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Drone Deliveries: Wilhelmsen Turns to F-drones to Deliver 3D-Printed Spare Parts

Wilhelmsen, one of the world’s largest maritime companies, is making continual progress in the field of 3D printing for its sector. The latest news from the firm is that it will begin using drones to deliver 3D-printed spare parts to its off-shore customers via a partnership with Singapore’s F-drones.

The announcement comes after Wilhelmsen launched its early adopter program for 3D printing spare parts in the maritime industry in December 2019. In February 2020, the company performed its first delivery of 3D-printed spare parts to a Berge Bulk ship. Now, the delivery of 3D-printed spare parts is going to be performed by unmanned aerial vehicles from F-drones, the only drone delivery business that has been authorized by the Civil Aviation Authority of Singapore to perform deliveries Beyond-Visual-Line-of-Sight to vessels.

A Series 1 Pro 3D printer printing a part for Wilhelmsen’s spare parts program. Image courtesy of Wilhelmsen Group.

While there has been a great deal of hype around giants like Amazon using drones to drop items off to ordinary consumers, F-drones is demonstrating the viability of such a technology for hard-to-reach locales, such as oil rigs and ships. With electric drones able to carry 5 kg across 50 km, F-drones will be partnering with Wilhelmsen to perform last-mile deliveries with a future goal of delivering up to 100 kg across 100 km. The firm suggests that the use of drones for such operations can reduce costs, time, labor and carbon emissions by 80 percent compared to boats and helicopters.

So far, Wilhelmsen has six customers in its early adopter program, including, in addition Berge Bulk: Carnival Maritime, OSM Maritime Group, Thome Ship Management, its own Wilhelmsen Ship Management, and Executive Ship Management. Involved in the spare parts printing program is the Ivaldi Group, a startup founded by former Type A Machines CEO Espen Sivertsen and invested in by Wilhelmsen. Also linked with the maritime giant is German steel leader thyssenkrupp. All of this activity is located in Singapore, which obviously has an ideal location for seafaring activities, but has also established itself as center of additive manufacturing (AM) activity. Combined, we may see Singapore as becoming the hub for maritime AM.

3D-printed spare parts for maritime. Image courtesy of Wilhelmsen.

As 3D-printed spare parts become established within this sector, we may also see the additive production of replacement components take off in other industries, where the promise of such a scheme has long been touted. Virtual inventory and spare parts 3D printed on-demand seem to make sense on paper, particularly for segments where individual components are specialized and high cost, like heavy equipment, industrial manufacturing, and energy. In the case of the maritime sector, perhaps all that will be needed to push 3D printable spare parts across that last mile is a drone delivery service.

[Feature image courtesy of F-drones.]

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Mathematical Model Determines Which Spare Parts Should or Should Not be 3D Printed

A major potential AM application for many industries is using the technology to fabricate spare parts on-demand in an effort to get rid of warehouses that are stocked full of spare parts just waiting to be used. Obviously, this could help save both time and money, but just how feasible is this solution?

(Image: Spare Parts 3D)

Companies now have an important choice to make – continue stocking spare parts, or only 3D printing them when they’re needed. Sounds simple, right? Maybe not. According to Jeannette Song, an operations professor at Duke University’s Fuqua School of Business, parts suppliers realize they need to keep spares handy, but since they’re not psychic, and don’t know what will break and when it will do so, they also know that they need a range of parts, in large quantities no less, available in inventory at any given moment.

“It takes up space and capital, and there is the risk of spoilage and damage,” Song said, explaining how inefficient and costly this decision can be.

Having a digital inventory of 3D printable spare parts means that manufactorers can forget about keeping a wide variety of parts on hand just in case they’re needed. However, this approach comes with its own set of issues.

“But that means you don’t have what you need on hand exactly when you need it, because 3D printing takes time. So there’s a trade-off,” she explained.

Song determined that a hybrid approach of the two – printing some parts when necessary, but continuing to keep others stocked – is the most useful way to proceed, but it’s tough to know which parts should be kept in inventory and which ones should be 3D printed. To help manufacturing firms determine the pros and cons of 3D printing on-demand spare parts versus storing spare parts, she came up with a useful mathematical model.

