Since the Industrial Revolution, mankind has started to heavily interfere with the natural carbon cycle by extracting and burning increasingly larger amounts of fossil fuels, which has led to release huge amounts of CO2 in the atmosphere at an unprecedented rate, causing climate change. In order to mitigate the effects of climate change, the recently established Paris Agreement sets the goal of limiting the rise in the average global temperature to 2 degrees by 2100. This will require keeping cumulative CO2 emissions from all anthropogenic sources since year 1860 to less than 840 gigatons of carbon. If global carbon emissions continue to grow as they have in the last decade, the 2 degrees carbon budget will be spent by year 2035. This dictates to look for alternative energy sources and sustainable processes to enable the transition to a low-carbon economy. CO2 capture, storage and utilisation (CCSU) is regarded as one of the key technologies to reduce CO2 emissions while fossil fuels are progressively phased out. Adoption of this technology on a large scale depends on its efficiency and economic viability, demanding the constant development of new materials able to combine excellent performances with long-term stability and affordability. The ideal sorbent for CO2 capture (CC) should have high mass uptake capacity, be selective towards CO2 over other gases, be able to be regenerated with a low energy penalty and be stable over various working cycles. CC from large point sources, such as coal- or gas-fired power plants and industrial facilities, is the most attractive option. These sources are responsible for about half of the global emissions and they generate concentrated CO2 streams that are easier to treat, if compared with direct air CO2 capture. This project aims at developing new solid sorbents for CC by exploiting defects in zirconium-based metal-organic frameworks (Zr-MOFs) to functionalise them with a wide range of amino groups. Zr-MOFs are a class of crystalline and highly porous materials constructed from the connection of hexanuclear zirconium oxide-hydroxide clusters and carboxylate linkers. They are attractive for their remarkable stability, especially in the presence of water, which makes them suitable for practical applications. The CO2 adsorption capacity of bare Zr-MOFs is moderate, if compared to that of other sorbents. Functionalisation of Zr-MOFs using organic linkers with pending amino groups or through grafting of ethanolamine to the metal clusters has been demonstrated to increase their affinity for CO2. However, these methods are rather limited in scope. Defects in Zr-MOFs are reactive sites and can be exploited to introduce functional groups that cannot be otherwise inserted in the porous structure. Functionalisation of defective Zr-MOFs with amino groups of different nature (aliphatic, aromatic, heterocyclic) will allow to investigate and evaluate the influence of a large set of parameters on their CC performances. The resulting defect-engineered MOFs will be a library of novel, stable and versatile solid sorbents with tuneable physical-chemical properties for application in CC. Tata Steel will be part of this project as an industrial partner. This will provide an excellent case study for the proposed research, because the steelworks in Port Talbot are the largest industrial CO2 emitter in the UK and Tata Steel is committed to address this issue. The materials developed during this project will be tested in conditions relevant to CC from blast furnace gas. This gas is mainly composed of N2 (45-50%), CO (20-25%), CO2 (20-25%) and H2 (0-5%) and is normally flared, due to its low calorific value. Removal of CO2 would allow to recycle the CO-rich stream in the blast furnace for reduction of iron ore and to convert the captured CO2 into useful chemicals.

