Technology Needs To Support Advanced Composites In
Technology NeedsTo SupportAdvanced Composites in the UKWritten byThe Inter‐Agency Composites Group
Executive SummaryCurrent and future technological advances have the potential to make a significant shift inthe relative competitiveness of composite structures in a variety of industry sectors. The UKshould aim to position itself so that is can deliver relevant technical advances that wouldprovide a competitive advantage to UK industry.The fundamental benefits of using composite materials in applications such as transport andmoving machinery, where light-weighting improves performance and reduce carbonfootprint, presents a convincing case. In other applications the case for composites ismarginal. In civil aircraft wings composites would seem to have become the accepted wayforward, with a few exceptions, but the adoption of composites for fuselage structures isdependent on size and production rate.This report discusses some of the technologies that are currently seen as key to increasedusage of composites in a variety of industry sectors. Key sectors within the UK were invitedto present their technology needs as part of the process of identifying which technologies theUK should focus on and their requirements have been summarised in this report.The study on which this report is based was led by the Inter-agency Composites Group(IACG), which is made up of representatives from different government departments andgovernment-funded agencies working on composites. The group have been instrumental indeveloping the case for a strategy for the development of a much stronger and integratedUK Composites industry. The group have identified the challenges in each technology area,the opportunities to the UK if the technology is effectively developed and adopted. Thisreport includes a series of recommended actions to address the technology gaps andbarriers faced by the composites industry in the UK.
ContentsExecutive Summary1.Introduction2.Identification of Sector Needs3.Technology Developments4.Recycling and Sustainability5.Metrology Standards and Certification
1.IntroductionThe Inter-agency Composites Group is made up of representatives from differentGovernment Departments and funded agencies with key activities in advanced composites.The group has been instrumental in developing the case for a strategy for the developmentof a much stronger and integrated UK Composites industry. It is the group’s view thattechnological advances have the potential to make a significant shift in the relativecompetitiveness of composite structures in a variety of industry sectors and the UK shouldaim to position itself so that is can deliver relevant technical advances that could provide acompetitive advantage to UK industryThe fundamental benefits of using composite materials in applications such as transport andmoving machinery, where light-weighting can improve performance and reduce carbonfootprint, presents a convincing case. However, the business justification for adopting thesematerials is based on many additional factors. From an economic perspective this willinclude an overall cost benefit analysis that takes into consideration the final cost ofmanufacture of an item, the ability to manufacture the items at the required rate, qualityissues, and customer acceptance. From an environmental perspective a total life-cycleanalysis is required that considers factors such as the inherent energy content of thematerials in final product form, durability, sustainability and recyclability, along with theenvironmental cost of ownership of the product.In many situations the desirability of adopting a composite solution to manufacture a part isperceived as accepted. Military aircraft structures are almost exclusively produced fromcarbon fibre composites, while small to medium marine craft and all wind turbine blades areproduced from glass or glass/carbon hybrid composites. In many other applications the casefor composites needs to be examined carefully. Civil aircraft wings would seem to havebecome the accepted way forward, with a few exceptions, but the adoption of composites forfuselage structures is dependent on size and production rate.The following sections discuss some of the technologies that are currently seen as key toincreased usage of composites in a variety of industry sectors.2.Identification of Sector NeedsKey sectors within the UK were invited to present their technology needs as part of theprocess of identifying which technologies the UK should focus on. There were a number ofcommon requirements across sectors and a number that were unique to the respectivesector. This section provides a summary of the requirements by sector.2.1AutomotiveThe automotive industry is an important part of the UK economy. There are more than fortycompanies manufacturing vehicles in the UK – ranging from global volume car, van, truckand bus builders, to specialist niche makers with 1.6m cars and commercial vehiclesproduced each year, and 3.0m engines. The industry as a whole has a 51 billion turnover,
contributes 10.3 billion value added to the UK economy and creates more than 800,000jobs.Glass fibre composites are currently used for body panels, bumper beams, grill openings,and injection moulded compounds are used to produce front-end structures, and underbonnet components. To date carbon fibre composites are used in only a few consumervehicles, mainly used in Formula 1 and other high performance sports cars. However,Composites have great potential to be a key contributor to weight and CO2 emissionreduction in all types of vehicles, including buses and trucks.Challenges:The UK automotive industry has limited capacity for the manufacture of GFRP but is a majoruser of CFRP for niche vehicle production. Further development of both of these types ofcomposites is limited by a number of factors, including: Capacity – the niche industry is currently limited to low volume manufacture withhigh labour content. New cost effective, automated rapid manufacturing processesare required to preserve the UK’s market leading status in this sector and to providethe potential for an increase in the volume of production. The medium to high volumesector is limited to low volume builds for body parts, less than 25,000 units perannum for GFRP (even lower for CFRP) as over this figure metal stamping becomesmore cost effective. This limit could be raised by reduction in cost of the compositematerial used and/or the cost of production of the components. While this sectorwould benefit from the introduction of rapid, automated production, for theforeseeable future high material costs are likely to remain an obstacle for furthergrowth. Sustainability – End of life vehicle regulations mean that an increase in the use ofcomposite components in cars can only be achieved if a cost-effective recyclingstrategy is developed for these components.Technologies for recovering carbon fibre from post consumer scrap from all industrialsectors are showing promise. A strategy for incorporating this recovered material into theautomotive supply chain as a possible low cost source of fibre could deliver the material costreduction required to facilitate economic high volume production.2.2Renewable EnergyComposite materials have the potential to add benefit in a multitude of applications related tothe renewable energy sector including fuel cells, storage cylinders for compressed naturalgas, wind turbine blades and tidal power structures. The wind energy market, particularlyoffshore, offers the most immediate growth opportunities and should be one of the areas offocus for a national strategy.Offshore wind is a rapidly growing sector across Northern Europe and will play an importantpart in meeting Britain’s renewable energy and carbon emission reduction targets as well asimproving energy security by 2020 and beyond. It has the potential to employ a further
