Jason Carrington, president of Carrington Yachts Limited, gives his view on the pluses and minuses of composites in his world.

Jason Carrington, president of Carrington Yachts Limited, is sought after to create new sleeker, lighter yachts. In his experience as a project manager and an avid racer (he has competed in the Volvo Ocean Race four times), he helps designers and manufacturers find the right balance between speed and sleek sturdiness. Here are his views on the pluses and minuses of composites in his world.

When were you introduced to composites?

When I was in college I did an apprenticeship with Green Marine, the largest composite racing yacht builder in the U.K. They were one of the first companies to build yachts with composites, the first to do prepreg, and they remain very cutting edge.

I’ve been in the industry 20 years as a project manager. I’m not a designer or a manufacturer; it’s my job to sit down with a designer and help them with the layout and structure. I have a good understanding of what a boat will put up with because I sail and because I know how they are manufactured.

Do you advocate the use of composites frequently?

I am a big fan of composites because I know their advantages compared to their disadvantages. As a result I use them regularly; I can’t imagine a well designed, competitive yacht not using them.

The people I work with are building yachts to race, so the use of composites is never a discussion. Composites are lighter, stiffer, stronger and last longer, so we are always going to use them. I think people in general yachting don’t appreciate the positives and therefore don’t use them.

Why don’t people in general yachting use them as much?

Composites are still generally seen as high tech and therefore not available to everyone. In general there aren’t many people in a manufacturing yard that are capable of using composites, let alone using them well.

There are very few people within the UK, or the world for that matter, that know how to use composites well. Similar to Formula 1 racing, we need someone who is good at using it; however, there is a lack of skilled people. There are hundreds of boat builders in the UK, but if someone phoned me up for a recommendation, I would struggle to think of a place that knows composites well. Even in the world, I’d say there are five yards that I’d trust. Two in New Zealand, One in Australia and two in the U.K. Composites are just very easy to get wrong.

Where do you see problems with composites?

Again, it’s the dissemination of knowledge. Composites usage in racing yachts walks a fine line. Yachts built today are so much faster than they used to be and can go longer periods of time at faster speeds, approximately 30 knots. If you were doing that in a power boat, you’d slow down against a wake, but you can’t do that in a yacht. We face a constant slamming from waves, which can cause things to break from the hull or structure. In a competition, it’s our job to push the envelope. If we sail around the world and nothing breaks, we say it’s too heavy. Yet when something does break, there are few people who understand why it broke or how to fix it. If people could understand more how composites work, they would know if something was a big deal or not.

What more would you like to get out of composites?

Right now it is a bit off-putting when there are only certain weights of cloth or length that we can use. But, I can understand why companies don’t make more custom runs.

How could composites be more user-friendly?

Currently they achieve what we want them to do. But hopefully composites will steadily get cheaper. Once they are less expensive they will be used in more applications, and people will start to understand what composites are and how they work. When someone comes to look at, for example, a 40-foot boat, they love how it looks and behaves, but because we use composites it’s pricier. They can’t comprehend why it’s so much more expensive. I think the usage and benefits of composites could be portrayed better by the manufacturer. I mean, if I buy a Ferrari, I know why it’s more expensive than a Ford. But it’s harder to get that same sentiment across with composite boats and yachts.

Besides racing yachts, what group do you see as the next “big user”?

Superyachts are staring to understand the importance and benefits of composites. And since they have the money to afford luxuries, the potential is definitely there.

How specifically has the racing yacht industry been hit by the economy?

It’s been hit pretty hard. There are no one-off boats being built currently. Not only did the economy hurt, but also the legal mess between BMW Oracle and defending champion SNG (Societe Nautique de Geneve), surrounding and effectively delaying the 33^rd America’s Cup for almost three years. Now that it’s back on track, it will be great news for manufacturing, including the composites industry, since they are huge spenders.

What is the next race you are preparing for?

The next race we have to plan for is the Volvo Ocean Race. So we hope that by the end of next summer there will be some proper 70s being built.

What is the typical timeline to manufacture a racing yacht?

