557
1 INTRODUCTION
AccordingtotheResolutionMSC.192(79)“Adoption
Additivemanufacturing(AM)or3dprintingasitis
commonly known has been already implemented in
various sectors (industrial and consumer products,
medical,automotive,aerospace,etc.).Itisbasedinthe
principle of the construction in layers by directly
converting the 3D
data into physical objects. It can
produce functionally integrated components
(includingspareparts)inasingleproductionstep,in
smallbatches.Amongthebenefitsofthistechnology
is that it allows the flexible production of various
itemsatnoextracostintermsofmanufacturing.This
is achieved by directly
converting the 3D data into
physicalobjects,withouttheneedofadditionaltools
or molds. Furthermore, the principle of the
construction in layers can produce functionally
integrated components in a single production step,
therebyobviatingtheneedfortheassemblystage.In
comparison to conventional manufacturing, it has a
number of
advantages in terms of better energy
efficiency, cutback in emissions, better design
handlingandlowermanufacturingleadtime.
Maritimeassetsarecapital‐intensiveandtheirout
of service time has economic consequences. They
usuallyoperateawayfrom thehome base atremote
locationsandareoncontinuousmove.Othersectors
with similar characteristics are aircraft/aerospace,
defenseunits,andautomotive.Basedonliterature,we
willtrytoexplorehowlessonslearnedfromtheother
sectors,couldbeappliedinshipping.
Furthermore, we conducted interviews with
peopleworkingintheshippingindustry,inorderto
getanunderstandingofthesupplychainof
thespare
partsoftheships,andgetanideaofhowthiscanbe
changed with the introduction of additive
manufacturing.
Is It Time for the Maritime Industry to Embrace 3d
Printed Spare Parts?
E.Kostidi&N.Nikitakos
UniversityoftheAegean,Chios,Greece
ABSTRACT:Newtechnologycomeswithbenefitsforcompaniesthatchoosetoadopt.Additivemanufacturing
(AM)or3dprintingasitiscommonlyknownhasbeenalreadyimplementedinvarioussectors(industrialand
consumer products, medical, automotive, aerospace, etc.).The shipping industry is characterized as
conservative
tochanges.AsAMisstartingtoconsolidateintheindustry,canofferlessonsguidingchanges.
Applicationinindustrieswithsimilartoshippingcharacteristics(industrieswithmovingassets),revealsthe
potential of applying it in the shipping industry. The availability of spare parts is important for the vessel
maintenance. Additive
manufacturing could shortenthe space parts supply chain in themaritime industry,
sincethepartcouldbemadenearthepla ceitisneeded.
http://www.transnav.eu
the International Journal
on Marine Navigation
and Safety of Sea Transportation
Volume 12
Number 3
September 2018
DOI:10.12716/1001.12.03.16
558
2 THEAVAILABLETECHNOLOGY
Additive manufacturing is the official industry
standard term (ASTM F2792) for all applications of
thetechnology.Itisdefinedastheprocessofjoining
materials to make objects from 3D model data,
usually layer upon layer, as opposed to subtractive
manufacturing methodologies. Figure 1. shows the
principle of building the part from the basic
constructionunit(voxel).
Figure 1. Building the part layer upon layer
Synonyms are additive fabrication, additive
Synonyms are additive fabrication, additive
processes, additive techniques, additive layer
manufacturing, layer manufacturing, and freeform
fabrication.
Under the umbrella of AM there are many
processes. ASTMgroups them in seven types
(Piazza & Alexander, 2015): 1) Binder jetting (3D
printing)–AMprocesswherealiquid
bondingagent
is deposited to join powdered materials together. 2)
Directenergydeposition (directmanufacturing)–AM
process where thermal energy fuses or melts
materials together as they are added. 3) Material
extrusion (fused deposition modeling)– AM process
that allows for depositing material via a nozzle. 4)
Material jetting‐AM process where droplets
of
material are deposited. 5) Powder bed fusion (laser
sintering)–AMprocesswherethermalenergyfusesor
meltsmaterialfroma powderbed.6)Sheet welding
(e‐beam welding, laminated object manufacturing)‐
AM process where sheets of materials are Bonded
together and 7) Vat photo‐polymerization (digital
light processing)‐AM process
where liquid
photopolymerinvatiscuredbylight.
In some processes the material is squirted,
squeezed or sprayed and in others fused, bind or
glued. The power source is thermal, high‐powered
laserbeam,electronbeam,ultravioletlaser,orphoto
curing.
