Selecting and Sourcing - PaintSquare · 2011. 10. 31. · Coating Systems Eighteen manufacturers...

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Transcript of Selecting and Sourcing - PaintSquare · 2011. 10. 31. · Coating Systems Eighteen manufacturers...

Page 1: Selecting and Sourcing - PaintSquare · 2011. 10. 31. · Coating Systems Eighteen manufacturers donated coatings to be used on 47 of the 66 spans. The experimental systems consisted
Page 2: Selecting and Sourcing - PaintSquare · 2011. 10. 31. · Coating Systems Eighteen manufacturers donated coatings to be used on 47 of the 66 spans. The experimental systems consisted

Selecting and SourcingBridge Coating SystemsA JPCL eBook

Copyright 2011 byTechnology Publishing Company2100 Wharton Street, Suite 310

Pittsburgh, PA 15203

All Rights Reserved

This eBook may not be copied or redistributed without the written permission of the publisher.

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Introduction iii

20-Year Performance of 1

Bridge Maintenance Systems

by Peter Ault and Christopher Farschon

Streamlining the Specification Development 10

Process for Bridge Painting

by Ken Trimber

Bridge Coating Systems Guide 16

Coatings Company Profiles 31

Contents

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Contents

16 SPONSORED BY

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iii

Introduction

This eBook consists of two articles published in JPCL during the last

several years on the topic of selecting and specifying coatings for

bridges, as well as JPCL Buying Guide material on coatings systems

for bridges in various exposure environments.

The Buying Guide is organized, first, by exposure type, such as

“Exterior Weathering - Mild/Moderate,” then by substrate type, first steel,

then concrete. Then, coating manufacturers are listed in alphabetical

order and their preferred system is named in both proprietary and

generic terms. Finally, contact details are given for all the companies.

This collection is designed to provide general guidance on selecting

and specifying bridge coatings, and then to give sources for acquiring

the appropriate systems.

Introduction

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n the years 1986 and 1987, the New Jersey DOT applied 47 different coating systems to variousindividual spans of the Mathis Bridge. The eastbound Mathis Bridge carries Route 37 over theBarnegat Bay from Toms River to Seaside Heights, NJ. (The westbound span is a separate, newer,parallel structure, which was not coated at this time.) Each experimental system was applied to acomplete span, with each span comprising approximately 4,000 square feet of steel. Experimen-tal coating systems included metallizing, various zinc-based systems, various levels of surface

preparation, and several overcoating strategies (e.g., an alkyd coating applied over a hand-tool-cleanedsurface).This article will present the results of an inspection conducted in 2007, nominally 20 years after

the initial coating application. The inspection showed varied service lives associated with the differentcoating systems. Some of the systems were in excellent condition after 20 years, while others hadcompletely broken down. In addition to the present condition of the test spans, the article will reviewthe historical performance of the various coating systems as well as the applied cost. Finally, severalimportant implications for maintenance planners will be presented. These will include cost-benefit cal-culations and risk-reduction strategies.

History and Maintenance of the Mathis Bridge New Jersey DOT’s ongoing evaluation of various bridge coatings on the Thomas Mathis Bridge in-volves evaluating 66 spans plus a lift span. Each span is approximately 73 feet long and contains fiverolled I-beam stringers of A-36 steel spaced 8 feet apart. Each span contains approximately 4,000square feet of painted surface area. The bridge is situated over the salt water of Barnegat Bay, withvertical clearances from 5 feet at the abutments to 33 feet at the lift span. Upon construction in 1950, the structure was painted with three coats of an oil-based paint contain-

ing red lead pigment. The bridge was painted three times at various intervals over the next 28 years.The painting work preceding the 1986–87 experimental evaluation was performed in 1978. At thattime, a basic lead-silico chromate, oil alkyd system was used with a pigmented fascia coating and“black graphite” on the interior steel. In 1984, an inspection of the bridge noted that rust and corrosion were extremely heavy on the

bearing assemblies, some stringer webs, and bottom flange of the stringers. Corrosion was especiallyconcentrated on stringer ends located at the bridge piers (i.e., steel in the path of run-off water formthe bridge deck expansion joints). Rust scale on the steel was as thick as 1⁄ 2-inch. The existing paint was15 to 25 mils (380 to 635 microns) in thickness. Concentrated salt deposits were visible on the steeldirectly beneath the deck joints. The severe marine environment and road salt usage create a severelycorrosive environment for the evaluation of different maintenance painting methods. Subsequent to a laboratory evaluation of available maintenance coatings, NJDOT awarded contract

85-2, Painting of the Mathis Bridge. The bid documents contained specifications for each experimentalpaint system. Full containment of the blast abrasive and debris (using 1986-1987 technology) was re-quired to comply with environmental regulations.

20-Year Performance of BridgeMaintenance Systems

BridgeCoatings

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By J. Peter Ault, P.E., Elzly Technology Corp., andChristopher L. Farschon, P.E.,Corrpro Companies Inc.

Editor’s note: This article is basedon a paper the authors presented atthe SSPC-PDCA joint conference,PACE 2008, in Los Angeles, CA,January 27–30, 2008. It was published in JPCL in January 2009.