It depends on what you’re building, and the timeline you’ve got to work with. A team is usually talking about the next race as they’re finishing the first. From design to completion, timeline is very important. Often, for Volvo for example, you have a deadline when a race starts and you know how much time you want to sail prior to the race. Generally between races you need at least six months of practice, giving nine months to build a new yacht.

Are there problems that consistently occur because of the timeline?

Inevitably everyone wants more time and tries to squeeze it from the other steps. I think timing issues could be alleviated if getting the material wasn’t so difficult. The material we need isn’t chop strand you can quickly order. There has to be a long lead time for the manufacturer to get what we need, and it’s not always exactly the same material.

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In the aerospace sector, Lockheed Martin passed a technology milestone when it completed fabrication of the world’s largest heat shield structure, which will be used in the team’s Orion aerospace project. Russia’s United Aircraft Corp. purchased an automated composites processing system from MAG Industries. The equipment, a first-ever for Russia’s aerospace sector, will be used for aircraft design and construction. Meanwhile, Avior and Bell Helicopter inked a multi-year, $35 million contract to supply the structural assemblies for Bell’s new 429 helicopter, and Republic Airways ordered 40 Bombardier C Series aircrafts for its U.S.-based fleet.

Turning to renewable energy, Suzlon says it predicts a lower production year in 2010, coming from a record level in 2009, but with installed capacity resuming in the second half of the year. Conversely, GE sees a $130 billion jump in land turbine sales by 2012, with Canada and Latin America leading the way. There were also varying attitudes toward wind energy throughout the world. A group of U.S. senators called for a halt in federal stimulus spending aimed at building wind farms and other clean-energy projects, arguing too much of the money has been siphoned to overseas jobs. But London-based BP announced it will start building three U.S. wind farms, beginning this year and into 2011. And Kenya’s Lake Turkana Wind Power project received funding from the Spanish government, to the tune of $150 million.

This year’s Geneva Motor Show will feature several new composites-fueled automotive models. Koenigsegg is unveiling the carbon & Kevlar-bodied Agera supercar, the Lotus Evora Carbon will use carbon fiber in carbon fiber in structural, aerodynamic and interior components, and Porsche’s 918 Spyder is a carbon fiber-enhanced hybrid supercar. Also at the show, EDAG has used polyurethane technology to develop a special space frame structure covered with lightweight plastic outer skin panels for its “Light Car – Open Source.”

Several European companies and technological centers are working to develop lighter and better performing structural composite materials for the construction sector. Here in the United States, Fyfe Company has conducted an extensive research and development project to achieve a four-hour fire rating for fiber-reinforced polymers. And Alcoa was honored for incorporating its Reynolux aluminum composite materials into the design of a Los Angeles performing arts school.

Companies are still finding ways to adapt and succeed in a changing marine market. One recreational boat team is making waves by unveiling a carbon fiber and fiberglass speedcraft called Phenomenon, which it claims is the fastest boat ever with speeds of up to 250 mph. In land recreation news, Scattante unveiled a carbon bike frame for professional cyclists that weighs in at 980 grams, and Edge Composites has raised its profile by landing BMX hall-of-famer Brian Lopes as a rider for its 2010 season.

Dobbins, along with moderator Charlie McClaskey of Marshall Composite Systems and Monty Felix, CEO of Alaglass Pools urged a crowd of composites business leaders to become proactive in lobbying congress to protect the interests and profits of the industry.

Dobbins said, “It’s easy to understand why business leaders are hesitant to engage with their Congressional representatives. You’re in business because you’re self reliant. You’re the kinds of people who take charge of your destiny and do not ask for handouts or help,” he said. However, everyone in the composites industry needs to become active advocates for their businesses—and that includes using their Congressional representatives.

One important issue on the horizon is styrene, which is now under scrutiny by the EPA as a possible carcinogen.  Dobbins compared the substance to the late comedian Rodney Dangerfield because it gets no respect. “Styrene, for all the wonderful things it does for our industry is much maligned,” he said.  “The objections and concerns are not based in science.  Forty years of research has shown that the substance is not a carcinogen and is relatively harmless.”