The model is based on an equipment manufacturer that’s moving into a new international market – the utility industry, which relies heavily on spare parts. When parts wear out, or power fails, these companies need to get replacements out to the field quickly in order to restore or maintain service, and not just a few at a time, either. For example, a transformer is typically made of up to 36 different molded parts.

Jeannette Song, R. David Thomas Professor, Duke University’s Fuqua School of Business

“For utilities, when you don’t have spare parts on hand, it’s a huge disruption. They have to have reliable and responsive supply of spare parts,” Song explained. “Traditionally a firm in this position would have a huge warehouse in every market. But now 3D printing is a viable alternative, so you have two options.”

The manufacturing firm she based her model on will be providing spare parts to utility companies that don’t have the necessary infrastructure to house them. Together with Yue Zhang, currently an assistant professor at Pennsylvania State University who helped with the research during her time working toward her PhD at Duke, Song published a paper describing the mathematical model, titled “Stock or Print? Impact of 3D Printing on Spare Parts Industry,” in the Management Science journal.

“We present a general framework to study the design of spare parts logistics in the presence of three-dimensional (3-D) printing technology. We consider multiple parts facing stochastic demands and adopt procure/manufacture-to-stock versus print-on-demand to highlight the main difference of production modes featured in traditional manufacturing and 3-D printing. To minimize long-run average system cost, our model determines which parts to stock and which to print. We find that the optimal 3-D printer’s utilization increases as the additional unit cost of printing declines and the printing speed improves. The rate of increase, however, decays, demonstrating the well-known diminishing returns effect. We also find the optimal utilization to increase in part variety and decrease in part criticality, suggesting the value of 3-D technology in tolerating large part variety and the value of inventory for critical parts,” the abstract states.

“We also derive various structural properties of the problem and devise an efficient algorithm to obtain near optimal solutions. Finally, our numerical study shows that the 3-D printer is, in general, lightly used under realistic parameter settings but results in significant cost savings, suggesting complementarity between stock and print in cost minimization.”

Completely getting rid of spare parts inventory is often too chancy, but 3D printing some of the parts on-demand can help keep costs down, which is a hybrid approach is often the best. Companies can use Song’s mathematical model, which can effectively calculate which specific spare parts they will most likely need more often, how many of these should be kept in inventory, and which parts aren’t as vital, so they can be 3D printed on-demand when needed.

“If you are operating on a large scale, you still need to keep inventory on hand. But a little flexibility goes a long way,” Song said.

“The big decision is how you rationalize all these parts, which ones to stock and which ones to print. In most cases we find a 3D printer would not be used very much at all, but the firm saves a massive amount of inventory.”

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(Images: Duke University, unless otherwise noted)

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POLYLINE Project: Developing Digital Production Line for 3D Printing Spare & Series Automotive Parts

Because 3D printing can ensure complex structures and geometry, mass production of individualized products seems closer than ever. But, since standards are somewhat lacking across process chains, and automated levels of handling and transport processes are low, it’s only possible to achieve horizontal and vertical AM integration in production lines on a limited basis. Additional obstacles include limited monitoring and a lack of transparency across the process chain, due to a non-continuous digital data chain at lots of interfaces. But the potential benefits of integrating AM into assembly and series production lines in the automotive industry are great, which is why the POLYLINE project was launched.

With 10.7 Mio. Euro in funding by the German Federal Ministry of Education and Research (BMBF), this “lighthouse project” is bringing together 15 industrial, science, and research partners from across Germany with the shared goal of creating a digital production line for 3D printed spare and series automotive parts.

The three-year project officially began at a kick-off meeting of the consortium partners this spring at the Krailling headquarters of industrial 3D printing provider EOS, which is leading the project. The other 14 partners are:

BMBF is funding POLYLINE as part of the “Photonics Research Germany – Light with a Future” program in order to set up AM as a solid alternative for series production. The resulting next-generation digital production line will 3D print plastic automotive parts in an aim to complement more traditional production techniques, like casting and machining, with high-throughput systems.

The project is looking to disrupt the digital and physical production line system, and is using an interesting approach to do so that, according to a press release, “takes a holistic view and implements all required processes.” To succeed, all of the quality criteria and central characteristic values from the CAD model to the printed part need to be recorded and documented, and individual production sub-processes, like the selective laser sintering, cooling, and post-processing, will be automated and added to the production line. For the first time, all technological elements of the SLS production chain will be linked as a result.

