The top story in August comes in the form of a Q&A with Zoltek Automotive’s CEO David Stewart.  In the Q&A, Steward discusses which automakers are most likely to use composites, why it’s easier to use composites in wind energy and why automotive OEMs haven’t embraced composites until now.

Two other popular stories are Finding the Right Composite Retrofit and Composite Utility Pole Committee Woos Electric Co-ops.

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AWEA CEO Denise Bode shares her opinions on the growing wind energy market and the role composites can play.

Denise Bode is CEO of the American Wind Energy Association (AWEA). She is a nationally recognized energy policy expert and has more than 30 years experience in the energy field, including DEO of the American Clean Skies Foundation, President of the Independent Petroleum Association of America and a tax partner in a D.C.-based law firm. Bode shares her opinions on the growing wind energy market and the role composites can play.

How has the wind industry changed over the past few years?

The American wind industry has grown rapidly in the recent past and now provides about 85,000 American jobs. The data we have from AWEA members shows they have increased domestic manufacturing twelve-fold since 2004 and invested over $1 billion in U.S. wind manufacturing facilities in the last three years.

How do you see that percentage increasing further?

Over 50 percent of the 8,000 component parts of wind turbines used in the U.S. are manufactured in the U.S., up from 25 percent a few years ago. Our goal is to increase that percentage as quickly as possible by recruiting supply chain companies from across all over the world, to build manufacturing plants in the U.S. Passing a renewable electricity standard (RES) would help persuade those companies by creating demand for wind components.

What technology has given the wind energy market the biggest boost?

There have been a series of incremental improvements in an industry where a new generation of equipment comes along every few years. One of the smaller improvements with a big effect is taller towers. Another is variable speed drives on the turbines themselves.

What’s driving that adoption?

The adoption of taller towers is driven by the realization that greater energy-capture will more than make up for the extra cost.

What do you see as the next hot topic in wind energy?

We are working closely with members of Congress to address their concerns in wind energy and to find ways to create more American jobs. Enacting legislation such as a renewable electricity standard would provide the long-term commitment American companies need to justify investment in manufacturing facilities here in the U.S. This step alone would create more than 250,000 jobs in the next 15 years.

Where do you see the most potential for composite growth within wind energy?

Along with continuous improvement in making turbine blades bigger and lighter and replacing some nacelle components, composites could be used to make tall towers. The University of Dayton Research Institute (UDRI) has recently been awarded funding to design and test structures and materials for composite wind turbine towers up to 100 meters in height.

In your opinion what would help the composites industry expand its presence in the wind energy market?

The composite industry needs substantial R&D and commercialization funding to make the U.S. wind industry technologically and financially competitive for next-generation wind turbine designs.

How many turbines were installed in the U.S. and globally this year as compared to last year and what you expect for 2010?

The U.S. wind energy industry installed over 10,000 megawatts (MW) of new wind power generating capacity in 2009, the largest year in U.S. history, and enough to power the equivalent of 2.4 million homes or generate as much electricity as three large nuclear power plants.

How does the U.S. fare in its use of renewable energy compared to other countries?

In 2009, China passed the U.S. in new installations and in manufacturing of wind turbines. The U.S. still remains the largest market in cumulative capacity for the second year in a row but here again China is hard on our heels. If this isn’t the ‘case-closed’ evidence illustrating that America must have a stable renewable energy policy and hard targets in order to create jobs and revitalize our economy, I don’t know what is. China gets it, 37 other nations get it, and we still don’t. It is time to act now on a national RES so that America can immediately create manufacturing jobs and be the world wind power leader. The economy can’t wait, job creation can’t wait, and America can’t wait.

Is offshore energy viable? If so, when will it be a reality?

As of the end of 2009, ten countries have wind projects installed offshore providing clean, renewable electricity: Belgium, China, Denmark, Finland, Germany, Ireland, the Netherlands, Norway, Sweden, and the United Kingdom. These projects account for 2072 MW total offshore wind installed and grid connected.