Other issues where the industry may come under fire include dust and open molding and fire suppression; each of which could result in costly regulations.  All these issues require defensive measures to protect businesses, but in other areas, proactive lobbying could expand markets and improve conditions.

The group also addressed business leaders need to educate lawmakers on the advantages composites bring to industry and the environment. “They improve infrastructure in a cost effective way, advancing wind energy production and providing improved building materials,” said Dobbins. “Lawmakers on the state and national level, once enlightened to the advantages of composites, could introduce building codes that would enhance the ability to use new materials.”

Felix next addressed businesses ability to influence lawmakers.  “You and I are important to our elected representatives for two reasons; one we vote, and two, we have money,” he explained. “Using that power to influence Congress is a legitimate endeavor, and if composite industry leaders don’t make the effort to state the industry’s case, it won’t get raised. “You cannot sit on the sidelines. If you sit on the sidelines, you’ll lose,” Felix said. I recommend starting with your Congressional representative because districts are small and one business leader can have considerable influence on a local election.”

However, Felix stressed the importance of visiting your representative in Washington D.C. “It makes a big impact as well as campaign contributions–even a small one,” he said. “Industry leaders can leverage their time, money and influence by joining the ACMA political action committee that combines contributions to influence lawmakers on behalf the industry.”

Dobbins pointed out that association members can write letters and make phone calls (both important ways of being heard), but even more effective are plant visits.  “As a former congressional staffer, I have seen the influence that industry leaders can have on decision makers,” he said. “Specifically, I encourage you to travel to Washington D.C. on April 13-14 for the National Composites In the Capital Fly-In to meet with the staff of some of the 28 representatives involved in the Composites Congressional Caucus.

More information on the fly-in, the PAC and other ACMA legislative and regulatory efforts are available at www.acmanet.org.

VAST Enterprises, LLC is paving the way for expansion with its new product

VAST Enterprises, LLC is paving the way for expansion by offering a larger, 4×8-inch version of its composite landscape pavers. Manufactured in VAST’s proprietary composite blend of up to 95 percent recycled car tires and plastic containers, the pavers are designed to fulfill the most demanding requirements for hardscape beauty, design versatility, toughness, and installation efficiency. The pavers weigh less than nine pounds per square foot (compared to 30-35 for concrete) and the company says the bigger size lessens installation time by 44 percent. The bigger size is designed for large commercial hardscapes such as parking areas, walkways, building entrances and plazas.

Toho Tenax Co., Ltd. may not be a lightweight company, but it will begin selling a lightweight carbon fiber fabric that it says is less than half the weight of conventional carbon fiber fabrics. The new fabric, which has been developed with Sakai Ovex Co. and is used for forming prepregs, is intended to further reduce the weight of composite products. The fabric is made with Tenax’s new carbon fiber yarn designed for making ultra-thin fabrics, and the company says it has achieved development of a thin fabric measuring just 0.06 mm in thickness. The company is targeting the material for high-strength, low-weight applications such as golf club and tennis racket shafts and personal computer casings.

Sealant Equipment & Engineering, Inc. is going with the flow by unveiling its new Servo-Flo 704-PGM

Sealant Equipment & Engineering, Inc. is going with the flow by unveiling its new Servo-Flo 704-PGM two-component, variable-ratio, high-volume, meter-mix dispense system. It is designed for an operator to move the 2-part dispensing system to the point of application through small openings or store the system in a small confined area. The dual-servomotor design is designed to dispense materials at various fluid ratios and various flow rates without making any mechanical changes to the dispensing equipment. Adjustments to ratio or material flow are made electronically at the operator interface. The Servo-Flo 704-PGM is a continuous flow dual-gear meter system which precise proportion, mixes and dispenses infinite volumes of two-part polyurethanes, epoxies, silicones and acrylics.

Chem-Trend’s new agent is no longer a secret. Lusin Alro OL 202 F is the company’s first silicon-free, NSF registered release agent specifically developed for use in the thermoplastic industry. The new product conforms to NSF H1 requirements, as well as to the EU plastic directive 2002/72/EG. The silicon free mould release agent is applicable for temperatures up to 392 degrees Fahrenheit and can also be used as a lubricant. The product is suited for applications in the manufacturing process of products such as beverage- and baby bottles, toys, tooth brushes, coffee machines and other household articles worldwide. It can also be used in the production of cosmetic products, and is suitable for use in the food industry in non-food contact applications according to European as well as U.S. regulations.