Schematic representation of a laser sintering production line

Per the application partner’s requirements, the production line will be realized with “a high degree of maturity,” and uses cases for POLYLINE will include large amounts of both serial and customized components.

Each partner will add its own contribution to the POLYLINE project. Beginning with the leader, the EOS P 500 system will have real-time monitoring and automated loading of exchange frames added to its features; the printer will also be embedded in an automatic powder handling system. Premium automotive manufacturer the BMW Group, already familiar with 3D printing, has a massive production network of 31 plants in 15 countries, and is creating a catalog of requirements for the project to make sure that the new line will meet automotive industry standards. Additionally, the demonstrator line will be set up near its Additive Manufacturing Campus, and cause-and-effect relationships will be jointly researched.

Iterations of a BMW Roof Bracket made with 3D printing. (Image: BMW Group)

Industrial process automation specialist Grenzebach will be responsible for material flow and transport between AM processes, as well as helping to develop automated hardware and software interfaces for these processes. 3YOURMIND is setting up a data-driven operating model, which will include “qualified digital parts inventories, orders processing, jobs and post-processing planning and execution, material management, and quality control,” while software solutions developer Additive Marking is focusing on quality management optimization and resource efficiency.

Post-processing specialist DyeMansion will develop a process for certified, UV-stable automotive colors, create Industry 4.0-ready solutions for cleaning and mechanical surface treatment with its PolyShot Surfacing (PSS) process, and contribute its Print-to-Product platform’s MES connectivity. Bernd Olschner GmbH will offer its customer-specific industrial cleaning solutions, Optris will make fast pyrometers and special thermal imaging cameras adapted for plastic SLS 3D printing, and air filter systems manufacturer Krumm-tec will work to upgrade the manual object unpacking process.

(Image: DyeMansion)

Along with other project partners, Paderborn University is “working on the horizontal process chain for the integration of additive manufacturing in a line process,” while the Fraunhofer Institute for Casting, Composite and Processing-Technology IGCV is developing a concept for POLYLINE production planning and control, which will be tested in a simulation study for scalability. The Fraunhofer Institute for Material Flow and Logistics IML will work on “the physical concatenation of process steps,” paying specific attention to flexibly linking the former manual upstream and downstream AM processes.

TU Dortmund University will help apply deep learning, and implicit geometric modeling, for data preparation and analysis, along with online monitoring and quality management, in order to achieve sustainable automation and efficiency for the project. The University of Augsburg’s Chair of Digital Manufacturing works to integrate AM processes into current production methods, and will apply its expertise in this area to the POLYLINE project, helping to develop strong vertical process chains. Finally, the University of Duisburg-Essen will focus on creating quality assurance for the material system, and its laser sintering process.

The consortium of the POLYLINE project (Image: EOS GmbH)

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Blueprint Webinar: The Business Case for 3D Printing Spare Parts

In the next decade, 3D printing will massively reduce costs and create new revenue opportunities in spare parts businesses. This growth will be driven by 3D printing’s unique ability to eliminate fixed costs in manufacturing and radically reduce lead times.

The first step in unlocking the potential of 3D printing in your spare parts business is to understand the business case.

In this webinar Aaron Hurd, Consulting Manager at Blueprint, gives an overview of the business case for 3D printing spare parts. He explores both the high-level business case and gives tactical examples of how 3D printing is uniquely positioned to solve cost and lead time issues that often plague spare parts businesses.

In this webinar, you will:

- Learn how and why 3D printing solves the problems of cost and lead times in spare parts.
- See real examples of applications where 3D printing provided savings in both cost and lead times.
- Hear stories of how leading companies are innovating using 3D printing in their spare parts businesses.
- Gain an understanding of what it takes to deploy a 3D printing capability.
- See actionable steps to take for jumpstarting 3D printing in your spare parts business.

Blueprint is the world’s leading 3D printing consultancy. We’re engineers, innovators, analysts, and strategists with 15 years of experience helping clients across virtually every industry, at startups and Fortune 500 companies alike. We are laser-focused on helping our clients make sense of 3D printing, from high-level strategy and innovation, to deeply technical design optimization.