How does the U.S. compare?

Offshore wind power is gaining momentum in the U.S. Both the federal government and several states established significant milestones in 2009 to encourage offshore wind power development. In April 2010, Secretary Salazar announced the Record of Decision for the Cape Wind project proposed in Nantucket Sound. This final approval demonstrates that the U.S. is serious about deploying offshore wind and about competing in the global race for manufacturing jobs.

However, long term stable policies at the national level are also necessary to provide the certainty necessary for project financing and U.S. manufacturing growth.

How has AWEA evolved?

Formed in 1974 and based in Washington D.C., we promote wind energy as a clean source of electricity for consumers in the U.S. and around the world. Through Congressional outreach and education, AWEA supports policies aimed at generating investment in the U.S. economy, improving U.S. energy security, and slowing climate change, including extension of the federal production tax credit (PTC) for wind energy, establishment of a national renewable electricity standard (RES), support for efforts to strengthen and expand the U.S. electric transmission system, and more.

What would you like to see happen with renewable energy in the next five years?

We’d like to see a 25 percent renewable electricity by 2025 standard, with a near-term target such as the 10 percent by 2012, which is the objective called for in the Obama-Biden New Energy for America plan. We’d also like a long-term extension on the Renewable Energy Production Tax credit to ensure policy stability. Also, legislation to develop a high-voltage interstate transmission highway system for renewable energy.

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Scottish Adventurer Jock Wishart plans a rowing expedition, using composite boats, to the North Pole.

According to the latest reports, aerospace manufacturer TenCate sales doubled in the first half of 2010.

Boeing Tianjin Composites Co Ltd. plans to double the number of its employees. The company is a joint venture between Boeing and China Aviation Industry Corp.

Bicycle manufacturer Edge Composites has changed its name to Enve Composites to avoid trademark infringement in international markets.

A former employee of Fiber Glass Systems, who filed a lawsuit claiming harassment and discrimination, was awarded a substantial judgment.

Wausaukee composites received Michigan Economic Growth Authority tax credit, effectively helping the company hire more than 100 people over the next five years.

Clipper joins Minnesota wind turbine research at the University of Minnesota.

Denmark will soon get a new wind test center, located in north-western Jutland, and will soon house seven mega wind turbines for testing purposes.

TPI Composites will open a wind blade innovation center in Massachusetts and will be the center for development of advanced blade manufacturing technology.

The new Kestrel, a compact electric vehicle, is made with a composite material made from cannabis-composite material.

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Cal-EPA has proposed to regulate styrene as a carcinogen. ACMA contends that the proposal is the result of a partial and biased review of the available data: Both the European Union and an international “blue ribbon” expert panel recently reviewed extensive styrene health data and determined that styrene is not likely to cause cancer in humans.

During the event, visits were made to 35 California State Senators and Assemblypersons in an effort to educate and advocate support on the styrene issue. Participants asked their representatives to support reform by the Governor’s office of the Cal-EPA process for assessing chemical health hazards.

After what he considers a round of successful visits, ACMA’s John Schweitzer, senior director of government affairs, said that, “the industry is moving to further educate the legislative offices that were part of the visits, and ACMA is working with them to develop a legislative strategy. As the strategy is implemented, industry members will be asked to again contact their legislators.”

Graham Harvey - General Manager: Marine, Gurit

Graham Harvey started as a structural engineer for Brown and Root. He became interested in composites and joined the marine industry 22 years ago. Looking ahead, he shares his views of the growth, and growing pains, composites have in store.

How have you seen the marine industry change in the last couple years?

Overall, there’s been tremendous reduction, especially in the last 18 months. There have also been a lot of changes in the way things are done technically with more people moving toward composites within the mainstream leisure market.

What are some growing trends?

I see more focus on health and safety activities, so lower styrene use along with more work in closed molding and vacuum bagging. We see a general trend of people discovering how they can industrialize their operations. Everyone wants to have lower prices and good quality, and they’re looking for production solutions to achieve that.

