Newsroom Tata Steel Nederland

Before new steel ends up in a car, it has already been on the road for a year

Wed, 02 Sep 2026 13:25:07 +0200

When you see a car on the road, you probably do not immediately think of trial coils, corrosion tests or how well steel can withstand cracking around the edge of a hole. In the Hole Expansion Test, a hole is first punched into a steel sheet. That hole is then gradually stretched further until a crack appears at the edge. This shows how much local formability the steel can handle when a part with punched holes or trimmed edges is being made.

Behind every piece of automotive steel lies a careful testing process. Especially now that we are working on a new way of producing steel with a lower environmental impact, that preparation is very important.

Car manufacturers do not simply switch to new steel. First, they need to be able to demonstrate that the material is strong enough, can be formed properly, remains safe and fits into their own production process.

Ingrid knows all about that. She works in Customer Technical Service for automotive: the department that forms the technical bridge between Tata Steel and car manufacturers. Together with colleagues in, among other countries, the Netherlands, Germany, Sweden, Turkey, the Czech Republic, France and Spain, she is the point of contact for customers when it comes to technical questions, testing programmes and approvals. That international character suits her well; Ingrid is from Barcelona herself and has been working in the Netherlands for years.

No simple tick on paper

"Homologation is the word we use in the automotive world for an approval process," says Ingrid. That may sound like getting a tick on paper, but it is anything but that.

Tata Steel first tests the material itself. Customers then also carry out tests in their own laboratories. If those steps have gone well, a trial coil is used and a formal approval follows.

"From the moment you say: we are going to start this today, until it is approved, it can take a year," Ingrid explains. A year of preparing trials, producing coils, cutting sheets, sending samples to laboratories and measuring properties. Some tests, such as corrosion tests, take months. And if a customer has additional requirements, the steel or the process sometimes has to be adjusted again.

A piece of steel is put through its paces

The tests all differ. In a tensile test, for example, a small piece of sheet steel is pulled apart in a machine to measure how much force it can withstand and how far it can elongate before it breaks. The chemical composition, microstructure, zinc layer, coating adhesion, surface quality and formability of the steel are also examined.

‘Some tests are surprisingly practical. Cars have rounded shapes, sharp edges, openings, flanges, trimmed edges and connections with other materials. That is why one of the tests that are carried out aim to see how far a hole in steel can be stretched without the material tearing. It is also tested whether steel can be bonded properly to other materials, such as aluminium or plastic. "In a car, you have plastic, steel and aluminium. Sometimes you get a kind of sandwich of different materials that all have to stay bonded together."

Why car manufacturers are extra critical

The bar is high everywhere, but especially in automotive. Steel in cars has to be strong, but often also thin and lightweight. It has to absorb energy in a crash and remain formable during production. At the same time, car manufacturers are under pressure themselves: they need to control costs, improve the performance of their end products and meet stricter requirements around sustainability and CO₂ emissions. That is why customers do not only check whether a steel grade meets the standard on paper, but also whether the quality is high and consistent enough from coil to coil. The ability to meet those expectations is therefore an important factor when choosing a supplier.

The transition starts before the furnace is there

The switch to steel from an electric furnace also requires a great deal of preparation. The Electric Arc Furnace is on our agenda, but it is not yet in place. Waiting until it is ready is not an option. That is why we are already carrying out trials with material that resembles as closely as possible the steel that will later be produced via the new route. We have looked at the expected chemical composition, the use of scrap and the influence of residual elements: elements that come from scrap and cannot simply be removed from the steel.

When the new production route starts, the material must be suitable for customers as quickly as possible. "Our customers expect a good product – just as good as it was – but produced via a route with a lower environmental impact," says Ingrid. That requires new installations and preparation in laboratories, plants, customer teams and at the car manufacturers themselves.

From IJmuiden to Europe

The steel transition is therefore not only taking place on our site in IJmuiden. It extends into customers’ laboratories and factories across Europe. Automotive customers have their own goals, timelines and testing programmes. At the same time, we as a steel producer have our own transition path. Ingrid calls it "a bit of a chicken-and-egg story": everyone wants to move forward, but everyone also needs to be sure the whole chain is moving with them.

That is why we discuss our plans with customers years in advance, so that no one is caught by surprise. Needs differ per customer and per steel grade. Ingrid and her colleagues provide technical explanations, align on testing and, above all, help build the trust needed to take the next steps together.

Trust is just as important as technology

Ultimately, this is not only a technical story. Of course it is about properties, standards, tests and process settings. But trust is just as important. "It is all about trust," says Ingrid. "First you have to earn that trust." Customers need to be able to rely on Tata Steel to be transparent, communicate early and work with them to find the best way forward.

That makes clear just how much happens before new steel ends up in a car. By then it has already been tested, calculated, aligned, adjusted and checked again. And it shows exactly what the transition in steel production is about: not that steel itself automatically becomes ‘cleaner’, but that it is made via a route with a lower environmental impact. That requires more than a different furnace. It requires a whole chain of people, departments and companies working together to ensure steel is produced in a different way while still doing exactly what it needs to do.

Insight into every scrap load within minutes

Sat, 15 Aug 2026 13:15:35 +0200

“What we are doing here in IJmuiden is making the invisible visible. Nothing like this exists anywhere else in the world. This is truly state-of-the-art,” says Frank Schrama, Principal Researcher at Research & Development and the driving force behind the idea.

From laser to data

LIBS stands for Laser-Induced Breakdown Spectroscopy. It may sound complex, but the concept is surprisingly straightforward. A highly precise laser is directed at the scrap, vaporizing tiny particles of material. This creates plasma—a glowing cloud of ionized gas. By analyzing the light emitted by this plasma, it is possible to determine exactly which elements are present.

Frank explains: “To focus the laser with extreme precision, we use a mirror derived from space technology. It is one of the purest mirrors in the country, with a level of purity normally found only in satellites.”

Scanning without unloading

While traditional methods analyze only small samples of scrap on a conveyor belt, this innovation assesses entire, unsorted loads. “The truck drives into a high-tech tunnel, where the load is scanned without being unloaded,” Frank explains.

This saves time and makes the process significantly more efficient.

Combining laser technology and AI

The technology becomes even more powerful when combined with AI-enabled cameras. These cameras identify shapes, structures, and materials, and combine that information with the laser data. The result is a complete and reliable picture of the entire load.