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Coating Systems Eighteen manufacturers donated coatings to be used on 47 of the 66 spans. The experimental systemsconsisted of inorganic and organic zinc coatings, epoxies, aluminum epoxy urethanes, vinyls, ure-thanes, oil-alkyds, zinc metallizing, aluminum metallizing, rust converters, and others. These systemsrepresented the most feasible options for maintenance overcoating or coating replacement on a bridge.Table 1 (pg. 5) provides a list of the coating systems tested along with surface preparation, applicationdate, and span number. The remaining spans were coated with the standard NJDOT Zone 3B system,which consisted of a phenoxy organic zinc primer and vinyl intermediate and finish coats. The surface preparations ranged from SSPC-SP 2, Hand Tool Cleaning, to SSPC-SP 5, White Metal

Blast, depending on the coating manufacturer’s recommendation. For systems requiring spot cleaning,only loose rust and peeling paint were removed. Containment was not erected during hand tool clean-ing. Sand used for blasting was collected on corrugated steel containment floors so that it could be re-moved for proper disposal. Seventeen of the eighteen coating manufacturers had a representative on site to approve surface

preparation, give mixing instructions, and provide guidance regarding any potential problems. Stateinspectors worked closely with the paint contractor and manufacturers’ representatives to assurecompliance with the manufacturers’ and NJDOT’s minimum specification requirements. Paintingbegan on October 11, 1986. Seven systems requiring spot cleaning were applied before mid-Novem-ber, when weather conditions were no longer suitable for any of the systems. (Some of the systemswere designed for application as low as 40 F.) Painting resumed in April, 1987, and was completed inOctober, 1987.

Inspections In addition to the data presented in the original NJDOT report, the data presented in this article is alsothe result of visual inspections conducted by the authors in 1995 and 2007. The NJDOT report included one-year performance evaluations conducted from a snooper tuck.1,2 Vi-

sual ratings were given to each span based on the percent rusting of the bottom flange. This wasdeemed to be the harshest exposure and thus the best basis for ranking the systems after a short ex-posure period. The ratings were made in accordance with ASTM D610, Standard Method of Evaluat-ing Degree of Rusting on Painted Steel Surfaces. As part of a FHWA project, three inspectors performed a follow-up inspection of the structure in

1995.3 The inspections consisted of assigning a 1–10 rating to the entire span in accordance withASTM D610 based on visual assessment from a boat. The inspectors were 0 to 30 feet from the struc-ture, depending on the span. Extensive photographs were taken during the inspections. The ASTM D610 ratings provided by three individual inspectors were averaged to provide a composite rating. In

most cases, the inspectors’ ratings were within one unitof each other. For the purposes of this paper, the au-thors again rated the structures in 2007 using similarprocedures to the 1995 inspection.

Understanding the Results The results of the NJDOT test program after one yearof exposure indicated mixed performance of overcoat-ing systems.4 Those systems applied over an SSPC-SP 2(hand-tool cleaned) surface included alkyds, epoxies,and urethanes. The epoxy mastic systems exhibited awide range of performance. Several different manufac-turers’ versions of this popular maintenance paintingsystem were applied over SP 2 surfaces. Some of thesesystems had already failed at the one-year inspection,while others were among the best performers over

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$0.00 $1.00 $2.00 $3.00 $4.00 $5.00 $6.00

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2007 Rating (10 + perfect)

Fig. 1: Correlation between cost and condition after 20 years of service.

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“surface tolerant” conditions. Other systems performing well over SP 2 surfaces were a calciumborosilicate-pigmented alkyd system and an oil-alkyd system. The one-year results for systems appliedover abrasive blasting were consistently good, showing little differences between systems. Figure 1 presents the 2007 inspection data on the Y-axis (ASTM D610–10 = best, 0 = worst) ver-

sus the cost of the coating system ($/ft2 in 1986/87dollars) on the X-axis. The data suggests a trend towardincreased performance with increasing cost, but the re-lationship has considerable scatter. Cost alone wouldnot be a good basis to assess the overall value of a coat-ing system simply because there are so many other cri-teria that play into the success of a coating system. Each of the tested coating systems was a unique combi-nation of coating and surface preparation. Because ofthe inherent variability in any coating system, the over-all performance of a coating system is not reliably quan-tified with a single life expectancy. Quantifying acoating system life is better suited to a probabilistic orrisk-based analysis. To make generalized conclusions,we grouped the 47 experimental systems into eightgeneric categories as shown in Table 1 (p. 5). Table 2 (p. 7) shows the number of systems in eachgroup meeting one of three classifications at two inspec-tion times: • Good condition–ASTM D610 rating betterthan “7” (less than 0.3% rusting) • Maintenance candidate–D610 rating of “4” to“7” (from 0.3% to 10% rusting) • Remove/recoat candidate–D610 rating of“4” or below (more than 10% rusting) Figure 2 shows the likelihood of reaching each of theabove defined conditions after 20 years for each coatingsystem group. Notice how this figure ranks the groupsof coating systems by performance, with the better per-forming groups to the left and the poorer groups to theright. A reasonable definition of a successful coating systemmight be one that is “good” at 8 years and only a “main-tenance candidate” at 20 years. A reasonable definitionof “failure” might be a system that requires complete re-placement after 8 years. Using these definitions, we candetermine a probability of success and a probability offailure for each generic maintenance strategy. Figure 3shows the probability of success, probability of failure,and the average applied cost for each of the coating sys-tem groups.

Obviously, there are nuances in each of the broad categories. Certainly the high cost and high proba-bility of success associated with the metallizing are expected. However, there is also a high probabilityof success with the inorganic and organic zinc-based systems. The aluminum and epoxy systems showa low probability of success and are most likely to be in poor condition after eight years. The followingparagraphs will explore some of the coating groups in more detail. In particular, the performance ofthe individual systems with time is shown graphically. Note that the inspection basis at one year was

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Fig. 2: Coating systems by category, showing the likelihood of their overall condition at 20 years.

Fig. 3: Risk assessment evaluation for each group of coating systems

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only the bottom flange. This explains the apparent improvement of some systemsfrom year one to year eight.

Metallizing Systems The two metallizing systems are performing extremely well, even after 20 years.At the 20-year inspection, the first signs of rusting were noted on both the zincand 85 Zn-15 Al metallized spans. For both systems, the rusting was at thecrevice between the bearings and the stringer flange, and on isolated lowerflange spots (Photo 1) likely to be containment hanger locations. It appearedthat the steel was not rusting at any place where the surface preparation andmetallizing thickness were attainable.

