Spot Painting To Extend Highway Bridge Coating Life - Volume 1 - Guidance

THE NATIONAL ACADEMIES PRESS
This PDF is available at http://nap.edu/25089 SHARE

   
Spot Painting to Extend Highway Bridge Coating Life: Volume

1: Guidance
DETAILS
94 pages | 8.5 x 11 | PAPERBACK

ISBN 978-0-309-47501-3 | DOI 10.17226/25089
CONTRIBUTORS
GET THIS BOOK Theodore Hopwood II, Sudhir Palle, Bobby Meade, Rick Younce, Danny Wells, and
Christopher Goff; National Cooperative Highway Research Program; Transportation
Research Board; National Academies of Sciences, Engineering, and Medicine
FIND RELATED TITLES

Visit the National Academies Press at NAP.edu and login or register to get:
– Access to free PDF downloads of thousands of scientiﬁc reports

– 10% off the price of print titles
– Email or social media notiﬁcations of new titles related to your interests
– Special offers and discounts

Distribution, posting, or copying of this PDF is strictly prohibited without written permission of the National Academies Press.
(Request Permission) Unless otherwise indicated, all materials in this PDF are copyrighted by the National Academy of Sciences.
Copyright © National Academy of Sciences. All rights reserved.

Spot Painting to Extend Highway Bridge Coating Life: Volume 1: Guidance
NCHRP
Web-Only Document 251:
Spot Painting to Extend

Highway Bridge Coating Life
Volume 1: Guidance
Theodore Hopwood II
Sudhir Palle
Bobby Meade
Rick Younce
Danny Wells
Christopher Goff
Kentucky Transportation Center
University of Kentucky
Lexington, Kentucky
Guidance from NCHRP Project 14-30
Submitted January 2018
ACKNOWLEDGMENT
This work was sponsored by the American Association of State Highway and Transportation Officials (AASHTO), in cooperation
with the Federal Highway Administration, and was conducted in the National Cooperative Highway Research Program (NCHRP),
which is administered by the Transportation Research Board (TRB) of the National Academies of Sciences, Engineering, and
Medicine.
COPYRIGHT INFORMATION
Authors herein are responsible for the authenticity of their materials and for obtaining written permissions from publishers or
persons who own the copyright to any previously published or copyrighted material used herein.
Cooperative Research Programs (CRP) grants permission to reproduce material in this publication for classroom and not-for-profit
purposes. Permission is given with the understanding that none of the material will be used to imply TRB, AASHTO, FAA, FHWA,
FMCSA, FRA, FTA, Office of the Assistant Secretary for Research and Technology, PHMSA, or TDC endorsement of a particular
product, method, or practice. It is expected that those reproducing the material in this document for educational and not-for-profit
uses will give appropriate acknowledgment of the source of any reprinted or reproduced material. For other uses of the material,
request permission from CRP.
DISCLAIMER
The opinions and conclusions expressed or implied in this report are those of the researchers who performed the research. They
are not necessarily those of the Transportation Research Board; the National Academies of Sciences, Engineering, and Medicine;
or the program sponsors.
The information contained in this document was taken directly from the submission of the author(s). This material has not been
edited by TRB.
Copyright National Academy of Sciences. All rights reserved.

The National Academy of Sciences was established in 1863 by an Act of Congress, signed by President Lincoln, as a private, non-
governmental institution to advise the nation on issues related to science and technology. Members are elected by their peers for
outstanding contributions to research. Dr. Marcia McNutt is president.
The National Academy of Engineering was established in 1964 under the charter of the National Academy of Sciences to bring the
practices of engineering to advising the nation. Members are elected by their peers for extraordinary contributions to engineering.
Dr. C. D. Mote, Jr., is president.
The National Academy of Medicine (formerly the Institute of Medicine) was established in 1970 under the charter of the National
Academy of Sciences to advise the nation on medical and health issues. Members are elected by their peers for distinguished contributions
to medicine and health. Dr. Victor J. Dzau is president.
The three Academies work together as the National Academies of Sciences, Engineering, and Medicine to provide independent,
objective analysis and advice to the nation and conduct other activities to solve complex problems and inform public policy decisions.
The National Academies also encourage education and research, recognize outstanding contributions to knowledge, and increase
public understanding in matters of science, engineering, and medicine.
Learn more about the National Academies of Sciences, Engineering, and Medicine at www.national-academies.org.
The Transportation Research Board is one of seven major programs of the National Academies of Sciences, Engineering, and Medicine.
The mission of the Transportation Research Board is to increase the benefits that transportation contributes to society by providing
leadership in transportation innovation and progress through research and information exchange, conducted within a setting that
is objective, interdisciplinary, and multimodal. The Board’s varied committees, task forces, and panels annually engage about 7,000
engineers, scientists, and other transportation researchers and practitioners from the public and private sectors and academia, all
of whom contribute their expertise in the public interest. The program is supported by state transportation departments, federal
agencies including the component administrations of the U.S. Department of Transportation, and other organizations and individuals
interested in the development of transportation.
Learn more about the Transportation Research Board at www.TRB.org.

