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A vessel docked for maintenance is a vessel out of service. For military forces, this significantly affects the readiness of that force, its ability to respond quickly and appropriately to a developing situation. It is for this reason that the United States Navy continues to search for and invest in innovations that improve maintenance turn-around times as well as innovations that keep vessels in service for longer periods of time. In large-scale construction and manufacturing industries such as shipbuilding and naval maintenance, coating removal is an essential but time-consuming process required for constructing and maintaining vessels and other structures.
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This paper provides a review of key items to consider in coating wood. The most important considerations are ensuring a sound wood substrate surface, elimination of moisture as a problem, adequate surface preparation, and the proper choice of coatings. Coatings for wood can be categorized as film-forming or penetrating finishes. This paper expands on a recent related article published in the Journal of Architectural Coatings.
Failure of flooring materials is usually due to a combination of factors rather than a single, simple cause that led to below expectation performance. For example, construction on a less than high quality concrete slab on grade, combined with the absence of a vapor retarder, with residual concrete wear and contamination, followed by inadequate surface preparation, and finally poor coating selection applied during inclement ambient conditions that is turned over early to severe service is a recipe for disaster.
When it comes to a bridge structure with a serviceable Organic Zinc / Epoxy / Urethane (OZ/E/U) coating system, there is no golden answer on the most cost-effective maintenance painting strategy. Depending on the severity and amount of corrosion and coating breakdown on the structure, planned maintenance surface preparations range from spot power tool cleaning and spot painting to a full SSPC-SP 10 media blast and full recoating operation.
The Minnesota Department of Transportation (MnDOT) with KTA-Tator, Inc. (KTA) conducted a one-day seminar on Bridge Maintenance Painting Strategy & Project Design in May 2013. One outcome of that seminar was the realization that MnDOT needed a more uniform method to rate the condition of coatings statewide during the biennial bridge safety inspections and a process to select and prioritize maintenance painting strategies. MnDOT assembled a Technical Advisory Panel to address these needs and launched a multi-objective study from October 2013 through June 2014.
The Brooklyn Bridge is a daily transportation lifeline for more than 200,000 people. It is one of the oldest and most recognizable bridges in the US and was the longest suspension bridge in the world when it opened in 1883. The Bridge has been designated both a National and New York City Landmark.
Traditional zinc rich primers are the primer of choice during new construction of assets placed offshore for oil & gas production. However, during maintenance, zinc rich primers are not used because of difficulties of having good surface preparation and controlling applied dft to prevent cracking. This paper will examine the performance of new, activated zinc rich epoxy primers compared to conventional zinc rich epoxy primers on steel prepared to different surface profiles using standard techniques of today.
The Energy Innovation Center’s approximately 80-year-old concrete floor had significant divots and was badly spalled and cracked. The concrete floor, often referred to as “The Racetrack” due to its oval shape, serves as the main hallway to a newly renovated technology hub and needed significant structural and aesthetic work. The re-finished floor had to offer durable functionality as well as blend into the neo-industrial look of the re-tasked building.
The Springhouse Country Market and Restaurant has been a local icon for over 40 years. The commercial bakery floor had been covered for years with a commercial sheet vinyl that would fail in spots due to the infiltration of water and cleaning materials at the seams. This resulted in the need to repair the sheet material several times which created a patchwork effect. Finally, the owner reached out to a flooring professional to discuss a new renovation solution.
Industrial and marine protective coating systems are most commonly applied without incident and perform as expected over their anticipated service life. However, occasionally, a coating system will fail prematurely, for unexpected reasons, and with expensive consequences. This paper addresses those unexpected failures and provides reasons and remedies for such occurrences.
Cementitious repair mortars are commonly used to rehabilitate deteriorated wastewater concrete infrastructure prior to the application of high-performance lining systems. Commonly such repair mortars receive a broom finish creating a “profiled” surface prior to the application of a spray applied protective lining system. Other recommendations require that that the cementitious mortars receive a blasted (mechanically profiled) surface to impart a mechanical profile prior to top coating with a similar lining system. In the following paper the authors summarize the results of an investigation to quantitatively assess adhesion of a protective lining when applied to a broom finish surface verses a blasted surface.
A discussion on the issues and challenges related to surface preparation in the field. As means and methods diversify and structure types become more complex, challenges arise. This presentation attempts to identify some of the potential issues and challenges associated with today’s modern methods of surface preparation in the field.