With a unique combination of properties which makes them resistant to climate factors and very performing mechanically, composite materials tend to supersede conventional materials, most applications of the new type of materials being addressed to transport industry. Airplanes are almost entirely manufactured of composite materials. The automotive industry has also begun to introduce such materials in car building. The construction of the first military vehicles using 100% composite materials stands proof of their quality. The railway industry has had a harder time in adapting to these new trends, composite materials covering a lower percentage compared to other materials. High costs of raw materials, together with the financial downturn which made railwaymen put costs first in contract attribution, have had a negative impact on composite industry. However, the competitive prices of such materials have not left suppliers indifferent as they implement more and more composite-based solutions in manufacturing trains and infrastructure equipments.
The components of composite materials are polyester, vinylester, epoxy, phenol, polyamide, glass fibre, polycarbonate, silicone etc. and reinforcement or moulding materials, most of which are mineral fibres. Compared to metals, impact behaviour and lower performances in time are the main factors which determine suppliers make up their mind and choose conventional materials instead of composite materials. However, constant research and development in the field of composite materials tend to eliminate these flaws as well. In order not to take risks, composite manufacturers introduce metals in the development of their products, aluminium or steel, for example, being associated to resin-based materials to create sustainable products that resist to repeated impacts. The main advantage of composites compared to metals, considering the industrial production processes, is superior management which significantly reduces manufacturing times. It is unlikely for rolling stock made of composites to be rehabilitated but it is definitely more environmentally-friendly and significantly recyclable.
Railway Pro wanted to know more about the advantages of using composite materials from an expert in the field. Sebastien Taillemite, Marketing Manager Europe at Cray Valley, world leader in composite materials based on resins and gelcoats, has answered our call.
Railway Pro: What are the main advantages of using composite materials? And what are the main disadvantages of using composites?
Sebastien Taillemite: Composite materials can be used in many applications within the railway industry: infrastructure, interior and exterior parts in rolling stocks. For infrastructure, the main advantages are: better corrosion resistance as compared to metal. Consequently, composite poles or signalling equipment have lower maintenance costs, longer lifetime than wood, so composite sleepers, for instance, last more and lower weight than concrete enabling a faster and easier installation, some key parameters for water drains (on the side of the tracks) as an example. In terms of rolling stocks, the main advantages are: lower weight is the key advantages to save energy. 30% in weight reduction is easily achievable as compared to metal; freedom of design, to make all kind of interior and exterior parts. It also allows to make aerodynamic exterior parts, to reduce the energy consumption of the train. Another plus would be the low tooling cost, so low series can be done, also very good fire resistance, with new resins such as the Norsodyne H 81269 TF, specifically developed by Cray Valley for the railway industry.
The main disadvantage is the fact that railway engineering do not know composite as well as they know metal. So, there is no structural application within the railway industry, whereas aircraft are made of composite at 50% in weight (interior and structural parts). We are at 2-4% in trains. Composite materials are more difficult to design (calculation) than traditional material.
Railway Pro: How do you appreciate the implications of the use of composite materials and production costs and the final price of products?
Sebastien Taillemite: The initial cost of composite parts is generally higher than metal, wood or concrete parts. But, the full life time cost (including maintenance, energy saving for the operator, replacement frequency, …) is generally similar or even lower. Today, the composite weight percentage in trains is ranging between 2% and 4%, for uses that are cost effective if we compare the initial cost of the part. When the full lifetime cost will be taken into consideration, this percentage will raise a lot.
Railway Pro: How do you value the European legislation which relates to certification at national and EU level of composite materials?
Sebastien Taillemite: The new EN 45545 European standard will harmonize fire safety regulations in Europe. It’s a positive regulation for composite, since all materials complying with this norm could be sold and used in all European countries. Today, you have to make many different fire reaction tests to sold parts in several countries. These tests being expensive, it slows down the widespread use of composite.
Railway Pro: Which are the main problems faced by suppliers and raw material distributors in case of composite materials?
Sebastien Taillemite: Composite raw material prices are linked to oil (for resin) and energy (for glass fibre) prices. With an oil barrel around $86, these raw material are effectively expensive. But, stainless steel price is also increase a lot, from $1750 in Q2 2009 to $3000 in Q2 2010. So, the trend for all material is a price increase. However, there is no material availability issue for composite raw materials, as opposed to metal, for which the Chinese demand is very high.
Railway Pro: What would you tell railway producers in Romania to persuade them to use more composite materials?
Sebastien Taillemite: I would probably suggest them to think about a simple exercise…composite materials equals lower energy consumption plus lower maintenance which results in added value for train, metro and tramway operators. And we can put figures on these savings if necessary.
Railway Pro: How did the economic crisis affect the composite materials market?
Sebastien Taillemite: With more than 60% of the output within the building, transport (mainly trucks and commercial vehicles) and marine (sailing and leisure motor boats) sectors, the composite market has been badly affected by the crisis. Volumes dropped a lot and the recovery is still limited. The recovery will be slow, even if composite is still gaining some market share over traditional materials.
Railway Pro: What do you know about the market in Eastern Europe in terms of composite materials demand?
Sebastien Taillemite: The Eastern Europe composite market has also been affected by the global crisis, but in a lesser extent, as compared to Western Europe. The recovery in the first quarter of 2010 seems also more vigorous. Generally speaking, Building and Construction is a bigger part of the composite market in Eastern Europe, as compared to Western Europe. On the other side, the Transport sector share for composite material is smaller in Eastern Europe. It means a huge growth potential exists and railway is part of this potential.
by Alin Lupulescu
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