All of the aforementioned techniques rely on the
application
of gravity to assist in the construction
process. While additive manufacturing can build a
wide variety of products in a controlled and static
environmenttheuseofsuchtechniquesafloatcreates
questions about the viability of the process. This
should not eliminate AM fromconsiderationfor the
marine industry. However
it does seem that at this
time it will be contained to construction and repair
facilitiesorplatformswithlittletonorelative motion
(Strickland, 2016). As the technology matures
solutions are found to overcome drawbacks as the
aforementioned.
The raw materials for the process are: polymers,
metals, ceramics, composites, and
biological
materials.The starting materials could be liquid,
filament/paste,powder,orsolidsheet.Currently,the
mostcommonmetallicmaterialsaresteels(toolsteel
and stainless), pure titanium and titanium alloys,
aluminum casting alloys, nickel‐based super alloys,
cobalt‐chromium alloys, gold, and silver (Frazier,
2014).
3 THEGROWTHOFTHE
ADDITIVE
MANUFACTURINGINDUSTRY
According toWohlers Report 2016, the additive
manufacturing (AM) industry grew 25.9% (CAGR –
Corporate Annual Growth Rate) to $5.165 billion in
2015.Frequentlycalled3Dprintingbythose outside
ofmanufacturingcircles,theindustrygrowthconsists
ofallAMproductsandservicesworldwide.
TheCAGRforthe
previousthreeyearswas33.8%.
Overthepast27years,theCAGRfortheindustryis
animpressive26.2%(McCue,2016).
TheARKInvest(2016)summarizesinachartthe
growthprojectionsfromreputablefirms.
As it can be seen in figure 2 McKensy estimates
that3Dprintingmarketcould
reach$180‐490by2025.
The 3D printing industry has one of the highest
projectionsforeconomicgrowth.
Figure 2 Global Estimates for 3D Printing Market 2020-2025 (Modified
from ARK Invest, 2016)
4 IMPACTOFADDITIVEMANUFACTURINGON
PRODUCTION,SUPPLYCHAINAND
TRANSPORT
MarketsurveyspredictthattheintroductionAMwill
haveamajorimpactonindustriesandmanufacturing
(Weller, Kleer, & Piller 2015). The new technology
eliminated stages of production (e.g. assembly) and
thussimplifyproductionline.Thepla ceofproduction
moves
closertodemand.Thesaleismadebeforethe
production of the product, upsetting the known
productionprocess.
Theproductionfacilitiescannowbelocatedcloser
tothecustomerinEuropeorNorthAmerica,whereit
is more direct response to market needs (Manners‐
Bell&Lyon2012).
The concept
of constructing products in large
complex facilities could become obsolete as
559
companiesadoptthemoreflexiblemodelofadditive
manufacturing(Cottrill2011).
3D printing is expected to have a significant
impact on domestic and international freight
operators,inparticularregardingthereductionofthe
importance of some transport paths, and possibly
lead to the opening of new ones. A recent analysis
(Tipping, Schmahl, & Duiven 2015) for Strategy&
abouttwodozenindustrysectors,foundthatupto41
percent of the air cargo business and 37 per cent of
businessescontaineroceancarriersisatriskbecause
of3Dprinting.
Yeetal.,(2015)basedona model,concludethat,in
thenexttwodecades,3Dprintingisnotlikelytopose
a threat, on the concept of significant production
capacity, or reduce the transport flow, in terms of
global container traffic. As the GDP of the worldʹs
population is not likely to decline over the next 50
years, world trade
will probably continue to cause
highdemandfortransport.
5 CHARACTERISTICSOFTHEMARITIME
SECTOR
The shipping industry is characterized as
conservative to changes. As AM is starting to
consolidate in industry, can offer lessons guiding
changes.Ιt is understood that any lessons learned
before applied should take into account
the specific
characteristicsofthemaritimeindustry.
Maritimeassetsarecapitalintensiveanddowntime
has financial consequences. Usually operate away
from the base in remote areas and are in constant
movement. Other sectors with similar characteristics
are aircraft / aerospace, defense units and road
transport. Ships are operating under random
environments
in isolation from repair facilities and
sparepartsstorage.
Maintenancenetworksareinvolvingmanyactors,
suchastheownersoftheassets,systemsintegrators,
originalequipmentmanufacturers(OEM),theservice
providers and their logistics service providers. The
International Maritime Organization and
classification societies impose rules that the ships
have to
follow (such as periodic inspections,
mandatoryequipment).
