U.S. Polymeric Flexible Hoseand TubingIndustryFlexible hose and tubing are old and established products, and their manufac...
electric motors need few or no hoses and tubing but since today’s hybrid vehicles still have agasoline engine, hose and tu...
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U.s. polymeric flexible hose and tubing industry

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U.s. polymeric flexible hose and tubing industry

  1. 1. U.S. Polymeric Flexible Hoseand TubingIndustryFlexible hose and tubing are old and established products, and their manufacture and sale hasbecome a moderately large and quite broad–based sector of the United States economy. Thisstudy covers flexible hose/tubing made from polymeric materials (that is, what we commonlycall plastics or rubber materials), as contrasted with rigid piping and rigid metal tubing (e.g.,aluminum and copper tubing for automobiles and refrigerators), the latter is a subset of thepiping industry. (Rigid polymeric pipe and tubing is covered at length in a recent companionBCC Research report, PLS053A, The U.S. Market for Plastic Pipe.)The broad base of the U.S. polymeric hose and tubing industry is illustrated both bythe many different materials, both elastomeric and non–elastomeric, that are used to makehose and tubing, and also by the many different markets that are served by these materials andproducts. The terms tube and tubing are also different from pipe and piping. All pipes aretubes; however, because rigid tubing is smaller in diameter and usually quite thin, it isdifferentiated from piping. We also differentiate between flexible hose and tubing. A tube isusually defined as a long cylindrical body with a hollow center that is used to convey fluids, anda hose is generally considered to be a flexible tube. However, in flexible products wedifferentiate hose and tubing by also considering tubing to be a simpler product constructedfrom a single material, while hose is a more complex structure that usually consists of threelayers: the tube itself at the center, some type of external reinforcement, and a protectivecovering material of some type.Report Details:Published: May 2013No. of Pages: 284Price: Single User License: US$5450 Corporate User License: US$9350Next, engine changes are constantly being made in the very important automotive under–the–hood hose and tubing category. Newer overhead cam four–valve engines tend to run hotterthan older push rod designs, and several of the most common elastomers, especially nitrilerubber, cannot be used at the temperatures now occurring under the hood; other materialsmust be substituted. Newer engine types, primarily hybrids at this time with electric cars stillrelatively rare, will have some effect on the use of polymeric hose and tubing. For example,
  2. 2. electric motors need few or no hoses and tubing but since today’s hybrid vehicles still have agasoline engine, hose and tubing should be needed in good quantities through our forecastperiod.Another continuing change is in motor gasoline formulations, with lowered aromatics contentand increasing use of oxygenates as octane enhancers and anti–pollution additives. Legislationcalls for the addition of oxygenates to motor fuel with increasing quantities to meet ongoingCongressional mandates: today and for the foreseeable future this additive will be ethanol. Fuellines must not only withstand new fuels and additives, but also cannot allow them to permeatethrough the hose or tube wall into the atmosphere.The ethanol situation is interesting, and it may affect the markets for flexible hose and tubing.Ethanol is water soluble, and carmakers are learning what effects it has on hoses (and engineperformance). To date it has been found that ethanol has little effect on automotive fuel lines,at least at the current 10% maximum inclusion rate. However, farm–state Congressmen andSenators are constantly pushing to get this maximum increased and have passed legislationmandating that 36 billion gallons of ethanol be blended into U.S. motor fuels by 2022. The EPA,calculating that this amount of ethanol could not be blended without increasing the ethanollevel to 15%, ruled in January 2010 that the maximum level could be raised to 15%, but only forvehicles built since 2007. The 15% level is being fought by both the automotive and petroleumrefining industries, as well as hose and tubing suppliers that claim that this level will damageengines, make them run poorly, and damage parts such as hoses. This controversy is ongoing.Another major automotive industry change in the mid–1990s was that of primary auto airconditioner refrigerant, from CFC–12 (Freon–12) to HFC–134a. This necessitated changes in thehose and tubing used; this change was made successfully since HFC–134a operates undersimilar conditions to CFC–12 and major compressor and other component redesigns were notrequired. Now there is a push by global warming activists to also ban HFCs, which do notdeplete the ozone layer but do increase global warming. The European Union has banned HFC–134a in all cars in that area starting with model year 2011, and car makers and producers ofauto air conditioners scrambled to find another replacement. The most promising replacementis a new hydrofluoroolefin called HFO–1234yf, which has almost no global warming potential.The affects this new refrigerant has on automotive air conditioning hoses remains to be seen.Get a complete copy of this report @ http://www.reportsnreports.com/reports/70974-polymeric-foams.htmlContact sales@reportsandreports.com for more details.

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