Have you seen much economic improvement in the marine industry recently?

People are reordering supplies and of course they want/need fast service in order to meet their own customer’s orders and stay competitive. At the moment, we’re cautiously optimistic.

How have you seen the composites industry evolve?

Composites used to be very esoteric, high-tech stuff. Now people are used to it. We’ve moved from the “unusual and rare” category to “very useful.” The way to move forward is to customize to meet people’s needs.

Within Gurit there are three main business units: marine, transportation and wind energy. Wind energy is a growing market with large customers and large volume orders. Within transportation we have aerospace and automotive, where customers like Aston Martin are using more composites steadily. The marine industry is fragmented. While still growing, it really only has one or two large companies, while the majority are reasonably small. On the automotive side, we actually make panels because the sector hasn’t had a composite manufacturer that can hit those quality requirements. But in marine we don’t because the need isn’t there.

What is the fastest growing market of the three?

Wind energy is the fastest growing market- it makes up 60 percent of our composite business. Turbine manufacturers are using composites extensively in blades and nacelles. The transportation industry is growing and we see it as a very long-term industry. Within transportation composites are used in aircraft interiors because of its fire retardant properties.

What are trends you see in marine materials purchased?

Each segment is so different. For example, in yachts competing in the America’s Cup, they want the ultimate in lightweight, a stiffness-driven carbon and nomex structure. They are after an edge, searching for the latest developments in materials technology with a track record of reliability. After all, if it’s the lightest but doesn’t complete the course it’s failed.

Within recreational boats, their requirements for materials are cost and rapid production techniques. In 2007-2008 it was, “how fast could I get through the process?” Now, manufacturers aren’t at capacity and cost is more critical than cycle time.

Where are you focusing your efforts in 2010?

There are a lot of 6- to 9-meter boats out there. They might not be core structures, but they’re built very simply, and our aim is to grow into that market. The latest solution we’ve come up with is our SmartPac, which is basically a boat in a box. Everything is cut, labeled, and stacked in the right order, allowing greater quality control checks.

What are characteristics of a successful manufacturing company?

Whether they supply composite materials, or manufacturing a car or boat, people need a constant drive to see how they can improve processes. Good companies are run tightly. Sure, there’s the buzz word “six sigma,” but when you go into a yard you can tell if it’s run well; it’s clean, organized, they know what/when/how and activities are measure and monitored.

What characteristics are unique to the marine industry?

The marine industry is not in most cases an industrial process. If you look across the automotive or wind turbine industries, the volumes of repeatability are higher than you see in marine. There are a few exceptions with skidoos and small watercraft, but the majority of manufacturers aren’t making hundreds of boats. Most are custom, which makes it more artisan and therefore repeatability is a struggle. You get good at things when you do it a lot—not to say boat manufacturers aren’t good boat builders—simply that the more times you do something, the faster and better you can do it.

What areas could composites increase its presence?

I think composites have the leisure boating market taken care of, but I see untapped potential in larger boats, super structures, reconditioning yachts that are steel hulled and military applications. It’s difficult to say there is one single thing to make people rush across to composites. It comes down to yards that are able to deal with composites materials and quoting them in an effective manner. I mean, if composites break into bigger boats, you then are dealing with steel fabrication yards that are used to building steel or aluminum crafts. They have the facilities to build big boats, but not the technical background to do it in composites, so the price can reflect their uncertainty.

What can the industry do to educate them?

I’m a great believer that we can provide education, but it is going to be the physical demand that causes them to come looking for solutions, such as weight savings. Manufacturers will look into ways to solve the problem and through education realize it’s not that difficult to do. However, it’s a learning curve, and people don’t want to be the first in the area until it’s worked its way up. People get used to the idea and want to see a track record that it’s been out there working successfully. It’s not like you flick your fingers and people come over; it’s steady education and proof by experience.