Inorganic Zinc SystemsThe inorganic zinc systems performed quite wellas a class. Of the eight inorganic zincs tested, onlyone system performed unacceptably as defined bythe authors. This system was a waterborne inor-ganic zinc with a silicone topcoat applied over anSP 6 (Commercial Blast) surface. The performanceof the inorganic zinc systems is quite interestingbecause of the variety of systems evaluated. Fig-ure 4 shows the ratings over time for each of theindividual systems. The dark blue lines corre-spond to systems applied over an SP 10 surfaceand the pink lines correspond to systems appliedover an SP 6 surface. Comparable coating systemshave similar symbols. It is interesting to note thatthe waterborne inorganic zinc performed poorlyover the SP 6 surface, while the solvent-bornesystems performed as well or better over the SP 6versus the SP 10 surfaces. This performance is incontrast to the standard industry requirementthat an inorganic zinc coating should be appliedover an SP 10 surface to optimize coating per-formance.

Organic Zinc SystemsThe organic zinc systems performed quite well asa class. Of the seven systems tested, the only sys-tem that did not perform well was one of the or-ganic zinc systems with a urethane topcoat overan SP 6 prepared surface. Figure 5 shows the per-formance versus time of the individual organiczinc systems. Again, the dark blue lines representsystems over an SP 10 surface, while the pinklines represent systems over an SP 6 surface. Ex-cept for the organic zinc/urethane system, thedata suggest that equivalent performance can beachieved over an SP 6 and SP 10 surface.

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SP-6/WBIOZ/SiSP-10/WBIOZ/AcrySP-10/IOZ/VYSP-10/IOZ/VYSP-6/IOZ/EP/UreSP-10/IOZ/EP/UreSP-6/OZ/UreSP-10/IOZ/VY

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Fig. 4: 20-year performance of inorganic zinc systems.

SP-10/OZ/VY/VYSP-10/OZ/E/USP-10/OZ/USP-6/OZ/USP-6/OZ/USP-6/OZ/E/USP-6/OZ/VY

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Fig. 5: 20-year performance of organic zinc systems

Photo 1: Close-up of bearings on metallized systems.

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Span Coating System Surface Preparation Application Date 1986 Cost ($/ft2)Alkyd Systems (6)

7E Alkyd Oil Base/Si Alkyd SP-2 Nov. 86 $0.7111E Alkyd/Epoxy/Urethane SP-2 Oct. 86 $1.0421W Alkyd/Epoxy/Urethane SP-6 Aug. 87 $1.5643W Oil - Alkyd SP-6 Oct. 87 $1.1113W Oil Alkyd - 3 Cts SP-2 June 87 $0.7331W Oil-Alkyd SP-6 Oct. 87 $1.37

Aluminum Systems (8)41W Alum. Urethane/Acryl. SP-6 Sept. 87 $1.5812E Alum. Epoxy/Urethane SP-7 Oct. 86 $1.009E Alum. Epoxy/Urethane SP-2/3 Nov. 86 $0.638E Alum. Epoxy/Urethane SP-2 Nov. 86 $1.076E Alum. Epoxy/Urethane SP-2 April 87 $0.605W Alum. Epoxy/Urethane SP-2 May 87 $0.7045W Alum. Epoxy/Urethane SP-6 Oct. 87 $0.8224W Alum. Ureth/Urethane SP-6 Sept. 87 $1.28

Epoxy Systems (6)9W Epoxy Mastic/Epoxy Mast. SP-6 June 87 $1.0017W Epoxy Mastic/Urethane SP-6 July 87 $1.2518W Epoxy/Urethane SP-6 July 87 $1.2932W Epoxy/Urethane SP-6 Oct. 87 $1.1227W One Coat Epoxy SP-6 Sept. 87 $0.6929W One Coat Epoxy SP-6 Oct. 87 $0.99

Inorganic Zinc Systems (8)34W H20 Inorg. Prime/Silicone SP-6 Oct. 87 $1.6730W H20 Inorg. Zinc/Acryl SP-10 Oct. 87 $1.9942W Inorg. Zinc/Vinyl SP-10 Oct. 87 $1.5646W Inorg. Zinc/Vinyl SP-10 Oct. 87 $1.2614W Inorg. Zinc/Epoxy/Ur. SP-6 June 87 $1.8535W Inorg. Zinc/Epoxy/Ure. SP-10 Oct. 87 $1.9439W Inorg. Zinc/Urethane SP-6 Oct. 87 $1.0712W Inorg. Zinc/Vinyl SP-10 June 87 $1.75

Metallizing Systems (2)37W 100% Metallizing Zinc SP-5 Sept. 87 $4.7238W 85% ZN - 15% Al Metallize SP-5 Sept. 87 $4.85

Miscellaneous Systems (5)4E Calcium Boro-Silicate - 3Cts SP-2 May 87 $0.9016W Calcium Boro-Silicate - 3Cts SP-6 July 87 $1.4210W Latex - 3 Cts SP-10 June 87 $1.8526W Thermoplastic Rubber SP-10 Sept. 87 $2.4540W Vinyl/Acrylic SP-6 Oct. 87 $1.20

Organic Zinc Systems (7)7W Org. Zinc/Epoxy/Uret. SP-10 May 87 $1.7528W Org. Zinc/Urethan SP-6 Oct. 87 $1.3320W Org. Zinc/Epoxy/Urethane SP-6 Aug. 87 $1.5023W Org. Zinc/Urethane SP-6 Sept. 87 $1.4825W Org. Zinc/Urethane SP-10 Sept. 87 $2.0911W Org. Zinc/Vinyl SP-6 June 87 $1.7515W Org. Zinc/Vinyl/Vinyl SP-10 July 87 $1.50

Urethane Systems (5)33W Urethane 3-Coat SP-6 Oct. 87 $1.7144W Urethane/Epoxy SP-6 Oct. 87 $1.1910E Urethane/Epoxy/Urethane SP-2 Nov. 86 $1.015E Urethane/Epoxy/Urethane SP-2 Nov. 86 $1.5519W Urethane/Epoxy/Urethane SP-6 Aug. 87 $1.55

Table 1. Summary of Test Coating Systems

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Page 10: Selecting and Sourcing - PaintSquare · 2011. 10. 31. · Coating Systems Eighteen manufacturers donated coatings to be used on 47 of the 66 spans. The experimental systems consisted

Miscellaneous Systems Figure 6 presents the performance over time ofthe five miscellaneous systems. All of the systemswere candidates for maintenance after 20 years.Worth noting is the performance of the calciumboro-silicate over the SP 2 surface. This systemwas the second-best performing system over anSP 2 surface. At an applied cost of $0.90 persquare foot in 1986, it was the best performing ofthe low-cost (less than $1 per square foot) sys-tems.