“We perform up to 1,000 measurements per second. That allows us to know in real time exactly what a shipment contains,” says Frank.

Essential for more sustainable steel

Why is this so important? Scrap plays a crucial role in the production of more sustainable steel, and we aim to increase the amount of scrap used in our processes. However, scrap can sometimes contain unwanted materials, such as copper or even remnants of car tyres. These contaminants can affect the quality of new steel.

“To meet our high quality standards, we need to know the exact composition of the scrap,” says Frank. “With the LIBS portal, we will be able to determine that immediately upon arrival.”

Next steps

The technology was successfully tested at our IJmuiden site in March, and the initial results are promising. Later this year, a temporary, simplified portal will be introduced, with a full-scale permanent version expected around 2029.

One thing is certain: the future of steel will not only be greener, but also much smarter—and it starts with what we can already see today.

European collaboration

The LIBS portal is part of the European DiGreeS project, which focuses on making steel production greener. Various European partners are collaborating on this initiative, including Spectral Industries, BFI, K1-MET and SZTAKI. Fraunhofer, Voestalpine and Saarstahl are also participating in the DiGreeS project.

With support from the European Union, we are working together to develop innovative technologies for the steel industry of the future.

Striking greenery set within steel and installations

Tue, 09 Jun 2026 13:20:17 +0200

Unique species on our site
All sorts of things grow and bloom across the site. Piet says: “In several places we have dune slack vegetation. These are very special places.” Among the species growing there are the marsh helleborine, military orchid, common marsh orchid and bee orchid. One species particularly stands out: “That is the lizard orchid,” Piet explains. “It is legally protected and was identified during the ecological survey carried out for the Heracles Groen Staal project. Naturally, I’m very keen to see it in bloom, so Perry is not allowed to mow it down,” the ecologist jokes. But smooth cat's ear, a highly protected species, also has one known growing location on our site. Many people are unaware of this, Perry notes: “Many people think nothing grows here, even though there are species here that you hardly see elsewhere, including in nature reserves.” Piet adds: “At the right time of year, everything is beautifully in bloom. It is really much more than just brambles and nettles. Even after 100 years of industry, we still have patches of genuinely old oak woodland.”

“I’m very keen to see that lizard orchid in flower”

From policy to practice
We also want to preserve all this remarkable greenery. In projects that fall outside routine maintenance, biodiversity is already being considered in a structured way. “What we already do very well is the project-based work,” Piet explains. “That is always preceded by a flora and fauna survey.” A concrete example is the Heracles project, where it was investigated in advance which protected species were present. To apply that same care consistently everywhere, Piet is working with colleagues from HSE and Sustainability on a biodiversity policy. “That way, we get clear guidelines and a clear way of working down on paper,” says Piet. “And ultimately, the mandate to make choices as well.” In addition, for routine site management we are looking at working with a code of conduct for nature management. This makes it possible to plan activities more effectively – for example outside the breeding season – in order to prevent damage to flora and fauna.

The strength of working together
The collaboration between Piet and Perry proved crucial. “Things were happening on site where we did not always know what was and was not allowed,” says Perry. “By involving Piet, we sometimes discovered that things had to be done differently.”

By now, the two work well together and know how to find each other easily. The next step is to embed biodiversity across the whole site. Perry says: “We want to prevent work from being carried out and only afterwards realising that a lot of greenery has disappeared. We would much rather be involved in advance, so we can help think through alternatives.” Piet adds: “And then we can also combine things efficiently. If excavation work is planned in a particular location, for example, we can combine it straight away with invasive species control. If you are digging anyway, you might as well remove those plants at the same time and dispose of them properly.”

“Piet has driven quite a few rounds to map unique species”

Making different choices
According to Perry and Piet, what is still missing is mainly a more careful way of working. “At the moment, we often are still a bit too rigorous,” Perry explains. Careful working often comes down to small, practical choices. Piet says: “When mowing, for example, leave some corners untouched and do not do everything at once. That way, insects keep their habitat.” Green management is also being viewed differently. “Safety is of course the most important thing. This means sometimes, for example, a tree in the sightline by the railway must go. Instead of felling that tree, we can also replant it elsewhere on the site,” Piet says enthusiastically. “That immediately improves the site as well,” Perry adds. In this way, unwanted trees or shrubs in one location can be given a new place on the site, instead of buying new non-native planting stock. That is more sustainable and, in the long term, cheaper.

Together we preserve our unique nature
The ambition is clear: first preserve what we have and subsequently improve it. “We want to preserve what we have – and add an ecological plus to it,” says Piet. “That can only be done together. In this way, with small steps, we can make a big difference together.”

A home for birds and bats on our site

Wed, 03 Jun 2026 14:30:43 +0200

400 football fields
“Many people don’t realize how much green space we actually have,” says Jeroen van Vlaanderen, Asset Owner Infra and Sites. “If you add it all up, you quickly reach around 250 hectares of green space. That’s about 400 football fields. That’s quite a lot, and it makes it an interesting habitat for different species.”

A great initiative
The idea for the bird and bat boxes came through contact with a retired colleague. Jeroen explains: “Through him, we came into contact with Veel in Hout, a social workplace in Heemskerk where nest boxes are made. That immediately made us think this is a very beautiful initiative. By now, bird and bat boxes have been installed in various locations across the site.” The installation of the boxes fits well with our Green Steel project, in which parts of the site are being redesigned. The nest boxes are a valuable addition to the natural shelter and nesting places that are already present.

A corridor across our site
According to ecologist Piet Admiraal, our site is surprisingly suitable for certain species. “Especially building-dwelling species benefit from the boxes,” he explains. “Think of bats and tits, but also the black redstart, a migratory bird that finds a temporary home here during the breeding season. These species thrive in an environment with both buildings and green areas. And we have plenty of that combination here.” In total, there are now 75 boxes installed on the site: fifty for birds and 25 for bats. The locations have been carefully selected. “Most boxes are placed in or near green areas. But we have also installed boxes near buildings, because some species prefer to nest there. In places where natural nesting sites are scarce, the boxes offer a solution. They essentially fill a gap. Not everywhere there are trees with natural cavities. With these boxes, we still provide animals with a suitable place,” Piet explains. “In this way, we connect different habitats. It creates a corridor that allows animals to move more easily across the site, strengthening nature,” Jeroen adds.