If you want to discuss this article or your additive manufacturing strategy, the team at Blueprint is here to help. Let’s say hello.

hello@additiveblueprint.com

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Why the Maritime Industry Should Embrace 3D Printing for Spare Parts

In an article entitled “Is it Time for the Maritime Industry to Embrace 3D Printed Spare Parts?” a pair of authors argues that the shipping industry could benefit from 3D printing spare parts. The shipping industry, the authors point out, is typically conservative when it comes to change, but they offer several reasons why this industry, in particular, could be well-served by embracing 3D printing. Ships are frequently operating far from repair facilities and spare parts storage, so the ability to produce spare parts directly aboard the ships could be immensely helpful.

The authors also examine several other industries in which 3D printing has been successfully utilized in the production of spare parts, including the aerospace industry. The advantages that the aerospace industry has seen include better energy efficiency, cutbacks in emissions, better design handling and lower manufacturing lead time. Reduction in inventory cost is another benefit, as manufacturers can produce spare parts when and where they are needed rather than keeping a warehouse full of parts that may or may not be used.

The maritime industry isn’t a complete stranger to 3D printing, and the authors highlight a few cases in which the technology has already been successfully used. They mention a 2016 project called “3D Printing Marine Spares,” which was initiated by the Innovation Quarter, the Port of Rotterdam Authority and RDM Makerspace with the participation of 28 businesses and agencies.

“Making use of three different production processes, the advantages of the various methods for additive manufacturing and the maturity of the technology was experienced,” the authors state. “Thus the project brought a wealth of information on the current and near future state of 3D printing as an alternative method for producing maritime parts.”

The WAAMpeller

The project concluded that 3D printing holds promise for a variety of spare parts. However, extra work needs to be done to adjust regulations in order to qualify 3D printed parts. The authors also mention the WAAMpeller project, in which several organizations worked together to fabricate the world’s first class-approved 3D printed ship’s propeller. Then there is the Green Ship of the Future consortium, which involves more than 20 industry partners exploring opportunities for 3D printing in the maritime industry.

The United States Navy has also used 3D printing to great success in a number of maintenance cases.

“The maintenance has given the Navy the time needed to permanently install, and test out a 3D printer on board,” the researchers state. In the meantime, the crewmembers on board the ship have been busy printing out anything from plastic syringes, to oil tank caps, to model planes used for the mock‐up of the flight deck. The US Navy argues that they are still several years away from being able to print out actual spare parts for aircraft or the ship itself, but it is certainly a good starting point.”

The authors conducted several interviews with people working in the maritime industry. Most of the respondents had some idea of what 3D printing is, and almost all of them had a positive view of the technology; a few 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,” the researchers explain. “Another concern was the cost of the AM machine, and the cost to build the part.”

A submarine hull 3D printed by the US Navy

There are several issues to be addressed, they continue, including finding the best process for use aboard a ship, protecting intellectual property, and training personnel in the technology. Overall, however, they conclude that 3D printing is a “promising” technology and one that should be seriously considered by the maritime industry.

Authors of the paper include E. Kostidi and N. Nikitakos.

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Whirlpool Partners with Spare Parts 3D to Create a Digital Inventory

The problem with appliances is that they inevitably break down at some point, in major or minor ways. If it’s a really major breakdown, the only option is sometimes to buy an entirely new model. If it’s only one part that is malfunctioning, however, it can often be replaced by a spare part directly from the manufacturer. Appliance manufacturers understand that good business involves taking care of the customer beyond the initial purchase, and that means having parts available for repairs – ideally immediately available, because as anyone with a malfunctioning washer or dryer knows, the sooner the problem is taken care of, the better.

The problem is that having spare parts available at a moment’s notice saddles appliance companies with huge inventories of parts that may or may not be required anytime soon. This requires investment in storage space and presents other issues, as well. Often appliance models go out of production, replaced by newer versions, well before customers stop using their older models. Where, then, do those customers turn for spare parts once their machines are no longer manufactured? It’s not always realistic for companies to carry parts for appliances that are no longer in production, which can leave a customer struggling with how to repair an otherwise perfectly good machine that simply needs a single part that is no longer available.

On the other hand, if companies carry too many spare parts, they can wind up with excessive amounts of inventory that never gets used, especially once certain products become obsolete. This is a tremendous waste of money and space. So what’s the best solution for both manufacturers and customers? It may be 3D printing.

