Composites Manufacturing

March/April 2012

The Official Magazine of the American Composites Manufacturers Association

Automation in Manufacturing The Best of COMPOSITES 2012 5 Trends to Watch in Wind

What Will It Take For Us To Adopt HSR?

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Composites Manufacturing

March/April 2012

The Official Magazine of the American Composites Manufacturers Association

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Industry Segments Automotive............................... 4 Lessons Learned Marine........................................ 6 Iceboat Racing Military.................................... 10 Navy Adoption Renewable Energy................. 12 5 Trends for 2012

Departments & Columns President’s Message................. 2 Inside ACMA.......................... 29 Ad Index.................................. 31 Marketplace............................ 31 Postcure Chatter..................... 32

Features HSR Market Building Steam...........................................13 Composite applications are finding more usage in train applications worldwide while the U.S. falls behind. What is holding U.S. high speed rail back, and when the U.S. invests in a high-speed rail program, what’s in store for composites? By Angie McPherson

Automation is in the Wind...............................................17 Demand for increased efficiency, bigger blades and stronger materials are just a few factors affecting the wind industry. And as demand for wind turbines increases, blade manufacturers and wind turbine OEMs look toward automated production. By Susan Keen Flynn

COMPOSITES 2012 In Review.......................................21 The true mark of a trade show’s success is take-away value—the amount of practical tips, informative news and insightful perspective attendees can apply when they return to their offices. Using that barometer, COMPOSITES 2012 was a triumph.

Online Exclusives

www.compositesmanufacturingblog.com

Composites are everywhere. So is Composites Manufacturing. Visit www.compositesmanufacturingblog.com for exclusive content, including Q&As with industry leaders, new product round-ups and up-to-date news. Conference Highlights What happened in Vegas at Composites 2012 doesn’t have to stay in Vegas. As the Show’s official news source, log onto CM Online to read interviews, show floor coverage, education session wrap-ups and more.

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In The News Composites Manufacturing magazine highlights industry breaking news and delivers it daily straight to you. Q&A Interviews Read what leaders of RJ Marshall, Franklin Associates, the United States Department of Agriculture and more view as the strengths, weaknesses, areas of growth potential and factors affecting the composites industry. Composites Manufacturing

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President’s Message

Composites Manufacturing Volume 28 | Number 2 | March/April 2012

Opportunities All Around You

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CMA is the voice of the composite industry and I am always reminded of that when I attend ACMA’s annual COMPOSITES trade show. For those of you who were able to attend COMPOSITES 2012, I hope you had a successful and gratifying show! For me, attending COMPOSITES has always been the best opportunity to network, see new materials and learn the latest and greatest of what is going on in the composites industry. I felt this show was the best one yet. I enjoy seeing the latest and greatest of new products, applications and innovative ideas, making the ACE and Pinnacle awards my favorite—and congratulations to the winners! If you were unable to attend this year’s show, mark your calendars now for COMPOSITES 2013, which will be in sunny Orlando! Plan on staying a couple extra days and make it a family trip. After all, you’re never too old for Disney World! As manufacturers, we are fortunate to be a part of the composites industry. The future looks bright because composites are an integral part of growing and changing industries like renewable energy, automotive and aerospace. Composites are helping these industries make advances in global markets due to increased needs and awareness. The need to reduce energy dependence, increase energy efficiency and an upsurge in sustainable awareness are at an all time high. Composites have light-weight and high-strength advantages over other materials, which will help our industry become the material of choice. Legislation and government programs are an important way to expand the industry. For example, right now it is important to eliminate as much weight as possible from every type of moving vehicle as the price of oil surges and the need to reduce dependence on foreign oil increases. Even the Department of Defense (DOD) has instituted a number of policies and goals to make all of its installations more sustainable. And that means opportunity for composites. Our company continues to diversify as we see new products and new demand for products that help make transportation vehicles lighter and more efficient. Parts for light rail vehicles and heavy rail liners are in demand and are just a few of the products we now manufacture; we are even making prototype parts for an electric car. I will be attending the DOD’s 1st Annual Clean Technology Defense Symposium held on April 26, an opportunity for leaders in clean technology to meet in Washington in hopes of learning what types of products it will require. There is an increasing emphasis on pollution control. ACMA is also opening doors and pushing composite growth for our members. One way is through its support of H.R. 7, the legislation that will establish a Department of Transportation R&D program with the objective of “developing more durable highway and bridge infrastructure materials and systems, including the use of carbon fiber composite materials in bridge replacement and rehabilitation.” As composite manufacturers, we are in this together, and as president of ACMA, I am glad you are a member and taking a role in helping our industry to grow. Lori Luchak Miles Fiberglass & Composites, ACMA President [email protected] 2

Composites Manufacturing

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Official Magazine of the American Composites Manufacturers Association Publisher Tom Dobbins [email protected] Director of Marketing & Communications Mary E. Johnson [email protected] Editorial Associate Director, Communications Melinda Skea [email protected] Communications Coordinator Angie McPherson [email protected] Advertising Sales CM Magazine Advertising Department

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American Composites Manufacturers Association 3033 Wilson Blvd., Suite 420 Arlington, Va 22201 Phone: 703-525-0511 Fax: 703-525-0743 Auto attendant: 703-525-0659 Email: [email protected] Online: www.acmanet.org Composites Manufacturing (ISSN 1084-841X) is published bi-monthly by the American Composites Manufacturers Association (ACMA), 3033 Wilson Blvd., Suite 420, Arlington, Va 22201 USA. Subscription rates: Free for members and non-members in the U.S., Canada and Mexico; $55 for international nonmembers. A free online subscription is available at cmmagazine.org. Periodical postage paid at Arlington, VA and additional mail offices. POSTMASTER: Send address changes to Composites Manufacturing, P.O. Box 336, Congers, NY 10920. The magazine is mailed to ACMA members and is also available by subscription. Canada Agreement number: PM40063731 Return Undeliverable Canadian Addresses to: Station A, PO Box 54, Windsor, ON N9A 6J5, Email: returnsil@ imex.pb.com. Copyright© 2012 by the ACMA. All rights reserved. No part of this publication may be reprinted without permission from the publisher. The ACMA, a nonprofit organization representing the composites industry worldwide, publishes Composites Manufacturing, circulation 10,000, as a service to its members and other subscribers. The reader should note that opinions or statements of authors and advertisers appearing in Composites Manufacturing are their own and do not necessarily represent the opinions of statements of the ACMA, its Board of Directors or ACMA staff.

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Industry Segments

Auto

Tips for Successful Integration

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he automotive industry continues to roil, focused on vehicle lightweighting, effectiveness and cost savings. According to one industry veteran, this process is not new. In fact, George Epstein believes the automotive industry could learn a thing or two from the mistakes and experiences of the aerospace industry, especially when it comes to composites. Epstein has more than 60 years of experience in engineering with composites, plastics and adhesives. He began his career in the early 1950s as a graduate research assistant at Massachusetts Institute of Technology (MIT). He was responsible for conceiving and initiating the three-year Air Force R&D program conducted by General Dynamics that established the viability of carbon fiber composites in space systems, which was first implemented to save weight in the antenna and support structures of the NATO communications satellites.

The aerospace industry spent years integrating more composites into its designs, which was not an easy task. The industry continues to develop new structural and nonstructural components by building on the qualifications of previous structures. During Epstein’s career, he helped implement composite materials for lightweight critical structures in space systems. Epstein says that in order to move forward, the automotive industry must prove that composite parts are viable and reliable. Investing in composites testing now will establish confidence and provide needed information for continued industry growth. Adapt from failures “While I was working with the Navy communications satellite program, we experienced a failure during one of our launches and I was appointed head of the failure investigation team. We discovered what the problem was but, 4

Composites Manufacturing

Ben Barnhart/UMass Amherst Magazine

Gain confidence “To ensure reliable performance, first, get qualification tests that go beyond automotive design requirements, then pass through an acceptance test and, when possible, use non-destructive tests as well.”