Alkyd SystemsFigure 7 shows the performance of the six alkydsystems over time. As a class, the alkyd systemsgenerally performed well over the first eightyears. One of the systems over SP 2 had an unac-ceptable level of failure on the flange duringNJDOT’s one-year inspection. However, consider-ing all of the alkyd systems, there seems to be rel-atively little benefit to an SP 6 surfacepreparation versus an SP 2 surface preparation.(See photo 3.)

Urethane SystemsAs a group, the urethane systems performed ade-quately during the first eight years. Of particularnote, the SP 2 surface preparation performed aswell as the SP 6 surface preparation. Another ob-servation is that the two-coat system was one ofthe poorest performers. Of the five systemstested, the three better performing urethane sys-tems were all three coats with an epoxy interme-diate coat. While consistent data on appliedthickness was not available for this study, the au-thors have found through other overcoating re-search that when surface preparation is minimal,more coating thickness over the “bare” spotsequated to better performance.5

Aluminum Systems Figure 9 shows the performance of the eight indi-vidual aluminum systems tested. As a class,these systems did not perform well. Of note, theSP 7 surface preparation seemed to perform bet-ter than the SP 6 and SP 2. Also notice that theabrasive blasting surface preparations tended toperform better to the eight-year mark, and thenperformance across all surface preparationstends to even out. This observation emphasizesthe rather difficult-to-predict situation in which

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Fig. 6: 20-year performance of miscellaneous (not categorized) systems.

SP-2/Calcium Boro-SilicateSP-6/Calcium Boro-SilicateSP-10/3 ct LatexSP-10/RubberSP-6/Vy/Acry

SP-2/Alk Oil/ Si AlkSP-2/Alk/Ep/UreSP-6/Alk/Ep/UreSP-6/oil-AlkSP-6/oil-AlkSP-6/oil-Alk

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Fig. 7: 20-year performance of alkyd systems.

SP-6/3ct UreSP-6/Ure/EPSP-2/Ure/EP/UreSP-2/Ure/EP/UreSP-6/Ure/EP/Ure

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Fig. 8: 20-year performance of urethane systems.

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the replacement coating system may not per-form over the long-term as well as a “main-tained” original coating system may perform.While this observation is interesting, note alsothat all of these systems are D610 of 5 or less,very close to the D610 rating of 4, selected asthe “coating system replacement” level of per-formance. Epoxy Systems (6) Figure 10 shows the performance over time forthe various epoxy systems. These systems wereamong the worst performers at the 8-and 20-year inspections. Notice that all of these systemswere applied to an SP 6 surface preparation—where most of the existing lead-based coatingwould have been removed and where visibleamounts of corrosion should be removed beforepainting. Also notice that all of these systems areonly two coats.

Barrier Coatings This study included 30 barrier type coatings and17 coatings with some kind of zinc metal in theprimer. Barrier coatings essentially protect thesubstrate by separating the environment from thesurface. Although some of the barrier systemscontained inhibitive pigments, we grouped all bar-rier coatings together for this analysis. The zinc-containing coatings arguably impart somesacrificial protection to a steel substrate and werenot considered in this analysis.Figure 11 shows averaged data for the number

of coats in a barrier coating system versus 20-year performance. The trend indicates that apply-ing more coats will tend to improve performance.Although this trend seems obvious, it is importantto consider the nature of the troublesome areason a bridge (i.e., those spots that routinely causelow performance ratings). These areas/spots,when maintenance painted, are typically rustedand have no prior coating, so they become “barespots” after surface preparation. If we look at thisdata with coverage of “bare spots” in mind, it isclear that the number of coats applied increasedthe longevity of the coating system. This data re-affirms the maintenance painting practice of ap-plying spot primers to areas of a prepared bridgewith missing coating. It even suggests that morethan one spot primer may be appropriate for alonger lasting maintenance overcoating system.

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SP-6/Al Ure/Acry SP-7/Al Ep/UreSP-2-3/Al Ep/UreSP-2/Al Ep/UreSP-2/Al Ep/UreSP-2/Al Ep/UreSP-6/Al Ep/UreSP-6/Al Ure/Ure

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Fig. 9: 20-year performance of aluminum-based systems

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Fig. 10: 20-year performance of epoxy-based systems.

1-coat systems (3)2-coat systems (15)3-coat systems (12)

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Fig. 11: Performance by number of coats (non-zinc, non-metal systems).

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Conclusions The original project provides an excellent com-parative study of various maintenance-paintingstrategies. While coating technologies havechanged over the 20 years since the test coatingswere applied, inspections provide excellent datato form the basis for risk-based decisions regard-ing maintenance of bridge coatings. The followinggeneral conclusions can be made. • In many of the instances, surface preparationhad less impact on the coating system life thanmight be expected. Given that surface prepara-tion is a primary cost driver, the opportunitymay exist to reduce cost with acceptable (per-

haps even negligible) changes in performance. • By far the best performing systems were the metallizing systems. Thesesystems are only just beginning to show rusting after 20 years. Of course,these systems were considerably more expensive to apply. Currently, the costdisparity between metallizing and liquid coatings is less than it was in 1987, al-though the metallizing systems still carry a cost premium. • Of the liquid-applied coating systems, those containing an inorganic zincor organic zinc primer performed best. The epoxy systems and aluminum-mas-tic systems performed worst. • The coating systems that are considered traditional overcoating materials(i.e., non-zinc barrier type coatings) had better performance when multiplecoats were applied. • The range of expected performance, risk, and cost associated with bridgecoatings dictates that cost-benefit analysis be performed when selecting a suit-able system.

