Innovative Stainless Steel Applications in transport ... - Euro Inox

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12 Figure 13. Delhi metro coach (Gopal 2007b). In Europe, the development of stainless steel has taken a distinctly different course from that in North America, Asia and other parts of the world. Although unpainted austenitic stainless steel is present in a number of metro systems (Lisbon, for example), painted surfaces are generally preferred. Figure 14. Stainless steel metro trains were introduced to Lisbon in the early 90s (Bombardier 2007). The reason is often non-technical. Rail operators have stringent corporate-design requirements, which typically involve a colour code to differentiate different types of train. The fact that there is no need for painting is therefore no longer perceived as an advantage. A case in point is the Swedish X-2000 high-speed tilting train, the skin of which was originally in unpainted austenitic stainless steel. Launched in 1990, this train was, however, repainted in grey as of 2005. Figure 15. X-2000 high-speed tilting train, Sweden (Wikipedia 2007d).
Nevertheless, the superior corrosion resistance of stainless steel remains a valid argument in favour of the material. Ferritic stainless steels have turned out to be a preferred solution. Since they are not alloyed with nickel, ferritics are significantly lower in initial cost than austenitic grades. As painting is a corporate-design requirement, lower-alloyed stainless steels in the 12 % Cr range qualify for the application. These steels are therefore present in today’s rolling stock, although less visibly. Figure 16. Two-car unit with a stainless steel body, Balmaseda, Spain (Feve 2007). Figure 17. Trams in painted ferritic stainless steel, Hanover (Germany) (ThyssenKrupp Stainless 2007). 13
Page 1 and 2: Preface This publication is the mai
Page 3 and 4: Contents Preface ..................
Page 5: List of symbols Mechanical properti
Page 8 and 9: Figure 1. Rear view of El Capitan.
Page 10 and 11: In Japan and the Asia-Pacific areas
Page 14 and 15: 1.3 Bus and coach applications 14 A
Page 16 and 17: 1.4 Future potential Future prospec
Page 19 and 20: 2. Materials By definition, stainle
Page 21 and 22: use higher nitrogen contents in aus
Page 23 and 24: Grade 1.4318 stainless steel was su
Page 25 and 26: MPa). Table 7 shows the format and
Page 27 and 28: 1. Design using minimum specified v
Page 29 and 30: Table 9. The most common stainless
Page 31 and 32: Table 10. Physical properties of so
Page 33 and 34: for example, in the case of lap joi
Page 35 and 36: to develop new de-icing chemicals,
Page 37 and 38: (a) (b) Figure 30. Photograph from
Page 39 and 40: Austenitic CrNi and CrNiMo stainles
Page 41 and 42: Figure 33 shows the behaviour of fe
Page 43 and 44: (a) (b) Figure 35. Localised corros
Page 45 and 46: visual and not detrimental to struc
Page 47 and 48: Reduction factor 1 0.9 0.8 0.7 0.6
Page 49 and 50: It is typical of cold-worked stainl
Page 51 and 52: Thermomechanical treatments can be
Page 53 and 54: Table 17. The minimum values for co
Page 55 and 56: 3. Lightweight structures and desig
Page 57 and 58: K joints The requirements for K joi
Page 59 and 60: Figure 42. Overlapping joint (Yrjö
Page 61 and 62: Another typical way to join a hollo
Page 63 and 64:
There are some disadvantages with a
Page 65 and 66:
New challenges have to be met in bo
Page 67 and 68:
Stiffness parameters Despite the li
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Figure 52. An experimental, sandwic
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71 Figure 53. Stainless steel sandw
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values are shown in Table 20. A com
Page 76 and 77:
Springback was determined by measur
Page 78 and 79:
A “three-roll” (pyramid-type) b
Page 80 and 81:
angle of 180 °. Figure 58 shows th
Page 82 and 83:
design and the manufacture of the t
Page 84 and 85:
Combined with modern pulsing techni
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possibility of transferring the bea
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5. Properties of lightweight struct
Page 91 and 92:
Table 28. Fusion welding results fo
Page 93 and 94:
welding mechanical treatments. Howe
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performance of a weld-joint detail
Page 97 and 98:
2400 N. Thus, the specified fatigue
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limited number of static bending te
Page 101 and 102:
material strengths or manufacturing
Page 103 and 104:
section at a velocity of 3.0 m/s. F
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(a) (b) (c) Figure 65. (a) Deflecti
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Figure 67. Panel sections after lon
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6. Life cycle issues The transporti
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and services, occurring throughout
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100 % 80 % 60 % 40 % 20 % 0 % Mater
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(especially in the case of lower-al
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Acknowledgements The following orga
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References Ala-Outinen, T. 1996. Fi
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DIN 6935. 1975. Kaltbiegen von Flac
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Federation of metals industries. ME
Page 125:
UNEP 2002. Industry as a partner fo
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