If a company decides to adopt 3D printing for its spare parts, it can eliminate the need to carry physical inventories of parts at all, instead relying on a virtual inventory of parts that can be 3D printed as needed. Even truly obsolete parts can be reproduced by 3D scanning them and creating 3D models that can then be printed. It saves time, space, and money, and allows customers to receive parts within days – if not hours – of requesting them.

Singapore startup Spare Parts 3D was founded in order to help companies digitize their spare parts inventories for 3D printing, as well as handling the 3D printing itself for companies that do not wish to invest in 3D printers. Recently, home appliance company Whirlpool agreed to a partnership with Spare Parts 3D. The two companies will work together to scale up the inclusion of 3D printing in Whirlpool’s after-sales services.

“Spare Parts 3D gave me a pragmatic view on how to use 3D printing in our business,” said Franco Secchi, Head of Consumer Services and Quality for Whirlpool EMEA. “I know we won’t make large production batches with this technology, but there is an excellent value to solve obsolescence and shortage issues which generally fold into low volumes demands. This way 3D printing can have a direct significate impact on our customer care.”

The partnership initially started in November of 2017, with a pilot project in Singapore that involved 150 parts. The technical feasibility of the project was evaluated by January 2018, at which point Whirlpool gave Spare Parts 3D access to perform a catalog analysis that allowed them to review more than 11,000 SKUs. These SKUs were reviewed one at a time through Digipart, a proprietary online software that allows the user to estimate the benefits they would get from using 3D printing and determine which parts would be the most profitable.

The review found that seven percent of the SKUs were economically profitable and therefore suitable for 3D printing. The first 3D printed part has already been made: a push button printed in Nylon using Multi Jet Fusion technology.

“We are proud to count Whirlpool as one of our most valuable partners,” said Paul Guillaumot, CEO of Spare Parts 3D. “Committing in 3D printing is proof of a creative mindset and leadership for such a well-known company. We are glad to inspire them trust and innovation.”

According to Spare Parts 3D, all of the 3D printable Whirlpool spare parts can be produced using three technologies: MJF, FDM and SLA. Five different materials – ABS, ABS V0, PA12, Rubber-like resin, and PP-like resins, will be used to 3D print the parts. While the number of parts being produced with 3D printing is currently limited, the partners expect to deepen their collaboration in the future and 3D print a larger number of parts.

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[Images: Spare Parts 3D]

German Armed Forces Use 3D Printing to Redesign an Obsolete Part

The German Armed Forces are working on using 3D printing directly in the field, as described in a study entitled “Characteristics of a metal additive manufacturing process for the production of spare parts.” The plan is to re-engineer machine parts that get worn out during deployment, create a printable file, and send it back to the area of operation, where the troops will then 3D print the part. This sounds simple, and the armed forces in other countries are working on 3D printing in the field as well. But as the authors of the paper point out, there are many uncertainties in the process.

“Usually, the development team does not exactly know the exact dimensions nor functional boundary conditions of the part in question,” they state. “It is incumbent upon the team to collect lacking information to a sufficient level of confidence.”

The authors discuss an agile development approach. Agility, as defined by the paper, is “the ability to quickly and cooperatively react to changes in unpredictable environments in order to meet demands efficiently and effectively.” The paper takes a look at a specific case study carried out by the German Armed Forces. When the military needs a spare part 3D printed, the work is carried out by WiWeB, the federal research institution Bundeswehr Research Institute for Materials, Fuels and Lubricants.

When a request comes in for a 3D printed component, the work is carried out by two teams. The design team is responsible for generating a 3D printable file, and the manufacturing team is responsible for the actual 3D printing and post-processing. After the part is completed, the proofing department is responsible for ensuring quality control and certifications in some cases.

In the case study, a worn-out valve cover for a diesel generator was sent to the design team for redesigning, but no documentation regarding the original dimensions, material or other specifications was available. The team was able to deduce from its complexity and geometry that the part had originally been cast, and material analysis showed that it was made from a special aluminum alloy, AlSi10.

“In practice, such parts are commonly not considered to tend to wear, so they are not available in warehouse,” the authors state. “Since the machinery using this component date from several decades ago the acquisition of such a spare part, especially after a long period of time after its production, is practically impossible. Given the complex shape as well as the non-availability of the spare part, this valve cover was predestined to be remanufactured using AM.”