Spencer Composites Corporation is a family-owned firm hired by other companies to develop a manufacturing process or a product involving composites. But despite the company’s focus on a variety of technologies, they’re having as difficult a time as any manufacturer in selling customers on composites.

“It seems like we’re getting closer to wider acceptance, but then again I’ve been saying that for 10 years,” says Spencer’s President Brian Spencer. He finds this particularly frustrating considering the company has developed products such as drilling risers for oil platforms, which have been working successfully for the past decade. Spencer says this meets what he notices as people’s biggest concerns about composites: who is using it, how long they’ve been using it, and monitoring its health. Yet despite this, people often maintain their old ways. “People stick with steel because they understand it even if it costs more,” he says.

According to Spencer, the material properties are continuing to expand in strength ranges. “The stiffness is increasing and the temperature ranges are getting better, and those kinds of things don’t change in aluminum or steel,” he notes. The company has also addressed concerns about impact tolerance by taking a pressure vessel which took an impact of 1,300 pounds and swinging it on a pendulum of 13 feet. “Even though composites are more impact-sensitive than metal, that was a big impact, and it held up,” says Spencer.

And ever the optimist, Spencer and his company continue to explore new opportunities. They are working on energy-related applications such as hydrogen technology as well as transport of natural gas, crude oil and cryogenics. “Composites are getting better all the time,” says Spencer. But more white knights need to ride so the industry gets better too.

NASA's John Vickers talks about the future of composites in aerospace

John Vickers has been with NASA for over 20 years and worked within the aerospace industry for almost 30 years. As manager of NASA’s National Center for Advanced Manufacturing, he has worked on many projects utilizing advanced composites, including presently a new larger space launch vehicle, and participated in several national projects with NASA, industry leaders, academia, and other government agencies.

Describe what your department does. How is it organized?

The Marshall Space Flight Center is one of ten NASA Centers throughout the nation. I work in the engineering directorate and within the Materials and Processes Laboratory.

What is your R&D like?

Within NASA there are ten levels that measure technology maturity called Technology Readiness Levels, which guide the insertion of R&D into a project. Level 1-3 consists of basic research levels, 4-6 are more advanced development and above six are technologies that are very advanced but still need some work to be inserted into a project. Within my organization we perform mostly level six or higher projects and our primary focus is on the technology challenges for propulsion and launch vehicles at the Marshall Space Flight Center.

What prompted NASA’s use of composites on a larger scale?

We’re in the planning and early design stages for very large structures and associated technologies related to NASA’s Ares V cargo launch vehicle. The structure is 10 meters in diameter, which is larger than any composite aerospace structure to date. To address these technology challenges, NASA has initiated the Advanced Composites Technology Project.

How and when do you use outside suppliers?

When we begin a project, I think many people believe we are looking for that Eureka moment. Yet in reality we utilize a great deal of existing technology and we perform much of our own research and perform sophisticated experiments in-house. But sometimes we don’t have the materials or processes we need, so we must invent them. We start with a concept or design and then determine if we want to do it in-house or contract it out, which is determined by what is available and who’s best suited within NASA or outside within the industry base.

How do you determine which suppliers to use?

We work through our prime contractors, who help us reach down into the industry to find the right companies. But we never want to lose visibility of the whole picture. We look at past performance, their production capability and cost.

Over the last several years our supply chain has continued to shrink. We are a lot like the rest of the nation in terms of manufacturing; our industry base is shrinking because of market forces, consolidations, and lean manufacturing and a just-in-time supply base.

How does your lab determine what parts will be made of each material?

There is a set of requirements we receive during the design phase, all of which are analyzed in different aspects through the life cycle. Major material decisions have to be made early in the design phase. We need to know dimension and weight requirements; if it’s a stiffness-driven structure, then what are its loads for compression and tensile properties, and of course what are the cost and sustainability factors?