AcknowledgementsThe authors would like to acknowledge the excellent work and innovativeproject conducted by NJDOT. The authors would also like to acknowledgeFred Lovett of NJDOT and Bob Kogler of Rampart, LLC for their help duringdifferent phases of this project.

Notes1. A. Chmiel, V. Mottloa, and J. Kauffman, “Research on Structural CoatingsPerformance by New Jersey Department of Transportation,” presented at the6th International Bridge Conference and Exhibition, Pittsburgh, PA, 1989. 2. A. Chmiel, V. Mottloa, and J. Kauffman, Structural Coating Evaluation inNew Jersey, Research News, JPCL, January 1989, pp. 23–26.3. C.L. Farschon, R.A. Kogler, and J.P. Ault, Guidelines for Repair and Mainte-nance of Bridge Coatings: Overcoating, August 1997, FHWA-RD-97-092. 4. Ibid.5. “Field Testing Maintenance Overcoating Systems for Bridges,” C.L.Farschon and R.A. Kogler, JPCL, January 1997, Volume 14, Number 1, pp.56–67.

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D610 Rating at 8 Years D610 Rating at 20 Years

> 7 7-4 <4 >7 7-4 <4

Metallizing Systems (2) 2 0 0 2 0 0

Inorganic Zinc Systems (8) 7 0 1 2 5 1

OZ Systems (7) 5 2 0 2 4 1

Miscellaneous Systems (5) 3 2 0 1 3 1

Alkyd Systems (6) 4 2 0 1 3 2

Urethane Systems (5) 2 3 0 1 2 2

Aluminum Systems (8) 1 4 3 0 4 4

Epoxy Systems (6) 0 4 2 0 0 6

Table 2: Distribution of Condition Ratings for Coating within Each Category

Photo 2: WBIOZ system with good condition of web, but poorer condition of bottom flanges

Photo 3: SP 2/Alkyd/epoxy/urethane coated span after 20 years.

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J. Peter Ault, P.E., (Elzy Technology Corporation) has been involved in various aspects of corrosion control andmaterials engineering for over 17 years. He has worked on projects for the U.S. Army, Navy, and Marine Corps,and has extensive experience in the highway, oil & gas, and water/wastewater industries. Mr. Ault, who hasbeen in charge of research and development programs, field investigations, and construction projects, is an ac-tive member of several technical societies including NACE, SSPC, ASTM, and NSPE. He earned a BS in mechan-ical engineering and an MBA from Drexel University (Philadelphia, PA), is a registered Professional Engineer inseveral states, and holds coatings specialist certifications from both NACE and SSPC.

Christopher Farschon is a senior engineer and district manager with Corrpro Companies Inc. in Ocean City, NJ.He manages the company’s corrosion testing laboratory and coatings services division in the northeastern U.S.These offices perform corrosion consulting and research for various Department of Defense agencies and pro-vide coatings inspection services for various clients. Mr. Farschon holds a BS in mechanical engineering fromDrexel University. He is a licensed professional engineer, an SSPC member and Protective Coatings Specialist,and a NACE certificated coatings inspector.

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JPCL

Page 14: Selecting and Sourcing - PaintSquare · 2011. 10. 31. · Coating Systems Eighteen manufacturers donated coatings to be used on 47 of the 66 spans. The experimental systems consisted

n the mid-1990’s, the Northeast Protective Coating Committee (NEPCOAT), consisting of eightstates from Pennsylvania through Maine, conceived and developed a program for testing andqualifying coating materials for use on bridge structures. Once a coating was tested and approvedthrough NEPCOAT, it was eligible to be used in any of the member states. In 1998, the AmericanAssociation of State Highway Transportation Officials (AASHTO) used the testing concepts de-

veloped by NEPCOAT and added coating material qualification testing to their National Transporta-tion Product Evaluation Program (NTPEP). Under NTPEP, coating manufacturers submit theirproducts to AASHTO, where they undergo a standardized series of tests. Once completed, the test re-sults are made available to the states. This process eliminates the need for each state to individuallydevelop and maintain state-specific testing programs, while at the same time having the flexibility toadjust the acceptance criteria for the tests based on state-specific or bridge-specific needs. This alsoeliminates the need for each manufacturer to undergo unique and costly testing for each state. NEP-COAT and NTPEP are excellent concepts that benefit both the producer and user, saving time andmoney. Based on the success of both programs, it seems logical to take the concept an additional stepand create a “NTSPEC” document. This article discusses the development of standardized nationwidebridge painting specifications and the benefits that can accrue to owners, engineers, manufacturers,contractors, and inspectors.

Why Not NTSPEC?

The development of standardized specifications for surface prepa-ration and painting provides similar potential benefits for savingmoney and improving coatings performance. Department of Trans-portation (DOT) officials, coatings consultants, coating manufactur-ers, and contractors are well aware of the elements ofspecifications that are successful, as well as those that lead to con-troversy, claims, and substandard coating performance. Standard-ized specifications could be based on the well-provenrequirements of painting specifications.When designing the painting requirements for a new or existingstructure, it is common to start with a template or boilerplatespecification. This approach can be cost effective and technicallysound if the requirements are tailored by someone knowledgeablein coatings. Unfortunately, coatings expertise is not being replacedat the state or district level at a pace commensurate with the lossof such expertise through retirement. As a result, the responsibil-ity for modifying the template specification can fall into the lap ofan engineer with limited knowledge of painting requirements. Per-haps it is time for industry to accept this fact, and together withAASHTO, take the steps necessary to assure that bridge paintingspecifications nationwide are technically sound and always up-to-date.

