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The hot-dip galvanizing on steel components is a very reactive material that is often given a surface treatment to inhibit oxidation from exposure to moisture and other constituents in the atmosphere. These treatments are referred to as “passivation treatments” and are applied to the zinc surfaces during the quenching process or soon after and before the surfaces begin to oxidize.
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One of the most common ways of protecting steel assets and structures is by organic protective coating systems. The performance of such protective coating systems is assessed based on results after accelerated laboratory exposure testing, where one attempts to mimic the conditions the coatings will be exposed to under in-service conditions in a significantly shorter time frame. Such testing is also how coating systems are qualified for certain corrosivity classes and durabilities, being formalized in standards and specifications such as ISO 12944-6 and NORSOK M-501 ed. 7.
Solvent-free two component polyurethane (2-K-PU) systems have been approved as suitable protective coatings systems since many years. Two component polyurethanes are favored within pipeline and tank constructions where high performance and durability have to be accomplished under harsh conditions (e.g., field application, high service temperatures, high salt load, wet soil conditions etc.).
As onshore pipeline rights-of-way become more congested and urban sprawl increases, the number of horizontal directional drills (HDDs) will likely increase. HDD is a trenchless pipeline installation method that requires drilling a larger pilot hole where the mainline pipe can be subsequently pulled through the drilled hole. However, HDDs have an increased probability for coating damage, even when coated with traditional mill or field applied abrasion resistant overcoat (ARO).
Many common topcoat standards used for architectural and protective coating applications (e.g., MPI 311, SSPC-Paint 36) include a durability requirement based on the accelerated weathering performance of a white coating. However, there are currently no standards for field-applied coatings which address the needs of specifiers who want to ensure durable color performance in high chroma (saturated, or bright) colors, e.g., Safety Red.
Protective organic coatings are the primary form of corrosion control for steel structures exposed in a marine environment. For more than fifty years, testing of coatings suitable for various service environments has relied substantially on exposure of coated steel panels of different configurations followed by evaluation via visual inspection. Exposure may include accelerated testing or natural environmental exposure in immersion or atmospheric conditions.
The most commonly accepted way to protect structural steel on bridges is with liquid applied coatings (paint). The current life expectancy for field-applied protective coatings (maintenance painting) is about 20 years in snow/ice and marine areas. Most bridge owners use a remove-and replace strategy for maintenance painting, with unit costs usually in excess of $10.00 per ft. The cost of maintaining a protective coating during the service life of a bridge may approach the bridge’s original construction costs.
Update to “Expected Service Life and Cost Considerations for Maintenance and New Construction Protective Coating Work” - NACE Corrosion 2008. Assists the coatings engineer in identifying candidate protective coating systems for specific industrial environments.
Major manufacturers of protective coatings, steel fabricators, painting contractors, galvanizers, and end users, were surveyed to identify surface preparation and coating application costs, coating material costs, typical industrial environments and available generic coatings for use within those environments, and expected coating service lives (practical maintenance time).
Stress development in epoxy coatings applied in water ballast tanks (WBT) on ships can lead to cracking, corrosion, and failure of ship’s hulls, with catastrophic consequences to the environment as well as loss of seamen at sea. Typically, these cracks do not appear during application and curing of the coating but after some finite time of service. The financial wellbeing of the ship’s owner can suffer greatly. To avoid such cracking, it is critical to have a clear understanding of the underlying mechanisms and primary controlling factors behind the coating cracks.