Safe shelters
For birds, the boxes are mainly used as nesting sites in spring and summer. Some species also use them as shelters in winter. Bats mainly use the boxes as summer roosts, where they rest during the day. In addition to bird and bat boxes, we also have bat bunkers on our site. During the annual survey, these were found to be well used. Across the four bunkers, nineteen Daubenton’s bats and four brown long-eared bats were counted.

Preserving ecological value
But the project goes beyond just providing a place for animals to sleep. “The most important thing is that we preserve and preferably enhance ecological value,” says Jeroen. “We need to take nature into account in all activities on the site. Our nature policy is laid down in a management plan. It describes the measures we take to preserve and strengthen nature and biodiversity. In addition, we are working on supplementary plans for specific topics, so that everything ultimately comes together in one clear approach,” Piet adds. According to him, there are still plenty of opportunities. “The site is large enough for more initiatives, such as ecological site management and additional nest boxes for different species. This is really just the beginning.”

Lighter and stronger tipper trailers thanks to our digital test track

Wed, 06 May 2026 09:21:53 +0200

How do you make a heavy tipper trailer lighter without compromising strength or durability? That was the challenge we received through our partner Steel Warehouse. Our R&D team took it on by combining advanced digital simulations with smart material choices - and the results exceeded expectations.

A smarter way to build tipper trailers

Tipper trailers may not be part of everyday street life, but they are essential to logistics. Transporting stones, sand, soil and scrap, they operate under extreme conditions and are subject to continuous impact and wear. That makes structural integrity and durability absolutely critical.

At the same time, the market increasingly demands lighter, frameless trailer designs. Less weight means lower fuel consumption, higher payloads and more efficient fleets — but never at the expense of safety. Steel Warehouse asked whether we could help rethink the design of one our end users with exactly that balance in mind.

Our digital test track

Instead of relying primarily on physical prototyping, our engineers turned to advanced structural simulations. These tools allowed us to analyse how the trailer behaves under all relevant operating conditions: driving, braking, loading, unloading and cornering.

Think of it as a digital test track - faster, more detailed and more cost‑effective than real‑world testing. The simulations revealed exactly where material could be reduced and where additional strength was essential. Fatigue‑based design played a key role here, assessing how steel performs under millions of load cycles using extensive material fatigue data, including insights from the Aurora fatigue test database.

The digital simulations delivered surprising insights. “We found that some components were originally designed more conservatively than necessary based on fatigue safety requirements,” explains R&D specialist Sunil Gowda. “This enabled targeted adjustments while maintaining performance.”

One of the most striking outcomes was that several components in the original design were over‑engineered relative to the required fatigue safety factors. This opened the door to targeted downgauging, allowing weight reduction while fully maintaining structural performance and durability. Thanks to the simulation‑driven approach, rapid design iterations were possible, leading to a validated design proposal in less than two months.

Why Valast® made the difference

Material selection proved crucial. Valast® steel emerged as a key enabler in the optimized design. Its excellent wear resistance, dent resistance and mechanical properties make it particularly suitable for heavy-duty tipper trailer bodies.

By applying Valast® strategically - using superior material only where it truly matters - the team achieved reliable downgauging without compromising performance. This approach reflects a broader shift in the market, where customers increasingly recognize the value of using advanced steel grades in critical areas rather than over‑engineering entire structures.

The end user his confidence is further strengthened by Steel Warehouse’s investment in a dedicated decoiling line for Valast®, reinforcing the U.S. value chain and supporting wider adoption.

Commercial impact and market position

The results were compelling. Beyond delivering a lighter and stronger trailer design, the project opened the door to an estimated 1,000 tones of annual steel volume in the U.S. market - a significant opportunity for this highly specialized and differentiated product.

More broadly, the methodology developed - combining FEA-driven safety factor assessment, optimized multigrade steel use and fatigue-based design - is directly transferable to other heavy-duty trailer and industrial equipment applications in both the U.S. and EU. Discussions with additional potential customers are already underway.

Example of a tipper truck end customer, made of Valast® 450, not the final design for the end user described in the article

You might also like:

Transporting boulders, gravel or other heavy materials? This is what you need
Developed to withstand the most demanding conditions: Valast 450

“Everyone is talking about hydrogen – and these pipes make it possible”

Thu, 23 Apr 2026 17:11:49 +0200

Business Development colleague Alieke and Product Developer Patricia recently visited the Tube & Wire trade fair in Düsseldorf. Between the exhibition stands and conversations, one thing stood out clearly: everyone is talking about hydrogen – and about the pipelines that make transporting it possible.

When people think about the energy transition, they often picture wind turbines and new installations. Alieke and Patricia see something else just as essential: infrastructure. Pipelines beneath the ground and under the sea will form the backbone of hydrogen and CO₂ transport. “You can produce all the hydrogen you want, but if you can’t transport it, it’s of little use,” says Alieke. “That’s why we work on steel for large transport pipelines that can move hydrogen and CO₂ safely and at scale.”

Why this is bigger than you might think

These pipelines are not only needed for hydrogen infrastructure, but also for Carbon Capture & Storage (CCS): capturing and storing CO₂. “Many networks were originally built for natural gas, but this is not natural gas 2.0,” explains Patricia. “The steel must be demonstrably reliable over time – including at low temperatures and along the entire length of a pipeline.”

Together, Alieke and Patricia ensure that projects move beyond the question of whether something is possible and towards how it can be done. Our steel is supplied to manufacturers who turn it into pipes. Those pipes are then used in many places, including:

Hydrogen networks (the so‑called hydrogen highway)
CO₂ transport pipelines
Energy, water and infrastructure projects (large-scale connections)
Cross-border energy networks (where countries connect their systems)

This work touches on major themes such as energy security, decarbonising industry, and the safe delivery of infrastructure projects.

An additional challenge

“That means a large part of the energy transition remains invisible, while preparations are already well underway,” says Alieke. “Our steel has to meet very high requirements: it must be extremely strong and perform at low temperatures. With hydrogen there is an additional challenge, because there is not yet a single, established standard. We are currently developing those standards using data, testing and real-world experience – together with our customers and their partners.” “The entire value chain is involved,” Alieke adds. “Forming, welding, testing, behaviour in service… This helps prevent discovering late in a project that something behaves slightly differently than expected.”