NCHRP Project 14-30
ACKNOWLEDGMENTS
The research reported herein was performed under NCHRP 14-30 by the Kentucky
Transportation Center at the University of Kentucky. The University of Kentucky is the
contractor for this study, and Theodore Hopwood II P.E., Program Manager – Bridge
Preservation, is the principal investigator. The other contributing authors of this report are
Sudhir Palle, Bobby W. Meade, Rick Younce, Danny Wells and Christopher Goff.
The authors would like to thank Mr. Derrick Castle, Project Development Manager –
Bridge and Highway, of The Sherwin Williams Company for assisting us in reviewing Section 3
“Coatings for Spot Painting” of this guide. The authors would also like to thank the Kentucky
Transportation Cabinet for allowing us access to several bridges to implement procedures for
field spot painting presented in this guide.
Finally, the contribution and guidance of the NCHRP Panel should be mentioned.
Without their hard work and diligence in providing comments, this work would not have been
successfully completed.
iii

Contents
Acknowledgments ..................................................................................................................... iv
1.0 OVERVIEW............................................................................................................................. 1
2.0 OPPORTUNITIES TO USE SPOT PAINTING ....................................................................... 4

2.1 Maintenance Painting Options ............................................................................................. 5
2.2 Coating Condition Assessments .......................................................................................... 7
2.3 Coating Decision Making ..................................................................................................... 9
3.0 COATINGS FOR SPOT PAINTING ..................................................................................... 10

3.1 Structural Coating Types ................................................................................................... 10
3.2 Coating Systems for Prepared (Profiled) Steel Substrates ................................................ 15
3.3 Coatings for Marginally Prepared Substrates .................................................................... 16
3.4 User Friendly Coatings ...................................................................................................... 18
3.5 Service Life Expectations of Spot Coating Systems .......................................................... 21
3.6 Spot Coatings Systems and Serviceability of Existing Coating Systems ........................... 22
3.7 Compatibility Issues between Spot and Existing Coatings ................................................ 23
3.8 Climate Restrictions for Spot Coatings .............................................................................. 25
3.9 Non-Traditional Coatings/Materials .................................................................................... 25
3.10 Coating Manufacturer Product and Safety Data Sheets .................................................. 27
4.0 SPOT PAINTING OF STEEL BRIDGES .............................................................................. 31

4.1 Mobilize the Painting Operation ......................................................................................... 31
5.0 WORKER SAFETY AND COMPLIANCE WITH ENVIRONMENTAL REGULATIONS ....... 59

5.1 Worker Safety .................................................................................................................... 59
5.2 Environmental Compliance ................................................................................................ 65
ABBREVIATIONS, ACRONYMS, INITIALISMS AND SYMBOLS ............................................ 71
APPENDIX A Instructions for Conducting Field Coating Condition Assessments ........... 72
APPENDIX B Florida DOT Coating Assessment Form ......................................................... 77
APPENDIX C List of Equipment for Field Coating Assessment (MnDOT) .......................... 79
APPENDIX D List of Potential Equipment for Spot Painting................................................ 81
APPENDIX E List of Reference Documents by Chapter ....................................................... 84
iv

NCHRP Project 14-30
1.0 OVERVIEW
There are about 170,000 steel bridges in the U.S. that rely on protective coatings for corrosion
protection. Maintaining that protection is a major expense and concern of transportation agencies,
many of which are struggling to address a variety of bridge and roadway maintenance shortfalls.
A major challenge of those agencies is to keep the nation’s bridges in a state of good repair, often
with limited budgets. Spot painting is an important tool for those agencies to use to extend the
service lives of existing bridge coatings and enable transportation agencies to get the maximum
value from limited funds.
Bridge steel is painted primarily to resist corrosion. A protective coating’s ability to protect
steel is based upon its integrity and inherent capability to handle the external stresses that
cause it to deteriorate and the steel to corrode. Properly applied coatings offer maximum
corrosion protection. Any faults in the coating will short-circuit its protection and lead to
premature corrosion of the steel. More aggressive environments challenge the ability of
coatings to remain protective and the steel to resist corrosion, which can nucleate, spread
and undermine a coatings ability to protect.
Spot painting is one of four maintenance painting options along with zone painting,
overcoating, and coating removal and replacement. The four maintenance painting options are
most effective when used in applying the appropriate bridge preservation treatments and activities
at the appropriate time (and to the appropriate bridge). Deterioration of coatings is generally
promoted by environmental exposure conditions that provide UV radiation from sunlight, moisture
and oxygen, and for bridges soluble salts from deicing chemicals and aggressive environments
such as marine and severe industrial exposures. Spot painting may be used under certain
conditions to restore corrosion protection and extend bridge component life at a minimum cost.
The primary goal of this guide is to be a useful resource tool for in house maintenance
personnel charged with employing proper utilization of spot painting techniques and
materials on steel bridges. Objectives include describing and explaining the what, why, and
how of spot painting as determined by best practices. Attention will be given to: 1) assessment of
existing bridge coatings to select the appropriate maintenance painting option; 2) coating
selection; 3) preparation (bridge site and steel substrates) and coating application (and repair);
and 5) coating inspection and demobilization. In addition, worker safety and environmental
factors will be reviewed. The following depicts the step-by-step activity flow for spot painting:
A particular concern of this guide is coating selection for spot coating which is important
and affects the long-term success of projects. The selection affects: 1) the existing coatings to be
repaired/replaced, 2) worker safety procedures used by field personnel, 3) surface preparation,
4) environmental protection requirements, 5) atmospheric conditions for application, 6) application