The spare parts inventory planning and supply
chain include decisions such as determining the
appropriate spare parts procurement policies,
quantificationanddistributionofstocksofspareparts
anddesignof service networks, taking into account,
for example, emergency transport, side
transshipmentsandjointspare
pool(Eruguz,Tan,&
vanHoutum2015).
The repair can be executed and stocks of spare
partscanbestoredontheshipitself,ashorebyasset
owners, system integrators, service providers, or
makers. Assets can be classified as long‐lived, since
theyhaveausefullifeofabout25
years.
Thevesselisinanisolatedenvironment.Thereare
workshops on board, at least at the larger ships.
Vesselsarestaffedbytechnicians,whohavetosolve
the problems of the mechanical equipment that
appear, working in harsh conditions. The
environmentishighlycorrosive,withturbulenceand
vibrations.
6 LESSONS
LEARNEDFROMTHE
INTRODUCTIONOFADDITIVE
MANUFACTURINGINOTHERINDUSTRIES
Thepublishedworkregardingtheobservationsfrom
theactualimplementationofadditivemanufacturing
as it is finding its way into mainstream
manufacturing industry reveals its benefits and
challenges.
There are many active investments by various
industriesforutilizationofAM
partstocapitalizeon
the value‐added properties provided by AM as
shown by Seifi, Salem, Beuth, Harrysson, &
Lewandowski, (2016), which highlights some
industrial examples for AM parts. In particular,
General Electric (GE) has received Federal Aviation
Administration (FAA) certification for fuel nozzle
implementationintheGELEAPengine.In
thiscase,
AMreduced the total part count and replaced more
complex brazing of multiplecomponents to create a
lighter,simpler,andmoredurableproduct.
Comparedtoconventionalmanufacturing,ithasa
number of advantages in terms of better energy
efficiency, cutback in emissions, better design
handlingandlowermanufacturing
leadtime.
Mokasdar’swork (2012) evaluated additive
manufacturing impact on the aircraft spare parts
supply chain. Conversely, the manufacturing lead
time is small compared to these conventional
processes,andhencetheauthorwithhisworktriesto
advocate this feature of additive manufa cturing to
demonstrate how the total inventory of spare
parts
held in an aircraft spare parts supply chain, can be
significantlyreducedusingadditivemanufacturing.
Other authors (Liu, Huang, Mokasdar, Zhou, &
Hou,2014)studiedtheimpactofAMintheaircraft
sparepartsindustry,withanemphasisontheuseof
distributed manufacturing strategy to reduce
inventorycost.
Theyconcludedthaton‐demandand
centralizedproductionofsparepartsismostlikelyto
succeed.
The feasibility of localized manufa cturing is also
exploredbyKhajavi,Partanen,&Holmström,(2014),
whostudiedthefabricationofsparepartsthrougha
quantitative cost‐based assessment. It was
demonstrated that currently AM is both
capital and
labor intensive, making centralized production
preferableonfinancialmeasures.
Eyers&Potter,(2015)suggestthat,itisnecessary
to bridge research in e‐commerce, AM, and supply
chainmanagement.Inordertounderstandbetterthe
way in which eCAM may be applied in the supply
chain, Their research
based on the interviews with
localized manufacturers of aerospace spare parts is
suggesting that costs of machines and operators,
togetherwithissuesregardingqualityassuranceand
material supply chain co‐ordination would further
consideration before wide‐scale adoption of this
560
eCAM model, for cost reductions and increased
efficiencythatmaynotautomaticallyfollow.
Inaproject(Sterkman,2015)focusedontheimpact
that Additive Manufacturing can have on the after
salesservicessupplychainsintheaerospaceindustry
the conclusion was that at this moment, AM can
betterbeoutsourced.
Thisismorefavorablebecause:
AM machines are still expensive, low utilization
cannot justify these investment costs, rapid
technologydevelopmentsareexpectedandtherewill
beneedforspecializedpersonnel.
Themostimportantgoalinthedefenseistosecure
the supply of spare parts, followed by respectively
improving service
and reducing costs as Balistreri,
(2015)states.
Augustsson & Becevic, (2015)investigated the
inventory costs for low turnover spare parts for a
truckmanufacturer.Theyconcludedthatcostscanbe
lowered,butstillofferthesameavailabilitybyusing
additive manufacturing in the automotive industry.
This could implicate that the main
benefit of using
additivemanufacturingisabigincreaseincustomer
service. Daimler, which owns the Mercedes‐Benz
brand,andhasmorethan 100,000 printed prototype
parts, and according to Reuters(Taylor & Cremer,
2016) it will expand production using 3D printing
methods.