SpecificationDevelopment

Streamlining the Specification Development Process for Bridge Painting

I

10

By Kenneth A. Trimber, KTA-Tator, Inc.

Fig. 1: Enclosed shot blasting is a clean and effective process. To help maximize productivity, vary the travel speed for areas of softer or harder concrete.

Photos courtesy of Blastrac.

Editor’s note: This article was publishedin JPCL in February 2005.

Page 15: Selecting and Sourcing - PaintSquare · 2011. 10. 31. · Coating Systems Eighteen manufacturers donated coatings to be used on 47 of the 66 spans. The experimental systems consisted

The advantage of NTSPEC goes far beyond the benefits of improved specification quality and theelimination of gray, subjective requirements that lead to controversy and claims. NTSPEC will in-crease contractor familiarity with bridge painting across the country by standardizing the require-ments. Because of this familiarity, the submittal process will be streamlined for contactors,manufacturers, and inspectors, as well as the engineers conducting the reviews. Familiarity with therequirements will also lead to an increase in the number of contractors willing to bid “NTSPEC” workin other states. Inspectors will become intimately familiar with all of the inspection points and themonitoring and testing required. The ultimate benefit is reduced costs in both coatings design and in-stallation.

Many Specification Variations—for the Same Product—for the Same Goal

Painting specifications between the states vary considerably and can be unnecessarily complex. Read-ing, understanding, and complying with each of the unique requirements on a project-by-project basisis both onerous and costly. A few examples are provided to illustrate varying approaches to the samerequirement:• submittals,• ambient conditions,• surface cleanliness and profile,• coating application,• film continuity,• environmental protection, and• monitoring.

Submittals

Existing specification requirements for submittals range from little to no discussion of them to a re-quest for intimate details regarding every piece of equipment that will be used for every operation.Some specifications require detailed quality control plans, while others have no requirements address-ing quality. Some specifications request a complete label analysis of the coating (e.g., volume solids,weight solids, weight per gallon, viscosity, etc.) with certifications for each batch while others requireonly the name of the products, MSDS, and product data sheets.Question—Do the state-specific differences in submittal requirements, which take significant time

for contractors to prepare and for states and engineering firms to review, make a difference in the per-formance of the project and the quality of the final product? If submittals benefit the project, why notstandardize the requirements to streamline the process, and to allow all contractors and states to ben-efit by working under the optimum submittal packages on all jobs? In this way, contractors bidding a“NTSPEC” job, and manufacturers interested in supplying products will know precisely what submit-tals are required, regardless of the state advertising the work.

Ambient Conditions

Existing specification requirements for ambient conditions range from simply following themanufacturer’s instructions to stipulating specific temperature, dew point, and humidity re-strictions for surface preparation and the application of each coat. Some specifications requirethat conditions be maintained and monitored for a stipulated time prior to exposing the coatingto the elements, while others are silent on these issues.Question—If the generic coating type is the same, are unique restrictions on ambient condi-

tions necessary from state to state? If the coating will cure and perform on a bridge painted at50 F and 60% relative humidity in New York, it should follow that it will cure and perform wellwhen applied at 50 F and 60% relative humidity in Illinois. Why not standardize the require-ments and allow contractors and states to benefit by working under the same set of reasonableweather conditions? In this way, contractors bidding a “NTSPEC” job will know precisely whatrestrictions will be invoked on ambient conditions, regardless of the state advertising the work.

11

The ambient conditions required for successshould be standardized.

Page 16: Selecting and Sourcing - PaintSquare · 2011. 10. 31. · Coating Systems Eighteen manufacturers donated coatings to be used on 47 of the 66 spans. The experimental systems consisted

Surface Cleanliness and Profile

Existing surface cleanliness and profile requirements for the same coating system can rangefrom SP6 Commercial Blast to SP5 White Metal, with surface profile restrictions from 1.0 to2.5 mils, 2.0 to 3.5 mils, and 2.5 to 4.0 mils, depending on the stateQuestion—Since the generic coating type is the common link in every case, is it necessary for

specifications to include such a variety of cleanliness and profile requirements for the same sys-tem, and even the same brand? If the design life of the system is achieved with an SP 10, NearWhite Blast, and a surface profile from 1.5 to 4.0 mils is acceptable, it seems logical to standard-ize the surface preparation requirements based on the needs of the coating system rather thanon the state in which it is applied. Surface profile is a particularly relevant issue when removingold lead-based coatings that were applied over mill scale. In order to productively remove thepaint and mill scale, blasters often create surface profiles that exceed 3.5 or 4.0 mils. If the appli-cation of an additional mil of the prime coat is an acceptable remedy for the deeper profiles,rather than evaluate these issues on a case-by-case basis each time they occur, it would be moreefficient to address the practical profile ranges that can be expected and subsequent coatingremedies up front in the specification. In this way, contractors bidding a “NTSPEC” job willknow precisely what restrictions will be invoked on surface cleanliness and profile, again, re-gardless of the state advertising the work.

Coating Mixing

Existing requirements for mixing range from theuse of full kits only to allowing partial mixes.Question—If the mixing of partial kits for cer-

tain systems can lead to performance problems,why not uniformly invoke a mixing restriction onbridge projects? In this way, contractors bidding a“NTSPEC” job and manufacturers interested insupplying products will be able to adjust for thematerial kit sizes and quantities that are needed.

Film Continuity

Existing requirements range from little to no discussion of film continuity to the completeexclusion of runs, sags, overspray, and orange peel.

Question—Many specifications indicate that runs or sags are not permitted. This iszero tolerance. If minor surface irregularities such as small runs will not affect the perform-ance of a given system, regardless of where it is applied in the country, why not establishrealistic criteria regarding film continuity? The requirements could be developed in twocategories—one where aesthetics is a driving factor such as for outside fascia, and anotherwhere aesthetics is less important such as for interior floor beams and stringers. In thisway, practical criteria will be developed and contractors bidding a “NTSPEC” job will knowprecisely what restrictions will be invoked on film discontinuities, regardless which state isadvertising the work.