NCHRP Project 14-30
methods, and 7) durability of a repair. As there is typically interaction between coating repairs and
repair coatings, a range of issues need to be considered related to both the demands on the
maintenance coating and the characteristics of the existing coating. Factors to consider when
selecting coatings for spot painting coatings are: 1) compatibility and durability matching with
existing coating, 2) chloride contamination, 3) application in severe environments/conditions, 4)
surface tolerance, 5) special application requirements, and 6) user (painter) friendliness.
Typical generic common bridge coating types are discussed including:
• Acrylics (Waterborne)
• Alkyds
• Epoxies
• Polyurethanes
Coatings are employed as single coats or in multi-coat paint systems for maintenance
painting options, including spot painting. Those are discussed in terms of coatings used over
profiled steel and marginally prepared substrates. Factors impacting coating selection are
addressed including soluble salt surface contaminants, volatile organic compound (solvent)
restrictions, and spot coating characteristics (including user friendliness). Non-traditional coatings
including tapes, greases, and conversion coatings are also addressed.
Performing spot painting effectively depends upon proper scoping of the project
addressing operational, environmental and worker safety requirements and assembling all
equipment and supplies necessary for the fieldwork during mobilization. Deployment actions at
the job site accommodate support actions for effective spot painting work while complying with
environmental and working safety requirements. Timely inspections through the use of hold points
at key junctures in the painting work promotes quality spot painting work and maximum project
durability. Surface preparation work emphasizes power tool cleaning as it is typically more
practical to implement by highway agencies for spot painting than other methods. Observance of
ambient paint conditions is a necessary precursor to paint application. Adherence to coating
application procedures results in properly applied coatings and minimum requirements for repair.
Spot painting requires attention to a range of issues related to compliance with worker
safety and environmental regulations. Key worker safety requirements relate to training, hazard
communication, use of personal protective equipment (PPE), worker hygiene, medical
surveillance and testing (for existing lead coatings) and reporting/recordkeeping. Environmental
compliance relates to protection of the public, workers and the environment from wastes
generated during maintenance painting operations. Those wastes can be wastewater from
washing operations along with airborne particulates and solid wastes from surface preparation
operations. Those are contained and captured by troughs, vacuum shrouded power tools, along
with ground cloths and containments. The captured wastes must be collected, stored and
disposed of properly with special permitting, storage and disposal requirements for hazardous
wastes. Waste coatings and solvents commonly employed for spot painting require collection and
disposal. Knowledge of and proper attention to those requirements is vital to ensure regulatory
compliance.
This guide is organized to adequately cover the activities needed for successful spot
painting:
Section 2 briefly describes maintenance painting options and the assessment of existing

NCHRP Project 14-30
coatings on bridges. Appendices A-C are provided for: instructions for performing field
assessments, a sample state highway agency coating assessment form, and recommended
equipment for performing field assessments.
Section 3 provides guidance on the vital topic of spot coating(s) including their uses,
performance characteristics, and user friendliness.
Section 4 explains the technical issues and best practices for:
• Preparation of work sites

• Surface preparation (steel substrates)
• Coatings application and inspection
Appendix D is provided with a list of proposed equipment for performing spot painting in
the field.
Section 5 addresses worker safety and compliance with environmental regulations
To facilitate use of this guide, the references for each chapter have been appended to
Appendix E and are available for persons wishing to further investigate the practice of spot
painting.

NCHRP Project 14-30
2.0 OPPORTUNITIES TO USE SPOT PAINTING
Coating Failure Exposing Rusted Corrosion of Beam End, Cross

Mill Scale Frame and Bearing
Inter-Coat Failure
Bridge steel is composed of a variety of shapes which makes uniform coating application
difficult, typically leading to insufficient coating thicknesses of one or more coats. Problematic
features for painting include edges, faying surfaces, re-entrant corners, and fasteners.
Coating failures often initiate where inadequate coating thickness is present. Excessive
coating applications or buildup of periodic maintenance overcoats can also result in
premature coating failures and render some maintenance painting options problematic. As
coatings age, they can become brittle and contract leading to disbonding failures, either
completely detaching from the steel/mill scale or as inter-coat failures detaching from
underlying coatings.
Premature failures are usually promoted by a combination of poor application

practices and exposure factors that stress coatings, causing them to fail and allowing
corrosion to initiate and spread. Aged coatings undergo weathering processes that render
them less resistant to corrosive attack and ensuing failures.

NCHRP Project 14-30
Bridge macro-environments refer to the conditions in which a bridge is situated (e.g.,

marine, inland, rural, urban and industrial). In addition to the impacts of macro-environments,
various locations on bridges have different micro-environments about the bridge in which
protective coatings and steel are exposed to a range of conditions that may be more severe
than those provided by the macro-environments.
Macro-environments can stress coatings. In bridge locations exposed to sunlight, UV

degradation can lead to weakened coatings that chalk and erode. Locations exposed to fog
or high rainfalls can have extended time of wetness (TOW), which promotes corrosion.
Macro-environments can also provide exposure to harmful chemicals that deteriorate
coatings and promote corrosion (e.g. marine and industrial environments). Micro-
environments such as areas under leaking deck joints can collect de-icing salts — also called
soluble salts (see inset). Locations at the ends of bridges are often sheltered from sunlight
and have extended TOW that promotes corrosion more aggressively that areas exposed to
What Are Soluble Salts?

