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The purpose of this study was to explore the differences in the corrosion behavior of carbon steel in simulated reverse osmosis (RO) product water, and in seawater.

The wire beam electrodes (WBE) and coupons made from Type Q235 carbon steel and were immersed in simulated reverse osmosis product water, and in seawater, for fifteen days. The corrosion potential distribution on the WBE at different times was measured. The corrosion rates of the carbon steel in different solutions were obtained using weight loss determinations. The different corrosion behavior of carbon steel in the two kinds of solution was analyzed.

The results showed that the average corrosion potential, micro-cathode potential and micro-anode potential of the WBE decreased with time in simulated RO product water. During this period, the maximum potential difference between micro-cathodes and micro-anodes on the WBE surface also decreased with time. The potential difference was more than 260mV at the beginning of the test and was still greater than 110mV after fifteen days of immersion. The positions of cathodes and anodes remained basically unchanged and corrosion took place on the localized anode during the experiments. The average corrosion potential, micro-cathode potential and micro-anode potential on the WBE surface also decreased with time in the simulated seawater. However, the maximum potential difference between micro-cathode and micro-anode on the WBE surface in the simulated seawater was much smaller than was the case in simulated RO product water. It was 37.8 mV at the beginning of the test and was no more than 12mV after two days immersion. The positions of cathode region and anode kept changing, leading to overall uniform corrosion. The actual corrosion rate on the corroded anode region in simulated RO product water was greater than was the case in simulated seawater.

The corrosion behavior differences of carbon steel between in RO product water and in seawater were revealed by using wire beam electrodes (WBE). From the micro point of view, it explained the reason why the actual corrosion rate of carbon steel in RO product water was greater than that in sea water. The results can be helpful to explore future corrosion control methods for carbon steel in RO product water.

The smoothness of the high-speed railway (HSR) on the bridge may exceed the allowable standard when an earthquake causes vibrations for HSR bridges, which may threaten the safety of running trains. Indeed, few studies have evaluated the exceeding probability of rail displacement exceeding the allowable standard. The purposes of this article are to provide a method for investigating the exceeding probability of the rail displacement of HSRs under seismic excitation and to calculate the exceeding probability.

In order to investigate the exceeding probability of the rail displacement under different seismic excitations, the workflow of analyzing the smoothness of the rail based on incremental dynamic analysis (IDA) is proposed, and the intensity measure and limit state for the exceeding probability analysis of HSRs are defined. Then a finite element model (FEM) of an assumed HSR track-bridge system is constructed, which comprises a five-span simply-supported girder bridge supporting a finite length CRTS II ballastless track. Under different seismic excitations, the seismic displacement response of the rail is calculated; the character of the rail displacement is analyzed; and the exceeding probability of the rail vertical displacement exceeding the allowable standard (2mm) is investigated.

The results show that: (1) The bridge-abutment joint position may form a step-like under seismic excitation, threatening the running safety of high-speed trains under seismic excitations, and the rail displacements at mid-span positions are bigger than that at other positions on the bridge. (2) The exceeding probability of rail displacement is up to about 44% when PGA = 0.01g, which is the level-five risk probability and can be described as 'very likely to happen'. (3) The exceeding probability of the rail at the mid-span positions is bigger than that above other positions of the bridge, and the mid-span positions of the track-bridge system above the bridge may be the most hazardous area for the running safety of trains under seismic excitation when high-speed trains run on bridges.

The work extends the seismic hazardous analysis of HSRs and would lead to a better understanding of the exceeding probability for the rail of HSRs under seismic excitations and better references for the alert of the HSR operation.