Environmental Protection

and Monitoring

Existing requirements range from “comply with all regulations” to detailed prescriptive measures forcontainment, environmental monitoring, and waste handling.Question—If controls over emissions of lead and overspray are appropriate to protect the public

from bridge painting operations in Pittsburgh, PA, is it not reasonable to invoke similar controls toprotect people living next to a painting project in Pittsburg, KS? The proximity of the public and sensi-

12

Allowances for mixing partial kits or requirementsfor full kits only should be standardized.

The appropriate degree of surface preparation andappropriate surface profile range should

be standardized.

Some runs, sags, and orange peel in the coatingwill generally not be harmful to performance.

Page 17: Selecting and Sourcing - PaintSquare · 2011. 10. 31. · Coating Systems Eighteen manufacturers donated coatings to be used on 47 of the 66 spans. The experimental systems consisted

tive receptors to the project should dictate the level of controls that are needed,rather than state-specific knowledge of lead issues. Specific levels of controlcould be identified based on the proximity of the public to the project site and onthe surrounding land usage. In this way, contractors bidding a “NTSPEC” job willknow precisely what restrictions will be invoked on environmental issues, re-gardless of the state advertising the work.

It Can’t be Done

There will be countless reasons why changes to existing state painting specifica-tions will be resisted:• Our specifications are too well entrenched.• A new format won’t fit our specification system.• We don’t do well with change.• Our environments and needs are different—no one has challenges like we do.• We’re unique.

But our industry has overcome greater questions and objections regarding change in the past:• Blast clean all the steel in the shop?• Eliminate lead? It’s the only thing that works.• Water-borne paint for bridge use?• Plural-component coatings in the field?• Salts?• Recyclable steel grit in the field?• Full containment and dust collection on bridges?

How Could NTSPEC be Formatted?

NTSPEC would consist of a master specification with supplemental tables for each coating systemthat is used. The master specification would include standardized text that addresses items commonto all projects—items that are not bridge specific or coating system specific. This would include sub-mittals, ambient conditions during surface preparation, compressed air cleanliness, mixing require-ments, film continuity, quality control inspections, and quality assurance oversight.Separate tables would be prepared for each coating system addressing system-specific requirements

such as the degree of surface preparation and surface profile, ambient conditions during coating appli-cation and curing, stripe coating, and dry film thickness. Individual tables containing this data wouldbe prepared for all of the commonly used systems such as inorganic zinc/epoxy/urethane, inorganiczinc/acrylic/acrylic, epoxy zinc/epoxy/urethane, epoxy/urethane, and moisture-cure urethaneFor example, if a given bridge were going to be coated with an epoxy zinc/epoxy/urethane system,

the contract would include the master specification and the epoxy zinc/epoxy/urethane table. Thispackage would then link to the NTPEP list of tested products to identify the specific brands of materi-als available for use. In this way NTPEP and NTSPEC would complement each other.The environmental specifications could be developed in a similar manner as the paint system tables.

Projects would be classified according to proximity of the public and sensitive receptors, and sur-rounding land use. For each combination, the unique requirements for worker protection, contain-ment, environmental monitoring, and waste handling/disposal would be developed in stand-alonedocuments. When the specification package is assembled, the appropriate worker and environmentalprotection sections would be invoked. The final step is to tailor the requirements to state-specific or bridge-specific needs. A standardized

addendum format would be used that identifies the paragraph to be changed and the replacement textthat is to be followed. The technical package for a project would include the master specification (which is unchanged), the

appropriate paint system table (which is unchanged), and the appropriate worker and environmentalprotection sections (which are unchanged). Other than selecting the correct paint system tables andthe appropriate worker and environmental protection sections, the only thing the designer has to do is

13

Containment and environmental monitoring should be driven by theproximity of the public to the bridge.

Page 18: Selecting and Sourcing - PaintSquare · 2011. 10. 31. · Coating Systems Eighteen manufacturers donated coatings to be used on 47 of the 66 spans. The experimental systems consisted

complete the addendum sheet when it is necessary to tailor the requirements in the above packages tothe state or to bridge-specific needs. Very little tailoring is anticipated.Once contractors complete a few NTSPEC projects, they will become familiar with the require-

ments of the master specification, the requirements of the paint system table(s), and the requirementsof the worker and environmental protection package. In order to bid a project, the focus will be placedon the addendum sheet that will identify changes that are specific to the bridge project being adver-tised. Similar benefits will accrue to coating manufacturers and inspectors, greatly reducing the bid-ding time and effort required, while at the same time reducing concerns that key requirements arebeing overlooked.

Conclusions

Specifications are already being borrowed between states, or are used from one bridge to the next, butthe specific requirements may not be directly transferable and errors are easily made. By consciouslydeveloping national specifications, requirements that work are retained, while language that has cre-ated problems in the past is eliminated. The specifications can be continually updated electronically ata single location, with access from all of the states, making certain that the specifications remain cur-rent with the technology. Tailoring the specifications to state-specific or bridge-specific needs can beeasily accomplished with an addendum sheet.NTSPEC will save the states time and money at the design stage and submittal review stages, and it

will increase the pool of contractors willing to bid projects across state lines once they gain comfortand familiarity with the NTSPEC requirements. NTSPEC will save contractors, coating manufactur-ers, and inspectors time and money when responding to bid requests. NTSPEC will save both contrac-tors and manufacturers time and money when developing submittal packages, because the packageswill be uniform nationwide. Inspectors will gain comfort by knowing the specific inspections and testsrequired on a NTSPEC project, regardless of the state. Intimate familiarity with the project require-ments will lead to project efficiencies, which should reduce construction costs as well.NTSPEC—a win-win proposition for all parties involved.

14

JPCL

Page 19: Selecting and Sourcing - PaintSquare · 2011. 10. 31. · Coating Systems Eighteen manufacturers donated coatings to be used on 47 of the 66 spans. The experimental systems consisted

15

In contrast to the USA, the specificationof coatings for highway bridge paintingin Europe is generally carried out na-tionally by a government department,rather than by state or province. Two ex-amples of this are given below.