The first step was to scan the part using a 3D scanner. The data acquisition was conducted using Polyworks Inspector, with multiple scans being merged into a single file.

“Nevertheless, manual post-processing was necessary to adjust the homogenous structures of the part due to the occurrence of holes,” the authors continue. “Challenges throughout the scanning process such as unwanted noise led to imprecise measurements, resulting in false point assignments. Such effects make it necessary to apply software-based corrections in order to homogenize the surface structure of the part. Coupled with signs of wear, the results of the scanning were not sufficient, and the part had to be redesigned manually in the reverse engineering process.”

Thanks to the expertise of the design team, it was possible to delete and/or modify features that were not critical to the part’s function and were inherent to the original manufacturing process. In this example, the draft angles on the side faces and the extraction supports for the casting mold were obvious features of subtractive manufacturing, and could be removed for additive. This phase is called Design for Additive Manufacturing (DfAM) and takes advantage of 3D printing’s ability to more efficiently produce the component.

Support structures were then generated, and the part was manufactured using SLM. The print took 37 hours with an additional two hours of heat treatment to reduce residual stresses, and another hour to grind off the support structures.

“It is important to emphasize that these processes for spare parts production, although driven by military scientific research, have applications in many other different industries, and their participation will be more important in the coming years with the massification of AM and the arrival of Industry 4.0,” the authors conclude. “Also, metal AM is successively gaining importance due to the flexibility of the process itself and its potential applications, however guidelines for designing are necessary. Since having to deal with several uncertainties throughout different stages of the process, the adaption of certain principles of agile hardware development appears to be reasonable.”

Authors of the paper include Alexander Atzberger, Joaquin Montero, Tobias Sebastian Schmidt, Kristin Paetzold and M. Bleckmann.

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Dutch Railways Embraces 3D Printing with Help From DiManEx

Earlier this year, the Dutch Army signed a contract with Dutch company DiManEx to produce 3D printed spare parts. Now DiManEx is extending its services to Dutch Railways. The railway system has been experimenting with 3D printing for a while now and is looking to optimize its supply chain by 3D printing spare parts as needed, rather than keeping them in stock.

The partnership has actually been in place for several months. It initially allowed Dutch Railways to learn about and experiment with the possibilities of 3D printing and the quality of the parts that it could produce. The railway system selected and re-engineered a few parts, which were then 3D printed by DiManEx to the specifications provided by Dutch Railways. Mandatory quality control tests were then performed, and the approved part was then used in trains.

[Image: Dutch Railways]

After the first phase of the partnership, the automated digital supply chain workflow provided by DiManEx was implemented, and Dutch Railways has expanded the number of spare parts to be 3D printed. There are a number of benefits to the system: Dutch Railways will now be able to avoid long lead times by 3D printing parts on demand, and will have to spend less money and space on keeping spare parts in stock. It will also be able to keep legacy parts in digital form, ready to be 3D printed if needed.

“Today, our main risk in the spare parts supply chain is obsolescence,” said Joris van de Sande, Dutch Railways’ Supply Chain Operations Strategic Buyer. “With DiManEx, we are able to digitize our supply chain, mitigate risks and combat obsolescence. They are an ideal partner to help us build the supply chain of the future.”

A spare part 3D printed for Dutch Railways by DiManEx [Image: DiManEx]

Based in Utrecht, DiManEx was formed for the purpose of helping organizations optimize their supply chains through 3D printing. It provides what it describes as “a global enterprise platform for distributed 3D manufacturing,” which takes the form of a cloud-based service. Its software allows customers to identify the right parts for 3D printing, and once the parts are selected, the company 3D models and prints them. DiManEx then sends a sample part to the customer for approval. Once the part is approved for on-demand manufacturing, authorized users can then easily place, track and report on orders.

“We are excited about the cooperation with Dutch Railways, and proud of the fact that we deliver 3D printing knowledge not as a goal, but as a means to create an agile supply chain that manages any unpredictable demand,” said Alexander Bours, DiManEx Co-founder.