When are composite products used?

In aerospace, composites products have advantages in both thermal and lightweight structures applications. Thermal applications include ceramic matrix or carbon-carbon composites, used in high temperature areas such as a nose cone, leading edge, or re-entry heat shield. Structural composites are much more widely used and have been around for 40 years. Very little progress was made in the first 20 to 30 years, it’s only been in the past 20 or so that I’ve seen signs of substantial progress. A lot is currently being done with composites in the structural components of aviation and aerospace, such as the Boeing 787 and NASA’s new all-composites crew module.

What is NASA’s material evaluation and testing processes like?

The materials and testing process we perform are extremely technical and rigorous. The R&D phase for something like a composite part is driven by the systems levels. We make decisions early on in the process and determine what we use and how long it will take NASA to incorporate the part into our systems, which can take one to five years. At the end of the R&D process, we perform the qualification and certification for space flight. If the space flight involves humans, then the qualifications are even more rigorous.

Why has it taken people so long to adopt composites?

I would say it’s a cultural phenomenon. People only use what they know and the aerospace community especially tends to rely on conservative materials that are proven to have a high level of confidence and reliability. It takes time to change, and the biggest project driving that change today is the Boeing 787.

What current concerns do you have regarding composites?

I think we are at a tipping point in the nation’s industrial base capability for composites. There are some perceptions that we are falling behind especially in Europe. One of the most important issues we are concerned with is the future workforce and skills that workers have coming from universities. We can’t solve this problem on our own, so we work very closely and combine resources with other agencies, such as the Department of Defense, to encourage manufacturing R&D.

What would you suggest to rectify that problem?

Focus on the workforce and programs to improve STEM (science, technology, engineering, and math). If we can do more in education and within academia to get those students in undergraduate and graduate programs to work in this area, when they enter the work force they will utilize composites more because they have the experience. My kids are more adept at using iPhones and laptops than I am, and it’s the same with composites. We have to make composites mainstream.

What performance properties would you like to see improved in composites materials?

When we talk about large scale composite structures, which are of primary importance to us, it is the issue of manufacturability. We are now looking at 10-meter sized sections of structure and we need to see the materials and processes improved. One problem is the time it takes to manufacture. Because it takes a great deal of time to apply layer after layer, that affects cost and performance.

In general we need to continually enhance our abilities in analysis, design, materials, manufacturing, test, and verification. One key area from a very technical engineering viewpoint is that we need to work on improving performance and understanding of damage tolerance, fracture, and fatigue.

What do you see as the composites industry’s greatest weakness?

I would have to go back to the culture and experience issues; it’s a road block in composites adaptation. Before the use of composites as a primary airframe in Boeing, composites were only used as a secondary structure. Part of that is what we at NASA are dealing with, which is a lack of composites knowledge and experience.

How do composite applications and products differ in aviation and aerospace products?

One of the primary differences is the life cycle of the components. For example, the structure of commercial airplanes has a life cycle in the 100,000 range. But in space, that is not the case. Our launch vehicles may be used only once. Also, in regards to manufacturing, the aviation production rate is much higher; they are in the thousands whereas we might produce four to six vehicles a year.

What do you do with composite products once the life cycle is complete?

We are very sensitive to the environment. NASA is in transition right now away from our current fleet of vehicles. What we do in manufacturing and reuse and recycling is a consideration in our new designs because obviously we want to strive to improve our environmental footprint. The green part of recycling composite parts is something NASA is continually working on together with industry, academia, and the Department of Defense.

What are parts that could be made of composites that currently are not?

NASA is considering designs using much larger launch vehicles, which right now are mostly made of aluminum. There is a lot of potential to use composites in the main structure and we are working hard to accomplish this. There is also potential to manufacture composite liquid oxygen and hydrogen cryogenic tanks that are used during a launch. Although there are no current plans to create those, nevertheless it would be a tremendous weight savings.