George Epstein has been a member of the composite industry for over 60 years.

equally important, realized the need for a ‘lessons learned’ program.” The U.S. Air Force Manufacturing Problems Prevention Program (MP3) is a group that analyzes failures with composites, metals and other manufacturing problems in aerospace applications, and shares the information among Air Force prime contractors and subcontractors. Through collaboration, contractors explain manufacturing problems and the group discusses the best way to handle that scenario to prevent future design and manufacturing

failures. Currently, the automotive industry has a number of consortiums for composites, including the Automotive Composite Consortium. However, Epstein states the industry could use a prevention program to manage issues in the field such as optimizing joints and attachments. Training is the best adhesive “I notice that most organizations put a huge emphasis on theory and analysis instead of application. The real need in the industry is to teach and train workers in the shop how to do the processing and how to handle the materials.” After years of researching composite and adhesive-bonding failures, Epstein observed that most composite-bonding failures in aerospace applications resulted from poor surface preparation and contamination. Training workers about the correct techniques for manufacturing through hands-on training would limit failures in the automotive industry, consequently increasing OEM trust in the material. There are several training courses available for composite manufacturers, including American Composites Manufacturers

35278 MSO 4.75x7.25_Res Infusn Gnrl half Final 8/29/11 12:52 PM Page 1

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Association’s Certified Composite Technician program. Life-cycle cost will encourage applications “The big problem in many major applications is that if the material is going to raise the price of the system, the managers feel that they can’t invest in the material.” Currently, the automotive industry is putting together codes and standards as well as lifecycle cost analysis on a handful of manufacturing processes and materials to help engineers and end-users understand the material. Auto manufacturers need to look at overall life-cycle cost versus competing materials to see if they can be competitive in this market. Additionally, finding solutions for metal part problems can help bring more composite parts to both the interior and exterior. Solve for the unknown “The composite industry is complicated, and the direction the market will go is largely unknown – just like a hand of poker. In order to help the industry advance, it will need to determine material limitations as related to the application, and solve for them.” Aerospace industry trends moving towards larger structural components have brought new questions to engineers about composite size limitations. The future of the composite industry will depend on decisions and the research investments that prove the industry understands and can successfully solve material limitations. In the past, the aerospace industry has jumped several material hurdles to push for further integration, including slow composite manufacturing processes and adhesive-bonding failures; and it continues to solve for the unknown.

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Visit 3A Composites at JEC Paris, Booth #N32 After years of integrating composites into aerospace structures, Epstein recommends that auto manufacturers find the largest needs in the marketplace. It took 70 years for the industry to build the composite intensive Boeing 787 Dreamliner. If the automotive industry can learn from the lessons and experience in aerospace, this market and many others can succeed and integrate new composite parts — building on the greatness of giants

who have navigated similar paths in the past. Angie McPherson is the communications coordinator at ACMA. Email comments to [email protected].

C M For more stories like this, visit compositesmanufacturingblog.com and search keyword “lightweighting.” Composites Manufacturing

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Industry Segments

Marine

Photos courtesy of IDNIYRA

Racing the Waters, Smooth as Ice

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n areas of the U.S. and Europe it’s common to see sailors gliding across frozen lakes on the equivalent of a hang glider on ice skates. In fact, there’s an entire sport dedicated to it. Groups like the racing league for Detroit News (DN) Iceboats compete globally during the winter months. This unique group utilizes wood and composites throughout the design to increase speed, strength and safety. In the 19th century, locals used iceboats to deliver goods over frozen lakes. In 1936, Detroit News sponsored an iceboat design contest that inadvertently led to the creation of the DN Iceboat, now one of the most popular classes of iceboats and the largest iceboat fleet in the world. Now 9,000 people in North America and Europe are members of the International DN Ice Yacht Racing Association. Composites can be used in many of the iceboat structure, including the hulls, spars, planks and runner bodies. Most competitors make their own boats and the designs must be prior approved by the association to ensure the boats meet the right length, material properties and other specifications. Typical DN

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Composites Manufacturing

boats travel at an average speed of approximately 60 to 70 mph in 18 mph wind. In order to increase reliability under harsh conditions— and competition—some boats started reinforcing the wooden hulls and spars with FRP in the 1970s. This material swap has resulted in increased speed and decreased broken parts, effectively changing the game. When boat manufacturers started adopting composites, the association outlawed the use of Kevlar in the designs but never specified carbon fiber. “There’s no difference between the two, it was a one-off rule made by the association when they didn’t understand the material. Since people have already designed with carbon fiber, they just accepted that it was a good material

to use and never removed the old law,” says Jeffrey Kent, owner of Composite Solution, a composite marine manufacturer in Hingham, Mass., and DN Champion. Now most of the designs try to implement composites, either glass fiber reinforced polymer (GFRP) or carbon fiber reinforced polymer (CFRP) to help reduce weight. Kent is one of the few manufacturers that specialize in composite components for iceboats. “I’ve been sailing my whole life,” says Kent. “I started building small composite fittings for Tornado catamarans and around that same time I started racing iceboats, which are much faster than traditional boats. Building with composites in the ‘80s was a small in-your-garage

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The average speed the boat travels is approximately 60 to 70 mph in 18 mph wind. operation and the largest part to manufacture was the mast. I built hundreds of masts on my own and then, through an iceboating friend, I became involved in the commercial manufacturing of composite masts at an aluminum mast company Hall Spars in Bristol, R.I.” Kent worked with Hall Spars for seven years and helped develop the composite division of the company. Today it is one of the premier mast builders in the world. Over the course of 15 years, his company has developed essentially unbreakable DN hulls, rudders, wheels and other structural components using end-grain balsa with unidirectional woven pre-preg fiberglass reinforcement and epoxy cured in an autoclave, using female molds made in the CNC machine. “Over the course of my career I’ve seen maybe one or two of my designs break in the field. My theory is you can’t win a race if you don’t make it to the finish line.” Kent focuses on using quality materials and processes, which helps make his boats and boat components competitive against other wooden and open molded composite designs. The iceboat parts take approximately 150 hours to build

Kent occasionally manufactures parts using resin infusion on fiberglass and epoxy mixtures, but the finished part is much heavier than an autoclave part. “If you seal the balsa too tightly, it will soak up the resin and cause the part to be much heavier. We use the autoclave process since the balsa wood is extremely delicate. For example, the iceboat fuselage only weighs 46 pounds and tolerates a significant amount of stress. In order for a part to do that, you need to put the right amount of material in the right place,” says Kent. Overall there are only a handful of manufacturers in the world making parts for the small ice sport. “It may only be a small part of our company but it’s our roots,” says Kent, who still competes in iceboat racing and is currently ranked 31st in the world. Angie McPherson is the communications coordinator at ACMA. Email comments to [email protected].

from raw materials to completion. A race-ready design could cost in the ballpark of $25,000.

C M For more stories like this, visit compositesmanufacturingblog.com and search keyword “sailing.”

Did you know?

DN Iceboats and sailboats both travel using the wind and the sail-lift to change the direction and speed of the boat. In most DN Iceboat designs, the sail is connected to the front runner, which changes the direction of the boat. The three runners are often cut at 90 degree angles to prevent the boat from slipping sideways. Iceboats create less friction on the ice than sailboats do on water, allowing the boats to travel much faster using less wind. 8

Composites Manufacturing

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Industry Segments Composite Giants Break Navy Trend L

ess than a decade ago the U.S. Navy invested in metal ships and purchased small composite components for mine hunters and airplanes. In 2008, everything changed. Now the U.S. Navy is investing in the largest composite parts in the world—and Huntington Ingalls Industries (HII) Gulfport Composite Center of Excellence is the harbinger of composite navy giants. In February 2008, the U.S. Navy

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Military

contracted Northrop Grumman to construct the deckhouse of the DDG 1000 destroyer for $1.4 billion. Composite panels were chosen to provide material savings, corrosion and sonar resistance, and remove topside weight. Northrop Grumman took advantage of the composite technology at the Gulfport facility, now known as Huntington Ingalls Gulfport Composite Center of Excellence, located in the coastal town of Gulfport, Miss. In the past few years, the Gulfport facility has developed a technique for curing large composite panels using vacuum assisted resin transfer molding (VARTM) in significantly less time than traditional methods. Originally, the VARTM process took over 24 hours to cure the

large panels—today the process takes under 13 hours. “At first we had problems with race tracking, where the resin would scoot around sharp corners of the mold table and miss the cloth. But our technicians learned from these mistakes,” says Jay Jenkins, plant manager at the Gulfport facility. “After years of trial and error with the process, we were able to produce panels in half the time we started. The second DDG 1000 ship was completed well before schedule.” The composite laminated parts for the DDG 1000 program are roughly the size of a conference table, using balsa wood, T-700 carbon fiber and a brominated resin (a fire-retardant organobromide resin) to meet Navy fire code standards. It takes 20 to

30 sub-assemblies to build one composite panel. The deckhouse spans 160 feet in length and is 70 feet wide by 65 feet high, taking up a huge corner of the facility when under construction. The biggest challenge that the company faced during the DDG 1000 project was handling the pure size of the composite parts. After manufacturing and joining all the panels, HII must test over 25 million square inches of joints. To overcome this challenge HII invented a new ultrasonic transducer for large structures. “It’s basically a sled that incorporates transducers and computer software to take an ultrasonic picture of the parts. We walk that sled from end to end on overlapping paths and scan the deck

in a number of hours rather than days or weeks,” says Jenkins. Recently HII signed a new contract to construct the final DDG 1000 and build two smaller DDG 51 Arleigh-Burke Missile-Guided Class destroyers, the DDG 51 design was recently updated to replace steel with similar composite technology in the mast to reduce radar signature. Jenkins also believes that composites could solve the Navy’s problems with cracking in aluminum stacks and deckhouses. According to Jenkins, even more exciting projects are in the pipeline. Determined to use the VARTM technology on other large structures, HII is investigating new uses in the wind energy, oil and other commercial sectors. “We’re

not tied to work in this area. As we look at other jobs and bring others in, we can adjust the space at our facility to accommodate different jobs,” says Jenkins. Jenkins expects that composites will have to fight for further integration against established metals but believes firmly that composites are the best building material for the future of the U.S. Navy. Angie McPherson is the communications coordinator at ACMA. Email comments to [email protected].