As a company, we try to push the barriers up from where we are. We’ve been working on the big super structures and find you start at the top, and as the years go by, people get used to it and more and more parts are made of composites. Yet, I also believe that composites aren’t for everything. Steel and aluminum have a good place in our lives and we can’t replace them in everything. They sit side by side.

What are you most looking forward to?

There’s a lot of innovation within the marine industry. A good thing about the industry is that usually the people in it are passionate, which is good because it’s not always an easy ride. A manufacturer must rely on the fact that it will fluctuate and keep moving forward. It’s definitely what’s kept me going for 20 years. And to know that what you can’t do now, in two to three years time technology will advance enough to allow you to do it. For example, years ago we started trying to get fire and toxicity ratings to enable us to enter the more commercial craft segment. We were not successful at the time, but we now have epoxy-based systems that mean structural properties and fire retardancy are incorporated together, rather than as additional paneling which adds weight and cost.. I’m looking forward to fire-retardant systems that are epoxy based and can therefore be built into the boat structure instead of having to add additional protection, which adds weight and cost.

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Researchers at the Fraunhofer Institute for Chemical Technology have developed a new thermoplastic fiber composite for safer cars.

An SPE conference keynote speaker from McLaren Automotive will discuss the company’s carbon fiber-reinforced-plastic safety cell or MonoCell.

Wausaukee Composites received tax credits from Michigan to help hire 100 workers during the next five years.

Fiberglass boat sales dropped sharply in July.

A study conducted by the Global Wind Energy Council and the Indian Wind Turbine Manufacturers Association found wind energy can generate up to 24 percent of the country’s total power by 2030.

Renewable energy is seen as the new cash crop for British Farmers.

Dow Venture Capital group made a minority equity investment in Blade Dynamics, a designer and manufacturer of advanced wind turbine blades.

Norwegian-based turbine manufacturer Statoil is considering sites off Scotland and the eastern U.S. to test its floating wind farm.

Aerospace-parts manufacturer Royal Plastics changed its name to Royal Engineered Composites, which the company says more accurately reflects its name.

The landing gear on the Virgin Galactic space tourism jet collapsed during a test flight on Thursday. However, manufacturer Scaled Composites called it a “minor incident.”

Ocean Renewable Power Company successfully generated grid-compatible energy with its 60-kilowatt tidal power generator installed off the coast of Maine.

Former Vestas employees formed a new company, Sureblades, and re-opened a closed turbine plant in Isle of Wight.

Duke Energy dropped plans to install demonstration wind turbines off the coast of North Carolina, citing the project was too small to be worth the cost.

The global cast polymer market will grow by 9 percent, according to a new report.

TPI Composites adds a supply chain expert from GE to its board of directors.

Construction has begun on the National Composites Centre in Bristol.

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“We were invited to meet with two subcommittees of the NRECA, the Electrical Transmission Specifications and the Overhead Distribution subcommittees, in order to brief them on the benefits of using composites technology within the utilities infrastructure,” said Brian Lacoursiere, head of the UCS-WG and director of Public Affairs at RS Technologies. “In an earlier meeting we had with the Department of Energy (DOE), we learned that all the U.S. governmental departments were mandated to find ways of hardening the grid (make them more resistant to natural disasters) and using more environmentally friendly products wherever possible. With this in mind, we wanted to educate the NRECA on the cost and environmental benefits of composite utility poles. We also wanted to try and get them thinking not only of the purchase price, but of the overall life cycle of the pole. We understand composite poles are slightly more expensive up front, but by the time you factor in installation and maintenance costs, composites are far more cost efficient.”

The NRECA represents the 800 co-ops across the U.S. and by working with NRECA on specs for transmission poles, effectively updating the standards for distribution and transmission poles, the UCS-WG feels orders for composite poles would increase and become steadier. “Instead of four or five, co-ops would order 20 to 30 on a consistent basis as they became more familiar with them,” says Lacoursiere.

