Normal 0 false false false EN-US X-NONE X-NONE /* Style Definitions */ table.MsoNormalTable {mso-style-name:"Table Normal"; mso-tstyle-rowband-size:0; mso-tstyle-colband-size:0; mso-style-noshow:yes; mso-style-priority:99; mso-style-parent:""; mso-padding-alt:0cm 5.4pt 0cm 5.4pt; mso-para-margin-top:0cm; mso-para-margin-right:0cm; mso-para-margin-bottom:8.0pt; mso-para-margin-left:0cm; line-height:107%; mso-pagination:widow-orphan; font-size:11.0pt; font-family:"Roboto Condensed"; mso-ascii-font-family:"Roboto Condensed"; mso-ascii-theme-font:minor-latin; mso-hansi-font-family:"Roboto Condensed"; mso-hansi-theme-font:minor-latin; mso-ansi-language:EN-US; mso-fareast-language:EN-US;} In recent years, spare part manufacturers of naval vessels have been using new technologies such as 3D printing to manufacture complex parts. Additive manufacturing or 3D printing is a developing technology that assists users in creating and designing innovative objects, surpassing conventional methods such as computerized numerical control (CNC) cutting, canvas printing, or mold manufacturing. Companies are using 3D printed parts as they are economical and allow for rapid design and changes of internal features in hull and components, which is not possible in conventional manufacturing methods. This has helped reducing the size and weight of the entire vessel while increasing customization and overall maintenance efficiency. The use of 3D printed parts would reduce the overall MRO costs and would act as substitutes for conventionally manufactured parts. In March 2020, The Indian Navy partnered with think3D, a 3D printing service provider to produce spare parts using additive manufacturing, for both on and offshore scenarios.
Normal 0 false false false EN-US X-NONE X-NONE /* Style Definitions */ table.MsoNormalTable {mso-style-name:"Table Normal"; mso-tstyle-rowband-size:0; mso-tstyle-colband-size:0; mso-style-noshow:yes; mso-style-priority:99; mso-style-parent:""; mso-padding-alt:0cm 5.4pt 0cm 5.4pt; mso-para-margin-top:0cm; mso-para-margin-right:0cm; mso-para-margin-bottom:8.0pt; mso-para-margin-left:0cm; line-height:107%; mso-pagination:widow-orphan; font-size:11.0pt; font-family:"Roboto Condensed"; mso-ascii-font-family:"Roboto Condensed"; mso-ascii-theme-font:minor-latin; mso-hansi-font-family:"Roboto Condensed"; mso-hansi-theme-font:minor-latin; mso-ansi-language:EN-US; mso-fareast-language:EN-US;} Augmented reality (AR) systems integrate real-world data with virtual information to offer an elaborative view of the naval vessel component to the service engineer In naval vessel MRO training, current conventional training methods provide copious amounts of information, which is sometimes complicated rather than being helpful to the MRO trainee engineer. AR technology allows the trainee engineer to learn and evaluate complicated repairing works easily, which reduces training time, human error, and increases the skills of the serviceman.
Normal 0 false false false EN-US X-NONE X-NONE /* Style Definitions */ table.MsoNormalTable {mso-style-name:"Table Normal"; mso-tstyle-rowband-size:0; mso-tstyle-colband-size:0; mso-style-noshow:yes; mso-style-priority:99; mso-style-parent:""; mso-padding-alt:0cm 5.4pt 0cm 5.4pt; mso-para-margin-top:0cm; mso-para-margin-right:0cm; mso-para-margin-bottom:8.0pt; mso-para-margin-left:0cm; line-height:107%; mso-pagination:widow-orphan; font-size:11.0pt; font-family:"Roboto Condensed"; mso-ascii-font-family:"Roboto Condensed"; mso-ascii-theme-font:minor-latin; mso-hansi-font-family:"Roboto Condensed"; mso-hansi-theme-font:minor-latin; mso-ansi-language:EN-US; mso-fareast-language:EN-US;} Autonomous underwater vehicles (AUVs) are being used to inspect underwater ship parts since the past few years. The naval forces of various countries use AUVs for hull inspections, propeller inspection, and to inspect other parts. For instance, General Dynamics Corporation (US) featured the Bluefin Robotics hovering-autonomous underwater vehicle (H-AUV) at the OCEANS 2016 conference in California, US. The Bluefin Robotics H-AUV locates, identifies, and maps structural issues on a ship’s hull, including large ocean-going cargo ships, cruise ships, petroleum and chemical tankers, and military surface and sub-surface vessels without dry-docking the ship.
