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NMMA's John McKnight talks about the future of the marine industry and the role of composites in it.
John McKnight has worked for the National Marine Manufacturers Association (NMMA) for 16 years, where he’s responsible for tracking environment, health, and safety regulations and regulatory compliance issues. Prior to joining NMMA, he was environmental engineer at Witco Chemical Corporation.
What are the various marine manufacturing segments?
We break the industry down into three separate segments: engines, vessels and accessories. There are four different types of engines used depending on the type of vessel. Accessories include anchors, tubs and showers, which can be cultured marble or fiberglass products. The vessel, or boat segment, is where composites really fit in. The vessels could be pontoons, cruisers (a joy ride, comfortable vessel), speed boats (built for things like water skiing to 100 mph races) and yachts.
What trends do you notice between carbon and fiberglass composites?
Right now, I see the majority of the industry continuing to use fiberglass over carbon composites because it offers high quality and you can get it for lower cost. However, when you look at racing boats, people will look at carbon because weight is the biggest factor. But when looking at the general boat manufacturing industry that sells to families or fishermen, the most economical solution is still fiberglass.
Is there one segment of the marine industry that uses composites more?
Well, pontoons are usually made from aluminum, and you’ll find a mix among small fishing boats, but personal watercrafts such as cruisers and yachts are primarily fiberglass. You may find two or three manufacturers who use aluminum, but by and large, composites are the material of choice.
Where do you see the most potential for composites?
From a business point of view, we are seeing consolidation, but it’s not a strategy on composites. One thing companies can do when they slow down, which our industry has done, is go back and focus on improving the production line. Some manufacturers are looking into adapting robotics into the process for things like gel coating to allow better control. We’ve also seen manufacturers dabble into various epoxies to get away from unsaturated polyester resins or styrene, but the cost is higher than the return. Thus, we’re all following the future of styrene carefully. An inability to use styrene will change the game quickly.
What advice would you give to a composites manufacturer trying to break into the marine industry?
I would first caution them that they need to do research to see where opportunities are. Someone would have to have a good network and a product that is so unique to reach the market segment because there is already a lot of capacity, and boating is one of the first to go during a recession and last to come out. We’ve seen the work force cut by 60 to 80 percent, and that doesn’t include supporting industries.
From a chemical industry standpoint, I would suggest start looking for alternatives to styrene and ways to get styrene out of unsaturated polyester resins because that’s where opportunities really lie. It’s not going to get any better regulatory-wise and we need a new generation of resins that will meet the demands that the government will put on us as manufacturers. If I was making resin and could make one that used a monomer that’s not a HAP (hazardous air pollutant) and maintains the same quality, I’d make a fortune. We hear tidbits of information that things are being developed, but nothing has come through yet.
What are reasons manufacturers choose other materials over composites?
Primarily for cost. There are certain product lines like a pontoon or small fishing boat where a manufacturer can make an inexpensive, rugged product that consumers are looking for. In these instances a metal boat that can handle repeated scraps and nicks on a fishing trip, as well as being inexpensive, is appealing. Still, fiberglass is the primary material used for recreational boats because it provides the best quality for the price.
Do you think there is room or a need for more education within the industry?
Through various associations and chemical companies, a broad range of composite education tools are available. There are many suppliers who offer in-house training for companies so they can keep abreast with new processes or materials. The thing about the recreational boating industry is, we don’t get into high-end composites like aerospace, and we’re using general purpose resins. Many of our members are small and don’t have resources to delve into the science of composites like in large companies and some may not even have an engineering degree. If there is something either product or process-wise that would help manufacturers cut costs and improve products, then there is still room for education.
How have composites helped the industry?
There would be no modern boat industry without composites or styrene. You can build a boat out of aluminum, but it doesn’t have the same type of quality finish that composites allow. Composites give a different look and finish that consumer are looking for. For example, I know a few companies that exist because composites allow them to do high volume, high production manufacturing. If composites disappeared due to styrene or other regulatory issues, we’d go back to wood or aluminum and I’m not sure how that would turn out. On that issue, NMMA and ACMA share the same concern.
What do you view as the most innovative product/process in marine manufacturing within recent years?
The biggest improvement has come from emissions on the engine side, but composite-wise, closed molding has been the most innovative. I’d also mention other worker safety improvements that have evolved. If you walked into a boat plant 20 years ago, you’d see a very different scenario than today’s plants due to things like closed molding, improved resins, gel coats and ventilation.
How was the industry affected by the recession, and how do things look for 2010?
We were obviously hard hit and it may be a bit too early to tell, but we see improvement from last year. Things seem to be getting better, but the question on everyone’s mind is: is it a blip? Companies had completely shut down because there were no orders at all. For our industry, it wasn’t a recession, it was a depression. In some sectors it was down as much as 80 percent; a lot of people were let go and that’s not including the supporting industries. As we look at this year, companies are now running but at reduced capacity.
What are the main goals of your association in terms of helping manufacturers succeed?
We are involved in a lot of things, from government regulations to trade shows. A couple of things people may not realize we do are lobby for things like marinas and water safety so that people will have clean, safe places to go use our products.
How are manufacturers staying competitive?
Through reduced cost. We compete for discretionary income as people try to make choices between better TV sets, an indoor game, an RV, a snowmobile etc. There are so many things they want, but they’re not necessities. So, companies try to make it more affordable and accessible by reducing cost—therefore always seeking ways to reduce waste and improve output.
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John:
Thank you for your thoughts on fiberglass and the boat building industry. Your comments on Federal regulations that affect the chemical industry are spot on. While they are looking for alternatives to styrene and ways to get styrene out of unsaturated polyester resins because that’s where opportunities really lie. The boat builders (that have survived in the meantime)will continue to move towards close mold technologies. Ultimately, as you said, it’s not going to get any better regulatory-wise and we need a new generation of resins that will meet the demands that the government will put on manufacturers.