERWATCH+) or be a stand-alone system

The OVERWATCH+ system (MTI Services Integrated Automation System) can be extended with augmented reality modules for machinery such as engines, generators, pumps. This gives the operator tablet-based access to augmented reality that can significantly improve maintenance and speed up necessary repairs. In such augmented reality, an operator can, for example, see the process of assembling a machine step by step, so he won't make mistakes. Scanning the machine with the tablet he will also get current indications from the monitoring system, and will have access to notes left by other users. The maintenance module also allows supervision of tasks assigned by the Planned Maintenance System. In order to complete the task, the user must document it by entering photos.  The correctness of the actions is ensured by augmented reality. The interface can also indicate areas of the machine that are overheating, for example.

MTI Services can offer the modification of container mounts on vessels in such a way that the weight of each container can be monitored. In addition, MTI Services's cargo weight measurement system collects actual trim and heel data from the vessel to properly calculate weight. The data can then be compared to the cargo manifest, and the system will report any deviations.

We offer an application that will suggest the optimum ship speed to minimize fuel consumption in order to reach the destination port at the planned time. The aim of the project is to install flow meters in order to measure in real time the consumption of fuel at any given moment.

Type of flow meters should be chosen according to specific engine, accuracy of readings will define accuracy of prediction The main factors defining fuel consumption on ships can be divided into two areas:

- local factors (fuel consumption curve in relation to speed, which is also variable and dependent on other factors such as vessel loading

- external factors (weather)

We offer scanning of tank surfaces and ship holds with a specialized scanner using LiDAR technology. 

The equipment and technology we provide allows for scanning and analysis of the surface condition by the ship's crew. Thanks to this the works on the shipyard can be better estimated. We are still developing our system, so soon we will be able to extend the functions of the system with the measurement of hull plating thickness.

The system monitors status of operation, mechanisms parameters, elements and marine power plant systems. In the event that certain parameter exceeds its set value an appropriate alarm is generated and the occurrence is archived in data storage module. Those systems are build based on distributed PLC architecture, visualization stations and cabin sets.

Tank level detection system measures the amount of media in ship tanks. The amount of medium is displayed in SCADA visualization system as the height of the liquid column, volume (m3) and / or mass (tons), taking into consideration current trim. Each kind of medium is acceptable (freshwater, seawater, light fuel, heavy fuel, oil, waste water). Sets are build based on hydrostatic sensors, PLCs, and operator panels.

In ballast systems there are integrated functionalities such as tank level monitoring and valves and pumps control. The system may include control and monitoring of seawater, freshwater and fuel transport installation. In automatic mode, the system can operate as a tilt reduction mechanism.

Centrifuge control manages the entire fuel purification process. The system monitors operation and controls all components of the centrifuges. It is build based on PLCs and operators control panel. The system has also a self-diagnosis function enabling instant localisation of damaged measuring elements or actuators of a fuel purification blocks.

The system’s task is to power supply and control of anchor and mooring windlasses. We use frequency converters to drive motors. The control system is build based on the PLC.

The ship unloading control system main tasks is to control, monitor and secure the operation of belt conveyor assemblies operation as well as other equipment used to unload ore from the ship hold. Our architecture is equipped with a functionality of measuring the amount of discharged material and it is possible to couple it with unloading calculator and ballasting system, as well.

Ship docking in a floating dock is extremely difficult and challenging operations. Precise positioning of two vessels (a floating dock and a ship) relative to each other and controling their positions, condition and interactions, requires precise measuring equipment. Companies taking responsibility for vessels entrusted to them, to perform docking operation safely and precisely, should be equipped, among other things, with real time monitoring systems of:

Visualising of these parameters on the operator panel enables efficient control of pumps and gate valves of which states are also displayed in the visualisation.

Engine order telegraph system called chadburn is used to communicate between the crew on the bridge and the crew in the engine room. This communication channel is used as the primary and required by SOLAS. Telegraph panels are located on the bridge, in the Central Control Station (CCS) and directly at the main engine.

The development of marine equipment for the production of steam from standard distribution systems to sophisticated control systems has become a key element in improving the quality of produced steam. Modern automatic management systems protect and control all stages of steam production.

The system provides power and control all components of thrusters: electric motor drives, hydraulic pumps, proportional valves, etc. Systems are manufactured with either a variable-pitch propeller and fixed speed or with Constant-speed propeller and variable speed.

The system is built on a PLC, a graphical operator console and control levers. Controls all crane elements: electric and hydraulic. Our product also has multiple security features, including protection for measurement and execution elements such as too high oil temperature, as well as functional security features such as operator mistakes.

The main and auxiliary engine safety systems are responsible for monitoring parameters such as temperature, pressure, engine speed and displaying relevant signals when overrun. There are three types of automatic reaction: alarms, load / speed reduction or engine emergency stop engine.

Dividing and distribution of electricity is one of the major important systems on board. Ensuring continuity of power and protection of powered devices is one of the main safety requirements. Thanks to the use of modern measuring and control equipment, main and emergency distribution boards are able to meet the highest requirements of reliability, durability and safety.

To improve the safety of transport vessels and their crews, early detection of water in cargo holds and alarms systems are designed. Thanks to the use of modern sensors and acoustic signaling, it is possible to inform the crew immediately and take appropriate action to neutralize the threat.

The basic task of the refrigerated cargo control system is to maintain the temperature in the individual cargo holds at the set temperature level. The function monitors and controls all refrigeration components: compressors, valves, pumps, etc. The structure is built on a distributed network of PLCs and a SCADA visualization software.