Self-cleaning coatings for tunnels can effectively remove dust and stains accumulated over the surface of tunnel linings and their appurtenances due to the closed environment and poor ventilation. This paper systematically introduces the current research status of self-cleaning coatings for tunnels, focusing on the development of super-hydrophobic self-cleaning coatings, superamphiphobic self-cleaning coatings, exhaust gas degradation coatings, fire retardant coatings, and tunnel de-icing coatings. The advantages and disadvantages of the five functional coatings are then briefly described, and the problems of self-cleaning coatings for tunnels at the present stage are pointed out. Finally, the development direction of self-cleaning coatings for tunnels is proposed to provide a reference for the research and application of self-cleaning coatings for tunnels.
<p>The existing railway steel bridges are often required to carry an increasing volume of traffic, higher seep and heavier trains, so China bridge owners pay more attention to the actual fatigue life and service safety of such structures. Recently twenty three long fatigue cracks were found at the low flange connection plates between end cross-frames and main girders for each span of Wei River Bridge, a railway bolted and welded steel plate girder bridge. In current paper the fatigue damage initiation and propagation in connection plates are simulated by finite element models, and the fatigue and fracture safety of Wei River Bridge is evaluated based on field test data. According to the evaluation results, the retrofitting and strengthening strategy is recommended.</p>
Nen’jiang No.1 Bridge has been used for 70 year, so fatigue, fracture and corrosion dominate the remaining life of this bridge. Obviously the designer did not take into consideration the fatigue problem at that time. In order to keep this bridge in service economically as long as possible, bridge owner decides to take measures to preserve its service safety. Thus the remaining fatigue life and fracture failure risk need to be evaluated. The analytical results according to the fracture mechanic based concept show that the diagonal edge members U0L1 and U9L8 have the shortest remaining fatigue life, and some members have a potential risk of brittle failure. The fracture failure risk evaluation results show that the toughness of main truss member steel is lower than the code requirement, and members such as U0L1 and U9L8 have brittle fracture failure risk in cold winter. So this bridge should be temporarily closed traffic in winter.
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