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The aerospace and marine industries had a few highs. The U.S. State Department is set to purchase 110 modernized S-61 Sikorsky helicopters for use in Afghanistan. Bye Energy is developing an alternative-energy plane, which will integrate an electric-hybrid propulsion system for use in light, general-aviation aircraft. IBC Advanced Alloys Corp. has acquired Beralcast Corporation to expand its alloy manufacturing business for aerospace and advanced technology applications. Concept Yacht expanded its composites department, including a new facility, to provide a wider variety of advanced composite capabilities. And SP-High Modulus made waves, becoming the first in the New Zealand industry to secure IANZ accreditation, used for mechanical testing of composite materials.

At universities this week, students at Columbia University have made it to the next round of Walmart’s Better Living Business Plan Challenge. The team has proposed a business venture that would make energy efficient, lightweight composite wheels for buses, trucks and other large vehicles. The University of California at San Francisco will construct a new neuroscience building that will save water and be more energy efficient by utilizing composite waterless urinals. The University of Dayton Research Institute won a $270,000 grant to design and test fiberglass and resin materials and structures for wind turbine towers.

Meanwhile, a consortium of researchers (including Oak Ridge National Laboratory and the Department of Energy) has formally aligned behind the “Oak Ridge Energy Corridor,” a regional initiative to promote issues such as alternatively-fueled mass transit vehicles and recharging facilities for electric and hybrid vehicles. Rail construction is being done in the Dulles Toll Road in the D.C. metro area with fiberglass rather than steel because of the overhead power lines. A new analysis from the National Renewable Energy Laboratory (NREL) says that due to improvements in wind turbines, the U.S. wind energy potential is three times higher than previously thought, a fact taken into consideration during a meeting between governors of the Atlantic Outer Continental Shelf region and U.S. Secretary of the Interior Ken Salazar. Salazar vowed to work closely with Atlantic Coast states to streamline permitting and offshore wind development in order to identify suited areas and discourage too-soon claims.

In other parts of the world, Clipper Windpower broke ground on a new offshore wind turbine blade manufacturing plant in Tyne, U.K. The facility will be used to develop 72-meter-long blades. Australia opened its 11^th wind farm, located in the country’s southern region, which will generate enough energy to power the equivalent of 30,000 homes or eight percent of the population. Chevron will soon be constructing a new solar panel facility in Questa, New Mexico, and once completed will be the largest concentration of solar panels in the U.S.

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Habib Dagher from the University of Maine spoke to a swelling audience on the last day of COMPOSITES 2010 on the window of opportunity available to composites manufacturers within the wind energy market.

Within the U.S. the largest concentration of people is within the northeast corridor, roughly the size of a misshapen Texas. Approximately 55 million people live, work and burn through high energy bills, all while untapped potential lies nearby.

However, the U.S. now has a goal: generate 20 percent of the nation’s electricity from wind energy by the year 2030. This includes not only land turbines but offshore ones as well. Currently the U.S. has several proposed offshore projects, mostly within the Northeast, but zero installed. Whereas the U.K. alone is pushing forward, contractors and all, on a $12 billion offshore project. Dagher estimates that within the U.S., $200 billion will be spent on offshore wind with blades alone accounting for 10 percent of the cost—which is a huge opportunity for the composites industry. “Offshore wind turbines offer a great deal of opportunity because they require different things compared to land turbines,” he says. But Dagher also pointed out some obstacles that impede progress. “Offshore turbines need to be longer and more durable within salt water to limit maintenance costs. After all, who wants to go 15 miles offshore and fix a broken turbine that’s 300 feet in the air?”

Dagher emphasized that the offshore market is slowly evolving. It’s new and has room for vast improvements within product use, installation capabilities and maintenance. “That gives composite manufacturers the opportunity to develop new resins and coating systems as well as develop solutions on how to anchor turbines that will be installed in transitional and deeper waters (over 200 feet),” he says. “Do you ask a boat builder to go 15 miles offshore and build a boat? No! But right now, that’s what offshore turbine installers have to do.” If the composites industry can find a more durable solution and an easier way to install these turbines, it’s not just a window of growth opportunity for the market: it’s a wide open door.

ACG's new resin is used in many applications, including satellite projects.

