Superplastic forming (SPF) is being used increasingly by a range of UK and international industries, e.g. aerospace (Ti-alloy gas turbine components), high-performance automotive (Al- and Ti-alloys), architecture and defence. SPF is carried out by several UK wealth-generating companies (e.g. Doncasters, Aeromet, Superform) for a range of customers (including Airbus, Aston Martin, Boeing, Bombardier, BAE Systems, Ford Motor, GKN Lockheed, Goodrich, Raytheon, Siemens). Increasing use of SPF correlates roughly with availability of suitable materials capable of superplasticity, and with improvements in cost, speed and energy consumption of the SPF process. It is evident from literature of the last decade that a new generation of superplastic materials are emerging (e.g. high strain rate ceramics, metal matrix composites). New materials will lead to new applications, such as superplastic forming of complex-shaped ceramic armour plating. Furthermore, availability of new low cost structural alloys (e.g. Al-alloys) suitable for superplastic forming will lead to increased use of SPF in making complex shapes and replacing multi-part assemblies with single contiguous parts for increased structural integrity. Formability at lower temperatures reduces cost and energy consumption considerably, making SPF viable in industries with small profit margins and environmental restrictions (e.g. consumer automotive). Although modelling superplasticity is the end goal of this project, it is first necessary to model phenomena (e.g. grain growth, grain shape change and recrystallisation) common to a host of other material deformation modes relevant to many other industrial materials processing methods. UK metals forming industries (e.g. Doncasters, Corus) are increasingly interested in developing accurate models of their forming processes. Thus, the proposed work is apt and timely for advancement of a large and diverse sector of UK industry. Although superplasticity has been studied experimentally for over 80 years, there is not yet a comprehensive understanding of the physical processes of this important material phenomenon. Past modelling efforts have been hindered by there being no unique superplastic flow process. Rather, many small-scale (from atomic to micro) mechanisms combine with relative strengths that depend principally on grain size, temperature and strain rate to produce superplastic flow. It is essential for the further development of superplastic forming as a viable manufacturing method that a new modelling framework be developed in order to better understand the relation between the microstructure and mechanisms of superplasticity. This would enable materials to be thermomechanically processed with efficacious microstructures for lowering the process temperature and increasing the strain rate (and thereby reducing cost and increasing throughput) of superplastic forming applications in industries that exploit this phenomenon for forming metals and ceramics in contiguous complex shapes (e.g. aerospace, automotive, armour). This would be possible if low temperature mechanisms could be accessed via suitable changes to the microstructure, e.g. grain refinement, grain boundary/dislocation pinning or formation of vacancy/impurity complexes. Although the focus of the proposed work is modelling superplastic deformation, the impact will be far greater; a product of this effort will be a new multiscale modelling finite element package made of commercial software and custom subroutines. This will be the foundation of further studies into how deformation mechanisms at the micro and nano scales dictate overall material behaviour (e.g. fatigue, strain hardening and processes such as hot forming, forging, rolling, extrusion, drawing and machining).

The development of new techniques to measure a materials microstructure in conditions where measurement has not been previously possible can lead to a dramatic improvement in the understanding of the material, its processing and hence the ability to control its properties better. At present, the majority of microstructural analysis techniques are destructive and / or require small samples. Consequently, they are limited in applicability if dynamic microstructural analysis in-situ during commercial processing is of interest. A number of techniques have been proposed to directly measure microstructures on-line during processing but as yet no single technique appears to offer a full solution.The metals industry is highly competitive and the ability to adapt to the changing demands of customers is essential, e.g. via introduction of new products. There is also a need to produce high quality (high added value) products in order to keep a competitive edge in the global economy. This in turn requires new and better measurement and control procedures and therefore an on-line inspection system would be highly valuable.The aim of the MAIS project has been to exploit novel multi-frequency electromagnetic techniques to analyse microstructure. The research has involved theoretical analysis of the response to ferrite fraction and morphology and the electromagnetic properties of steel, which has been supported by 3D modelling of both simple and realistic microstructures. In parallel, the problem of inverting the complex inductance spectra acquired by the sensor system to yield parameters of metallurgical significance has been addressed. Finally, sensor configurations which can be deployed on-line have been considered.This follow on project (AMAIS) will demonstrate the efficacy of the electromagnetic microstructure analysis system in a real industrial environment and prove that the technology developed over two previous EPSRC projects in partnership with the metallurgy experts in industry and academia can be taken from the laboratory to real application. The Follow on Fund is also important to ensuring a strong IP position as the technology moves forward.

