The presented research concerns the mechanochemical modification of a snap-cure type of epoxy resin, A.S. SET 1010, with the addition of different amounts of cellulose (0, 2, 5, 10, 15 and 20 per 100 resin), for a novel, controlled-degradation material with possible application in the production of passenger seats in rail transport. Composite samples were prepared on a hydraulic press in ac-cordance with the resin manufacturer’s recommendations, in the form of tiles with dimensions of 80 × 80 × 1 mm. The prepared samples were subjected to thermo-oxidative aging and weathering for a period of 336 h. Changes in the color and surface defects in the investigated composites were evaluated using UV-Vis spectrophotometry (Cie-Lab). The degree of degradation by changes in the chemical structure of the samples was analyzed using FTIR/ATR spectroscopy. Differential scan-ning calorimetry (DSC) and thermogravimetric analysis (TGA) tests were performed, and the sur-face energy of the samples was determined by measuring the contact angle of droplets. Tests were performed to determine changes in cellulose-filled epoxy resin composites after thermo-oxidative aging and weathering. It was found out that the addition of cellulose did not inflict sufficient changes to the properties within tested parameters. In the tested case, cellulose acted as a natural active biofiller. Our research is in line with the widespread pursuit of pro-ecological solutions in industry and the creation of materials with a positive impact on the natural environment.

The presented study is focused on the modification of commercially available epoxy resin with flame retardants by means of using natural substances, including quercetin hydrate and potato starch. The main aim was to obtain environmentally friendly material dedicated to rail transport that is resistant to the aging process during exploitation but also more prone to biodegradation in environmental conditions after usage. Starch is a natural biopolymer that can be applied as a pro-ecological filler, which may contribute to degradation in environmental conditions, while quercetin hydrate is able to prevent a composite from premature degradation during exploitation. To determine the aging resistance of the prepared materials, the measurements of hardness, color, mechanical properties and surface free energy were performed before and after solar aging. To assess the mechanical properties of the composite material, one-directional tensile tests were performed for three directions (0, 90, 45 degrees referred to the plate edges). Moreover, the FT-IR spectra of pristine and aged materials were obtained to observe the changes in chemical structure. Furthermore, thermogravimetric analysis was conducted to achieve information about the impact of natural substances on the thermal resistance of the achieved composites.

The aim of this research was to explore the innovative use of natural additives, containing phytochemicals with proven antimicrobial effects, in the production of epoxy–glass composites. This study was based on information regarding the antimicrobial effects of phytochemicals present in Cistus incanus, Zingiber officinale, and Armoracia rusticana. The additives were subjected to a gas chromatography (GC) analysis to determine their composition, and, subsequently, they were used to prepare resin mixtures and to produce epoxy–glass composites. Samples of the modified materials were tested against E. coli, S. aureus, and C. albicans. In addition, flammability and durability tests were also performed. It was found that the strongest biocidal properties were demonstrated by the material with the addition of cistus, which caused a reduction of microorganisms by 2.13 log units (S. aureus), 1.51 log units (E. coli), and 0.81 log units (C. albicans). The same material also achieved the most favorable results of strength tests, with the values of flexural strength and tensile strength reaching 390 MPa and 280 MPa, respectively. Public transport is a place particularly exposed to various types of pathogens. Currently, there are no solutions on the railway market that involve the use of composites modified in this respect.