We’re not beaming this news from space, but Advanced Composites Group Ltd. (ACG) has continued the development of HTM 143, a cyanate ester system which has been specified on a number of large satellite projects. The company says the low moisture pick-up resin matrix, which has a 0.55 percent weight gain on neat resin, exhibits one of the lowest moisture pick-up rates of all cyanate ester systems currently on the market. Measured on typical high modulus carbon laminate, the outgassing characteristics of HTM143 meet mass loss, recovered mass loss, and collected volatile condensable material limits required by NASA. The system has an out life of 21 days and is available for use with a wide range of unidirectional, biaxial and woven carbon fiber materials.

In a similar refinement focus, Accu-Router, Inc. announced its latest Fanuc CNC control (0i-MD Series) has been fully integrated into its High Velocity machines. Among the new features offered include automatic cornering software for maximum cornering speeds and advanced look-ahead capability. The company also focused on making block processing speeds and closed loop feedback accomplish at faster rates. The desired end result is the ability to achieve machine motion and machining rates as much as five times faster than older CNC machines, as well as automatic cornering speeds that can reduce cycle times up to 30 percent. The company also has a Green CNC remanufacturing program upgrades older Accu-Routers with the new mechanical components.

If you’re on the docks ready to set sail, LRM Industries International, Inc. could provide your composite foundation. It has released EverDock modular dock panels, the first product in its family of innovative and environmentally friendly thermoplastic marine dock solutions. The 2 ft. long by 4 ft. wide panels replace treated wood or synthetic lumber board decking with a durable panel, which has integrated structural support. The panels also have a 5-inch deep rib structure underneath, which the company says eliminates the need for, and expense of, stringers commonly used by existing flat-panel decking products. The panels are also designed to be easily removed for storage during winter months.

CPX Inc. wants manufacturers to think positive about ID-ing, and thus has developed In-Mold Decorating (IMD) or In-Mold Labeling (IML), a process for labeling or decorating a thermoplastic component during the injection molding cycle. In the IMD / IML process, a label or printed film is placed in the open mold and held in the desired position by vacuum, electrostatic charge, or another appropriate method. The mold closes and the plastic resin is injected thus encapsulating the label or film. The process is designed to offer design flexibility and productivity advantages over traditional post-molding decorating techniques. The company is targeting applications in the appliance, automotive, and industrial industries

Composites have a unique ability to customize content to meet varying needs said Bonnie Webster, vice president of Monroe Industries.  Her company makes and sells custom showers, counter tops and other products for consumer use.  She said the mistake most manufacturers and distributors make is not advertising the green components of their products to consumers and designers.

“It’s how you tell your story that makes a difference,” said Jack Simmons, vice president of sales for ACS International.  He emphasized that when it comes to customers, saving the environment is an emotional issue.  “People buy on emotion and justify with facts,” he said.    The recycled content of a product might not outweigh cost and color in the consumer’s mind but it can make customers feel good about their decisions.

Angela Kliever, director of marketing for ACS International explained the difference between recycled content and renewable content.  Recycled content is made from material that was destined for the landfill such as glass, plastic or metal scrap.  Renewables are produced by nature such as cork, sea shells or corn cobs. These are ideal for use as fill material that is covered by gel coat or might be used to create unusual surfaces with great customer appeal.

However, the environmentally friendly aspects of a product will not be obvious to the consumer. Marketing campaigns must include that information and right now standards have not been set on how much recycled or renewable material is required to call a product “green” said Webster.

When working with architects who are seeking LEED Certification, it’s a different story.   In designing a LEED certified building, designers are trying to reach a certain percentage of recycled or renewable material to achieve certification points.  The higher a product’s  green content, the more attractive that product will be, Simmons said.  This is one area where composites have an advantage.  Manufacturers can customize the content of a part or structure to meet the needs of the architect.

Manufacturers and distributors of composite materials need to be more creative in how they incorporate green materials in their products and how they promote products to consumers.  Webster suggested instituting energy and waste reduction programs in the plant and offices as a way to show a commitment to environmentalism.  “If the lights go on when a customer walks into your showroom, it says something about your company,” she said.