By working closely with colleagues from New Product Development, Commercial, Marketing, Customer Technical Support, R&D and Production – including KTO for factory trials – as well as externally with pipe manufacturers, customers, certification bodies and test partners, we have access to extensive data. “It’s no longer technology on one side and commercial on the other,” Alieke emphasises. “Market questions and test results continuously inform each other, and we are very grateful for the support across the company in helping us deliver the best possible product. Developing new solutions and conducting trials is demanding for teams, but it is an indispensable link in the success of this product.”

In Düsseldorf, conversations were already shifting away from if and increasingly towards how. “We’re seeing more and more signals that the trial material works,” says Patricia. “Customers are turning it into pipes and the tests are producing good results. The next step? Scaling up: more strength grades, more dimensions and structural deliveries. Line pipe is still often project-based, which requires additional qualifications.”

Steel fit for purpose

Did you know that Europe alone plans to install more than 50,000 kilometres of hydrogen pipelines in the coming years? That’s around two-fifths of the current natural gas transmission network. Much of that network will be converted or newly built – and yes, that requires steel suitable for hydrogen transport. “A large part of the energy transition is invisible, but it literally runs on steel,” Alieke and Patricia emphasise. “Line pipe is not a niche product: it is infrastructure that determines whether hydrogen and CCS remain plans on paper – or become reality.”

Transporting boulders, gravel or other heavy materials?

Mon, 20 Apr 2026 10:43:59 +0200

Anyone transporting boulders, rubble or gravel needs a trailer that can take a beating. That’s why we developed Valast: wear‑resistant steel with extremely high strength, specifically designed for heavy-duty applications. Our R&D expert Carel ten Horn explains how we test this steel and what it can deliver.

Valast combines wear resistance with high strength. This makes it better able to withstand heavy loads than ‘standard’ steel. As a result, our customers lose less material, require less maintenance and benefit from a longer trailer lifespan.

But it’s not just about wear: denting also plays a role. This can occur, for example, when a stone block lands in the trailer bed from a height of one to two metres during loading or unloading. And that’s not merely a cosmetic issue — if the impact is too severe, the material can crack.

To prevent this, we went in search of ultra‑strong steel and use simulation software that is also employed in the automotive industry for crash tests. “That gives us a good indication of what the material can handle,” says Carel. “But to be sure our predictions are correct, we also carry out laboratory tests.”

When a steel grade is stronger, it can sometimes be made thinner while still bearing the same load. This is interesting for trailer builders and transport companies, because on the road there is a maximum allowed mass for vehicle plus load. A lighter vehicle means you can carry more. “But thinner is never a goal in itself,” Carel emphasises. “Ultimately, it’s about the customer’s overall set of requirements, so we also look at dent resistance, wear resistance and fatigue.”

For example, dent resistance may create room to opt for thinner steel, while other criteria may require additional safety margins. “We assess which thickness and steel strength are suitable for each individual component. And if testing shows that a chosen thickness is too optimistic, we naturally adjust it."

How far are we already? “In the first phase, we carried out calculations using a trailer model as well as a simplified test: a plate of approximately 2 by 2 metres onto which a 1,000‑kilogram block is dropped. We observed that increased hardness (for example from Valast 400 to Valast 500) does indeed create opportunities to reduce plate thickness while maintaining a comparable dent response.”

Below an image of a tipper made out of Valast 450

The Future of Car Safety Starts Here

Thu, 19 Mar 2026 11:38:51 +0100

Did you know that in a car accident, the steel in the bodywork largely determines how well you are protected as an occupant? That’s why we joined forces with car manufacturers, universities and other academic partners to develop a new generation of steels that is both extremely strong and highly formable.

We are developing a new type of warm-press formed steels that can also be formed at much lower temperatures. This adds new benefits to the range of solutions we already offer. Our clients use less energy in production, which is better for the climate.

Absorb impacts up to 2 times higher

During the R&D phase we’re also already seeing less tool wear and fewer microcracks during manufacturing of components. The steel is good protected against corrosion thanks to a specific zinc coating. After forming the elongation remains high – meaning it can absorb impacts up to 2 times higher. This corresponds to an increase of roughly 40% in speed. Radhakanta Rana (R&D): “In everyday terms: cars made with these steels will keep you safer in a crash.”

Collaboration makes the difference

This project is funded by the European Research Executive Agency and coordinated by Radhakanta Rana from our R&D department. We collaborate with RWTH Aachen University (Germany), Volkswagen (Germany), RISE (Sweden), CENIM‑CSIC (Spain) and the Institut de la Corrosion (France). Thanks to this unique partnership, we know exactly which crash‑test requirements we need to meet and we work with real designs from automotive production.

Of course, we also bring our own extensive experience in metallurgy, coatings and warm press forming to the table, and our top scientists are closely involved in the project. As a result, we not only have a clear picture of what the steel of the future must deliver – we can already apply it directly in critical safety components such as door pillars, side‑impact beams and roof members. These are exactly the parts designed to protect you if something goes wrong on the road.

Safer and more efficient

Marketing Manager Hans Brouwer: “It’s still early days, but thanks to our partners we take big steps toward getting it on the road.” Radhakanta Rana adds: “If everything goes well, this new steel could gradually replace older materials and help make both regular and electric cars safer and more efficient.”

Dr. Christina Sunderkötter, Project Manager Sustainability Solutions from Volkswagen Group adds: “In addition to reducing environmental impact, we want to offer a steel solution that meets the requirements of future vehicle production: better safety performance, simpler manufacturing processes, and lower part-making costs. Together through WarP‑AHSS, we are working on the next evolution in AHSS technology.”

In the photos, you can see the project partners during their visit to Volkswagen and CENIM-CSIC. Together, Tata Steel, RWTH Aachen University, Volkswagen, RISE, CENIM‑CSIC and the Institut de la Corrosion are working on developing new, more sustainable steel grades for future‑proof automotive components.

If you like this, you might also want to read

Innovating with scrap

Fri, 13 Feb 2026 11:34:55 +0100

Steel made entirely from recycled scrap – can it really be used in cars, washing machines and other everyday products? That is the question Tata Steel Nederland is exploring within the European Commission sponsored CiSMA project.

Together with partners across the value chain, we are researching steel grades that are strong, formable, meet strict safety requirements and have a much lower carbon footprint. The goal is clear: to make circular steels ready for large-scale use, which reflects also in the full name of CiSMA (Circular Steel for Mass Market Applications).

From scrap to steel

At the heart of the project is steel produced from 100% recycled scrap using Electric Arc Furnace (EAF) technology. This technology leads to far lower CO₂ emissions than traditional blast furnace processes and fits naturally with a circular economy.