Abstracts are not currently available in GtR for all funded research. This is normally because the abstract was not required at the time of proposal submission, but may be because it included sensitive information such as personal details.

There are currently no techniques available to monitor the microstructural condition of power station steel components in-service (i.e. at elevated temperatures). This problem will become more acute as coal-fuelled power stations are being developed to operate at higher pressures and temperatures to provide greater efficiency; supercritical power stations could produce output efficiencies of 45 to 50 %, compared to subcritical power stations with efficiencies of 30 to 35 %. Operation at 620 deg C is now possible, with further temperature increases to 700 deg C planned by the year 2014. Supercritical power stations also emit up to 25 % less carbon dioxide into the environment (a one percent increase in efficiency gives a two percent drop in emissions such as carbon dioxide, and nitrogen and sulphur oxides). Currently the condition of power station components is monitored during shut down periods, when insulating lagging layers are removed and replicas from the component surface are made. These replicas are examined to determine the microstructural state (degree of degradation, e.g. through carbide population changes) and whether creep cavitation has initiated. Components are removed from service and replaced when end of predicted service life is reached or significant cavitation is detected. However, as the component condition can only be checked during a scheduled shut down period, sections are often replaced prematurely. If failure of a component occurs the economic impact is severe (an unplanned shutdown is estimated to cost approximately 1.5M per day per power station) and there is potentially significant risk to life and the environment. The proposed project is to investigate the potential of a multi-frequency electromagnetic (EM) sensor system for monitoring microstructural changes in power generation steels (e.g. boiler plate and pipe) due to high temperature exposure and creep for both in-service monitoring and evaluation during maintenance periods. The work will involve development of a sensor system for long term use at elevated temperatures, and analysis and modelling of sensor signals relative to microstructural changes in the steels.

The majority of the world's railways - including all main lines in the UK - are currently on ballasted track. Although there have been developments in component specifications and materials, the principles of the system have changed little over the past 150 years. Ballasted track has generally been considered to offer the optimum solution in terms of construction cost, stiffness and drainage properties, and ease of modification: thus although more highly engineered track forms have been used (e.g. in Japan, Germany and China), ballasted track has been employed both for upgrades such as the UK West Coast Main Line and for new high speed lines including HS1 (UK), TGV (France) and AVE (Spain). However, the limitations of ballasted track as currently constructed are becoming more apparent and more significant as the demands placed upon it have increased. This has led to higher than expected maintenance requirements and costs, and demonstrates that a transformation in track performance - by retro-fit measures for existing ballasted track, or by an informed decision in favour of an alternative track system in the case of large-scale renewals - is essential if the Government's aspirations of reduced cost and increased capacity for rail transport are to be realised. This Programme Grant will bring about a step-change improvement in the engineering, economic and environmental performance of railway track making it fit for a 21st century railway, by developing new techniques for its design, construction and maintenance. By obtaining a better understanding of the behaviour of track components, the interactions between them and their response to external loading and environmental conditions, the performance of railway track can be significantly enhanced. Improved understanding will allow the development of more effective and efficient maintenance and renewal strategies, leading in turn to reduced costs, increased capacity and improved reliability. The Programme Grant will also enable a radical overhaul of current railway track design appropriate for both new build (e.g. HS2) and upgrades to meet current and future train loading requirements more efficiently than is at present possible. Meeting these challenges will require a coordinated programme of research to investigate how the various components of the track system relate to each other and to external factors. This will involve a series of inter-related experiments together with supporting mathematical and numerical modelling, field monitoring and observation. The outputs of these studies will feed into economic modelling work, leading to the production of a decision-support tool, for use by industry, to appraise the cost implications of using different track technologies in combination with specific external factors. The aims of this Programme Grant can only be achieved by combining a variety of skills and techniques. The research team therefore comprises world-leading engineers and scientists from different disciplines and universities, working together to apply their collective expertise. A well-defined organisational structure and adaptable methods of operation will together provide a high level of integration and synergy between the various research areas and activities; excellent communications between the researchers, institutions and industry partners; flexibility in the allocation and use of resources; agility and responsiveness in research direction; proactive management of risk; and ownership and early uptake of research results by industry.