After filtering questions about FRP composites, its performance in certain applications and where they were installed, the subcommittees agreed to let the UCS-WG revise and update specs currently used by the NRECA and its coops. “Support by the committee will be critical in developing a specification for FRP poles,” says John Busel, ACMA’s director of CGI. “We hoped to gain trust and credibility with this end-user organization and we were met very openly; they wanted to understand more about FRP composites and how they could be used.” The group aims to have a completed draft by the end of September that will make it easier for administrators in rural electric co-ops to apply for funds and authorization to use FRP poles. Once the draft is complete, the subcommittees will review the draft for approval.”

Applications such as this bio-fiber door will help composites in lightweight applications to meet new fuel economy standards.

In April, the U.S. Department of Transportation (DOT) and the U.S. Environmental Protection Agency (EPA) jointly established new federal rules that set the first-ever national greenhouse gas (GHG) emissions standards for all new passenger cars and light trucks sold in the United States. The rules, which will significantly increase the fuel economy of the vehicles starting with the 2012 model year, will conserve about 1.8 billion barrels of oil, and reduce nearly a billion tons of GHG emissions over the lives of the vehicles covered and give lightweighting composites an opportunity to shine.

The final rules, issued by DOT’s National Highway Traffic Safety Administration (NHTSA) and EPA, establish increasingly stringent fuel economy standards under NHTSA’s Corporate Average Fuel Economy program and GHG emission standards under the Clean Air Act for vehicles produced in model years 2012 through 2016.

Starting with 2012 model year vehicles, the rules require automakers to improve fleet-wide fuel economy and reduce fleet-wide GHG emissions by approximately five percent every year. NHTSA has established fuel economy standards that strengthen each year, reaching an estimated 34.1 miles per gallon by 2016.

So what exactly does this mean for composites? A greater focus on fuel economy brings lightweighting to the forefront. With an oft-cited advantage of composites being a lighter alternative to substances such as metal, it only seems natural that composites emerge as a prime option to meet this directive.

John Schweitzer, senior director of government affairs for the American Composites Manufacturers Association (ACMA) says there’s a vehicle technology program at DOE that has a list of technologies for applications like hybrid engines and alternative fuel vehicles. “The problem is, it skips over glass composite materials and goes on to things like carbon nanotubes, lignum and magnesium. I think composites should be in that mix, but they’re not, even though they can offer a significant improvement in fuel economy through weight reduction.”

However, Jim deVries, manager of the manufacturing research department at Ford Research Laboratories, says conventional composites alone may not be enough. “Glass composites do not achieve the weight savings created in aluminum and magnesium, so I think the composites industry must look towards alternative reinforcements, ways to make conventional composites more lightweight.”

Which Fibers Win Out?

Carbon fiber represents a more commonplace solution to the lightweighting issue. “We see more emphasis on carbon fiber,” says Hamid Kia, group manager for polymer composites at General Motors. “The dollar-per-pound saved related to mass savings is going up because companies are more willing to pay more up front.”

The problem is that the material has always been too expensive. “Carbon fiber may be the next big composite material for the automotive industries, but for that to occur, the price of carbon fiber has to go down,” says deVries.

Natural fibers such as flax and hemp could play a larger role in achieving these standards, and composites are fully capable of being involved. “The need for renewable sources has been driving more emphasis on natural fiber and developing composites,” says Kia.

“This material is strong in its natural form and is rapidly renewing. It plays right into the green initiative that’s emerging,” says Mark Townsley, ground transportation engineer at the Composites Innovation Centre (CIC) in Winnipeg, Canada. CIC has an internal program of commercializing hemp bio-fibers, and the institution is hard at work on developing parts to meet this need.

Last December, CIC started work on a natural fiber battery door for a J4500 motor coach. Townsley, had worked at Motor coach Industries for over a decade and worked with them on manufacturing the product using a typical sandwich construction in a light RTM mold.

As one might expect with an emerging building material, there were challenges. “In the first tests, the permeability wasn’t as good as we wanted,” says Townsley. “We did mechanical and flex sandwich testing of the pure hemp material and found it wasn’t great when compared to glass. We went back and combined some glass fiber with it and managed to get some good parts using that technique, so we used the hybrid lay-up for the door.”