C M For more stories like this, visit compositesmanufacturingblog.com and search keyword “marine.”

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Composites Manufacturing 11

Industry Segments

Renewable Energy

Five Trends To Watch in 2012

5

3

4

2

Boom Phase. The continual short-term extension of the Production Tax Credit (PTC) in one to two year increments creates a boom-bust cycle within the wind energy sector. This process makes it nearly impossible for composite manufacturers and other businesses to plan strategic growth. Because the current PTC—set to expire at the end of 2012—has not yet been renewed by Congress, construction numbers will continue to soar in attempts to complete projects before the 2012 deadline. Southerly Migration. The wind power industry is steadily growing within the southeast region. Statistics by the American Wind Energy Association (AWEA) show 74 manufacturing plants in that region alone. Not to mention, it states, utilities in states like Alabama, Florida, Louisiana and South Carolina boosting their alternative energy projects.

Fixed Cost. Wind energy has its bragging rights intact. Unlike the volatile prices of fuel, wind power maintains a fuel cost of zero and is guaranteed to stay at zero into 2012. According to AWEA, it can also claim zero water use, zero air emissions and zero water pollution. As the American Composites Manufacturers Association focuses on a Life Cycle Analysis (LCA) of its materials and products, it can build upon that bragging right. Ingenuity. The wind industry continues to outdo itself building stronger, longer composite wind blades, taller towers and more efficient components. With floating and airborne turbines on or soon to be on the market, the sky (and the deep ocean) is the limits to a growing variety of wind turbines. Look out for future innovations to push the envelope in 2012.

1

A Yes or No. If Congress fails to extend the PTC, it would raise taxes on wind and force many companies to cut employees (Navigant Consulting estimates 37,000 lost jobs), not to mention a loss of private investment. However, if they pass or create a new stable PTC before the 2012 deadline, the wind industry will continue to add manufacturing jobs and foster economic activity. A recent study shows that with a stable PTC, the wind industry could create 100,000 American jobs within four short years, inclusive of the growing trend of composite manufacturing within wind blades, nacelles, towers and more. Melinda Skea is the associate director of communications at ACMA. Email comments to [email protected].

C M To find out more about renewable energy trends, visit CM Online under industry segment “renewables.”

Putting Europe on the Map

New statistics published by the European Wind Energy Association shows: Photo courtesy of Hans Hillewaert

• • • • •

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9,616 MW of wind power capacity installed in 2011. Wind power accounts for 22 percent of total 2011 power capacity installations—more than any other year. Total installed power capacity is 8,95,878 MW. Germany remains the largest installed capacity in the EU. Since 2000, 28.2 percent of new capacity installed has been wind power, 47.8 percent renewable, 90.8 percent renewable and gas combined.

Emerging Market

HSR Market Building Steam There’s a vast potential market for composite engineered products in high speed rail, so why isn’t it going anywhere?

By Angie McPherson

Alstom’s third generation TGV, high-speed train. Courtesy of Alstom by Guillaume Ramon.

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ndy Kunz, president and CEO of the U.S. High Speed Rail Association (USHSR), spent two and a half hours on a train traveling from Washington, D.C., to New York City on his way to a recent high speed rail conference. If a new proposal by Amtrak to implement a high-speed rail (HSR) train capable of reaching 125 mph is accepted by Congress, that same trip would take only one hour and thirty minutes. To Kunz and many others, time is not the only benefit of high-speed rail in the U.S. A new train system would mean adding additional tracks and new electric trains, equating to more jobs and a niche for composites parts. In preparation for future implementation, groups like the California High-Speed Rail Project (CaHSR) have specified that it will use steel-on-steel engineering and steel wheels on a steel track. However, composites could be used to help lightweight train bodies and several other interior and exterior car applications. For example, composites were used on several interior applications for Amtrak’s Acela trains, implemented in 2004. Internationally, train companies are researching new ways to use composite components in lighter, faster trains. So, what exactly is the hold up? Can the U.S. expect to see high speed rail anytime soon and

if so, will that equate to more contracts for composite manufactured parts?

Destination: Who’s on board HSR Today the U.S. train system lags far behind other leading countries, for example Spain, France and Japan, which have been using high speed trains since the 1950s. Within Asia, the Japanese bullet train was introduced in 1964, and the newer MagLev Train in Shanghai can zip tourists from the airport to downtown (an 18 mile journey) in five minutes. In comparison, the U.S. Dulles International Airport (28 miles from downtown Composites Manufacturing 13

ALSTOM Transport / TOMA – C. Sasso

Washington, D.C.) is not accessible Legislation: Where the buck stops by train, which means international HSR in the U.S. is a highly contested visitors must take shuttles to connect issue. Currently Congress is rewriting to area transportation. Reagan surface transportation bills that would National Airport (only 3 miles south of determine future funding for highWashington, D.C.) is still a 15 minute speed rail projects. In November 2011, journey on light rail. Washington, D.C., Republicans in the House voted on a isn’t the only city to blame, New York transportation appropriation bill that 1 City and other cities around the country eliminated the $8 billion funding for are just as difficult to access via public high-speed rail projects in the 2012 transportation. budget, which left California HSR and It wasn’t always like this. When the others to fight for the $500 billion in First U.S. Transcontinental Railroad the Department of Transportation’s train system was implemented in the Transportation Investment Generating 1860s, the trains installed were some of Economic Recovery (TIGER) fund the fastest trains in the world. After a allocated to all national infrastructure 2 train derailed in 1947, the United States projects, including bridges, roads and Congress put strict limits on railway trains. safety and maintained that trains could “The problem with HSR is that only travel up to 79 mph. These were there isn’t enough money budgeted the first—and only—rules implemented to invest in a surface infrastructure in the world to limit the speed of project of that magnitude. In 2009, passenger trains. Then in the 1950s, President Obama tried to support HSR the U.S. government started investing but most of the states eventually gave more heavily in highways and air the money back because too much of transportation, which limited funding the state budget would need to go into to rail transportation. the project,” says American Composites With the exception of the Amtrak Manufacturers Association’s (ACMA) Acela program implemented in the Director of Composites Growth northeast corridor in 2001, which Initiative John Busel. “Personally, I runs at an average speed of 110 mph, think the U.S. could use HSR between few investments have been made to population centers like Washington, improve the U.S. passenger railroad D.C., and New York City, but the real 3 system. According to the Worldwatch estate between the two cities would Institute and Northeastern University need to be heavily invested before we 1.Exterior view of the AGV Italo in December 2011. 2. Concept in a 2010 report on the global train put one composite part on a train. That drawing of CaHSR. 3. TGV DASYE market, “There is little question that means we’re waiting for Congress just in circulation on the high speed line. much larger investments in expanding like the rest of the industry.” and improving public transportation States across the U.S. have expressed networks are needed over several decades to revive interest in implementing high-speed train routes such the U.S. rail manufacturing industry.” The Center on as a Washington, D.C., to Boston; San Diego to San Globalization, Governance & Competitiveness at the Francisco; Las Vegas to California and Chicago to Saint Social Science Research Institute at Duke University Louis. These various programs may not be cut off from predicts that updating the rail networks would cost over public funding yet, but without support, the U.S. train $248 billion, a substantial potential market for composite system would miss the opportunity to upgrade or train components. replace a dilapidated system and continue to fall behind the international curve.