For Tata Steel Nederland, the project aligns closely with the Green Steel Plan; our ambition to produce carbon neutral steel in the future, using modern technologies and new installations.

Researching, testing and learning

The work starts at laboratory scale. R&D department of Tata Steel Nederland develops and tests several steel grades, including DP800 steel for automotive applications and IF steel for white goods. Their adjusted chemical compositions reflect a future society in which scrap and circularity play a much larger role.

The steels are studied in detail. How strong are they? How well can they be formed? And what is the effect of residual elements coming from scrap? Tata Steel Nederland also supplies scrap samples to the consortium partners and contributes to scrap sorting and new testing & characterisation methods to help answer these questions.

From laboratory to industrial practice

Research is essential, but real-world performance is what ultimately matters. That is why we also carry out industrial production trials. Selected steel grades are produced under conditions that closely resemble future EAF-based production processes, helping to move from experimentation towards scale-up.

Tested in real applications

The steel grades are then tested by partners such as Volvo Cars and Electrolux Professional. Tata Steel Nederland also provides key data on CO₂ emissions, enabling life cycle assessments (LCA) alongside prototype testing. An LCA is a scientific method used to calculate the total environmental impact of a product, service or process over its entire life cycle; from raw material extraction to end-of-life.

Towards green steel

The CiSMA project directly supports our ambition towards producing CO₂-neutral steel, as set out in the Green Steel Plan. Projects like this show how innovation and collaboration come together to shape the future of steelmaking.

About CiSMA The CiSMA has received funding from the Horizon Europe programme project num. 101177798. Funded by the European Union. Views and opinions expressed are however those of the author(s) only and do not necessarily reflect those of the European Union or HADEA. Neither the European Union nor the granting authority can be held responsible for them.

If you like this, you might also want to read

Eighty Flavors of Steel, One Perfect Car

Fri, 21 Nov 2025 09:44:21 +0100

From the bodywork to the chassis, from the battery housing to the electric motor: almost every car is made largely of steel. Carros - the Dutch magazine for lovers of exclusive cars - noticed this too. They visited us and wrote a wonderful article about it, full of fun facts. Do you know them all?

Did you know, for example, that each year in IJmuiden we produce enough steel for one and a half million cars? And that for the automotive industry alone, we offer eighty different types of steel, each with its own mix of characteristics: lightweight, safe, formable, or aesthetically flawless.

Paper-thin and extremely strong

It all starts with pig iron and steel scrap. We melt these into liquid steel. Then come casting, rolling, and hot-dip galvanizing. The result: high-quality automotive steel — usually paper-thin, and sometimes extremely strong or extremely formable. Innovations like MagiZinc make steel extra corrosion-resistant, while Advanced High-Strength Steel is so strong that car parts can be made thinner. And because the parts are thinner, the car becomes lighter as well. An added bonus? You need less fuel, which means lower CO₂ emissions.

Innovation Lab

Together with car manufacturers, we push steel to its limits in our R&D Innovation Lab. Think crash testing, formability, paintability — we check it all. From crash boxes to battery housings, from complex body parts to glossy body panels: every component gets exactly the right steel.

Precision and safety

We also want to continuously optimize our production processes, for example through DRI-EAF. This brings us ever closer to a CO₂-neutral future, without having to compromise on quality or safety.

Like this? Then also read:

Steel is everywhere: From tractor to forklift, from radiator to washing machine
Our promiss to the planet to become carbon-neutral
Packaging: don't throw it away - reuse it

How our film quietly impacts your life

Mon, 13 Oct 2025 16:45:52 +0200

What do an operating room, a refrigerated truck trailer full of vegetables, and a greenhouse in the Westland have in common? They all rely on the same material: Advantica L-Control®, the impermeable coating from Tata Steel Colors.

Although you might not notice it right away, Advantica plays a key role in environments where hygiene, safety, and sustainability are crucial. It is a galvanized steel product with a permanent protective film. Whereas paint can let moisture or chemicals through, this film is completely impermeable—even under intensive use. This makes it food-safe, hygienically cleanable, and highly resistant to the most aggressive cleaning agents.

Everyday uses
Advantica is used across various sectors of the European manufacturing industry. Think of refrigerated transport, food processing, laboratories, and high-tech horticulture. Indirectly, you have probably encountered it more often than you realize. It’s in the truck that delivers your groceries, in the operating room that must be fully disinfected, and in greenhouses where organic fruits and vegetables are grown. Other types of Advantica can be found in office suspended ceilings, on your bike’s fender, or in your garage door.

Solutions for organic farming
Advantica is also used in organic horticulture. Here, chemical disinfectants have been replaced by hydrogen peroxide—a natural substance that kills bacteria but is extremely corrosive. “To withstand this, we further developed our coating,” says Erik Wip, involved with Tata Steel Colors since 1996.
The result is Advantica Horti Control®: a white, reflective material that not only resists hydrogen peroxide but also increases light yield in greenhouses by reflecting 15% more light than standard coatings. “By continuing to innovate, we contribute to solving societal challenges.”

Extreme conditions
We test our coatings under controlled, extreme conditions. For example, we have exposed them to highly concentrated cleaning agents, as well as acids and chemicals, letting them act under glass covers for extended periods.

Innovation through interaction
“What makes Advantica special is that it is constantly developed based on real market needs. Whether it’s farmers looking to make their stables more sustainable or food processors using new cleaning agents… We listen, ask questions, and develop together. Our account managers and product developers are literally present at trade fairs and inside greenhouses,” explains Erik. “We talk with our customers, find out what challenges they face—and then we go back to the factory.”

Future-proof
Besides hygiene and sustainability, energy efficiency also plays a role. More light yield without extra energy consumption is, of course, a big plus. But thanks to these smart coatings, the product also lasts much longer. And when it eventually needs replacing? We recycle it—right here in our own factory.

Millions of kilos of CO2 saved on transport in 2024

Tue, 22 Jul 2025 13:22:43 +0200

Last week, Rico Schavemaker, director of our logistics partner Schavemaker BV, visited our site. He handed the certificate, showing the 2,716,137 kilograms of CO2 savings, to Martin van der Meer, our Director of Outbound Logistics. Schavemaker transports our steel to customers in the Ruhr region, using tipper trailers. On the return journey, they transport scrap, which we reuse in our production process in IJmuiden.