Soluble salts are chemicals/elements that can be dissolved in water to form ions. Those can
penetrate through coatings to steel and promote corrosion. They include chlorides (from
marine environments and deicing chemicals), sulfates and nitrates (typically from industrial
atmospheres). Chlorides are the most common for bridge exposures and damaging from a
corrosion standpoint followed in severity by nitrates and sulfates respectively.
Soluble salts can be present on the surfaces of bridges elements regardless of whether they
possess intact paint or rust. If they are detected in sufficient concentrations, they must be
removed prior to paint application to prevent premature coating failures.
direct sunlight. Those areas may be considered severe environments if they are under
constantly leaking joints. Micro-environment corrosion commonly occurs at beam
ends/bearings under joints. It can also occur at splash zones on steel exposed to salt-laden
aerosols kicked up by traffic (e.g. overpass fascia girders and verticals and diagonals of
through truss bridges).
As a result of those factors, bridge coatings can experience small areas of localized failure.
Typically, most of the existing coatings remain intact and capable of years of additional service.
In these situations, the failed areas can be repainted. This can be done without affecting the
balance of the intact coating (i.e., spot painting). Other types of bridge coating failures (and
ensuing corrosion) may necessitate different maintenance painting options.
2.1 Maintenance Painting Options
As previously noted, there are four maintenance-painting options that can be used to address
various circumstances on a painted steel bridge — 1) total removal and replacement of the
existing coating, 2) overcoating an existing coating with another coating/system, 3) zone
painting, and 4) spot painting.
Removal and Replacement
The most common maintenance painting action is total removal of an existing coating and

NCHRP Project 14-30
application of new coatings (removal and replacement). It a replacement action used when
the overall condition of the existing coating is such that coating repair and rehabilitation
options are not feasible or when existing coating condition plus other considerations (e.g.,
traffic volumes, life cycle costs or aesthetics) dictate its use. Removal of the existing coating
usually entails abrasive blasting with expendable or recyclable abrasives. When used with a
multi-coat system including a zinc primer, it is the most expensive maintenance painting
option from a first cost standpoint. Depending upon the structure painted, the first cost can
range from about $10/ft2 for a rural deck-girder bridge to over $30/ft2 for a major bridge in a
city (e.g., New York). It is also the most durable maintenance-painting option. The anticipated
service life of a removal and replacement project is typically 20 to 30 years depending on
structure complexity, location, extent of corrosion damage/surface contamination (e.g.,
chlorides) prior to surface preparation/efficacy of contaminant removal, level of surface
preparation, care in paint application and quality of the applied coatings. It provides the best
aesthetic results of any maintenance painting option.
Overcoating
Overcoating is the other approach to total bridge painting, but it qualifies as a rehabilitation
action, as the existing coating is still used and relied on for some steel protection. It typically
consists of washing the intact existing coating to remove surface soils and minimize surface
contaminants, spot repairs of areas where the existing coating has failed, application of spot
coatings on the areas where corrosion/inter-coat failures have occurred, and application of
one or more topcoats over the existing coating (typically barrier intermediate coats along with
wreathing-resistant topcoats). Total and unit costs vary, but can be expected to be half to
two-thirds the cost of removal and replacement. Project durability is usually assumed to be
10 to 15 years in mild or moderate environments. The limiting factors are typically the
condition of the existing coating, the existing substrate and the surface preparation used.
Many older painting projects used lead-based alkyds applied over mill scale. Those present
the greatest risk of premature failure when overcoated. If the existing paint system possesses
a zinc-primer on a blast-cleaned substrate, an overcoating project can last 15 years, with 20
years a reasonable expectation in moderate environments. Feathering of repair areas along
with spray applications of spot repairs and topcoats offers the best aesthetics when using
overcoating.
Zone Painting
Zone painting is a localized coating repair option that typically involves totally removing and
replacing broad portions of existing coatings where there are discrete environments that are
aggressive and require more frequent maintenance painting (e.g., beam ends, splash zones
and fascia girders of overpass bridges). It typically used on larger areas than spot painting.
It can also can be performed as a localized form of overcoating, using the same procedures,
on limited portions of a bridge with coating deterioration. From the standpoint of unit costs,
zone painting is more expensive than either removal and replacement or overcoating. Since
zone painting is performed on highly stressed locations, at best the life expectancy is
anticipated to be 10 to 20 years for atmospheric exposures in mild or moderate environments
depending on the surface preparation and coatings employed. The aesthetics of zone
painting projects is usually poor. Maintenance coating of weathering steel typically involves
zone painting and will not be covered further in this guide.

NCHRP Project 14-30
Spot Painting
Spot painting is a coating repair option used to address localized coating failures and corrosion.
What is spot painting?