Steel continues to be the most used material in the world by value and play an essential role in all aspects of society, from construction to transport, energy generation to food production. The long-term sustainability of UK steel making requires lower energy production and the development of high value steel products. The ability to measure the microstructure of steel in a non-contact, non-destructive fashion can lead to dramatic improvement in the understanding of the material and its behaviour during processing and in-service. Improved control during processing will increase efficiency in production of complex steel microstructures and allow new generation alloys to be made. Through our previous EPSRC and industry funded research we have created a new electromagnetic (EM) measurement system, EMspecTM, that can monitor the microstructure of strip steel during hot processing. This system is now providing information related to the condition (transformed phase fraction) of the microstructure over 100% of the strip length. The scene is now set to make the next major step forward with the information that new in-line microstructure measurement systems can offer - proposed real-time in-line microstructural engineering, or 'RIME' technology. Our ambition is to enable real-time microstructure engineering during processing via dynamic control of cooling strategies or heat treatment using EM sensor feedback, in particular to engineer microstructures that were previously either impossible to achieve in full scale production or could not be reliably achieved. This will require detailed knowledge of the full temperature - magnetic - microstructure parameter space and sensors that are capable of operating in elevated temperature environments (such as heat treatment facilities), which are not currently available outside the laboratory. In addition application to a wide range of product lines, from strip to plate or sections requires integration of through thickness cooling models and EM signal-depth interpretation all mapped for varying temperature and phase fraction. In this project we will develop new sensors that can operate at high temperature; both laboratory systems to determine full magnetic properties with temperature for model and commercial steels, essential information that is currently unavailable in the literature, and robust deployable sensors for trials in industrial conditions; and systems designed to interrogate for through thickness data. We will develop a demonstration facility, consisting of a furnace, run out table with cooling sprays and EMspecTM system, to allow dynamic feedback control of cooling schedules from EM sensor signals to engineer specific microstructures. Alongside the hardware and demonstration activities we will also develop modelling capabilities, both for sensor design and signal interpretation: our current models are used to relate sensor signals to microstructure (phase fraction and grain size at room temperature) with incorporation of temperature effects planned in this project. A number of case studies have been identified to trial the new technologies including advanced high strength strip steels (AHSS) for light-weighting of vehicles, high strength - high toughness pipeline steels for demanding environments, high strength, more uniform, constructional steels and tailoring microstructure in rod.

This project is concerned with the development of Ultra High Strength Steels (UHSS - steels with a ultimate tensile strength greater than 1000 MPa) specifically designed to be formed by a novel low energy and flexible manufacturing process, known as 3D roll forming, to produce lightweight crash resistant structures for the automotive industry. The roll forming process is an incremental bending process that turns a flat sheet into a structural profile as compared to traditional stamping processes that involves severe stretching of the sheet to create the required part geometry. The 3D roll forming process is extremely flexible - leading developers of the technology claim a single set of tooling can be used to manufacture up to a quarter of the automotive structure, whereas the stamping process requires an expensive set of tools to be manufactured for each individual part. Furthermore a roll forming line only take 10 to 16 weeks to setup as compared to 18 months for a stamping line. Today ultra high strength automotive steels are usually formed using the energy intensive hot stamping as it is very difficult, and costly, to design steels that achieve the required high room temperature uniform ductility in combination with an ultimate tensile strength in excess of 1000 MPa. As roll forming only requires the material to be bendable, it is proposed that steels with low work hardening rates and a high yield ratio (yield strength /ultimate tensile strength) could be suitable for shaping using this process. The development of UHSS for roll forming allows simpler compositions that are leaner and have a lower alloy cost which reduces exposure to raw materials supply issues (scarcity), have better compatibility with existing capabilities and are more consistent (higher yield/lower scrap). This is potentially a disruptive technology that could revolutionise the manufacture of automotive structural members. It will: eliminate the need for energy intensive hot stamping currently used for shaping UHSS; dramatically reduce tooling requirements and the energy associated in their manufacture; increase material utilisation; avoid the need to use energy intensive materials for lightweighting such as Al, Mg and CFRP; all whilst producing a product that will yield significant CO2 savings during use. It is estimated that if roll formed steel replaced 50 kg of hot stamped components in a vehicle, then 40,000 tonnes of CO2 could be saved in the UK automotive manufacturing industry per annum.

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.

In order to improve the management of railway networks and provide the timetables that passengers demand throughout the week, track components with greater durability that are easier to maintain are essential. With these in place less access will be needed to the track, keeping it free for trains. The aim of this project is, through the use of process modelling and full-scale testing and modelling, to enable the effective design of a laser clad layer of premium material for application to a range of track components to reduce wear and the likelihood of rolling contact fatigue occurring. These are the two most prolific damage mechanisms in railway track. A major goal of the project is to comprehensively study the behaviour of cladded components on a test track to validate the modelling and laboratory work. The technique, as well as improving component life and reducing maintenance needs, will reduce costs by allowing lower grade rail material to be used and also in-situ repairs could be facilitated eventually, negating the need for components to be removed from track when they reach the end of their life. The project, while focussed on railway track applications will also consider vehicle components in parallel activity and ensure that the knowledge and fundamental knowledge gained on the integrity of cladded components through multi-scale modelling of different geometries and cladding parameters is transferred to other sectors where cladding is used, such as energy, oil and gas and aerospace.