40,000-70,000 workers by 2020, bringing annual economic benefits and investment to theUK of 6-8 billion. Turbine blades are expensive and can amount to as much as 20-25% ofthe total cost of manufacture and installation of a wind turbine. It is estimated that the valueof the UK wind turbine blade market alone will be worth above 5 billion by 2020. The UK isthe largest single market for offshore wind globally.To produce higher power machines, the offshore wind industry is increasingly looking todesign and manufacture turbines with larger blades. However, the increase in size andweight requires the use of stiffer materials to prevent the blade bending and hitting the tower.This means that manufacture of larger blades necessitates changes in both materials andmanufacturing technology. Current thinking is that as offshore blade size increases, theindustry will move from the use of glass fibre composites to the use of stiffer carbon fibrecomposites.Challenges:However the UK offshore wind industry is experiencing the following issues in adopting morecomposites in its manufacturing processes: Capacity and capability – cost: the industry needs to reduce the cost of productionof large scale composite structures through use of lower cost material forms andautomation. This will require a step change in technology in excess of that requiredby the aerospace industry Capability – quality: further automation is required to increase manufacturingquality. This will improve reliability which will reduce the cost of maintenance, repairand overhaul of large turbine structures that is currently a huge expense.Capacity and capability – skills: a need to train staff to help them make thetransition from labour intensive production towards automated production.Capacity – materials: the supply of carbon fibre is a constant issue. As the amountused by the wind industry increases, existing manufacturers are looking to expandtheir manufacturing capability – Composites Technology estimated that by 2017 thewind energy industry could require 60,000 tonnes of carbon fibre per year, which iscurrently double the global production.Sustainability - although it may not be of immediate concern, the volume of bladesthat will be produced for the offshore sector in the UK means that recycling ofcomposite structures and manufacturing waste is an area that will become of interestto turbine manufacturers. 2.3ConstructionThe construction industry in the UK accounts for around 8% of GDP with an annual turnoverof 100 billion. It is five times the size of the aerospace industry and three times the size ofthe automotive industry. Within the industry 26,400 tonnes of composite materials are usedand is forecast to grow by 3.6% per annum. This is lower than growth in the EU (6%), US(5%) and Asia almost 9%.As well as environmental benefits, such as improved insulation, other advantages of the useof composite materials include fast, simple and low cost installation, durability and high loadcarrying capability. Composite materials also allow design flexibility, provide ability to; tailorstructural properties, mould complex forms and incorporate special surface finishes. The
reduced weight of composites structures in comparison to other engineering materialsmakes them suitable for offsite fabrication, which will reduce the overall environmentalimpact of a building or construction site.Current applications of composite materials range from structural to non-structural, from newdwellings to bridges, towers, office blocks, railway and airport infrastructure and generalurban furniture. The strengths in the UK are insulating structures, bridge, structural andtunnel repair.Major asset owners such as Network Rail, The Highways Agency andLondon Underground are investing in composites and have several projects completed. Theoverall majority of composites used in construction application are based on glass fibre,however there is increasing interest in the use of carbon fibre composites, particularly instructural applications such as bridges.Challenges:The construction industry faces the following issues in composites: 2.4Capability – spill-over – one of the main barriers to the increased use of compositesin the UK construction industry is a lack of knowledge and understanding of thematerials and the composites supply chain. This has led to a lack ofstandards/design codes, designers and engineers not specifying composites,misperceptions about the durability and fire performance of composites and a lack ofengineers with composites knowledge and experience in the industry. Without thisknowledge, which is more readily available in other sectors such as aerospace, thepotential increase in the use of composites in this sector owing to environmentalbenefits may stall. A further complication in the construction industry is the logisticalissue associated with secure material supply in the volumes required. The lack ofSIC codes associated with composite materials makes statistical data for this sectordifficult to generate.Leadership – co-ordinated voice for industry - a closer relationship between thecomposites community and the construction sector is needed in order to increase theexploitation of the potential benefits afforded by composites.Capacity – rapid manufacture - improved relationships could be assisted bydemonstrator projects of composites being used in a high volume constructionapplication.AerospaceThe UK has the second largest aerospace industry in the world in terms of employment andturnover, and is one of only six countries involved in the design, manufacture and marketingof the full range of aircraft products. There has been a comparatively recent and sudden risein the use of composite materials in the aerospace industry.The chart below illustrates the clear step change in the usage of composites in civil aircraft,which are shown in black, from 1995.