Unfortunately, there is no universally accepted definition of spot painting. There is general
agreement that it is a repair process for failures of existing coatings. However, among
highway agencies there seems to be some differences in the scope of repairs. Some use the
same procedures employed for removal and replacement to repair bridge coatings with “spot
painting” to replace 10 to 25 percent of the existing coating. The context of “spot painting”
used by most highway agencies addresses coating repair work on a much smaller scale.
Guidance in the SSPC Paint Application Guide 5, “Guide to Maintenance Coating of Steel
Structures in Atmospheric Service” recommends the use of “spot painting” as a coating repair
options under the following circumstances:
• Repairs are hidden and unimportant to aesthetics

• Owner maintenance crews are available for this work
• Structures are small and repair locations are readily accessible
• Corrosion and degradation are limited to isolated areas and small sections which
amount to less than 1% of the total area
•
Several of those circumstances are overly restrictive compared to typical highway agency
“spot painting” practice. They vary conditions/practices described by this guidance
document.
It can employ a range of surface preparation methods and coatings. From the standpoint, of unit
costs, spot painting is the most expensive coating option, with costs several times that of removal
and replacement. Highway agency survey data indicates spot painting service life expectations
of 7 to 15 years in mild or moderate environments depending on surface preparation and coatings
used for repairs. Since spot painting is typically performed on highly stressed locations,
conservative performance expectations may be lower — 5 to 7 years. The aesthetics of zone
painting projects is usually are poor. Spot painting is the maintenance paint option most amenable
for use by in-house forces. In this guide, spot painting will incorporate the use of power tool
cleaning for surface preparation as it best addresses dispersed localized coating failures that are
commonly encountered on bridges and usually eliminates the need for expensive containment. It
is amenable for implementation by both in-house forces and by contract.
2.2 Coating Condition Assessments
Prior to making a maintenance painting decision, existing coatings on bridges should be assessed
to determine what action best fits agency needs/circumstances. An initial review may be obtained
from agency asset management data. That includes coatings ratings and perhaps pictures. That
review could identify additional issues not related to coatings that might impact the maintenance
painting decision making process. In addition to asset management data reviews, field coating
condition assessments can be triggered by the age of a structure or the age of its coating. Field
coating condition assessments can be performed on candidate bridges to identify existing bridge
coating conditions/materials and bridge environs that may impact maintenance painting

NCHRP Project 14-30
decisions. Those assessments can be sufficient in scope to provide information necessary to plan
and perform follow-up maintenance painting work resulting from agency selection of a
maintenance painting option. Guidance for conducting field coating condition assessments is
provided in Appendices A-C.
Field Coating Condition Assessment Data Impact on the Use of Spot Painting
Field coating condition assessments provide data that can support the use of spot painting. In the
AASHTO “Manual for Bridge Element Inspection,” Appendix E, Steel Protective Coatings, spot
painting (i.e. repair) is listed as a feasible maintenance option for coatings rated as Fair, Poor or
Severe. Data resulting from field coating condition assessments contribute information to the
decision making process that support the use of spot painting or the other painting options.
Service Environment — Inland exposures, given as SSPC 2A in SSPC commentary,

“Using SSPC Coating Material Standards” (Table 1), are typically suitable for spot
painting. Aggressive environments (e.g. marine SSPC 2B and industrial SSPC 3A-3D) are
more problematic and would require higher-order surface preparation, soluble salt
remediation, and the use of multi-coat repair systems.
Rusting — Key issues related to the use of spot painting are the extent of coating failures
and their disposition. SSPC recommends the onset of maintenance painting when rusting
exceeds 0.3% or greater. Typically, spot painting would be considered for 0.3% to 3%
rusting (rust grades 5 and 6) though the percentage may be higher for small bridges
(perhaps a maximum repair area of 500 ft2). Spot painting is a viable option when the rust
is localized/concentrated (e.g. rust grades 5-S and 6-S).
Coating Condition and Coating Thickness and Adhesion — Spot painting typically will
have limited interaction with the existing coatings unless they have experienced partial
coating failures. These may have a greater impact on the use of other coating options.
Soluble Salts — The presence and concentrations of soluble salts may affect the surface
preparation method and coating(s) used and the maintenance painting option selected. If
a wet method is required for remediation, it may extend the work time and require an
additional waste treatment and disposal step.
Aesthetics — Signature bridges or other high-visibility bridges are usually candidates for
removal and replacement or overcoating to preserve aesthetics. While spot and zone
painting can be used to address localized coating failures and rusting, from an aesthetics
standpoint, they are less desirable than removal and replacement or overcoating.
Environmental and Worker Safety – Environmental issues such as disturbing existing

coatings with hazardous materials, impacting endangered species, etc. may affect the
decision to use spot painting, especially if that work is restricted to in-house forces. Most
painting work will require workers to use PPE and have some level of training and testing.
Those requirements will be amplified when hazardous materials, working at heights or
special access requirements are involved. If spot painting is a viable option based on other
criteria, lack of in-house capabilities can be offset by performing the work by contract.
Other Considerations – Access to bridges carrying or over high ADT roads or those in
urban areas may be limited and more durable coating options such as overcoating or

NCHRP Project 14-30
removal and replacement may be suitable.
2.3 Coating Decision Making
Circumstances influencing which option is selected include:
1) The overall condition of intact portions of an existing coating (e.g. thickness and
adhesion)
2) The disposition and extent of deterioration of an existing coating
3) Structural corrosion and severity (along with criticality of affected structural
members)
4) Surface contamination by corrodants such as sulfates and chlorides
5) Bridge type, size and importance
6) Work site/environmental factors
7) Traffic management issues
8) Painting budgets.
These factors can interact to complicate decision making about maintenance

painting. The attendant Do Nothing option is always a potential outcome of any maintenance
decision. That option may relate to a coating condition that does not warrant any action or to
agency budget or work capacity shortfalls that prevent their execution.