In England, the Highways Agency(HA) is responsible for the Motorwayand Trunk Road network. The protectionof steel highway structures on the HA’snetwork is covered by two specifications, bothof which are contained in the Manual of Con-tract Documents for Highway Works (MCHW)Volume1: Specification for Highway Works.The 1900 series clauses cover the Protection ofSteelwork Against Corrosion for New Worksand the 5000 series clauses cover the Mainte-nance Painting of Steelwork. The specificationscontained in the MCHW are standard specifica-tions that are applied to all HA painting con-tracts throughout England.

In addition to the two specifications, thereare two sets of complimentary Notes for Guid-ance, NG1900 for New Works, and NG5000 forMaintenance Works, contained in MCHW Vol-ume 2. The two specifications are also sup-ported by Two Departmental Standards, BD 35and BD 87, and one Departmental Advice Note,BA 27. BD 35 and BA 27 detail the HA’s qualityassurance scheme for paints and similar pro-tective coatings and are included in The DesignManual for Roads and Bridges (DMRB) Vol-ume 2, Section 4.

The above documents essentially define paintsystems by formulation rather than perform-ance. To be able to supply paints for HA bridgeprojects, the paint manufacturer must submit aproduct for testing. Once the product is ap-

Specification of Coatings for Highway Bridges In Europe

proved, it can be supplied for any project, andwhen used, further samples are taken from thesite (A & B samples) and tested for QC pur-poses. Both specifications allow the choice offour protection systems for new works andfour protection systems for maintenanceworks. These specifications have the advan-tage of a proven track record; however, they donot necessarily reflect the current develop-ments in paint technology. To keep up withthese developments in paint technology, thereis the opportunity to depart from the standardspecification and apply different systems tosteel bridges on a bridge-by-bridge projectbasis. In these cases, evidence must be sub-mitted to demonstrate that the proposed sys-tem meets the performance requirements ofthe HA. An approved departure from standardsmust be obtained from the HA prior to any sys-tem being applied to a HA structure that doesnot meet the specification.

The standard, BD 87, covers the proce-dures for putting in hand a maintenancepainting project for a steel highway structureand is included in DMRB Volume 3. The Fig-ure above sets-out the hierarchy of specifica-tions, Notes for Guidance, Standards, andAdvice Notes.

The MCHW 1900 and 5000 seriesSpecification Clauses for NewWorks and Maintenance Paintingboth cover the following topics: Sur-face Preparation; Materials, Meth-ods & Workmanship; MetalCoatings and Protective Systems;and Storage, Procedure, Trials, Ap-plication and Testing (A & B sam-ples).

In the Netherlands, thespecification of paints for highway bridges isthe responsibility of the Directoraat-GeneralRijkswaterstaat (Directorate-General for PublicWorks and Water Management) of the Ministryof Transport, Public Works, and Water Man-agement. This directorate-general ensures thatthe Ministry’s policy is implemented, in part bymaintaining and administering the principalroads and waterways. Within the Rijkswater-staat, the Bouwdienst (construction, building,and maintenance) department has developedits own tests to determine the quality and be-haviour of paint products (the Bouwdienst se-lection methodology) and holds a list of paintproducts and coating systems approved by itfor use on bridges (the NBD standards). In ad-dition, the Bouwdienst specifications allow theuse of other products which comply with cer-tain technical criteria.

Contractors are free to make their ownproduct choice as long as it is in compliancewith the above technical criteria. Moreover, thecontractor has a “repair obligation” if a conser-vation system shows defects in excess of theacceptable limits defined in the specificationswithin a 10-year period.

Page 20: Selecting and Sourcing - PaintSquare · 2011. 10. 31. · Coating Systems Eighteen manufacturers donated coatings to be used on 47 of the 66 spans. The experimental systems consisted

3M Corrosion Protection ProductsScotchkoteFusion-Bonded Epoxy (1-2 Coats)

ABRI IndustriesIronBond111Other

Avilion Inc.WasserMCU Zinc Rich/MCU/MCU

Blue Water Marine and Protective CoatingsMarine UrethaneEpoxy/Polyester/Polyester

Bowers IndustrialGulf CoastEpoxy (1-2 Coats)/Urethane

Bridgeport ChemicalGA 27PEpoxy 100% Solids (1 or 2 Coats)

(800) 722 - 6721www.3m.com/corrosion

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Page 29: Selecting and Sourcing - PaintSquare · 2011. 10. 31. · Coating Systems Eighteen manufacturers donated coatings to be used on 47 of the 66 spans. The experimental systems consisted

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One authority specified a CSA coating as atwo coat system.HR CSA is a single coat sys-tem.Their specification for Performance cri-teria: CSA primer at 1500 hrs ASTM B117salt fog, CSA top coat 1000 hrs ASTM B117Salt Fog.

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Page 35: Selecting and Sourcing - PaintSquare · 2011. 10. 31. · Coating Systems Eighteen manufacturers donated coatings to be used on 47 of the 66 spans. The experimental systems consisted

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Page 39: Selecting and Sourcing - PaintSquare · 2011. 10. 31. · Coating Systems Eighteen manufacturers donated coatings to be used on 47 of the 66 spans. The experimental systems consisted

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Page 40: Selecting and Sourcing - PaintSquare · 2011. 10. 31. · Coating Systems Eighteen manufacturers donated coatings to be used on 47 of the 66 spans. The experimental systems consisted

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Page 41: Selecting and Sourcing - PaintSquare · 2011. 10. 31. · Coating Systems Eighteen manufacturers donated coatings to be used on 47 of the 66 spans. The experimental systems consisted

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Page 42: Selecting and Sourcing - PaintSquare · 2011. 10. 31. · Coating Systems Eighteen manufacturers donated coatings to be used on 47 of the 66 spans. The experimental systems consisted

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