So far, the bio-materials are slightly heavier than fiberglass (about two percent). The material itself is lighter, but becomes heavier because it tends to soak up resin. “As we design the mats to become more permeable in the closed molding form, we hope to tailor it to weigh less than glass,” says Townsley.

Thanks in part to Townsley’s past employment, CIC has good connections with all local ground transportation manufacturers. “Transportation companies are keen on using the green products. It’s more important to people than many realize. It didn’t take much convincing to actually try them. Everybody’s game to try new things,” he says.

Of course, anyone can try something, but real-world adoption is a different matter. “There can be a lot of excitement generated in bio-based materials but in doing so, there is a lot of work that needs to be done to make these compatible with the automotive environment, whether it is humidity or heat or so forth,” says deVries.

For its part, CIC is also concerned about cost as they attempt to commercialize natural fibers on a global scale. “If it doesn’t compete price-wise to existing materials, we have to make sure it does,” says Townsley. “We’re very cognizant of what we have to do. Our stuff is being done on prototype lines and experimental lines, so it is more expensive now. These are low-quality experimental runs right now, but I have every confidence that they’ll cost less, especially with the rise of fuel costs to process existing materials. Those and transportation costs will factor into the lower costs.”

Projects like CIC’s bus cover are just the first step on the auto industry’s path to achieve better fuel economy. Lightweighting is a straightforward method in accomplishing that goal, and composites companies may do well to jump on the idea now and connect their product with that concept.

Dirk Plas – President, BYK, USA

BYK makes additives for composite applications in the construction, transportation, automotive, recreation, and wind energy markets. Applications include wind blades, fiberglass tubs, boat hulls, automotive body panels, and duroskins for fiberglass doors. The additives are designed to improve the processing or air release in spray-up and lay-up manufacturing as well as the casting process (marble, solid surface). Dirk Plas, BYK-USA president, discusses his view of the composites industry.

What markets are you more focused on?

The area we’re most focused on is anything to do with energy savings, which includes “green” and wind energy. Many customers are working actively to replace existing raw materials with more sustainable materials. There’s a lot of money being invested there. There’s a very significant focus right now on developing alternative energy technologies. There’s a high demand for green products and more money going into that area. A lot of our customers need help in making these new materials work.

What challenges do your customers have?

When formulating with green products, there are challenges with regard to compatibility. Customers are always looking for ways to reduce scrap. Anytime you make a composite, you have an air release problem. Filler materials help make composites more cost competitive, and so do the wetting and dispersing additives. These additives reduce rollout time and filler increase.

Is the “green” movement here to stay?

I think so. Green doesn’t necessarily have to be expensive. Some industries will be slow to adopt, but ultimately it’s not a fad, and it’s not going away.

What is the state of the additives industry?

Like everyone else, we suffered a decline at the end of 2008 that continued through 2009. Things have started to improve; however, the market was already competitive but has become even more so. Everyone’s looking for new business, scrambling after stimulus dollars and looking for new areas. As a result, competitors are also moving into new areas. But we’re also doing the same thing. We’re not seeing a lot of consolidation, but rather more people coming into the market.

How has the market changed in the past decade?

The market for additives in composites isn’t an old market, so we’ve seen a lot of growth. New technologies are being developed and it’s still a growing market. Our company in particular started focusing on the composites industry about 20 years ago, and we began seeing strong market pickup.

Perhaps the biggest difference is that now, we get more demands or requests for composites that are highly flame-retardant because reduced emissions of the actual composite are a more important factor. In any industry, everything focuses on low VOCs. Personal safety for the workers, the people who work in manufacturing, is always important. Nanoadditives have also come on strongly in the last three to four years in the composites market. There have been a lot of government regulations, particularly in regard to styrene. ACMA has been an active voice in regard to styrene regulation.

How do you see the styrene issue playing out?