‘We have the ambition to make the entire chain more sustainable and logistics is a significant part of that,’ says Martin van der Meer. ‘We are proud of this step which is complementary to previous measures, such as train transport running on green electricity and smartly opting for inland shipping instead of truck transport on a number of routes.’

Our customers
Our customers may also benefit from this carbon savings. Through Zeremis® Delivered, they can claim these CO2 savings and reduce their carbon footprint in this manner.

Previously in Autoweek: “The car factory that doesn’t make cars”

Wed, 07 May 2025 14:00:05 +0200

Different types of steel
“We process the steel to determine its properties. We add alloying elements or desulphurise it,” says Robin Kager, Director of Automotive Sales and Marketing. “In the next step, rolling, we can also influence properties by adjusting the speed and temperature.”

Properties like strength or formability. For example, the crumple zone of a car must deform relatively easily to absorb the impact of a crash. But the exterior of cars also uses relatively soft steel to allow for sleek design lines. Meanwhile, the chassis and door pillars are made of stronger steel.

Safety through Tata Steel’s crash test
Safety is an essential requirement in car manufacturing. Autoweek witnessed a crash simulation. “[You can] precisely predict how a beam will deform in a collision by adding carefully calculated indentations. During our visit, we witnessed a crash test where a 150-kilo weight was dropped from fifteen metres onto a beam. The beam folded like an accordion. As a result, it absorbed much more energy than if it had bent sideways on impact,” Autoweek reported.

Strong steel for greater sustainability
Stronger steel also means less steel is needed. That makes modern cars lighter, so they consume less electricity or fuel. We also focus on other forms of sustainability. A few points from the Autoweek article:

• We produce ultra-smooth steel for car exteriors, with a special finish. This improves the paint quality and reduces the amount of paint needed.
• We offer a complete range for electric vehicles. Not just steel for the body and chassis, but also specialised steels for batteries and electric motors. Did you know that thanks in part to our thinner steel, electric motors have become up to 50% more efficient over the past six years?
• Our goal is to use around 30% scrap steel by 2030 (in 2023, this was still 17%).
• We're transforming our production process: replacing coal first with gas, and later with hydrogen. And at the same time, we’re introducing an electric furnace powered by green electricity.

HM King Willem-Alexander receives an explanation of the different steel types in a car during our 100-year anniversary

At the innovation centre, Nico Langerak explains how the steel folds during a collision.

Our innovations not only make these smart structures possible, but also enable us to make stronger steel. Steel that keeps passengers safe.

The full article can be read in issue 14 of Autoweek (2025), and on the Autoweek website.

Steel on track: how steel keeps trains – and railways – moving sustainably

Fri, 28 Mar 2025 08:52:04 +0100

Strong tracks for a safe journey
Every time you step onto a train, you’re relying on the strength of steel. Just think of the crowds during major events – when tens of thousands of people head to festivals, football matches or concerts by rail. The tracks have to cope with all that weight – an average intercity train weighs between 300 and 500 tonnes! It’s steel that gives the rails the strength to bear that load.

Even in extreme weather conditions, train travel remains possible. One reason is the use of heated switches – steel is an excellent conductor of heat and can withstand the tough conditions of the railway. If it gets really icy or snowy, some journeys may be postponed. This helps reduce pressure on the rail network and makes it easier to solve any issues without a complete system shutdown.

Steel in the train itself
Steel is also a key part of the train itself – from the chassis and the outer panels to the motor. Thanks to innovation, the steel used in modern trains is stronger and lighter than ever before, helping to reduce energy consumption. That not only makes rail travel more sustainable, but also safer and more comfortable. A stable ride, reduced noise, and pleasant temperatures inside the carriage – all made possible by smart steel technology.

Did you know?
Much of the steel produced in IJmuiden is transported by train to production sites and customers in the Netherlands and across Europe – mostly using DB Cargo wagons. Tata Steel Nederland and DB Cargo have taken an important step towards greener logistics by signing a contract for the transport of steel coils using green electricity. Thanks to this partnership, over 80% of DB Cargo’s rail transport for Tata Steel Nederland is now CO₂-free.

Tata Steel Nederland kicks off 2025 with customers at Tata Steel Chess Tournament

Thu, 23 Jan 2025 13:23:50 +0100

“We have a longstanding relationship of more than 65 years with Tata Steel and its predecessors Hoogovens and Corus,” says Michael Mockenhaupt, managing director at EMW Stahl Service. “Our relationship is built on trust and mutual keenness for quality, reliability and innovation. Getting together to visit the Tata Steel Chess Tournament is the perfect opportunity to celebrate this valued partnership and start the new year on a strong note together.

“The visit is an excellent way to further strengthen the relationship with our clients,” says Mirenka Fortuin, sales director for Tata Steel Nederland’s engineering segment. “We’re proud to work with EMW Stahl Service and all our other customers. The fact that so many of them are here today underscores the mutual appreciation of the partnerships. We’re looking forward to work together again this year, while we continue the path of our decarbonization journey.

Tata Steel among most innovative companies in the Netherlands

Thu, 16 Jan 2025 12:29:01 +0100

That sounds impressive, but why is innovation so important?
“The safety of your car, the freedom of your smartphone, and the comfort of your home—all of it has been innovated. These things, and society as a whole, have been developed with and through steel. You see steel everywhere around you. In large-scale applications like machinery and buildings, and in small things like cans, paperclips, and batteries. Ultimately, we want to keep improving these end products. To do that, we need to make our steel better. And better means, for example, stronger, thinner, or more malleable. That requires innovation.

We’re also innovating in our processes, for example, to reduce energy consumption. Our site in IJmuiden already ranks among the top three most efficient steel production locations in the world—even without green steel. Achieving that has required a great deal of innovation as well.”

What is R&D working on now?
“We’re working on the future. The future of steel production and the products of tomorrow. Right now, one team is focused on processes for clean, green, and circular steel. We already know a lot about the technology, and we’re learning new things every day.

At the same time, we’re working on better steel for better end products. A can may seem simple, but there’s a lot behind it. We continue to innovate, making our steel thinner and therefore lighter, while coatings like Protact® better protect the contents. Speaking of cans, we collaborated with Grupo Calvo to develop a new concept for a fish can that is more efficient to produce, doesn’t let fish stick to the inside, and doesn’t require a can opener. It’s more sustainable, reduces food waste, and is more convenient for consumers.”

