Composite market growth steams ahead in Asia

Asia already accounts for around 42% of global composites production. By 2015 it could well account for half, based on current growth trends.

In the words of Frédérique Mutel, president and CEO of JEC Composites, organizer of the JEC Asia trade show in Singapore in October, “Despite the effects of the current worldwide crisis, the Asian composites market is full of long-term growth opportunities.” The four main sectors driving growth have been construction, automotive, aeronautics, and wind energy.

Case in point: According to a presentation at the show by Lu Qin, secretary general of the China Composites Industry Assn., China installed 6300 MW of wind turbine capacity in 2008 alone, which was more than the overall capacity installed prior. Total generation capacity was thereby boosted to 12,210 MW. This investment also saw a substantial rise in the applications of liquid resin impregnation processes in China. Other growth drivers for composites processing on the Mainland include development of a regional jet, with its maiden flight set for 2014. Called the C919, it will seat 190 and be ready for commercial service by 2016.

While composites consumption is leveling off in mature markets such as Japan, there are some bright spots. An aging population is presenting opportunities for easy-access and portable baths, while environmental concerns will continue to bring about opportunities in lightweighting of automobiles. “We’re also seeing more retrofitting of composite-based operator rooms on commuter trains,” says Kanemasa Nomaguchi, board member of the Japan Reinforced Plastics Society (Tokyo).

Auto options aplenty
In the automotive sector, polypropylene composites reinforced with palm fiber have been used in parcel trays by Malaysian automakers Proton and Perodua for the last five years, and now the Japanese and Korean carmakers are showing interest. PolyComposite (Selangor, Malaysia) general manager Abdul Razak Rohany says the first confirmed use of its Polymex natural-fiber-reinforced thermoplastic composites in a Japanese vehicle will be the Malaysian-assembled Toyota Vios subcompact sedan starting in March 2010. Honda and Hyundai are reportedly also interested in the use of palm-fiber-based composites in their Malaysian-built vehicles.

“Palm fiber is a tough fiber, and it’s hard to pulverize, but it does result in better impact strength than wood chip composites,” says Rohany. “Further, it does not require a coupling agent because of its good affinity to PP, and it is cost competitive.” Rohany sees door trim emerging as a new application.

Another promising automotive outlet for composites are natural-gas-powered vehicles. The global natural-gas vehicle population is forecast to grow at an annual rate of 15%/year through 2020, when 50 million such vehicles will be in the market, many in Asia. And while steel remains the material of choice for compressed natural gas (CNG) cylinders today, “Type 4” fiber-reinforced composite cylinders incorporating high-density polyethylene (HDPE) liners make a lot of sense for commercial vehicles such as buses.

Explains Thierry Deconinck, marketing manager, ASEAN, at Owens Corning affiliate OCV (Thailand) Co., “Cost is the main barrier for composite tanks, but this is less of an issue for commercial vehicles where maximizing the range between refuels is a priority. You want to keep the vehicle on the road as long as possible so you typically use up to six 200-liter cylinders for a bus.” He adds, “Because composite cylinders are up to 75% lighter than steel ones, fuel economy improves, but you can also install the cylinders in the roof area, thereby enabling a low floor height for easy entry.” Steel cylinders need to be installed under the floor as otherwise a bus would become too top-heavy.

Composite cylinders also allow for better design freedom and integration into vehicle designs. “This is particularly important given that cylinders are more likely to be installed in new vehicles rather than retrofitted,” says Deconinck.

Owens Corning offers XStrand glass fibers as a lower-cost (40% less) reinforcement alternative to carbon fiber for composite tanks, albeit at a weight penalty. A 190-liter tank using XStrand weighs approximately 100 kg, vs. 50 kg for a carbon-fiber-reinforced tank, and more than 200 kg for a steel tank.

Composite construction
In construction, composite panels are seen as one solution to tackling the labor shortage in Malaysia. Habibur Rahman Ibrahim, director at local processor DK Composites (Melaka), believes that industrialized building systems are a promising technology in this respect. However, Ibrahim does see several hurdles to overcome, not least of which are architects who may be averse to modular designs, given that they make money out of designing highly customized, creative structures. “Architects are increasingly aware of composites, but they’re not moving quickly enough,” he notes. He pointed to the success of Japan, South Korea, and Taiwan in incorporating modular designs into bathrooms to accommodate small installation spaces, while at the same time reducing installation effort.

DK Composites is also one of the leading suppliers of composite domes to the Muslim world. “Shipping costs to the Middle East and overcoming the region’s sweltering heat are key challenges in serving this market,” notes Ibrahim. The company has supplied 120 composite domes lined with 22-carat gold to the Kempinski Hotel in Dubai.

In materials developments unveiled at JEC Asia, Australian Composites Pty Ltd. (Moorabbin, VIC) announced a range of UV-curing, flame-resistant polyester and vinyl ester prepregs called Auspreg 986T, which have just achieved the highest possible ratings for fire testing on building materials and structures. Independent testing by Exova Warringtonfire (Warrington, UK) confirmed the materials meet BS 476 Parts 6 (Class 0) and Parts 7 (Index 1) standards, which are widely used for manufacturing fireproof interior parts for commuter mass transit.

Manufacturers of fire-resistant composite parts for trains, trams, and buses have up until now only had the option of using epoxy or phenolic resin systems. These have short shelf lives, require refrigeration in shipping and storage, and must be cured under heat and pressure for up to 8 hours in autoclaves, according to Australian Composites CEO Daniel Leipnik. “Auspreg 986T remains usable at room temperature for over 12 months and cures in a matter of minutes per layer under standard factory lighting or natural sunlight,” he says. The materials can also be cured in multiple layers in a one-step process for thicker (up to 90 mm) or stronger parts.

Leipnik believes several large business opportunities with stringent ratings for fire testing exist for the new product. “The global demand for flame-resistant composite parts is substantial and growing as billions of people turn to public transport as their daily travel means. Just think of all the structures such as internal walls, paneling, bulkheads, luggage compartments, and seating in trains, buses, trams, and ferries that all use composites and must be resistant to flame.”

Think of it, indeed; composite plastics’ future remains broad-based and full of opportunity. —Stephen Moore