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1990 U.S. Amtrak introduces the Acela Express on the Northeast Corridor, at 80 mph.

2001

Britain sets world record for diesel powered HSR at 148 mph.

2000

France uses 132 mph high speed TGV trains.

1987

1979

1964

Alstom Transport / P.Sautelet

Japan uses 130 mph bullet train.

France sets world speed record for electric train at 320 mph.

China inaugurates first electric railway, at 6,012 miles it is the longest HSR in the world.

U.S. Congress set aside $8 billion for development of HSR.

2012

2012

2009 France’s TGV sets new world record at 357.2 mph.

2011

Spain uses 217 mph HSR system.

2007

2007

Viewpoint: The global high-speed Jobs: The need for U.S. manufacturing marketplace Currently the U.S. market for Survey Results Composites Manufacturing Undoubtedly, the international train passenger and transit rail is outsourced polled readers to gauge how market has seen a rise in the demand for to European or Asian train companies they feel about high speed rail composite components. According to a with plant locations in the U.S. For (HSR) in the U.S. and how their recent report by composite consultant example, the Amtrak’s Acela upgrade companies relate to the passenLucintel, based in Las Colinas, Texas, in 2004 was contracted to Canadian’s ger train industry. the market for passenger railcars saw Bombardier and France’s Alstom for $80 double-digit growth from 2004-2009 million. The companies implemented - 70% of manufacturers are and is expected to continue at the same composite materials in the nose and currently NOT making composite parts for trains. rate, reaching $732 million by 2015. several interior applications, including “Globally we see a constant growth of the undercarriage cover, seat shells, - 59.5% of manufacturers have rolling stock projects and production. luggage racks and window shades. the technical capacity to build We’ve also observed a growing demand “One reason HSR is so expensive parts for trains. for interior components made of is that many of the components are sandwich composites,” says Philipp manufactured in places like China. - 85.4% feel the train industry is a viable consumer of composAngst, director of product management That’s a problem, we don’t have a ite parts and services. at 3A Composites Core Materials in big enough market here for HSR so Switzerland. Most composite parts are we must buy and ship them from - 64.3% agree the U.S. should train panels that use a combination of somewhere else,” says Busel. “These are implement HSR glass fiber and polyester or a mixture of jobs that could be brought back to U.S. glass fiber and phenolic for fire resistant manufacturers and potentially lower the - 33% want to replace the existing system. applications. For larger parts, sandwich cost of the parts.” structures – combining stiff and strong Major countries investing in railway - 80.4% think that future highface sheets with a lightweight core systems, such as Japan, France, China speed rail is significant to the material – can substantially reduce a and Germany, employ a minimum of composites industry. part’s weight compared to conventional, 500,000 people to manufacture parts monolithic structures, says Angst. for trains each year. In 2010, there were - 62.5% think it is important that ACMA supports the HSR The largest markets for composite approximately 249 manufacturers in movement. components are in Europe and Asia. the U.S., mainly small companies with However, the largest obstacle still fewer than 20 employees, dedicated To join the debate, visit facing the international composite to manufacturing parts for trains. compositesmanufacturingblog. industry is the initial cost barrier as well Hexcel Corporation, Nida Core com or follow CM magazine on Twitter @cmmagazine. as integration into train engineering and Fiberline are a few of the large designs. “Similar to other industries, companies involved in composite train the largest obstacle for us is the train manufacturing. “One industry fallacy industry’s predominantly metal-focused history,” says is that U.S. manufacturers don’t have the technology to Angst. “Many engineers are still metal-minded and manufacture train components. The technology is here have not yet gained confidence in composite solutions. and I’m certain composites could play a huge role in Furthermore, unlike in aerospace and automotive, the today’s ultimate rail technology,” says Busel. logic that a reduced weight results in reduced life cycle The California HSR project and a new HSR line costs is not yet widely understood and applied. And last connecting Albany to Schenectady in New York may but not least, the fire regulations often pose a challenge. start as early as this spring. Kunz believes that a HSR However, passenger safety is first priority and suitable network connecting the entire U.S. could be implemented solutions can be found and are available with composite as early as 2030 if projects were given support. “There structures made with fire retardant materials like AIREX are a number of independent factors that are pushing T90 fire resistant PET and end grain balsa.” for HSR to happen, including the mobility crisis in

U.S. Congress votes to eliminate most of the $8 billion funding for U.S. HSR.

U.S. Spring 2012 – Construction on a HSR line from Albany to Schenectady, New York to begin.

U.S. Autumn 2012 – California HSR anticipates building first line and station in Fresno.

Composites Manufacturing 15

Courtesy of USHSR

in New York City—the new trains should use more composite parts than previous heavy train designs. “I expect that the North American market will see a resurgence of light rail and street rail cars instead of heavy rail,” says Vergara. Globally the market for light rail is anticipated to reach $7.5 billion by 2015; there are 30 light rail systems in North America today. In 2007, over 50 percent of U.S. rail vehicles were dedicated to metropolitan light rail. According to Vergara, the light cars are more popular because they generate jobs locally and enable people to go to work and school on fast public transportation. “A lot of the talk is centered on HSR, which is an exciting prospect. In reality, the majority of current sales are in commuter, light rail and now an increasing number of streetcars. Subsystem vendors like Kustom Seating Unlimited in Bellwood, Ill., enjoy high demand given that more small and medium size projects are funded and get built.”

The USHSR plan for high-speed rail progress by 2030.

America, especially in the north east corridor, and rising gas prices. We feel that support for HSR is getting close to the tipping point,” says Kunz. The antiquated U.S. railway may be the perfect potential market for adapting lighter rail components—and according to internationally renowned train designer Cesar Vergara

Pushing the Composite Edge Photo courtesy of the NCI

Designer Cesar Vergara is a chief designer for Amtrak and New Jersey Transit. He helped design the Alstom concept, Mexico City and Washington, D.C., subways, among other international train projects. According to Vergara a new HSR project in the U.S. should include composite components and the only way to do this is to educate engineers and car builders. “Engineers need to know that by combining traditional materials and composites, you can find new solutions for challenges in the interior. New applications to increase accessibility, lighting and styling are possible with the use of composites without jeopardizing safety or longevity,” says Vergara. He also predicts the U.S. train market should expect to see more contracts for light rail components. The main disadvantage for the composite market, especially in America, is that engineers know less about the material then they do about metals. Composites, already prominent fixtures on interior car components, could be implemented in more than 70 percent of the train interior. In light rail applications there could be upwards of 90 percent composite parts based on current technology.

16 Composites Manufacturing

HSR: Sitting on the tracks The HSR market is as fast and complicated as the scenes from a train window. At this stage, the impact a HSR system would have on the composites industry depends on the number of projects implemented, the amount of federal support, the project managers, engineers and other governing bodies managing the projects. “We’re not at a state to push for the use of specific materials to build train components, but we’re getting there. Right now we need to push people to stand up in government for high-speed rail,” says Kunz. If the USHSR and others push Congress to support HSR projects, U.S. composite companies could have a new market in high-speed and light rail designs. Internationally, composites applications are growing in train markets and the U.S. will need to make significant investments to update the railroad system if it wants to stay competitive. When the U.S. does start investing in new or updated train technology, composite manufacturers have the technical capacity to build lighter, cheaper train components for HSR and light rail trains. So for now, while funding for U.S. rail sits idling in Washington, D.C., the condition of the national railroad system suggests that it may not be for long—the marketplace resting like a sleeper car waiting for a clear track. Angie McPherson is the communications coordinator at ACMA. Email comments to [email protected].

C M For more stories like this, visit compositesmanufacturingblog.com and search keyword “infrastructure.”