Abbink, Karsten, & Basten, (2015) based on
modeling
choices,concludesthatAMistypicallynot
beneficialforlowdemand,single‐itemsituations.This
is the case for both in‐house printing, as well as
outsourced printing. For a multi‐item situation
however, where the printer is sufficiently utilized,
AM can be cheaper than traditional means of
manufacturing.
Table1.Lessonslearnedfromotherindustries
_______________________________________________
Automotive(truckmanufacturer)
Theinventorycostsforlowturnoversparepartscanbe
lowered.
Increaseincustomerservice(Augustsson&Becevic2015).
_______________________________________________
Sparepartsforcapitalgoods
AMistypicallynotbeneficialforlowdemand,single‐item
situations(Abbink,2015).
_______________________________________________
Aircraftsparepartsindustry
Centralizedproductionofsparepartsismostlikelyto
succeed(Liu,etal.,2014)
_______________________________________________
Aerospaceindustry
BettertooutsourceAM(Sterkman,2015)
_______________________________________________
Aeronauticsindustry
Centralizedproductionpreferableonfinancialmeasures
(Khajavietal.,2014)
_______________________________________________
Aircraftcompaniesandoperators
Thetotalinventoryofsparepartcanbesignificantlybe
reducedusingadditivemanufacturing(Mokasdar,2012)
_______________________________________________
Aerospace
Theuseofe‐commercewithAMhasoftenbeen
oversimplified(Eyers&Potter,2015)
_______________________________________________
Defense
Themostimportantgoalistosecurethesupplyofspare
parts,followedbyrespectivelyimprovingserviceand
reducingcosts(Balistreri,2015).
_______________________________________________
Summing up the literature review of actual case
studiesonecanconcludethatadditivemanufacturing
is a promising technology. The inventory costs for
low turnover spare parts canbe lowered and at the
sametimeincreaseincustomerservice.AMcouldbe
beneficialforlowdemand,single‐itemsituations,
ifit
is difficult to make it otherwise. The centralized
production of spare parts is most likely to succeed.
That is also preferable on financial measures. The
total inventory of spare part can be significantly
reduced using additive manufacturing. The most
importantgoalistosecurethesupplyofspareparts,
followed by respectively improving service and
reducingcosts.
7 ADDITIVEMANUFACTURINGIN/ANDTHE
MARITIMEINDUSTRY
Maritime will not be left out of technological
developments on the information technology.
Althoughthereareonlyfewpublishedcasestudiesof
application in real situations, there are initiatives in
place. Apart from general prototyping
applications,
there are aboutparts maker tests and application in
ships,bothinthedefensesector,andthecommercial.
Apilotproject‘3DPrintingMarineSpares’,(2016)
was initiated by Innovation Quarter, the Port of
RotterdamAuthorityandRDMMakerspacewiththe
participation of 28 businesses and agencies. The
consortium partners
selected and redesigned parts,
hadthemprintedandtestedtheresults.Makinguse
of three different production processes, the
advantages of the va rious methods for additive
manufacturing and the maturity of the technology
wasexperienced.Thustheprojectbroughtawealthof
informationonthecurrentandnearfuturestate
of3D
printing as an alternative method for producing
maritimeparts.Theconclusionwasthat3Dprinting
indeedholdspromisesforanumberofparts,andthat
product requirements can be met in a number of
cases. Also the business case can be positive,
especially when time to market is essential.
On the
otherhandthefindingsalsoindicatethatextrawork
needstobedonetogetregulationsadjustedtobeable
to qualify 3D printed parts (Zanardini, Bacchetti,
Zanoni,&Ashourpour,2016).
Following a rigorous testing process, verified by
Bureau Veritas, the world’s first class approved 3D
printedship’s
propeller,theWAAMpeller(2017),has
been unveiled at Damen Shipyard Group’s
headquarters in the Netherlands. This ground‐
breakingsuccessistheresultofaclosecollaboration
between RAMLAB, Promarin, Autodesk, Bureau
VeritasandDamen.
GreenShipoftheFuture(2016)and20+industry
partners have explored the opportunity space of 3D
printing and additive manufacturing, in order to
assess and comprehend the potential of the
technology and derived opportunities for the
maritime industry. They end up with the need to
explorehowshippingandthemaritimeindustrycan
beontheforefrontofdevelopmentandbepartofthe
disruption.