I speculate we have reached the minimum amount of styrene that we can work with. I don’t think those can go much lower. There are trends in development that are styrene-free, but I don’t think the government will push much for us to reduce styrene content. Styrene is an integral part of the polyester, which is responsible for cross-linking in chemical processes. It has over 50 years of historical use in these types of composites. It will be difficult, if not impossible, to take them out in the next few years. Alternatives to styrene do not offer same type of historical use or consistency in use. Partial replacements could occur in the near future, but we’re talking about a very long time to make a total replacement.

How will the composites industry change in the next five years?

I think lower densities and lighter weight composites will be a trend for all applications. Everyone’s always looking for stronger composites, so that will be a trend. Renewable resources will continue to grow. You’ll also see an increase in coupling agents that will increase the physical properties of composites. Nanoadditives will emerge more and more for certain applications such as antimicrobial tendencies.

In aviation, there’s a big push for carbon fiber. It’s a little bit of a fragmented, niche application market, so it’s hard for us to focus on that market. We want to though, because we believe it’s an area where composites is going to grow. Technology in aviation sometimes transfers to automotive, so we’ll see a trend in that direction.

From your viewpoint, how can composites grow?

There needs to be more applications away from steel, aluminum, and wood. The standard approach composites has had for years is converting applications, but there needs to be more of a focus on day-to-day growth. That approach has picked up in the construction market and has helped reinvigorate the infrastructure market. Those two areas have strong immediate and long-term growth opportunities.

What segments have been hit hardest?

The recreation market was down almost 80 percent in 2009. It has recouped a little bit since then, but it’ll be a long-term process to get back to where it used to be. A lot of baby boomers are coming onto the market, and they may be interested in RVs, so that might drive growth a bit. Concerning boats, manufacturers have had success with making boat hulls from composites. You can see a conversion to infusion-molding and vacuum bag from spray-up and lay-up. I think companies that make RV parts can diversify by integrating their parts into construction or fire-retardant panels.

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The Seattle Boat Show took place last week, giving attendees a chance to shop around with 90-minute sailboat rides, free stand up paddleboard lessons and other demos.

Seawind Catamarans was named the Australian Marine Exporter of the Year during the Sydney International Boat Show.

Florida-based Catalina Yachts launched its new Catalina 355.

California candidate for senate Carly Fiorna visited SnugTop Custom Fiberglass Manufacturing last week.

North Fork Composites’s owner was named a defendant in a lawsuit filed by his former company over trademark use for fishing products.

ASA Manufacturing Inc. caught fire last week. The plant, which makes fiberglass structures for theme parks, was almost destroyed.

Miles Fiberglass received a $50,000 grant from the Oregon Business Development Dept. to help create jobs that support wind energy.

Matrix Composites & Engineering recorded more than $18 million profit last year.

Now one of the biggest cultured marble companies in the southeast, Atlanta Marble Manufacturing is celebrating 40 years in business.

Continental Structural Plastics is closing an Ohio plant and moving its production to India.

Turkish Aerospace Industries delivered its first composite prototype for the new F-35 Lightning II.

ATK and NASA will begin the second ground test of the Ares five-segment solid rocket motor at the end of August.

Renovalia Energy invests 220 million in Canadian wind farm, scheduled to begin in early 2011.

The British government plans to install solar panels and wind turbines to every public building and hospital car park, giving local authorities a way to earn up to 100 million pounds a year from electricity generation.

Siemens Canada will build new turbine blade factory in Ontario, employing 300 people.

Beacon Power began construction on a flywheel energy plant in New York, made of carbon-fiber composite material, which will reduce emissions by 82 percent and provide 10 percent of the state’s energy.

Struggling solar panel maker Energy Conversion Devices will eliminate 140 U.S. jobs as it shifts production from Michigan to Mexico to save money.

Australia-based AGL Energy announced a joint venture wind farm with New Zealand-based Meridian Energy. Construction of the Victoria farm will begin by early 2013.

Former GE executive joined wind turbine manufacturer TPI Composites.

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