Railways around the world have been using 3D printing to create parts for trains; while the railway industry hasn’t been as talked-about as, say, the aerospace or automotive industries in terms of its use of the technology, it has still been impacted plenty by it. The 3D printing of spare parts is an excellent way for the industry to take advantage of everything that 3D printing has to offer, especially with the risk of older parts becoming obsolete. The partnership between DiManEx and Dutch Railways will help the railway system to modernize its operations, as well as to save time and money.

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US Marines Using LulzBot 3D Printers to Successfully Continue Their Mission

3D printing in the military isn’t just about fabricating weapons like grenades, missiles, and warheads. The US Marine Corps has embraced the technology with enthusiasm, using it to research and complete a wide variety of projects. These days, logistics in particular is a fairly complicated defense sector, and investing in 3D printing has allowed the Marines to learn how to travel lighter to missions, with more adaptability…par for the course for this branch of the military, which counts “Improvise, Adapt, and Overcome” as its unofficial motto.

The USMC’s Next Generation Logistics Innovation group (NexLog) was established in 2015 to advocate for the use of modern technologies, such as 3D printing, on the front lines. The initiative, led in part by Col. Howard Marotto and Captain Matthew Friedell, speeds up development and integration of these technologies within the Marine Corps, and gives the Marines a way to develop solutions to problems directly affecting them and their environment.

“We see it as being absolutely transformative. It’s not just about untethering yourself from the supply chain,” Marotto said. “It’s also about being able to rapidly innovate to the threat in the field.”

Cpl. Christopher Bigham and Col. Farrell J. Sullivan. [Image: Cpl. Jon Sosner]

The Marine Corps is more than ready to use 3D printing in any way they can, and LulzBot 3D printers from Aleph Objects are now being used by Marines in their important mission: to help build and grow a more innovative culture.

When the US military first got wind of 3D printing, the technology originally provided the perfect solution to a long-time problem: a continuing shortage of available spare and replacement parts for equipment that was getting older, thus more difficult to maintain.

Marotto explained, “A lot of our older equipment in the Marine Corps, nobody wants to make those items or parts for. So we might have to become our own manufacturers on certain low-demand, obsolete type items because the industrial base won’t support us, because there’s no money in it.”

3D printed handles [Image: Lance Cpl. Andrew Huff]

In one of the many ongoing efforts to use the technology to “Charlie Mike” (Continue Mission), the Marines have started to design and 3D print replacement handles for their Humvees on LulzBot 3D printers. The standard vehicle handles are extremely fragile – not good if you’re on the front lines and need to get up and moving quickly.

LulzBot 3D printers have been a good choice for the Marines, thanks in large part to the LulzBot MOARstruder Tool Head – a popular option for applications that require strong parts and rapid prototyping capabilities.

“I use a MOARstruder on the thing and it prints in an hour, and you can’t break that thing…that’s my favorite example of using a LulzBot and more specifically, the MOARstruder,” said Friedell.

Another application for 3D printing in the Marine Corps is providing solutions in expeditionary environments.

“It’s stuff like buckles that you don’t think would be very valuable, but they’re huge in an expeditionary environment,” Friedell said. “If your buckle breaks that’s holding your weapon, your life is gonna suck for the next 10 miles or 3 weeks until you can get a new plastic buckle. So having that ability is huge.”

A recent example is a small snowshoe clip, 3D printed using a strong, flexible resin, that the Marines developed at the Mountain Warfare Training Center (MWTC) in northern California. Marines are now extensively training in very cold environments, which can cause a slew of new problems for their important gear.

Friedell said, “We have a snowshoe in our inventory and Marines keep breaking small retaining clips. So we had Marines redesign them and we’re actually able to 3D print them and throw them on the snowshoes, and now we have snowshoes that don’t fall off our feet.”

The Marines were able to call on their trusty LulzBot 3D printers to come up with a fast, inexpensive solution to this particular problem.

“I’ve been a big proponent of LulzBot [3D Printers] because it’s just bulletproof, and that’s the reason we put it out there. We literally load them up in [watertight] cases, unbox them…. they level themselves, and they’re printing in five minutes. So the durability of them, the flexibility of them, is awesome,” Friedell said.

Because LulzBot 3D Printers are so reliable, durable, and easy to use, Marines stationed in difficult environments all around the globe can put them to work in tasks ranging from mission-critical to simply making everyday life more convenient.

To learn more about the Marine Corps’ use of LulzBot 3D printers, check out the video here.

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