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Aiming to efficiently expedite alkaline overall water splitting (OWS) by addressing challenges such as sluggish kinetics and limited stability, a hollow Fe‐doped Ni(OH)2‐NiS@Ni(OH)2 nanorod array with surface nanosheets is devised, featuring a high‐index Fe‐doped Ni(OH)2(101)‐NiS(211) heterostructural interface and an upshifted d‐band center. This nanoarchitecture intensifies the adsorption and interaction of H2O and OH− reactants on the electrocatalyst surface, suitably bonds the *H intermediate in hydrogen evolution reaction (HER) and accelerates electron movement of *H, minimizes the energy requirement of the rate‐limiting phase (*OH → *O) in oxygen evolution reaction (OER) by facilitating O─H cleavage of *OH and optimally adsorbs *O, amplifies the exposure of surface‐active centers, and ultimately reduces the apparent activation energy. Consequently, the overpotentials are as low as 66.4 mV (HER) and 254.9 mV (OER) at 10 mA cm−2, alongside high turnover frequencies of 142 s−1 (H2) and 279 s−1 (O2) at 100 and 300 mV, respectively, markedly outperforming direct‐electrodeposited analogues. When functioning as a bifunctional electrode in OWS, this material merely requires 1.57 V at 10 mA cm−2 and sustains an operation for 168 h, approaching Pt/C||RuO2 benchmark. [ABSTRACT FROM AUTHOR]

Friction film has an important influence on the tribological properties of C/C-SiC composites, which is closely related to its composition. In this study, exogenous third bodies in the form of powders of graphite, SiC, SiO2 and a mix of graphite, SiC, and SiO2 powders were added to the friction surface of the C/C-SiC composites under a constant speed. By comparing the change in the coefficient of friction (COF) and the wear rate of the C/C-SiC composites before and after addition of exogenous third bodies, the influence of each component on the tribological properties of the C/C-SiC composites and its mechanism were proposed. The graphite third body had a solid lubrication effect, with the average COF bellowing 0.344 and a 24% reduction in wear rate after addition. With the addition of SiC and SiO2 third body, the average COF was greater than 0.550 and 0.441, and the wear rate increased by 128.4% and 25.1%, respectively. SiO2 with a stronger pinning effect, promoted the formation of friction film and ultimately resulted in a smaller increase in average COF and wear rate. With the addition of the multi-component third bodies, the first platform containing SiO2 and SiC was formed, which resulted in a reduction in sharpness and being prone to refinement. Meanwhile, the large first platform accelerates the formation of friction film. Furthermore, while the first platform exceeded to the bearing capacity, SiC and SiO2 started to decompose, and redistributed in the friction film, which cause the instantaneous COF tended to stable with a low wear rate. [ABSTRACT FROM AUTHOR]

As the most extensive port in Guangxi's inland economic hinterland, waterway transportation is an important driving force for the development of Guigang's cities. On the basis of tracing the development history of Guigang water transport city, this paper summarizes and analyzes the historical characteristics of water transport development and the spatial evolution of Guigang city, and proposes the planning strategy of Guigang's water transport city historical context, in order to improve the competitiveness of Guigang city and promote the development of Guigang city.

C/C–SiC composites are promising candidates for heavy‐duty tracked vehicle brake discs. A third‐body layer (TBL) can be formed on the surface of C/C–SiC self‐mated brake discs, which has an important impact on tribological behavior and wear mechanism of brake discs. Herein, the formation conditions and evolution process of TBL and its effect on friction and wear properties were investigated. An appropriate braking pressure and speed (P and V) are beneficial to the cutting of asperities and refinement of wear debris on the contact surface, which are preconditions for the formation of original TBL. The original TBL can be formed under the P·V of 12, 15, and 16, which effectively improve braking stability and reduce the wear rate. During the continuous braking process, the original TBL undergoes growth, stabilization, destruction, and regeneration. Under the frictional heat and compressive stress, wear debris gradually evolves into a uniform and dense TBL. The average coefficient of friction and wear rate reach to the lowest value of.446 and 38.5 × 10−3 cm3/MJ, respectively. A continuous high temperature in the later stages of braking leads to severe oxidative wear. The newly formed TBL covers the original surface to form a multilayered structure, indicating the TBL undergoes destruction and regeneration. [ABSTRACT FROM AUTHOR]