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ofers afordable Conditon Monitoring System A new fronter for shipping Jonny Lim
A new frontier for shipping
WHY NOW IS THE TIME TO ASSESS TRADITIONAL VESSEL CRACK REPAIR METHODS
THE IMPACT OF COVID-19 DURING 2020 HAS RESULTED IN ECONOMIC TURMOIL ACROSS THE SHIPPING INDUSTRY AND BEYOND. THE DISRUPTION, COUPLED WITH IMPENDING ENVIRONMENTAL TARGETS, HAS BEEN A CATALYST FOR THE RE-ASSESSMENT OF BUDGETS, OPERATIONS, AND LEGACY PROCEDURES IN ALL SEGMENTS OF SHIPPING. ONE AREA IN WHICH THERE IS SCOPE FOR THE RE-EVALUATION OF TRADITIONAL METHODS, AND WHERE WE ARE SEEING SUBSEQUENT PROGRESS, IS IN THE STRUCTURAL MAINTENANCE OF VESSELS.
WORDS BY JONNY LIM, DIRECTOR OF SPS TECHNOLOGY ASIA. ALL PHOTOS COURTESY OF SPS TECHNOLOGY.
Structural maintenance forms an essental part of vessel preservaton for the global shipping feet and is recognised as a necessary expense. More specifcally, the occurrence and management of cracks on vessels contnues to be central to repair and maintenance regimes for ship owners and operators. Especially with the repair of fatgue cracks present in ship structures, such as the hull and boundary tanks, it is vital to avoid further costly damage,
Jonny Lim, Director of SPS Technology Asia.
preserve asset integrity, seafarer safety and cargo.
Although vessel cracks are recognised as a longstanding problem, the inital cause is ofen unknown and could be due to a multtude of factors. For example, ongoing research suggests that the factors infuencing the development of cracks could include vibraton, fatgue, corrosion, and extreme loads. This range of factors is only set to increase, as environmental regulaton leads to the increased retroftng and reft of new emissions cutng technologies onto a vessel’s structure. For example, the installaton of a scrubber to ensure compliance with the IMO’s global sulphur cap, could potentally add stress and strain to an existng vessel’s structure, exposing previously unseen weaknesses, because of diferent weight loads, causing cracks in new and unexpected areas.
Traditional vessel crack repair methods
Historically, crop and renewal techniques have been universally regarded as the standard method to repair cracks on vessels. While efectve, these approaches come with >>
Restraint beams in place, prior to elastomer injection.
About SPS
SPS is a structural composite material comprising two metal plates bonded with a solid polyurethane elastomer core. Polyurethane core is developed jointly with BASF, who supply material globally. Approved by major regulatory authorites, SPS is used in a wide variety of civil, ofshore, maritme and special applicatons including stadia terraces, structural fooring, bridge decks, and the repair of ofshore structures and maritme vessels. SPS is much simpler than stfened steel plate and much lighter, slimmer and faster to erect than reinforced concrete. This repair technique is carried out safely by riding squads while a vessel is in operaton, which critcally removes the necessity for further and costly tme out of service. Likewise, in relaton to hull repairs below the water line, structural composites also eliminate the need for dive boats and coferdams, which in turn, considerably reduces cost, tme and associated safety consideratons.
SPS top plate being lowered into position.
considerable limitatons, including signifcant tme and budget commitments, which in today’s climate are not feasible for most ship owners and operators. For example, to fx a crack on a vessel’s hull or fuel tank, requires tme out of service; the vessel inacton coupled with repair costs requiring a considerable investment. Despite the tme and economic limitatons, the ongoing use of these methods contnues to prevail, mostly due to support by ease of acceptance from class societes, a lack of appette for change from conservatve ship owners and the desire of yards to preserve ‘bread and buter’ income from steel renewal work. However, drastc changes in market fundamentals and new thinking from class societes are leading to alternatve materials and methods being increasingly considered by ship owners and operators.
A fresh approach
One such soluton, which ofers a permanent, cost-compettve and tme efcient soluton to vessel crack repair is the use of structural composites. The use of structural composites (such as SPS) ofers a new yet mature vessel crack repair and preventon soluton, which is safe, nondisruptve, and delivers improved strength when compared to conventonal steel structures. In fact, in Mare Forum’s recent webinar, moderated by Bureau Veritas on ‘Designing the ship of the future’ the use of composites was highlighted as being instrumental to ship constructon and repair over the next decade. In fact, 55% of respondents who answered a live poll during the webinar said that they believed the industry will have ships made of composites in the next ten years.
A strong business case
With a heighted pressure for ship owners and operators to fnd new ways to reduce OPEX costs in 2021, fresh complexity driven by an aging feet and a growing requirement to source long-standing sustainable solutons, an overhaul in traditonal crack repair techniques has never been more necessary. This, together with greater support by class societes, brings forward a strong business case for the use of structural composites as future constructon, repair, and maintenance material in the shipping industry.