NCHRP Project 14-30
3.0 COATINGS FOR SPOT PAINTING
Coating selection is vital for successful bridge spot painting. Coatings have a wide range of
properties that affect not only performance after they are cured, but also application constraints
the agencies must deal with. Coating selection effects:
• Worker safety procedures for field personnel

• Surface preparation
• Environmental protection requirements
• Atmospheric conditions for application
• Application methods
• Durability of the repair.
There can be negative effects of new repair coatings applied over existing ones. Coating
selection should always address that prospect to prevent coating failures.
Spot coatings can be used singly or in multi-coat applications (typically of different coating
types). The latter are commonly used as it is difficult to combine all desired coating characteristics
in one coating. Single coatings can be used in one- or two-coat applications, but they typically
entail performance compromises that limit their effectiveness compared to multi-coat systems.
3.1 Structural Coating Types
There are a variety of coatings used to protect steel structures: Those include
• Acrylics (Waterborne) • Zinc-rich coatings

• Alkyds • Polyaspartics
• Epoxies • Polysiloxanes
• Polyurethanes
The latter two coatings are typically used in new construction or removal and replacement
projects. They offer potential for use in spot painting as they can supplant conventional
intermediate and finish coats with one coat. They will not be discussed due to their apparent lack
of use on spot coating repair projects.
General characteristics of typical bridge coating categories are provided in Table 1. There
are wide variances in the performance of specific products due to formulation differences.
Manufacturers should be consulted for data on characteristics/properties of their specific products
in each category.
Spot painting is typically performed where the highest coating/corrosion stresses exist or
where geometric or access factors resulted in poor application. Those issues point to the need
for care in the selection of coatings for spot painting work.
The durability of a coating is related to several factors including the quality of the material
and workmanship, but none of those is more important than surface preparation and severity of
environment. The most extensive surface preparation actions will offer the longest coating service
life. Factors to consider in selecting coatings are:
• Compatibility and durability matching with existing coatings
10

NCHRP Project 14-30
• Surface preparation
• Soluble salt contamination
• Work environments/conditions
• Surface tolerance
• Application requirements
• Painter skill/coating friendliness
• Project costs.
11

NCHRP Project 14-30
Coating Type Uses Advantages Limitations Comments

Acrylics Primer, Intermediate • one-component coatings • low temperature/humidity restrictions for Acrylic systems can be used in regions
Coat, Finish Coat • low VOCs application with restrictive VOC regulations. Top
• user friendly • not suited over salt contaminated steel coats are commonly used with other
• durable topcoats • not recommended for immersion or coating types. Acrylic primers provide
• excellent UV resistance severe industrial atmospheres or over inhibitive protection.
• can be used as a topcoat over old paints where good wetting is needed
other coating types
Alkyds Primer, Intermediate • one-component coatings • some alkyds cure slowly Alkyd coatings can be used over a range
(Conventional) Coat, Finish Coat • good wetting characteristics • not used for immersion service of existing coatings. Alkyds are surface
• user friendly • poor resistance to chemicals and solvents tolerant and can be applied on some oil-
• good adhesion • limited durability in high-stress contaminated substrates. Alkyd primers
• good abrasion weathering and environments, provide inhibitive protection.
UV resistance
• fair corrosion resistance,
Alkyds Multi-Coat • one-component coatings • not suitable over salt-contaminated steel Calcium sulfonate coatings are tolerant
(Calcium Sulfonate) • can be applied wet-on-wet • very slow curing of many application errors. Calcium
• user friendly • picks up dirt kicked-up by traffic sulfonate penetrating sealers are
• good adhesion • not suitable for walking surfaces available. Calcium sulfonate sealers and
• good corrosion resistance • cannot be top coated with other coating coatings have been used to seal pack-
• fair UV resistance types rusted joints. Calcium sulfonate coatings
• not used for immersion service unless primarily provide inhibitive protection.
over blast cleaned (SSPC SP6) steel
Epoxies Sealer, Primer, • excellent corrosion resistance, • two-component coatings Epoxies have the good corrosion
Intermediate Coat • excellent chemical resistance • may need induction (set) time prior to resistance over contaminated surfaces.
• excellent abrasion resistance application They are widely used as primers and
• can be applied over marginally • limited pot lives intermediate coats. Epoxy coatings
prepared surfaces, • poor UV resistance (chalking) typically provide barrier protection.
• can be immersed • slow curing
• low VOC formulations available • finite recoat windows for top coating
• may need to be abraded for top coating
more prone to cracking than other
coatings
Table 1. Common coating types – uses, advantages, limitations and comments.
12
NCHRP Project 14-30