Normal 0 false false false EN-US X-NONE X-NONE /* Style Definitions */ table.MsoNormalTable {mso-style-name:"Table Normal"; mso-tstyle-rowband-size:0; mso-tstyle-colband-size:0; mso-style-noshow:yes; mso-style-priority:99; mso-style-parent:""; mso-padding-alt:0cm 5.4pt 0cm 5.4pt; mso-para-margin-top:0cm; mso-para-margin-right:0cm; mso-para-margin-bottom:8.0pt; mso-para-margin-left:0cm; line-height:107%; mso-pagination:widow-orphan; font-size:11.0pt; font-family:"Roboto Condensed"; mso-ascii-font-family:"Roboto Condensed"; mso-ascii-theme-font:minor-latin; mso-hansi-font-family:"Roboto Condensed"; mso-hansi-theme-font:minor-latin; mso-ansi-language:EN-US; mso-fareast-language:EN-US;} There have been 6,804 patents filed by the companies in the field of vessel MRO market, over the last five years (1st April 2015 – 1st April 2020), out of which 3,697 were in the application phase and the remaining 3,107 were granted.
Normal 0 false false false EN-US X-NONE X-NONE /* Style Definitions */ table.MsoNormalTable {mso-style-name:"Table Normal"; mso-tstyle-rowband-size:0; mso-tstyle-colband-size:0; mso-style-noshow:yes; mso-style-priority:99; mso-style-parent:""; mso-padding-alt:0cm 5.4pt 0cm 5.4pt; mso-para-margin-top:0cm; mso-para-margin-right:0cm; mso-para-margin-bottom:8.0pt; mso-para-margin-left:0cm; line-height:107%; mso-pagination:widow-orphan; font-size:11.0pt; font-family:"Roboto Condensed"; mso-ascii-font-family:"Roboto Condensed"; mso-ascii-theme-font:minor-latin; mso-hansi-font-family:"Roboto Condensed"; mso-hansi-theme-font:minor-latin; mso-ansi-language:EN-US; mso-fareast-language:EN-US;} Regulatory Norms:
1. Sulphur 2020 – cutting sulphur oxide emissions
What is the sulphur 2020 limit?
From 1 January 2020, the limit for Sulphur in fuel oil used on board ships operating outside designated emission control areas will be reduced to 0.50% m/m (mass by mass), from 3.50% m/m.
This limit is set in Annex VI of the International Maritime Organization (IMO) International convention for the Prevention of Pollution from Ships (MARPOL).
How can ships comply?
· Use a compliant fuel oil with a Sulphur content that does not exceed 0.50%.
· If exceeding 0.50%, use an equivalent e.g. am Exhaust Gas Cleaning System (“Scrubber”)
· Use an alternative fuel e.g. LNG methanol
· Use onshore power supply when at berth
What must ships do before 1 January 2020?
Ship operators and owners must plan ahead. IMO has issued guidance, including ship implementation and planning guidance.
Who is responsible for enforcement?
Monitoring and enforcement of the new limit falls to Governments and national authorities of Member States that there are Parties to MARPOL Annex VI
Flag States (the State of registry of a ship) and port States have rights and responsibilities to enforce compliance.
What is IMO doing to help implementation?
IMO has been working with Member States as well as the shipping industry, bunker suppliers and refineries to identify and mitigate transitional issues so that ships may meet the new requirement.
A range of guidance has been developed, including specific port State control guidelines and guidelines on consistent implementation.
Are there any exemptions?
If a ship simply cannot obtain compliant fuel oil, they can complete a Fuel Oil Non-Availability Report (FONAR). This can be taken into account by port State control but is not an exemption.
2. IMO safety committee adopts historic ship construction regulations
Maritime Safety Committee (MSC), 87th session: 12 – 21 May 2010
The notion of "goal-based ship construction standards" was introduced in IMO at the 89th session of the Council in November 2002, through a proposal by the Bahamas and Greece, suggesting that the Organization should develop ship construction standards that would permit innovation in design but ensure that ships are constructed in such a manner that, if properly maintained, they remain safe for their entire economic life. The standards would also have to ensure that all parts of a ship can be easily accessed to permit proper inspection and ease of maintenance. The Council referred the proposal to the 77th meeting of the MSC in May/June 2003 for consideration.
The MSC commenced detailed technical work on the development of goal-based ship construction standards at its 78th session in May 2004, when a comprehensive general debate of the issues involved took place and the Committee agreed to utilize a five tier system initially proposed by the Bahamas, Greece and the International Association of Classification Societies (IACS), consisting of the following:
Tier I – Goals
High-level objectives to be met.
Tier II – Functional requirements
Criteria to be satisfied in order to conform to the goals.
Tier III – Verification of conformity
Procedures for verifying that the rules and regulations for ship design and construction conform to the goals and functional requirements.
Tier IV – Rules and regulations for ship design and construction
Detailed requirements developed by IMO, national Administrations and/or recognized organizations and applied by national Administrations, and/or recognized organizations acting on their behalf, to the design and construction of a ship in order to conform to the goals and functional requirements.
Tier V – Industry practices and standards
Industry standards, codes of practice and safety and quality systems for shipbuilding, ship operation, maintenance, training, manning, etc., which may be incorporated into, or referenced in, the rules and regulations for the design and construction of a ship.