What’s our secret? Why is the entire steel industry looking at us?
“While we may not be the largest player or have the biggest research budget, we are truly innovative. We excel at something others can’t match: collaboration. We’re used to thinking as one value chain, and production and R&D work closely together. In the Netherlands, we’re particularly accustomed to collaborating across departments and disciplines, more so than in other countries. This enables us to combine knowledge effectively.”

About the R&D Top 30
The R&D Top 30 serves as a barometer for the state of research and development in Dutch businesses. The list recognizes companies for their dedication to innovation, investment in research, and contributions to technological advancement. The R&D Top 30 is an initiative by the engineering trade journal TW, in collaboration with TNO and VNO-NCW.

The Power of the Greenhouse: Dutch farmers leading the way

Thu, 09 Jan 2025 10:47:01 +0100

More than just a collection of glass
When people think of a greenhouse, they think of glass. But it’s the steel structures and specialized interior work, made of pipes and panels, that truly make greenhouse cultivation exceptional. Steel makes greenhouse construction possible and allows farmers to scale up. They can water, heat, and disinfect more crops simultaneously, thus increasing production.

Many crops are no longer grown on the floor inside greenhouses. Instead, they grow in gutters that are hundreds of meters long, hanging from the roof! These gutters are made from our specialized steel, Advantica® Horti Control, which is shaped into cultivation gutters from steel sheets. These gutters are positioned at an ideal working height above the ground. They feature a special protective coating, helping to fight pathogens ecologically and enhancing light yield within the greenhouse. This enables farmers to cultivate more sustainably.

In addition to the cultivation gutters, there are kilometers of pipes. These are known as precision tubes, equipped with a special coating that protects them from the humid greenhouse environment, ensuring extra durability. Where needed, these pipes reflect light, enabling plants to receive more light and grow better.

The heating pipes, Forcas®, conduct heat optimally, minimizing energy loss. Thanks to their small diameter, hot water flows quickly through them, allowing farmers to have faster control over the greenhouse climate.

Other pipes, known as Contiflo®, are used in various greenhouse systems, such as those controlling shading and ventilation. This specialized steel is coated internally to prevent rust. In many greenhouses, automated trolleys travel along these pipes to distribute plant nutrients, which means the pipes also need to be strong.

In addition to these applications, our steel is also found in the wall panels of the greenhouse. Beyond the greenhouse, our steel is integral to other areas of the food chain! Whether it’s in agricultural machinery, transport, or food cans, our steel plays a crucial role.

Did You Know...?
Did you know that Dutch farmers’ expertise is a valuable export product? Countries like Australia, Canada, the United States, Tunisia, and nearly all European nations invest in Dutch farmers’ knowledge to cultivate crops locally. Not only do they acquire expertise in horticulture, but they also purchase greenhouse construction technology, which travels right along with the knowledge!

T.V. Narendran, CEO of Tata Steel Ltd: “In the Netherlands it's also about health, and not just about reducing CO2 emissions”

Wed, 19 Jun 2024 16:14:14 +0200

“In the Netherlands, it's not just about reducing CO2 emissions, but it’s also about health,” says Narendran. “Until a few years ago, the focus was mainly on green steel production in the future. Now, the conversation is also about how clean you are while making steel in the present. It's something we're committed to.”

This month, the Dutch government received the green light from the Dutch parliament to negotiate with Tata Steel Nederland about making the steel production in IJmuiden more sustainable. The Green Steel Plan includes the replacement of Blast Furnace 7 and Coke Oven Plant 2 with a Direct Reduction Plant (DRP) and an Electric Arc Furnace (EAF) by 2030, reducing CO2 emissions by 40%.

“Not easy, but we are confident”
“We will do everything we can to achieve this transition in the quickest possible time and the most technically feasible way,” says Narendran. He acknowledges that it won't be easy, pointing out the challenges of renovating Blast Furnace 6 in the past year. “This project (the Green Steel Plan) is more than five times larger and even more complex. At the same time, restoring the trust of the community and support for the renovation is crucial.”

Narendran also notes that the government will be keeping a close eye on the renovation and will intervene if necessary. “And that is correct. But I am confident. We have the advantage of being able to make full use of the knowledge and experience we have gained in India over the past decades in building new installations, also for IJmuiden. And as management, we will also keep an eye on the ball because the board is in nature an operational board.”

Rationale behind government subsidy
Narendran is clear about the rationale behind government subsidies for the European steel industry, summing up: “For any sector that is in transition and that we consider strategically important, government support in some form is not uncommon. Look at the automotive sector, would there be electric cars on the road now without subsidies? Or take the energy sector: would our solar panels and wind turbines have been commercially viable without any support in the early stages?”

The second argument is a level playing field. “How can Tata Steel Nederland remain competitive [without support], when 40% to 60% of the capital support for the green project has already been allocated by the governments in Germany, Belgium, Spain, France, or the United Kingdom?”

Finally, Narendran believes that subsidies from European governments for their steel companies are the most cost-effective way to reduce CO2 and achieve their climate goals. “With the state support that various European governments have pledged, they expect to achieve the greatest CO2 reduction benefit.”

Do you find this interesting? Have a look at this article:

T.V. Narendran, CEO Tata Steel Ltd: “I believe we need to change as a steel company”

Production of cladding for the windscreen near materials storage is in full swing

Thu, 18 Apr 2024 15:26:58 +0200

The profiles that leave the SAB-profile facility in IJsselstein begin their journey as ores and coal in the port of Tata Steel IJmuiden and was transformed into prepainted steel: Colorcoat® SDP 50. This material is ideal for our project, given its aesthetic appeal, durability, and resilience in the challenging local conditions of strong winds and proximity to the North Sea. They leave this site as a roll of steel, which has been rolled out to a thickness of 1.25 millimeters. At the Perfox company in Groningen - the only company in the chain that is not part of Tata Steel Nederland - the plates are cut and provided with holes.

“It's impressive how they work there,” says Van de Kaa, while using his hands to explain how certain operations work at Perfox. “They not only make the big holes but also the small ones for attachment. They do this by working with dies of various heights.”

No trees, no canvases
The fact that Tata Steel Nederland makes its own windbreaker is unique. Van de Kaa and De Vos cannot think of any other company in the Netherlands that can pull off the same feat. However, there were several moments in the design process where other choices could have prevented 'Made By Tata Steel Nederland from being on the windscreen.

