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This standard practice describes overcoating of the exteriors of railcars. The purpose of this standard practice is to provide methods for testing and application of overcoating materials for the benefit of railcar owners, lessees, and maintenance providers who are charged with developing and executing programs for the maintenance painting of railcars.
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Although the form and function of a well-designed building are important, it is the long-term performance and durability of a building and its components that will be important to the owner(s) and occupants. Therefore, during the design of buildings, the selection of the appropriate materials and understanding the long-term performance of the specified materials exposed to various site-specific environmental conditions is critical in avoiding the potential “failure by design”. The case study presented will focus on the coating failure by design, that could have been avoided by the original design and construction team and resulted in costly litigation and eventually the complete removal of a key architectural element on two high-rise condominium buildings located along the Florida coastline
The Bureau of Reclamation (USBR) is currently investigating the feasibility of using foul-release coatings to mitigate impacts caused by macro-fouling organisms such as zebra and quagga mussels. Durability of these coatings must be considered as a factor in determining overall life cycle costs. To this end, the Bureau of Reclamation has developed testing protocols to evaluate the durability of foul-release coatings with respect to abrasion, erosion resistance and the ability to overcoat existing equipment.
Overcoating practice among coating appliers and maintainers of large railcar fleets. Testing, evaluation, limitations & applications. Confirming short and long-term success.
This paper will address conditions assessment, test procedures and criteria necessary to make informed decisions on overcoating or not overcoating an aged coating system. It will cover rating of adhesion and film integrity, determination of overcoating risk factors and a selection process for appropriate overcoat systems.
Overcoating an existing bridge coating system can be an economical solution to maintain bridges. Overcoating eliminates the costs for removal of old, often hazardous coating systems that were possibly applied years ago. However, prior to the overcoating process, it is necessary to establish that the existing coating is well adhered to the substrate. Coatings with inadequate adhesion must be removed. Unfortunately, though some standard test methods are available, the determination of a well-adhered coating is not an exact science.
This paper utilizes the painting, of the Vincent Thomas Bridge’s, east tower to highlight QC issues encountered during a spot prime, full overcoat paint project.
Common methods of maintenance painting have either involved complete removal of existing paint (e.g., SSPC-SP 10, Near White Blast Cleaning) or highly localized preparation of corroding areas using power or hand tools (e.g., SSPC-SP 2 or SSPC-SP 3). Sometimes projects may be designed to an intermediate level where the intent is to reduce the surface preparation level of effort by allowing “good” coatings to remain. In these cases, abrasive blasting or ultra-high pressure water jetting may be used to prepare the entire surface, but well adhered aged coating is allowed to remain.
Understanding when and how to repair, or not repair, cracks in concrete is of fundamental importance to all corrosion mitigation and coating professionals.