The high strength-to-weight ratio, excellent fatigue endurance, corrosion resistance andgreater design freedom provided by composite materials means that aircraft can bedesigned that are lighter and more aerodynamically efficient, and therefore burn less fuel,and require less maintenance. These are significant benefits for the aerospace industry,where the cost of aviation fuel and the demands set by domestic and international emissionstargets are increasing pressures.The UK, which has overall responsibility for the wings for all Airbus planes, has had a directimpact on the move towards greater usage of composite material in aircraft. The hugeamount of composite R&D work undertaken at the NCN Centre at Filton has had a directimpact on the high proportion of composite material in the A380, especially thepredominantly composite wing box.Challenges:However the UK aerospace industry faces a number of challenges in further exploiting thepotential of composites, including: Capacity – automation -. The UK needs to introduce automated manufacturingtechniques that will allow the cost effective manufacture of large, compositestructures to meet the increased production requirements of future aircraftprogrammes. Capability – material supply –Supply of carbon fibre is a key component in the UKaerospace supply chain. While supply of carbon fibre is not currently an issue, thismay change as demand for the material increases in all sectors. This should beclosely monitored such that there are readily available sources of supply to deliverthe strategic objectives of the nation. Capability – skills - A strategy needs to be put in place that addresses current skillsshortages at shop floor level (practical skills) and at a professional level (e.g. design
engineering). However the skills strategy also needs to encompass future skillsrequirements, taking into account the future technology trends within the UKaerospace composites sector. 2.5Sustainability – recycling - While the recycling of composites in the aerospaceindustry is not yet being driven by legislation, as in the automotive industry, theindustry is aware of the need to provide recycling solutions in the long term. Thiscould provide an opportunity for UK industry to develop existing capability ahead ofother international competition thereby capitalising on our existing technology lead.MarineThe UK marine sector has many SMEs that occupy niche market positions. It also hasworld-leading UK manufacturers with a significant international presence. The UK leisuremarine industry achieved revenues of 2.95 billion in 2007, which amounted to a growth ofapproximately 6% over the previous year. Of this amount, exports comprised 1.05 billion( 35.1% of turnover)[BIS Marine website]. . Exports from the UK marine sector contributegreatly to the UK's overall exports.There is already significant usage of composites in the marine industry. Composites areextensively used in recreational and utility craft (military and civil) and lifeboats. This includesthe low end of composites technology, and higher end technology such as that used in theSunseeker luxury motor yacht and the Mirabella luxury sailing yachts.It is this higher end technology area of composites that has the potential to help sustain theUK competitive position through helping new products to be produced as quickly as possible,and through allowing the development of increasingly high-tech/high value products that candifferentiate themselves in the marketplace.Challenges:There is increased competition from new entrants to the market, such as Turkey, wheresignificant investment in technology threatens to overtake the UK. This can be addressed by: Capability and capacity – sector spill-over: - the UK has significant expertise incomposites in other industry sectors, which can be transferred into the marine sector.This will help the sector to be more innovative and experimental with new materials andprocesses, making greater use of composites to produce cost effective, higher valueproducts. Capability – skills: this needs to be developed to follow the technology requirements ofthe industry.2.6Oil and GasSince the discovery of the North Sea oil and gas reserves in the 1960s, the UK has becomeone of the technology leaders in the exploration and production of oil and gas. This hasbrought international companies to the UK and has allowed UK experience to be exportedglobally. The UK offshore oil and gas industry contributes about 23 billion or 2.5% of the
UK’s GDP (UKTI 2005). The industry employs 185,000 people directly in exploration,production and supply chain operations, with another 75,000 jobs supported indirectly.The UK industry has grown from the time of the first gas discoveries in the North Sea to thecurrent deepwater hydrocarbon reservoirs west of Shetland and is placed to strengthen theinclusion of composite materials within this supply chain. Future use of composites willinclude increasing use for steel rehabilitation, thermoplastic tubulars, composites risers andplugs and inserts. However, the oil and gas sector faces some key challenges in theexploiting the potential of composites.Challenges:These include: Capability – research and skills - increased experience and understanding of theeffects of corrosive, high temperature and high pressured environment are required inorder to allow composites to be specified in significantly more oil and gas applications. Capability – research and standards - the industry has historically used steel andthere is a lack of relevant performance information, reference values or standards forcomposites to facilitate design and simulation. Capability – skills – there is a lack of engineering designers skilled in composites toapply the predictive modelling techniques used in the sector. Capability – raised awareness: – there is a reluctance to try out new technology in thissector, delaying or even preventing the adoption of new materials and processes.3.Technology Developments3.1Automated Rapid Manufacturing Technologies.One of the key technological advances required in a range of industrial sectors is the
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