Manufacturing Advances

Automation is In the Wind As demand for wind turbines increase, blade manufacturers look toward automated production. By Susan Keen Flynn

T

he world’s largest wind project will be completed this year, according to GE Energy. Stretching across 30 square miles in north-central Oregon, the Shepherds Flat wind farm will include 338 GE 2.5-100 wind turbines with a total capacity of 845 megawatts (MW). That’s enough clean energy for 235,000 households. GE Energy built some of the largest components, including the nacelles and hubs, but turned to trusted suppliers for blades. GE Energy partners with about a half dozen suppliers to manufacture wind blades built to the company’s design specifications. In 2012, the company expects to ship more than 3,000 wind turbines, up approximately 50 percent from last year. Industry demand from Atlanta-based GE Energy and other wind turbine suppliers is driving the need for wind blade automation. There are more than 8,300 MW of wind power currently under construction involving 100-plus separate projects spanning 31 states GE provides wind turbines, similar to those shown above, with rated capacities ranging from 1.5 MW to 4.1 MW and support services extending from development assistance to operation and maintenance.

and Puerto Rico, according to the American Wind Energy Association (AWEA). “Blade production must become highly efficient and cost effective to keep up with demand,” says Randy Kappesser, vice president and general manager of MAG Composites Technologies, Hebron, Ky. “Automation is key.” Market forces There are several factors compelling blade manufacturers to adopt automation. “There’s a general trend for wind turbine OEMs to get more energy out of each turbine,” says Kappesser. “One way to do that is make a larger area of wind capture.” Larger turbines result in larger blades, which may not be practical for hand lay up. It can be difficult to access big blades by hand during manufacturing, says Kappesser. The trend toward larger blades also leads to more use of carbon fiber, adds Kappesser. “Carbon fiber drives a higher set of standards for lay up than glass,” he says. “The resulting part is more susceptible to wrinkles, for example, than glass.” Hand lay up can be more challenging because of the need for exact tolerances. Field failures also drive automation. One cause Composites Manufacturing 17

‘100 percent acceptable’ out of an automated process, you’ll reduce deviation.” Last year, MAG introduced a vertical gantry fiber placement system for supersized wind energy. The VIPER 7000 system is designed for automated lay up of wind turbine blades and other large wind energy parts. According to the company, the VIPER 7000 lays 32 tows of carbon or glass-fiber prepreg tape, utilizing tow widths of 3.25, 6.35 or 12.77 mm to create a total band width up to 16 inches. Carl LaFrance, vice president of renewable energy for Molded Fiber Glass Companies (MFG) in Ashtabula, Ohio, cites two more market forces that are driving automation: the need to reduce unit cost and to produce different blade models more quickly. “The MAG’s VIPER 7000 vertical gantry fiber placement system automates layup of industry is rapidly coming up with new wind turbine blades and other wind energy blade designs,” says LaFrance. “Right now, parts, such as blade shells, spars, spar it takes close to two years from start to finish caps and shear webs. to bring a new design into production. That needs to be reduced to six to 12 months.” of blade damage on wind turbine installations is GE Energy works hand-in-hand with blade manufacturing errors. The labor-intensive production suppliers to improve production. “Quality and cost process can lead to problems such as poor bonding of are paramount,” says Steve Johnson, manufacturing internal blade components to each other or wrinkles engineering manager for GE Energy. “These things have from manual lay up of fiber materials, leading to voids to be driven back into our supply base.” and disruption of the fiber path. “Automation is a repeatable process,” says Kappesser. “If you can get Automated processes GE Energy’s wind blade suppliers have automated four main areas of production, says Johnson. These include cutting fabric, cutting PVC or balsa cores, painting the finished blade and drilling holes for hardware that fastens the blade onto the turbine. Since MFG began making wind blades in 1988, it has looked for opportunities to automate production. Today, it relies on automation for fabric cutting, core material shaping, painting and finishing. “The real challenge— and the area where we’re doing a lot of research—is in filling the mold,” says LaFrance. “We’re examining the critical technical issues and the enabling technologies to respond to those issues.” One of those issues is delivery of dry materials. “Do you deliver them as a kit that’s already cut? Does a robot pick them up somewhere?” says LaFrance. “Or does the system cut and lay materials out right on top of the mold?” MFG also is studying how to prevent materials from moving when they place them in the mold or draw the vacuum on the bag. “Those are two big issues,” says LaFrance. “Once we get past those, the rest are probably straightforward.” For companies interested in automating wind blade production, technical issues aren’t the only concern: capital costs are another primary consideration. “A $5 million machine might be OK if you only have to buy one or two,” says Johnson. “If you have to buy 20 to make the same output as a team of employees doing 18 Composites Manufacturing

Larger turbines result in larger blades, which may not be practical for hand layup. It can be difficult to access big blades by hand during manufacturing.

Randy Kappesser, vice president and general manager MAG Composites Technologies, Hebron, Ky.

manual labor, then you’re talking about an enormous amount of capital.” Many blade manufacturers can’t afford the hefty investment, says Johnson. Others have a hard time justifying the expense. “Despite all the advantages of automation, this is an industry dominated by hand lay up that’s struggling to rationalize an investment in capital,” says Kappesser. Hand lay up reigns, in part, because of talented employee teams. “Through proper training in the basic concepts and a lot of repetition, they are very good at what they do,” says LaFrance. “A well-trained team can fill a mold in an amazing amount of time. They’re like a football team: They know exactly what each other is doing, and they anticipate each other’s behavior.” Team sizes vary at MFG, but up to 12 people work simultaneously in the molding operation. At peak

performance, it takes 24 hours to turn over a mold between the time it’s prepped and when the blade is pulled out. For GE Energy, achieving the best production rates is crucial. “In the blade world, you can apply a lot of labor very rapidly to put materials in a mold,” says Johnson. “That equation hasn’t been cracked from the automation perspective.” Part of the quandary is the blade structure itself. There are several hundred individual pieces of reinforcing fabric, mat and core. The tip of the blade in the basic shell may be as simple as a layer of balsa or foam core material between two layers of biaxial fabric. But the root of the blade could have a hundred layers of biaxial, unidirectional and multi-axial fabrics in a solid laminate, says LaFrance. The remainder of the blade varies. “A blade is a very complicated composite part,” says LaFrance. “Getting the core materials, reinforcements

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and other things like lightening protection into the blade positioned in the right place requires a lot of human intervention at this point.” Automation wouldn’t signal the end of skilled labor, rather a shift in competencies. “If blade automation technology becomes available, you will see a change in the workforce at blade suppliers,” says Johnson. “They will go from labor-intensive activities to technicallyintensive ones.” Employees of the future will need to know how to program, operate and inspect sophisticated computer-controlled equipment. Advantages of automation Though challenges to automation exist, the potential benefits are significant: greater process consistency, improved blade quality, increased productivity and reduced waste. “If you take out the human element, you take out the variability,” says LaFrance. “You speed the changeovers and ultimately you make a blade that’s cheaper than we can make now.” That’s good news for the 400-plus companies in the U.S. that produce components for the wind industry. In 2010, more than 5,000 MW of wind projects were installed in the U.S., according to AWEA. Last year, that figure increased to 6,810 MW. For those numbers to continue to rise, automation must play a key role. Susan Keen Flynn is a freelance writer based in Cleveland. Email comments to [email protected].

LAZ

Make your BEST choice known online at: www.compositesmanufacturingblog.com Deadline is March 31, 2012

20 Composites Manufacturing

Top choices will be featured in our July/August issue

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Whether an up-and-comer or an established leader, share your pick with CM!

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Composites 2012

Composites 2012 In Review

Composites professionals representing the industry’s full range of market segments came to Las Vegas with specific goals and challenges in mind. In doing so, they faced the industry’s backdrop — economic challenges and regulatory hardship — with energy and a sense of camaraderie. Thanks to the wide variety of education, networking and innovation on display at COMPOSITES 2012, they left Las Vegas with solutions and ideas that can help them grow their businesses. The premier event of its kind in North America drew nearly 3,400 attendees, up more than 12 percent from last year. All of them had one-stop access to new opportunities, decision makers, experts, vendors and customers representing all segments of the composites industry. Now that it’s ended, here are seven take-away concepts that encapsulate what happened — and what can happen next: 1. Composites are ever-present in business and life, and savvy industry firms are competing successfully against competing materials. Many attendees and exhibitors entered new markets and diversified their product lines since COMPOSITES 2011. This year’s show was created with those folks in mind, and was filled with new education about growth markets and opportunities such as wind energy, infrastructure, international business and more. COMPOSITES 2012 confirmed that composites are integral and critical in many markets. Speaker John Unser, process control engineer for Global Purchasing, Nonmetallics at Caterpillar Inc., said the goal of his group is to double the use of composites materials over the next few years. “Go out there and tell the world why composites are

better than steel and aluminum and other materials,” said NASCAR legend and ESPN/ABC Sports commentator Rusty Wallace during the COMPOSITES 2012 keynote address. “Use your association as the focal point and spread the word.” 2. Indicators point to a positive future for the composites industry. By 2017, the composite materials industry is expected to reach nearly $30 billion and end products made with composites should hit $85 billion, according to Chuck Kazmierski, program manager at Lucintel, a global market research and consulting company. Kazmierski spoke during a General Session at COMPOSITES 2012 about the latest market statistics and trends. He focused on the automotive segment and anticipates the global Composites Manufacturing 21

Composites 2012

automotive composite materials market will increase 7 percent by 2017 with carbon fiber use remaining limited to premium cars, though. Wind energy also continues to be a burgeoning niche, experiencing double digit growth during the past decade. To boost knowledge among attendees, COMPOSITES 2012 included more than 100 education sessions and peer-reviewed technical papers.

end-users can understand and appreciate. Most composites manufacturers and distributors know the unique properties and benefits of the material — it’s stronger than steel, lighter than aluminum, more corrosion-resistant than both and so on. But many engineering firms and other users of traditional building materials have little understanding of composites, and are often reluctant or resistant to change. For all the The onus is on the industry to fix that problem, and communicating the benefits merits of online of composites to engineers, architects, research, email designers and specifiers is both a challenge and a necessity. “There’s definitely a need introductions for education and it should come from both ACMA and individual companies,” and video Lacovara says.