561
US Navy has already tested the technology for
maintenance activities (Scheck et al., 2016). The
maintenancehasgiven the Navy thetimeneededto
permanently install, and test out a 3D printer on
board. In themeantime, the crewmembers on board
theshiphavebeenbusyprintingoutanything from
plasticsyringes,tooiltankcaps,tomodelplanesused
for the mock‐up of the flight deck. The US Navy
argues that they are still several years away from
beingabletoprintoutactualspare partsforaircraft
or the ship itself, but it is certainly a good
starting
point. The reason why AM technologies are under
evaluation is the possibility to reduce the time to
supply spare parts and components to remote zone,
eliminatingunnecessaryactorsandleadtime.
One of the world’s largest container shipping
companies,Maersk,explored3Dprintingasa wayto
fabricatespareparts
oncontainerships.InJune2015,
thecompanyrevealedthatwillinstall3Dprinterson
board.Theprinters werecapableofprintinga small
amount of components, according to the materials
used, ABS thermoplastics. However, the company
considers the possible utilization of powder based
metallasersinteringprintersinorder
toenhancethe
rangeofprintedcomponents.Themainadvantageis
relatedtothepossibilitytoimmediatelyrepairbroken
components,insteadtobesuppliedwithasparepart
whenthevesselismooredinaport(Zanardinietal.,
2016).However, officialinformationofresultshasnot
beenpublishedyet.
Published
maritime cases are rare, since most
examples come from the air industry. The pilot
project ‘3D Printing Marine Spares’, (2016)
culminated in the printing practical appliance of
sevenmaritime parts: a propeller, cooled valve seat,
spacerring,hinge,T‐connector,sealjigandmanifold.
Tru‐Marine (Loke, D. W. S.,
2014), has developed a
proprietary AM process. AM is used in actual
industry level for the repair of turbocharger nozzle
rings.
Wilhelmsen has partnered with Ivaldi Group to
deployadditive manufacturing, starting ina facility
inSingapore. The local micro factory capable of on‐
demand production provides 3D printed parts to
selectpartnersaspartoftheirearlyadoptersprogram
(Griffiths,L.2018).
8 PORTSASADDITIVEMANUFACTURINGHUBS
It is common knowledge that ship relay for certain
maintenance works while at port. Also they receive
the needed spare parts at / ornear the port.That is
why there are
many workshops and spare part
warehousesneartheports. OneofthebenefitsofAM
istoproducethepartbytheenduserattheplaceitis
needed, the time it is needed, avoiding the part
inventory.Obviouslythebestplaceisonboard. But
therearesomeobstacleto
thatchoice.Oneobstacleis
the vessel environment (constant vibrations). So the
nextbestplaceitisneartheport.
9 THESPAREPARTSSUPPLYCHAININTHE
MARITIMEINDUSTRY
Maritime industry is characterized by heavy
utilizationofequipmentandmachineryandbyreally
specific operating conditions. Ships work in
a very
unique operational context, and that makes the
requirements of reliability and safety particularly
critical(Nenni&Schiraldi,2013).
Thetypeandquantityofthesparepartsthatmust
beonboardashipisimposed bytheauthoritiesfor
its safety, or suggested by the original equipment
manufacturer (OEM)
in order to avoid unexpected
breakdowns and ship downtime, or even by
experience.
Spare parts inventory is necessary, but it costs
(mainly in capital, and in some cases in available
space).Various optimization techniques are used.
Nenni & Schiraldi, (2013) propose an approach to
calculate the optimum level of inventory
for spare
parts of ship equipment.Eruguz, Tan, & van
Houtum, (2015) consider an integrated maintenance
and spare part optimization problem for a single
critical component of a moving asset for which the
degradationlevelisobservable.
We conducted interviews (semi structured) with
peopleworkinginthemaritimeindustry,inorder
to
getanunderstandingofthesupplychainofthespare
partsoftheships,andgetanideaofhowthiscanbe
changed with the introduction of additive
manufacturing.
The need for a replacement may occur either
becausethepredeterminedstockhasfallenbelowthe
threshold,orbefore
apredeterminedmaintenanceor
because of an extraordinary damage. If the
replacementisnotinstockattheship,thenarequest
is send to the land office (usually by the chief
engineer).Inthelandoffice,afterapprovalfromthe
technical department, the request passes it to the
procurementdepartment.
The purchasing process is pretty much typical
(Purchase Order, Request Quotations, Receive
Quotations,Selectthesupplier,Order,Receiveorder,
Invoice).
