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OAR Box 1872 

Prepped by Keeia Richards 

Document Number: 

17) II-I-66 

Docket Number: 

A-90-19 

Printed 11/26/2008 8:51:49 AM Sheet 17 of 204 
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A-90-H 

Transport 

By BENNO QROENEVELD 

The adhesives and sealants markets 

for transportation applications Have" 

beeQjr^ingJfegSil^neT^flJlystl^x -

pecllbetreDd tp -Qntirme. 

Currently, the best estimates put total 

sales'oTaijiiesTv-es and seaJan[^arjl'"E]lio'ii 

per^frTiTiSe^orTjr£mencar|marjie t and 

a I -roi<n3T|fu*-niioh*worldwrJe~ 

-onsuHanfTafry rfosenrjerg of Chem Systems (Tarrytown, NY.) esJiflialgiJlSfiJiLai 

licsivcsip the I IS automotive industry al " 100 

loJRlO_ million pounds pef~year.< Growth 

pi ospecis are noooT^etween 5 to'10 percent 

ncr year over the nexi five"years. maybe *7 

percent per year.1' lha l is significant growth 

according lo Mr. Rosenberg, "anything that 

grows by more than GNP is doing quite well." 

Robert Burke',1 vice-president marketing 

for National Starch and Cheinical Corporalion's Thiem Division estimates that the automotive industry currently uses approximately 180 million dry lbs/year of adhesives 

and sealants. 65 lo 70 percent of that amount 

being adhesives, the rest sealants. 

Phil Phillips of Ihe Clieinark Consulting 

Group (Cincinnati) estimates that total US 

consumption for structural adhesives in 1988 

was wurlli inure than $550 million. He predicts growth over the next five years at more 

than twice the GNP rate with "especially 

rapid growth of adhesives use j n autpjifojive 

apWeaTiiini^' 

COMPOSITE GROWTH 

The growth of the use of composite material in cars and planes is the main driving 

force behind the growth in adhesives use. 

General Motor's new APV mini van is pointing the way. Its assembly line wil l use approximately 1500 gallons of adhesives a day. 

Manufacturers of planes and cars are constantly looking for ways to make their products lighter, and using composite parts is the 

best way to achieve weight reductions. They 

need to be bonded together chemically and 

this results in increasing adhesive and 

sealant consumption. 

Lower weight is especially important in 

the aviation industry, where each pound 

saved in construction can mean major savings in fuel consumption over the life of an 

airplane. For example, Dutch aircraf t 

builder Fokker says thai in its new Fokker 

100 plane, adhesive bonding results in a 450 

pound reduction in manufacturer's empty 

weight in comparison with more conventional construction methods. 

With only 50 to 60 percent of the automotive market, aviation adhesives are a relatively small field, estimates Ji m McGovern, 

marketing manager of Emerson & Cuming 

Inc. (Woburn, Mass.), a subsidiary of W.R. 

Grace. "There are fewer airplanes built than 

cars," says Mr. McGovern, "but planes use a 

higher amount of adhesive material per vehicle." 

Major differences between adhesives for 

the automotive and the aviation industry are 

primarily in the areas of strength and curing 

lime. Adhesives in planes have lo be able to 

withstand much greater stress and higher 

temperature differences than those used in 

tars. 

The temperature requirement for an adhesive used in Ihe automotive area might vary 

from -40°F in Winter in the northern US to 

400 or 500 degrees F for use under the hood. 

Tom Tagney, a technical specialist in the 

pressure sensitive adhesives development 

area at Dow Corning (Midland, Mich), says: 

"An airplane at 40,000 or 50,000 ft. is exposed 

to very low temperatures and. at the same 

lime, there are parts thai get quite warm." 

There are other differences as well, notes 

Mr. McGovern. "An adhesive has lo be resistant to various fluids that are used in the 

environment where it is applied. In automotive application that means oil, gas or transmission fluid. In aviation, in addition lo the 

oils and the kerosenes, the adhesive materials have to be resistant lo hydraulic fluid, and 

jet hydraulic fluid typically is pretty nasty 

stuff. They are phosphate ester compounds, 

and there isn't much thai is very resistant to 

those kinds of materials." 

Another difference in adhesives results 

from Ihe way cars and planes are put together. In automobile plants the speed of Ihe 

assembly line is a major factor and materials 

have to be bonded together in seconds. In 

aviation, longer curing periods are common. 

Michael Cichon, pruducl manager at the adhesives and structural materials division of 

Dexter-Hysol, Piltsburg, Calif, calls a onehour curing process at 250 or 350 degrees F 

"almost an industry standard." 

The form of the adhesives is different too. 

The aerospace industry uses a much larger 

amount of film adhesives. "They are bonding 

large structures where it is essential to have 

controlled thickness and weight. You can 

only du that with a film adhesive," Mr. Cichon 

explains. 

In terms of similarities, manufacturers of 

adhesives for aviation and automotive applications are moving away from solvent-based 

materials and are increasingly making water-based adhesives. 

Mobay Corporation, for example, has introduced a line of "Dispercoll" dispersion, 

which — Ihe company claims — reduce the 

solvent content of the adhesive to 5 percent 

or less, compared to the 60 percent to 80 

percent level in previous materials. The new 

material is a little more expensive, says Kenneth Eismann, market manager adhesive 

raw materials of Mobay's plastics and rubber division (Pittsburgh, Penn.) "I n raw polymer cost a general number would be $2/dry 

lb. for solvent-based, and 84/dry lb. for the 

aqueous material. But keep in mind that solvents have to be burned or recovered, that 

becomes an expensive material also," says 

Mr. Eismann. 