3. The industry’s innovation is in full force, with cutting-edge processes, products and technologies. From adoption in aviation, innovation in automotive and increased utilization throughout industry segments such as renewable energy and infrastructure, the industry never ceases to develop new conferencing, 6. Codes and standards need to be part products and processes. Traditional methods and thinking nothing replaces of the industry’s revised messaging. If the composites manufacturing may facilitate the status quo, but “real a look in the industry is going to grow during the second transformation is necessary to meet the decade of the 21st century, companies challenges of our time,” says Robert eye, and a firm will have to continue to innovate, lobby R. Lacovara, CCM, CCT-I, president of in the political arena and remember to Convergent Composites, a consultancy handshake. build cheaper, better and faster, says John that provides the composites industry with Busel, director of ACMA’s Composites services and insight. Growth Initiative. “Whether we like it or not, codes Las Vegas was the place to be for composites and standards will be our life.” Lacovara echoes that professionals needing to discover important products, sentiment, adding that composites “need to be promoted trends and technologies in the industry. More than as a known, track-record-proven material, not some 200 exhibitors displayed and explained the industry’s cutting-edge, mysterious material that only certain complete range of products and services, including many people are privy to understand. That’s self-defeating.” that were featured during live demonstrations. 4. Companies that embrace “green” practices/ products, and understand environmental regulations are positioned for growth. More composites manufacturers are creating and marketing environmentally friendly products, as architects and building designers seek sustainable materials and methods. Meanwhile, stricter EPA regulations and state/federal guidelines on health and safety in the workplace have increased the need for composites firms to offer products that are both userfriendly and environmentally safe. Several sessions tackled the eco-friendly issue from multiple angles — an update from the ACMA Green Composites Committee on its Life Cycle Inventory (LCI) data project, perspective on how material tools can boost green profits, tips on using bio-based resins to enter new markets, steps for applying to a USDA-backed labeling program that can enable composites firms to certify and promote their green products, and more. 5. The industry needs an “elevator speech” — a cohesive message delivered in a way engineers and

7. There’s no substitute for meeting others in the industry face to face. For all the merits of online research, email introductions and video conferencing, nothing replaces a look in the eye, a firm handshake and a raised glass. Much of the value of COMPOSITES 2012 occurred away from the show floor and education rooms — in hallways, elevators and restaurants where attendees come together for meaningful conversations. Jason Eich understands the value of networking. Last year, the business development manager for Red Spot Paint & Varnish Co. Inc., in Evansville, Ind., attended his first COMPOSITES show. The exhibits and educational sessions were eye-opening for Eich, whose company produces high-performance coatings for the automotive, electronics, packaging and building materials industries. But he says the highlight of the show was the Pultrusion Networking Reception, where he made invaluable connections. To follow-up on these and other conference events, including presentations, visit acmashow.org.

COMPOSITES 2012 Stats Participants: 3,353 Countries represented: 36 Education sessions: 58 CCTs: 5 22 Composites Manufacturing

Swift Solution: Deliver 40 Racecars in 32 Weeks

The challenge for Swift Engineering was major: Design, tool, build, test and deliver 40 high-performance racecars in fewer than 240 days, and deliver them on the same day to an organization that oversees the Formula Nippon Series of auto racing in Japan. But that’s not all, the cars had to cost 30 percent less than previous generations, be faster than those generations, comply with FIA crash testing regulations and include an aerodynamic redesign. The traditional autoclave approach wouldn’t support the project’s cost and schedule objectives. “When the starting flag drops and a professional race begins, everything better be in place and ready to perform,” said Rick Heise, director of engineering at Swift Engineering. “You can’t call the client and say, ‘We’re going to need a few more weeks.’” During an educational session at COMPOSITES 2012 called “A Racing Win-Win: Composite High-Speed Press Cure,” Heise explained how Swift Engineering kicked things into high gear and completed the project successfully. The demands of the Formula Nippon Series teams called for the rapid manufacturing of stronger and less expensive front and rear wings — critical aerodynamic, load-bearing components of open-wheel racing vehicles, and the first parts to break when crashes occur. Heise explained to attendees how Swift Engineering used a co-cure, non-autoclave solution involving trapped tooling and compression molding. The company handled production of the carbon fiber racecar chassis, a custom gearbox and suspension design in house, in addition to all tooling and fabrication of suspension components. It built and delivered the 40 racecars in a time frame –224 days—that impressed many attendees at the session. Swift Engineering now supplies the structural components for all 16 cars on the Formula Nippon Series circuit. Each driver uses the same chassis for two seasons, and the company provides replacements for the carbon fiber composite fins, planes and flaps throughout the season, averaging several shipments per month.

Business

Innovators Will Lead Industry’s Surge

“Companies that have innovation will maintain and gain market share,” says to Chuck Kazmierski, program manager at Lucintel, a global market research and consulting company. By 2017 the composite materials industry is expected to reach nearly $30 billion and end products made with composites should hit $85 billion, according Kazmierski, program manager at Lucintel, a global market research and consulting company. Kazmierski followed up Wednesday’s general session on the state of the industry with an educational session taking a closer look at the latest market statistics and trends. One factor contributing to rising industry numbers is the development of BRIC countries (Brazil, Russia, India and China). “As emerging countries develop their economies, composites are sharing in that growth,” said Kazmierski. However, he cautioned attendees about possible challenges in BRIC countries, including rising costs, political instability, loose credit and asset bubbles. Kazmierski also focused on the automotive segment. He anticipates the global automotive composite materials market will increase 7 percent by 2017, though carbon fiber parts may remain limited to premium cars. The steep cost of materials and lack of suitable manufacturing processes for high-volume applications continue to limit growth across the entire market. Wind energy continues to be a burgeoning niche, experiencing double digit growth during the past decade, said Kazmierski. He forecasted that cumulative wind capacity installations by megawatt should grow 16 percent in the next five years. The United States and China show strong potential and have low current market penetration. Areas of focus for wind blade production will be to improve design, materials and processes as well as lower life cycle costs.

Technical papers: 35 Committee meetings: 36 Exhibitors: 202 Universities represented: 32 Speakers: 111 Composites Manufacturing 23

Composites 2012

Automotive

Composites 2012 Green

Work on Your Green: The Future of Recycling Composites

Green composites was a key focus area of COMPOSITES 2012, with nearly 20 sessions dedicated to recycling. One of those sessions was “Recycling Glass Fiber Reinforced Polymer Thermoset Composites,” led by Will Darracott, principal engineer—Civil Infrastructure EIT at the Composites Innovation Centre. Darracott highlighted the potential benefits of GFRP thermoset recycling: It reduces landfill waste, garners public and government support and leads to lower virgin material use. But there are possible issues too. For instance, thermoset resins can’t be melted and transportation and logistics costs may increase. There are several recycling methods available, said Darracott. These include combustion for energy recovery, fluidized bed process for energy and fiber recovery, pyrolysis and sub-critical water hydrolysis for resin oil and fiber recovery, and chemical and mechanical methods for fiber recovery. The end applications Darracott cited include replacement of virgin fiber ad filler, wood core replacement, SMC/BMC, cement kiln additive, concrete additive, thermoplastic additive and niche products, such as subway tiles and countertops. Darracott recommended attendees ask themselves three questions before embarking on recycling GFRP thermoset

composites: Can the scrap be processed in a safe manner? Is the cost of processing and handling the recycled product significantly lower than the cost of the material it intends to replace? Can the production process destined to consume the recycled material tolerate the physical and chemical property variations of the ground FRP scrap? In conclusion, Darracott encouraged companies to get involved in recycling efforts: Attend ACMA’s recycling workshop in June, collaborate with manufacturers in your region, seek funding from government for waste reduction support and carry out demonstration projects and testing.

