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This AMPP technical report is intended for use by North America-based rail car manufacturers, owners, operators, and repairers who are seeking guidance concerning DFT measurement of coatings applied to rail cars.
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The coating of concrete floors is always challenging. Unlike walls, ceilings, tanks, bridges and other structures floors have vehicular and pedestrian traffic. This usually means that they are coated during off hours with tight schedules. Contractors need to plan the projects to meet the needs and schedules of owners. Often times this means multiple trips to the facility to review the scope of work and provide workable schedules. Required testing is generally performed prior to the scheduled start of work or after the floors are back in service.
There are many factors which need to be considered when making the decision to over coat an existing coating system. With the magnitude of data that need to be evaluated in relation to the existing coating system and potential scenarios that are possible it is important to take multiple details into account. Details including inspection criteria of the existing coating system and substrate, owner’s goals and objectives, asset location and environmental conditions must all be taken into consideration.
Coating thickness is one of the most important parameters influencing durability of a protective coating system. As a general rule-of-thumb, the thicker the coating, the greater the protection. But is there any upper limit to this general rule? This paper looks at durability figures of common protective coating systems for atmospheric and immersion exposure as a function of dry film thickness.
The 2014 US bridge inventory lists over 610,000 highway bridges. Industry experts believe that the cost of maintaining those bridges for repairs due to corrosion is at least $30 billion annually. Bridge owners do not have the resources to maintain bridges in good condition. New bridges are being constructed, at the rate of approximately 3,000 nationally each year. Those new bridges must not pose additional maintenance burdens on the already inadequate bridge maintenance budgets.
According to the international surface preparation standard for welds (ISO8501-3), the preparation grades before the application of paints are divided into 3 levels, P1, P2 and P3. These grades are described with rough qualitative representations, not description of surface treatment methods or measurable conditions. Because of the ambiguous wordings on the standard, there have been a lot of arguments for the surface preparation grades and abraded condition during the construction.
The paper reports about the results of laboratory investigations on edges prepared with different tools and painted with different coating systems for applications in water ballast tanks. The laboratory test scenarios were already described in a presentation delivered at PACE 2010, and this paper is the second part of that presentation.
This paper will cover cathodic disbondment, dry film thickness, peak height and coating evaluation for failures.
Building materials are routinely tested for flammability. Paints are also evaluated for flammability but because of their typical low applied thickness, coatings contribute very little fuel to a fire and do not normally need to be fire tested. Coatings, unless they are specially formulated fire protective coatings, like intumescent coatings, do not significantly affect the flammability of the substrate to which they are applied. It is the substrate rather than the coating which dictates the flammability. Thick film coatings, however, can influence surface flammability.
The presentation reports about a nationally funded 3-year R&D project on the effects of edge geometry and coating type on the corrosion protection performance of organic coatings on edges with particular attention to ballast water tank applications. Core of the presentation is the description of the testing scenarios, the introduction of three assessment methods, and the discussion of the results. Testing methods included the long-term testing of samples in a specially designed IMO chamber, the utilization of electric impedance spectroscopy and DFT measurements on polished cross sections of coated edges.
The National Shipbuilding Research Program (NSRP) is an industry-led, Navy-sponsored collaboration of U.S. shipyards working together to reduce the cost of building, operating and repairing Navy ships by improving productivity and quality through advanced technology and processes. In 2014 the NSRP Surface Preparation & Coatings Panel obtained approval from the Executive Control Board for funding of a project that would evaluate the latest in digital coating inspection instruments and their potential for cost savings in the inspection of Navy vessels.
This workshop will review historical methods of data collection and the latest, ever evolving technology to provide rapid, accurate inspection results.