Inthis simplified diagram (fig. 3),onemustnote
that the ship is away from the base and changes
location. The spare must be timely delivered at the
next port that the ship will reach. There is also an
optiontopurchase animitationofthesparepart,or
order
it at a local workshop. If the requested spare
partisoutofstockinthechosensupplier’sinventory,
thatmustberequestedfromtheregionalwarehouse,
theperipheral warehouse,orfinallyattheOEM.Ifit
is out of stock at the OEM, then it will be
manufactured(as
soonasthereiseconomicbatch).
562
Figure 3. The purchasing process.
Mostofthepeoplewetalkedhadanideaofwhat
3Dprintingis(wedidnotaskaboutAM).Almostall
hadapositiveattitudeforthenewtechnologyandthe
rest were skeptical, but not negative. Their main
concern was if the spare part made by the AM is
comparable with the part made by the traditional
method. Another concern was the cost of the AM
machine,andthecosttobuildthepart.
Figure 4. 3D printing decision
10 AFUTURESCENARIO
In a future scenario the needed spare part could be
made by the end user at the place it is needed, the
timeitisneeded,avoidingthepartinventory.What
onewouldneedisthepropermachine,afilewiththe
information to instruct the machine,
and the raw
material.Withthepushofabuttonthemachinewill
start to make the part. The decisions that must be
madeare(fig.4):1)aretheneeded(machine,file,and
raw material) available? 2) Is it more economic to
makethanbuyingthepart?
In every
place that is kept inventory (fig. 5) of
spare parts to meet the part demand (on board the
ship,atthesupplier,thelocal,theregional,thecentral
warehouseortheOEM),theAMprocesscould take
itsplace,inordertogetthenewtechnologybenefits.
Figure 5. Places where that inventory is kept.
Paradigms show that it can be done today
(sections6&8).But therearechallengespointedout
intheliterature,andbythepeopleweinterviewed.
11 DISCUSSION
Itisenragingthatmostofthepeopleweinterviewed
hadanideaofwhat3Dprintingis,andalmostallhad
a
positiveattitudealthoughskeptical.
TheirconcernifthesparepartmadebytheAMis
comparable with the part made by the traditional
method could be overcome by the development of
standard methods to test processes and parts
(Monzón,Ortega,Martínez,&Ortega,2014).Forthe
time been there are
standards to test the row
materials,andthepartscouldbetestedwiththeways
theconventionalpartsaretested.
As far as the cost is concerned, as the market
advances, patents expire, and demand grows, the
machinecostaswellastheproductioncostwillfall.
Obviouslytherearemore
issuestobephased.As
itwasmentionedinsection2,therearetoomanyAM
processesavailable.Whichoftheprocessesbestsuits
the installation on board a ship? How will the
intellectual rights be protected? How the required
fileswillbedistributed?Whereinthesupplychainis
optimumtohavetheAMoftheparts?Howwillthe
personnel be trained in the new technology, taking
into consideration that the salesman at the supplier
willbemademanufacturer.
563
12 CONCLUSIONS
AmongthebenefitsofAMistheflexibleproduction
of customized products, in small batches.The direct
transformation of the three‐dimensional data stored
inafile,simplybysupplyingtherawmaterialstothe
machine and the production of natural objects,
obviating the need for the assembly
step can be
applied to the manufacture of spare parts. The
consequencewillbechangeinthesupplychain.This
willensurethesupply ofspareparts,withconsequent
improvement in the provided services and cost
reduction.
The case studies of AM implementation, in
industries with similar to maritime characteristics,
havetoofferseverallessons.Thecostofinventories
for low use parts can be reduced while improving
customer service time. When the printer is utilized
sufficiently, the AM may be cheaper than the
production applying traditional means. The AM
could be beneficial for low demand situations of
individualparts,if
itisdifficulttomanufacturethem
otherwise. The central production of parts is more
likelytosucceed.Thisisalsopreferableineconomic
basis. The total stock of spare parts can be greatly
reducedbytheuseofAM.Themostimportantgoalis
to ensure the supply of spare
parts, followed by an
improvementinservicesandcostreductions.
As far as people we interviewed are concerned,
ΑΜ is a promising technology and it should be
seriouslytakenintoaccountbythemaritimeindustry.
Forthcomingstandardswillassurethattherewill
be methods to ensure processes and test parts. The
morethemarketadvances,thepatentsexpire,andthe
demandgrows,themorethemachinecostaswellas
the production cost will fall. The maritime industry
canlearnfromotherindustriesthatalreadyadapted
AM in one way or the other, but further study that
willtakeintoconsiderationthe
specialcharacteristics,
isneeded.
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