COMPOSITES 2012 Stats Companies: 1,200 Cruise raffle winner: SabineCorinna Unger, Edgewater, Fla. 24 Composites Manufacturing

University

FHWA Seeks Composite Edge for Accelerated Bridges

Benjamin Beerman, P.E., senior structural engineer at the Federal Highway Administration (FHWA), addressed attendees at COMPOSITES 2012 yesterday on the infrastructure market. Beerman doesn’t know very much about composites, he builds bridges, but he knows a lot about what products are in demand and how composites could help. The FHWA launched an Everyday Counts Program (EDC) in 2010 and one initiative is to develop faster bridge construction technology using prefabricated bridge elements and systems (PBES). He’s interested learning more about composites to bring innovative new solutions to the forefront of bridge technology. The FHWA recognizes that a large percentage of bridges in the U.S. must be renovated in the next decade because, according to Beerman, the average life of bridges in the U.S. is 42 years and they are built to last 50 years. Currently over 25 percent of the U.S.’s 600,000 bridges are structurally deficient. “Bridge projects today take 13 years from initial development to completion. Prefabricated bridge structures and elements reduce project time by 30 – 50 percent. It’s a huge market where composites can grow,” says Beerman. Currently composites are used for drainage systems, utility duct work and junction boxes on bridges. Beerman mentioned the progress of two FHWA supported projects, the Hybrid Composite Beams (HCB) and Bridge-in-aBackpack, as composite successes to improve the quality and durability of new bridges. Beerman believes more bridges could benefit from composites and suggests the industry could increase its usage within infrastructure by providing more information to engineers about the failure and durability of the materials. He also outlined the need for composites to improve bridge structural strengthen, replace steel post-structural and post-tension strands, and reinforce bridges using glass-fiber reinforced polymers. Moving forward, EDC is looking for subject experts on composite bridge technology to help improve current

University of Miami Explores GFRP Seawalls at COMPOSITES 2012

New data from the University of Miami presented at the COMPOSITES 2012 suggests that universities are leading the way for Sample of honeycomb composite materials reinforcement sheet showcased in developing markets. on the exhibit hall floor Products such as glassfiber reinforced polymer (GFRP) rebar, developed in the 1980s, are finding more uses in infrastructure markets where corrosion is an issue. To better prepare the industry, University of Miami professors Antonio Nanni and Steven Verbovszky are researching the reliability of GFRP in seawalls and waterfront structures. In the concrete industry leaders are trying to limit the amounts of cracks by supporting structures with steel rebar. However, once exposed to salt water, the steel galvanizes quickly and expands causing more cracks in the concrete. “The research to substitute FRP for steel rebar is part of an ongoing process,” adds American Composites Manufacturers Association’s (ACMA) Director of the Composites Growth Initiative, John Busel. “But, based on expected results, FRP should diminish the cracks in concrete due to steel galvanization.” The impact sea water tests had on the FRP beams was inconclusive. The water degraded the concrete on some of the samples and the result on FRP could not be determined. Next, Nanni and Verbovszky expect to test the flanges using of i-bar tension tests and they will present the data at the COMPOSITES 2013 Show in Orlando. Busel believes that seawalls and other salt water infrastructure could benefit from using composite rebar, based on his experience with concrete reinforced parking garages and bridges. Research such as this one could give composite manufactures the data they need to convince owners the benefits are greater than metals.

See You Jan. 29-31, 2013 in Orlando for composites 2013! Composites Manufacturing 25

Composites 2012

PBES. Beerman is encouraging manufacturers to get involved with the FHWA online, through webinars and at upcoming conferences to increase bridge engineers’ understanding of composite materials. “The growing interest for composites in this market could be beneficial for both the FHWA and the composites industry to improve the quality and reduce the construction time on future U.S. bridges,” he says.

Infrastructure

Composites 2012

COMPOSITES 2012 was a huge networking event and a showcase of the latest technologies. It was also a chance for individuals and companies to celebrate the most innovative composite products and recognize leaders that have made strong contributions to the industry throughout their careers.

Hall of Fame Inductees Pete Emrich (photo right), vice president of technology at Molded Fiber Glass, and Jack Simmons (photo left), vice president of sales at ACS International, were inducted to ACMA’s Hall of Fame by Gary Multanen (photo middle.) To be eligible, inductees must have attained distinction among his/ her peers through their efforts, involvement and accomplishments in the composites industry and its association.

Outstanding Volunteer John Wilcox (photo right), vice president at NAC, Matt Parmental, engineering sales at Performance Composites, and Michael Stevens, research scientist at Ashland, received ACMA Volunteer Awards for outstanding achievement in ACMA committees.

Technical Paper Winners Nearly 60 final papers, each offering state of the art, in-depth looks into processes, applications and materials, were reviewed by a committee, which were narrowed down to the best of six categories. Matthew Lowry, M.C. Gill Corporation, won Best Overall Technical Paper for A Novel Approach to Manufacturing Foam-Filled Honeycomb Sandwich Structures. Winners in each of the following categories were presented plaques: Design and Engineering

A Novel Approach to Manufacturing Foam-Filled Honeycomb Sandwich Structures By Matthew Lowry M.C. Gill Corporation

Green 

Probabilistic Development and Application of a Life Cycle Inventory (LCI) Dataset for Pultruded Fiber Reinforced Polymer (FRP) Composites By Michael Lepech, Stanford

Market Applications Leon Garoufalis, president of Composites One received the President’s Award from ACMA President Lori Luchak

Richard Higgins (right), president of HK Research, received ACMA’s Lifetime Achievement Award from longtime ACMA member Gary Multanen, owner of Best Bath.

Lifetime Achievement Award Richard Higgins, president of HK Research, received ACMA’s Lifetime Achievement award for his longstanding industry and association leadership. To be considered for the Lifetime Achievement Award, nominees must be involved in the composites industry for at least 20 years and made a significant and lasting contribution.

26 Composites Manufacturing

President’s Award Leon Garoufalis (photo left), president of Composites One, was this year’s President’s Award recipient for his focus and contribution to ACMA’s Executive Committee and his work as co-chair in ACMA’s Composites Growth Initiative (CGI) Committee.

Glass Fiber Corrosion Study: Some Unexpected Results By Kevin Spoo, Owens Corning

Manufacturing and Processes

Flame Spray Deposition of Electrically Conductive Traces on Polymer Substrates for System Integrated Composite Structures By Pierre Mertiny, University of Alberta

Materials

A Study of Novel Alternatives to Cobalt Metal Complexes in Unsaturated Polyester Resin Systems By Anthony Bennett, AkzoNobel

Pultrusion

Next year, COMPOSITES 2013 will be in Orlando from January 29-31 at the Orange County Convention Center.

Advances in Polyurethane Pultrusion: Cure Modeling and “Second Generation” Resin Systems By Michael Connolly, Huntsman Polyurethanes All technical papers are maintained in an electronic library. www.compositesresearch.org

Best of Show

Photo courtesy Ray Martinot

Cervelo R5ca High Performance Carbon Bicycle Frame, Cervelo Cycles Inc., Toronto, Canada.

Infinite Possibility for Market Growth

e2e Materials Transform Worksurface, e2e Materials, Inc., Ithaca, N.Y.

Equipment Innovation

Trane Hyperion Air Handler SMC Panels, Continental Structural Plastics, Bingham Farms, Mich.

Bus Stop Shelters, Entech Creative Industries and Walt Geiger Studios, Orlando, Fla., and Washington, D.C. Innovation in Green Composites

Nomad Mobili, Ultra-Light, Super-Green Composite Furniture, San Diego, Calif. Belotti’s CNC “UVF” Universal Vacuum Fixture, Stiles Machinery, Grand Rapids, Mich.

Process Innovation

Most Creative Application

Composites Sustainability

To read more on

James E. Maass Pinnacle Award Design Category

COMPOSITES 2012 education sessions, awards and networking opportunities, visit compositesmanufacturingblog.com Longboard skateboard-closed mold training program, Fiberglass Supply, Burlington, Wash.

and click on “COMPOSITES Show.”