The adhesive and sealants industry has 

seen a number of acquisitions over the past 

years. Major players are buying others. For 

AEROSPACE: Advances in adhesive materials 

allow engineers greater freedom of design. 

example, H.B. Fuller (St. Paul, Minn.) bought 

Terrell in 1988; American Cyanamid (Wayne, 

N.J.) bought Conap in 1988 and National 

Starch added Thiem in January 1989. 

A number of factors specific to the automotive and aviation industry contribute to 

(his growing concentration. 

Liability is a big factor. Says Chemsystem's Mr. Rosenberg, "If you are pulling together an adhesive for bags, and you have a 

failure, the customer wil l be unhappy. But 

when you have a 8100-million plane and a 

portion of the body falls apart, you can imagine what you are dealing with here. So, i l 

becomes a high-tech, high-risk area " in 

which small companies have trouble playing. 

Jim McGovern of Emerson It Cuming says 

lhat making adhesives for the aviation indust r y tends to be an expensive process. 

In addition, car manufacturers are Increasingly shifting Ihe burden of materials 

testing to the suppliers. Ford is the only manufacturer lhat still does some of its own testing, but that is decreasing also. 

Says the Mr. Phillips: "Thai means the suppliers literally have to go through an abundance of testing." 

Introduction of new materials is stymied 

by the nature of the market place. Because 

adhesives are a crucial material, and failure 

would have such enormous consequences, 

manufacturers loathe to change materials 

that they have been working with and for 

which they have built a database. 

A major factor in the rising tide of adhesives 

applications is corrosion resistance. The 

move is on in warranties approaching 

100,000 miles/10 year levels. Adhesives can 

eliminate the need for metal fasteners and 

many places where rust can develop. 

In some applications adhesives are essential. Welding galvanized steel, for example, 

defeats the purpose of galvanizing in the first 

place, because it removes the rust-protecting 

layer. The use of bonding agents avoids this 

problem. 

Induction curing is one system that has 

been developed lo remove the potential of 

rust formation. Induction curing is a two-step 

method, explains Ron Anderson, business 

manager, industrial adhesives al American 

Cyanamid, used on, for example, Ihe perimeter of a door. "The outer layer is mated with 

the inner and then hemmed, so that the glue 

line is in the hem. The door assembly goes 

into an induction coil, where for about four or 

five seconds you generate 300 to 350 degrees 

F around the glue line only, partially curing 

and giving the door plenty of strength, up lo 

800 psi, for handling. The adhesive gets ils 

final cure in the electrical primer oven, 

bringing the bond up to more than 2000 psi," 

he says. 

By JOHN LIPOLD 

The futur e for acrylic s would seem 

clear. Advancin g technology and advancing returns continue to push pressure sensitives. An d water-based systems, though fa r fro m perfect, are stil l 

QUANTUM LEAPS: Changing technology is 

opening new opportunities for acrylic-based adhesives. 

grabbing the limelight . Ye l it is not certain who wil l end up the winner s in a field 

stil l being shaped by heav y development. 

Further, varying levels of integration 

mark the hierarchy of adhesive production 

here, making the stakes of those involved less 

than clear-cut. 

At one end are suppliers of acrylic acid and 

acrylate esters. These companies, large operations such as Union Carbide Corporation 

and Rohm and Haas Company, sell acrylic 

block copolymers and other adhesive precursors to formulators on the merchant market. 

Others, including National Starch and 

Chemical Company and S.C. Johnson _ Son 

Inc., make the actual adhesive formulations 

from captive production of block copolymers. They market adhesives to coalers and 

other end product manufacturers. 

Still another group consists of those companies with the capacity to produce the precursors, formulate them into adhesives and 

coat them onto tapes and labeling. 

3M, Avery Inc. and Johnson & Johnson 

Inc., which fit in here, manufacture and consume in-house about 80 percent of acrylic 

adhesives, according to industry estimates. 

Because of the varying levels of involvement in Ihe trade, esl imates diverge as to the 

exact amount of acrylic adhesive sales. But it 

is generally agreed (hat acrylics in al l forms 

of delivery — solvent-base,, aque"ous"and]jM_ 

melt — compose aTfiarket ol 4TjtnTM!lion*faJ 

sotrjnnTToji'p^as^arjwfigRC^ 

Bill BroxlermarC president of Chemark 

Consulting Group, explains that the market 

can be broken into two principal sectors. The 

larger, standard acrylics, accounts for as 

much as 85 percent of the poundage of adhesive sales. Standard acrylics are used as laminates and binders in construction and related industries. 

The remaining 15 percent is composed of 

pressure-sensitive formulations (PSA's). 

Over jh e nexUQ.yeats.-ML BrSSierman 

sajisjciyerairacrylic sales graujj] jjjjj'run'aT 

6 & iX\ combination of coating 

/^-.technologies and performance has turned pressure 

sensitive acrylics into a lucrative 

market." 

4 percent annually. But Ihe pressure sensitTv'emarTcelrvVIiereTtie real potential for expansion now lies, wil l increase at a 5.5 percent clip. 

According to Verne Sharma, business 

manager for adhesives at Rohm and Haas, It 

is a combination of coating technologies and 

performance that has turned pressure sensitive acrylics into a lucrative market. He is in 

a position to know. The company is seen as 

the largest merchant supplier of acrylic 

emulsions for adhesives and also has a large 

stake in Ihe sale of formulated PSA's. 

Aqueous technologies have received the 

most attention in recent PSA development al 

Rohm and Haas, as demand for solvent-free 

SR10 CHEMICAL MARKETING REPORTER August 28,1989 
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