“When we started, we also considered trees. However, it turned out impossible to find trees that were high enough, and waiting for twenty years was not a good plan.” A variant with canvases was also rejected. “With strong winds, they would all come loose, which would have resulted in not having a windscreen but a rack with flapping canvases instead. That did not seem appealing to me,” says Van de Kaa.

Once the windscreen was designed in its current form, the question of who could produce all the parts remained. “We also looked in China, but the delivery reliability was uncertain, and any subsequent deliveries would also be problematic.”

5,000 profiles
Ultimately, producing the windscreen within Tata Steel Nederland turned out to be the best solution. Frank de Vos, who has been working at SAB-profile for about six months, was responsible as a product manager for realizing the project.

“It's quite challenging for us. Usually, we choose to get a plate into its final form with a roll former. Now that was not possible due to the specific shape. It concerns 5,000 plates that we have to make once and then never again. We cannot have mold roll form cassettes made for only one such order. That would be far too expensive. That is why we had to come up with a different solution, and that was bending the plates in our folding department.”

After IJsselstein, the profiles go to Uitgeest, where they are assembled into cassettes. A portion of the cassettes is adorned with images by the Spatzuiver artist collective from Beverwijk. “The screen consists of eight different colours. Each cassette is numbered, and there is a colour code attached to it. This is how we want to ensure that the screen from a distance looks like a beach with a horizon and clouds above it. That's quite a challenge to deliver in the correct order,” says De Vos with a laugh.

Innovation
Both the holes and the shape of the panels have a function. “The holes ensure that part of the wind passes through and part of the wind passes over. This slows down the wind and prevents dust particles from being swept away.”

The shape is also innovative. In studies in a digital wind tunnel, it was found that with the sheet pile shape, the wind will swirl near the screen. This swirl theoretically ensures that any dust that has been blown up near the screen settles. This keeps it on our site, and we can use it in our processes. This way, we use the raw materials more efficiently, and the nuisance to the environment will further decrease.”

“This project has caused me to look at our factory and our products with a different perspective. We never made a windbreaker before, and now we have completed this project. Perhaps this will turn out to be the basis for a whole new business for us,” concludes De Vos.

Improvement program
The construction of the windscreen is part of the Roadmap Plus improvement program. This program aims to reduce the impact that Tata Steel Nederland has on the environment. With the program, Tata Steel Nederland invests more than € 300 million in measures that reduce emissions of substances, odour, light, and noise. Other measures include tertiary extraction at the Steelworks, extraction hoods at the blast furnaces, and a dust removal plant and DeNOx installation at the Pellet Plant.

T.V. Narendran, CEO Tata Steel Ltd: “I believe we need to change as a steel company”

Wed, 14 Feb 2024 12:42:51 +0100

“I regularly spend one or more days in the Netherlands,” says Narendran. “Not only for formal meetings, but also to talk with people who are directly or indirectly involved with the company and our IJmuiden steelworks.”

A lot has happened around Tata Steel Nederland in recent years. In a business sense with, for example, COVID-19, the war in Ukraine and the European economic situation, but especially with regard to the position of the company in the local community. Narendran: “The latter in particular has my attention. I want to understand the situation and the concerns as best as possible. For me, every visit is about listening and learning.”

Proud of IJmuiden

“The IJmuiden steelworks is one that we have always been proud of,” says Narendran when talking about Tata Steel’s largest operation outside India. “It is a factory that has generally done very well, financially and operationally. It is also a site with a future.”

Europe is valuable to Tata Steel, and Narendran sees the Netherlands as a bridgehead. In Europe the company faces an advanced market. Customers are critical and demanding. “Europe is clearly undergoing an important transition. The questions and expectations of society, government, customers and local residents are changing. We cannot and must not ignore this. In this sense, Europe is ahead of India, because concerns about the climate and living environment will also come into play there.”

“But to manage expectations: we can be the cleanest and greenest steel company in the world, we will always be a steel company. So there will never be zero noise or emissions. A steel manufacturing operation will never become an electronics factory.”

Strategic advantage

Talking about the importance of steel and the transition to green steel, Narendran calls for government support: “Steel is inextricably linked to the world we live in. Without steel there would be no washing machines, food and homes or home furnishings. Without steel, there would be no green energy, sustainable industry or electric transport. And not a single steel company in the world can realise the transition we all want to make without government support. That applies to the entire steel industry, not just to us. You now see this happening elsewhere as well. Moreover, over the years you have seen that governments have played and wanted to play an active role in transitions in general.”

Narendran believes that Tata Steel Nederland has a strategic advantage to successfully make the transition to green steel: “The factory is a leader in the industry and is located in one of the best locations in Europe for the future. Due to our location on the coast and our own seaport, we have direct access to sea and therefore the supply of raw materials and a good connection to customers. Wenckebach saw this very clearly 100 years ago when he founded this site. And soon there will also be a direct connection with offshore wind power.”

Narendran believes it is only logical that the Dutch government asks many critical questions in that process. “Their view is not essentially different from that of banks or Tata Steel itself. However, apart from the money we will put in our Green Steel plan ourselves, we will need government support, just like our competitors in Germany, Belgium and France. And while we establish a European level playing field as much as possible, I understand that the Dutch government will hold us even more accountable for our responsibility to become more sustainable and that there must be confidence in our intentions.”

Europe leads as a green steel market

In the 35 years that Narendran has worked in the industry, he has learned that it is important to be alert to disruptions – from new players or from more strategically operating countries and regions. “These are not new phenomena in themselves. You must continue to look at where your own added value lies. It is constantly shifting,” he says.

Narendran analysing: “The U.S. steel company Nucor, for example, decided to use the electric arc furnace at the end of the 1970s and to work in a new way. It is now one of the most valuable steel companies in the world. From the late 1980s onwards, a large part of the aluminum industry shifted to the Middle East because that region focused on lower energy costs. Something that seems to become even more important in the future.”

Against the backdrop of the shifting dynamics in the global steel industry, Narendran believes in Europe: “Combined with the sophistication of the European market and the CO2 policy framework, I think Europe has an advantage over the rest of the world.”

“For example, we can shift the value of steel more from the value of raw materials to the value of steel for customers. With a deeper customer embedding and through value analysis and value engineering, we can help our customers better utilise the added value of steel. As Tata Steel and Tata Steel Nederland, we can certainly lead the way in this. That is good for the company, for the Netherlands and India, for our prosperity and from a geopolitical point of view,” Narendran concludes.