Elite Marble Company LLC, Montello, Wis., for its Murano and Songo foot spa basins. Composites Manufacturing 27

Composites 2012

Awards for Composites Excellence (ACE) Winners

Composites 2012 Sessions “If you took all the composite parts off a car today, it probably wouldn’t stay on the track.” Rusty Wallace, Opening Session

Chuck Kazmierski, program manager at Lucintel “Business Issues and Trends – Lean Manufacturing”

Jonathan Sgarlata, senior composites engineer at Bradley Corporation “Robotic Integration to Your Composites Process”

“Corrosion of concrete takes on many different forms, and it’s a major problem the engineering community has to face.” John Busel ACMA director of ACMA’s CGI “FRP Rebar is No Longer an Emerging Technology”

“We would take turns asking questions about production and materials that you wouldn’t normally ask a competitor or a manufacturer in your town.”

Michael Lepech professor at Stanford University “Making Sense of the Green Product Marketplace”

“We already know the performance of composites is superior. If we can address the economics of operational excellence, it would help the industry immensely.”

Guy Kenny, president of Glassline “Composites: We’ve Come a Long Way”

“Most companies are not interested in a green product that is more expensive. But studies have proven that if somebody sees two products for the same price but one is greener, they chose the green product.”

“As emerging countries develop their economies, composites are sharing in that growth.”

Composites 2012

Straight From the Source:

“I couldn’t win a dollar in the casinos in Las Vegas, but I won a cruise. I’m going home happy!” CCP Raffle winner SabineCorinna Unger, President of Eco-Wolf Inc

Excerpts taken from COMPOSITES 2012 coverage. To read more on these and others, visit compostiesmanufacturingblog.com and click “COMPOSITES show”. 28

Inside ACMA

Log onto www.acmanet.org for more ACMA news

Bringing Business Back to You The industry had something important to say at COMPOSITES 2012 – nothing beats meeting other composite leaders. While we all do so much online, there is still tremendous value in meeting face-to-face with customers and suppliers, seeing and touching the product, and asking questions. Attending the COMPOSITES conference helps you and your company directly by bringing you new contacts and new ideas. As always, we appreciate your feedback on the show and your suggestions on improving it. We realize that every year the COMPOSITES schedule is packed with networking events and educational sessions that actually keep attendees from seeing all the scheduled events. For this reason ACMA will bring you some of the best educational sessions from COMPOSITES online through webinars over the next

few months. These webinars will give you new insight into your business and the industry. In the coming months we’ll also focus on helping your employees. The economy is rebounding and sales are starting to pick up; is your company fully prepared to take advantage of this increase in potential business? April is CCT month and a good time to think about training your staff. As always, companies need to improve the quality of their products while reducing costs. One way to do that is through training, since your products will only be as good as the training of your workers. Well-trained workers also save money by reducing wasted materials. To find out more about upcoming webinars, CCT programs and how you can get involved, visit acmanet.org.

Tom Dobbins, CAE

April is CCT Month Take Advantage of CCT Discounts All Month Long!

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www.compositescertification.org Composites Manufacturing 29

New Members Ahmedabad Textile Industry Research Association Ahmedabad, India Apex Composites, Inc Burlington, Ontario, Canada B/E Aerospace Fenwick, W. Va. Carbi Solutions Doral, Fla. DLBA Robotics Suffolk, Va. Eastern Fiberglass Company, LLC Wall Township, N.J. Fairfield Industries Newark, N.J. Knoxville - Oak Ridge Innovation Valley Knoxville, Tenn. Lee County Economic Development Group Keokuk, Iowa Millport Associates USA, LLC Miramar, Fla. Mitchell Technical Institute Mitchell, S.D. MouldCAM, INC Bristol, R.I. National Research Council Canada London, Ontario, Canada Owner Resource Group Austin, Texas Reparex Fabricated Systems Inc. Latrobe, Pa. Shakespeare Composite Structures Newberry, S.C. Specialty Tapes Manufacturing Franksville, Wis.

New CCTs

Chad Adams-Bartlett, CCT Eastport, Maine Mark Adamson, CCT Caldwell, Idaho Tracey Anthony, CCT Geneva, Ohio Scott Aune, CCT-C Winnipeg, Manitoba, Canada Adam Babb, CCT Caldwell, Idaho

30 Composites Manufacturing

Bon Bacani, CCT-C Winnipeg, Manitoba, Canada Jason Baranowski, CCT North Kansas City, Mo. Victor Barroso, CCT Caldwell, Idaho Lorraine Beaulieu, CCT-VIP Brunswish, Maine Linas Biliunas, CCT-CM Mentor, Ohio Casey Brown, CCT Jamestown, R.I. Peter Buffinton, CCT-VIP Swansea, Mass. John Carpenter, CCT-CP Geneva, Ohio Douglas Cox, CCT Winnipeg, Manitoba, Canada Kim De Vloo, CCT Winnipeg, Manitoba, Canada Mike Ditzler, CCT-VIP Phenix City, Ala. Joel Dueck, CCT-LRTM Winnipeg, Manitoba, Canada Henry Elliot, CCT-VIP Bristol, R.I. Maryn Elliott, CCT-VIP Chicago, Ill. John Fessenden, CCT Eastport, Maine Jason Gernstein, CCT-VIP Hastings, Neb. Joshua Gerk, CCT Kelowna, British Columbia, Canada Joseph Gillard, CCT Winfield, British Columbia, Canada James Graham, CCT-VIP Lisbon Falls, Maine Delores Green, CCT Hastings, Neb. Stephanie Huber, CCT-I Aberdeen, S.D. James Ismert, CCT N. Kansas City, Mo. Jack Kelleher, CCT-VIP Bristol, R.I. Nate Landis, CCT-VIP Aberdeen, S.D.

CHEMICAL PROCESSING Managing Corrosion with Non-Metallics Houston, TX • May 23-24, 2012

SYMPOSIUM 2012

If Your Problem is Chemical Corrosion – Composites Can Be Your Best Solution Chemical Processing Symposium 2012 is ACMA’s first targeted forum on why composites are the best solution in the highly corrosive environments of chemical processing applications. This Conference is a Must for: ◆ Engineers and End Users – Learn how composites products can be key to designing better, stronger, more reliable chemical processing systems ◆ Manufacturers, Suppliers & Distributors – Understand the corrosion-related issues that matter most to end users On the Program: ◆ The latest technical research and case studies ◆ Practical insights from real-life applications ◆ Speakers from Dow, DuPont, KBE Engineering, Olin, Ashland and Owens Corning For more information visit

www.acmanet.org/meetings or contact

[email protected]

Exhibitor & Sponsor Opportunities Available

Get News That Affects Your Business As a vital member of the composites industry, you need up-to-date business information and insights. Composites Manufacturing is your key resource for the latest compositesrelated news. If you’re not yet a subscriber to our weekly e-newsletters Industry Digest and CM Interviews, go to acmanet.org under “e-media” and sign up now. GAC Decides on Styrene OEL While the official OSHA Permissible Exposure Limit for styrene is 100 ppm (8-hour average exposure), ACMA has encouraged compliance with a voluntary limit of 50 ppm to prevent mild nervous system effects such as drowsiness. A 2011 review by styrene industry toxicologists of recently available data concluded that the “no effect level” for hearing loss due to long-term workplace exposure to styrene is 20 ppm. However, the Government Affairs Committee decided not to recommend a change to ACMA’s recommended limit of 50 ppm. A summary of this issue and the GAC’s recommended policy is being reviewed by the committee.

Advertiser Index American Colors................................................................31 Baltek...................................................................................5 CCP......................................................................................3 Chem-Trend.........................................................................9 Composites One......................................Inside Front Cover Elliott Company of Indianapolis........................................10 LORD.................................................................................11 McClean Anderson............................................................18 Mektech.............................................................................20 Nexeo.......................................................Inside Back Cover Precision Quincy................................................................19 Saertex.................................................................................7

Composites Manufacturing 31

Postcure Chatter

BEST IN SHOW

An inevitable part of every show is the accumulation of swag. We collected the best from COMPOSITES 2012.

Frisbee by Norton Merit Fan and flashlight by Composites One

Butterfly toy by BYK Rubik’s Cube by Owens Corning

Nerfball by McClean Anderson

Rubber ducky stress ball by Instron

Airplane by P2SI

Construction helmet stress ball by Geis Company

For more COMPOSITES 2012 coverage and photos, visit CM Online or visit our Facebook page CM Magazine. 32 Composites Manufacturing

Creating the connections that bridge the world

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A MERICAN C OMPOSITES M ANUFACTURERS A SSOCIATION

Mark Your Calendar! Jan. 29-31, 2013 Orlando, Fl

www.acmashow.org

EXHIBITS | DEMONSTRATIONS | EDUCATION | NETWORKING | BUSINESS MEETINGS | AWARDS SHOWCASE

Composites 2013 ad.indd 1

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