Epoxy Mastics Primer, Intermediate • Surface tolerant • Slower drying than regular epoxies Problems have been encountered in the past
Coat, Finish Coat* • Good wetting properties • Longer recoat times than regular with low-cost, poor performing epoxy mastics.
• Can be applied to high builds in epoxies Epoxy mastics can be applied over marginally
several coats • High builds over aged alkyds can prepared substrates. They can perform well if
• Low VOC formulations available result in disbonding. proper quality control is provided and surface
• Excellent chemical resistance contamination of soluble salts is limited.
• Excellent moisture resistance Multiple coats perform better than single
coats.
Polyurethanes Primer*, • fast curing • two-component coatings Some two-component polyurethanes can be
(two-component) Intermediate Coat*, • excellent UV resistance • need close control of coating used as primers and intermediate coats
Finish Coat • excellent chemical resistance thickness during application similar to epoxies/epoxy mastics. Different
• good abrasion resistance • susceptible to pin-holing two-component polyurethane coatings are
• good gloss retention (topcoat) • limited pot lives used as finish coats.
• not recommended for immersion
service (topcoat)
Polyurethanes Sealer, Primer, • one-component coatings • need close control of coating Some moisture-cure polyurethanes can be
(moisture-cure) Intermediate Coat, • excellent adhesion to most thickness during application used as primers and intermediate coats
Finish Coat substrates • susceptible to pin-holing similar to epoxies/epoxy mastics. Those are
• low temperature application • curing dependent upon humidity frequently top coated with other coating types.
• excellent UV resistance** levels Moisture-cure polyurethanes can also be used
• excellent chemical resistance as penetrating sealers. Different moisture cure
• good corrosion resistance coatings are used as finish coats. Those are
• humidity tolerance for typically used in complete moisture-cure
application systems to facilitate application in humid
• immersion service environments.
*Infrequent applications.
** Aliphatic finish coats only
Table 1 (Cont.). Common coating types – uses, advantages, limitations and comments.
13
NCHRP Project 14-30

Zinc-rich Coating Primer • excellent corrosion • two- or three-component Zinc-rich epoxy primers are
(Epoxies) resistance coatings typically applied by airless
• excellent for corrosive • limited pot lives spraying. They need to be top
environments • should be applied over coated for maximum protection
• self-healing/galvanic profiled steel and durability.
protection • not recommended for
immersion service
Zinc-rich Coating Primer • fast cure • one- or two-component Zinc-rich moisture-cure

(moisture-cure polyurethanes) • low temperature cure coatings polyurethanes are typically
• excellent application • should be applied over applied by airless spraying. They
properties profiled steel can function without finish coats.
• excellent corrosion • curing depends upon They need to be top coated for
resistance humidity levels maximum protection and
• excellent for corrosive durability.
environments
• self-healing/galvanic
protection
Table 1 (Cont.). Common coating types – uses, advantages, limitations and comments.
14
NCHRP Project 14-30
3.1.1 Penetrating Sealers
Epoxies, moisture-cure polyurethanes and calcium sulfonates are available as penetrating

sealers usually containing no or little pigmentation allowing them to readily penetrate into rust and
crevices and seal those surfaces. As they are readily applied at minimal coat thicknesses, typically
1-3 mils (25-75 microns) dry film thickness (DFT), they are intended to be top coated with one or
more additional coatings. Some sealers can act as tie coats allowing existing coatings to be top
coated after they have exceeded their recoat windows. Epoxy sealers can be used “lock down”
aged coatings that will disbond (lift) when top coated with coatings containing strong solvents.
Penetrating sealers are useful when spot coating complex physical details such as riveted
structural members.
3.1.2 Coating Pigmentation
Many coatings employ pigments to enhance their corrosion resistance. Denser coatings, epoxies
and polyurethanes, provide barrier corrosion protection. They prevent fuels for corrosion (oxygen,
carbon dioxide, water and corrosive ions from soluble salts) from contacting the steel substrates
and causing corrosion. Plate-like pigments such as leafing aluminum, micaceous iron oxide
(MIO), mica, and glass flakes are added to those coatings promote barrier protection. In addition,
these pigments can promote other properties such as edge retention and resistance to film
cracking. Barrier properties can be improved by adding successive coats of barrier coatings.
Acrylics and alkyds are less dense resins and both rely on inhibitive pigments. Inhibitive
pigments react at the interface between the coating and steel to passivate the steel and prevent
corrosion. They include calcium sulfonate, lead (no longer used), zinc phosphate and metallic
borates/borosilicates.
Epoxy and moisture cure polyurethane zinc-pigmented primers typically use metallic zinc
as the primary pigment. Initially metallic zinc-pigmented primers provide galvanic protection to the
steel. To be effective, zinc-pigmented primers must be applied directly to clean, bare steel. Over
time, metallic zinc pigments deplete forming oxides that act as barrier pigments. Zinc-pigmented
organic primers benefit more in terms of corrosion resistance from barrier topcoats than inhibitive
ones.
Typically, barrier and zinc-pigmented coatings perform better over surfaces contaminated
with soluble salts than inhibitive coatings. All of those coating types must have the suitable film
build, especially over rough, pitted surfaces.
3.2 Coating Systems for Prepared (Profiled) Steel Substrates
Coating systems employing zinc-pigmented primers are used by highway agencies when:
• Seeking maximum durability from a spot painting repair

• Performing painting operations in severe (industrial, marine, and immersion)
environments
• Repairing existing coatings with zinc primers (often with soluble salt contamination).
Coating systems with organic zinc primers can be used for spot painting. For maintenance,
painting organic zinc-rich primers (epoxy zinc and moisture-cure urethane zinc coatings) are
used. They must be directly applied to steel cleaned to a minimum standard with a profile cut in
15

