Celebrate World Corrosion Awareness Day with 20% off eCourses and eBooks with code WCAD2024 at checkout!
Over 30 percent of the 607,000 bridges in the FHWA National Bridge Inventory have steel superstructures. Most of those are protected from corrosion damage by thin film coatings or paints. Those coatings have a finite life in relation to the steel they protect. Over time, they degrade, eventually requiring repair or replacement. When selecting this type of superstructure for a bridge, the operating agency incurs an obligation to maintain the coating on the steel to protect it from corrosion to obtain its full service life.
Over 30 percent of the 607,000 bridges in the FHWA National Bridge Inventory have steel superstructures. Most of those are protected from corrosion damage by thin film coatings or paints. Those coatings have a finite life in relation to the steel they protect. Over time, they degrade, eventually requiring repair or replacement. When selecting this type of superstructure for a bridge, the operating agency incurs an obligation to maintain the coating on the steel to protect it from corrosion to obtain its full service life. However, recoating existing steel bridges is a major and costly task for transportation agencies. According to a study by NACE titled: “Corrosion Costs and Preventive Strategies,” the annual cost of corrosion for highway bridges is estimated to be between $6.43 billion to $10.15 billion and is increasing. Many agencies are faced with significant challenges in balancing available resources with major rehabilitation, reconstruction and complete replacement needs due largely to corrosion caused by failing coating systems. Beyond direct costs, repainting projects frequently impact the driving public through reduced capacity (lane closures) and also put workers in the Right of Way, exposing them to additional safety risks. State Highway Agencies (SHA) are seeking to identify improved coating and recoating methods that will offer extended service life and save significant costs by reducing the frequency of recoating, or the need to recoat at all, thereby delaying costly rehabilitation and replacement activities caused by corrosion.
This paper describes a bridge coating operation and maintenance manual that was developed for the City of Vancouver which operates and maintains an inventory of 33 bridges with coated steel elements.
We are unable to complete this action. Please try again at a later time.
If this error continues to occur, please contact AMPP Customer Support for assistance.
Use this error code for reference:
Please login to use Standards Credits*
* AMPP Members receive Standards Credits in order to redeem eligible Standards and Reports in the Store
You are not a Member.
AMPP Members enjoy many benefits, including Standards Credits which can be used to redeem eligible Standards and Reports in the Store.
You can visit the Membership Page to learn about the benefits of membership.
You have previously purchased this item.
Go to Downloadable Products in your AMPP Store profile to find this item.
You do not have sufficient Standards Credits to claim this item.
Click on 'ADD TO CART' to purchase this item.
Your Standards Credit(s)
1
Remaining Credits
0
Please review your transaction.
Click on 'REDEEM' to use your Standards Credits to claim this item.
You have successfully redeemed:
Go to Downloadable Products in your AMPP Store Profile to find and download this item.
One of the, if not the most, vexing problems for bridge maintenance personnel is the deterioration of bridge components below leaking joints. The joints may be open or closed, construction or expansion, but all seemingly leak shortly after construction or resealing. The bridge components affected by the leaking joints may be steel or concrete, but the end result is the same, deterioration.
This paper identifies the unique steps taken to safely remove lead-based paint from a major highway/commuter railroad bridge connecting Philadelphia, Pennsylvania with Camden, New Jersey, followed by the application of a new long lasting protective coating system. The paper addresses project phasing by the owner and coordination with the commuter train to keep costs down and to minimize inconvenience to the public.