NCHRP Project 14-30
the steel. This requires either abrasive blasting (typically SSPC-SP 6, “Commercial Blast
Cleaning,” SSPC-SP 10, “Near-White Blast Cleaning,” or SSPC-SP 14, “Industrial Blast
Cleaning”) or power tool cleaning to a high standard (SSPC-SP 11, “Power-Tool Cleaning to Bare
Metal.” or SSPC-SP 15, “Commercial Grade Power-Tool Cleaning” to provide a minimum 1-mil
profile in the steel). Abrasive blasting will generally require containment and should be selected
when larger contiguous areas are to be painted. It may also be required for structural members
consisting of complex shapes such riveted, laced box beams. For soluble salt remediation of
profiled substrates, washing can be employed prior to surface preparation. Another method would
be to employ re-blasting on previously abrasive blasted surfaces. Power-tool cleaning can be
used for smaller areas (< 3% or several hundred square feet for smaller bridges). For spot
painting, it is more amenable to use by in-house painting crews than abrasive blasting. Power tool
cleaning may not work well with zinc primers when used on severely pitted surfaces.
Coating systems for profiled steel substrates include zinc-rich primers and one or two
additional top coats. Intermediate coats are typically of barrier coatings (epoxies or moisture-cure
polyurethanes). Finish coats are usually those with good UV/weathering characteristics. Common
generic coating systems for profiled steel substrates are shown in Table 2.
Coating System Primer Intermediate Coat Finish Coat

Purpose Corrosion protection Barrier protection UV protection and
barrier protection
1 Coat Moisture-cure
polyurethane zinc*
2 Coat Organic zinc 2-component
polyurethane or
Moisture-cure
polyurethane or,
Acrylic
3 Coat Organic zinc Epoxy, Aluminum 2-component
pigmented epoxy or polyurethane
MIO pigmented epoxy Or Moisture-cure
or MIO pigmented urethane or
moisture-cure urethane Acrylic
3 Coat Low VOC Organic zinc primer Epoxy or Acrylic Acrylic
*At least one coating manufacturer has a zinc-rich aliphatic moisture-cure primer that it suggests can be exposed to
direct sunlight (i.e., used without a finish coat). That coating will not provide the durability of comparable multi-coat
systems.
Table 2. Common coating systems for use on profiled steel substrates.
3.3 Coatings for Marginally Prepared Substrates
Highway agencies may use low levels of surface preparation (SSPC-SP 2, “Hand Tool Cleaning,”
and SSPC-SP 3, “Power Tool Cleaning” and, by definition, SSPC-SP 7, “Brush-Off Blast
Cleaning”) for spot painting work. In those cases, the substrates are of variable consistency and
content with the exception that they are to be clean and free from loose material. Limits of soluble
salt contamination may be higher than for prepared (profiled) steel substrates, though that is not
necessarily the case. The resulting substrates may include tightly adherent coatings, mill scale,
tight rust and steel. Heavily rusted or pitted surfaces may contain high levels of soluble salt
16

NCHRP Project 14-30
contamination. Low-level surface preparation may not adequately prepare the surface or reduce
the level of soluble salt contamination. That may result in decreased coating performance as
compared to higher levels of surface preparation.
Coatings for marginal surface preparation are either barriers or inhibitive in their resistance
to corrosion. They may be applied singly or in coating systems with conventional coating top/finish
coats. Common coatings/systems for marginal surface preparation are listed in Table 3
Typically, the coatings used for such applications are termed “surface tolerant” as
described in SSPC Technology Update 1, “Surface Tolerant Coatings for Steel.” That document
discuses those coatings, their uses, and limitations. Surface tolerant coatings are selected for a
variety of reasons including:
• Projects where spot repairs using abrasive blasting with containment is not
economically feasible
• Environments that are not highly aggressive (i.e. avoiding heavy chemical fumes, high
temperatures, frequent immersion)
• Substrates that are not highly contaminated (i.e. avoiding high concentrations of
soluble salts, built-up grease or other concentrated contaminants)
• Areas where abrasive blasting cannot be performed effectively (e.g., back-to-back
angles or riveted laced structural members)
• Locations where persistent moisture is present in the form of fog or condensation
• Areas where oily deposits are present and difficult to treat by SSPC SP 1 Solvent
Cleaning.
Some epoxy, oil, and alkyd coatings may be tolerant over oil-contaminated substrates
while moisture-cure polyurethanes and some epoxies may be tolerant of surface moisture.
Surface tolerant coatings offer the advantage of use over marginally prepared substrates.
That capability also results in those coatings being limited in their performance compared to the
coatings placed over profiled steel (discussed above). Surface tolerant coatings are prone to
premature failures where:
• High levels of surface contaminants are present (e.g. >50 µg/cm2 surface chlorides)
• Incompatible or aged existing coatings are substrates
• Severe environments are present.
One key in using these coatings is to apply them with suitable film builds on rough, pitted
surfaces.
3.3.1 Tinting
When using multi-coat systems, problems sometimes arise when applying successive coating
applications that have the same appearance. This can occur when using the same system or
systems of identical appearance for multiple successive coats (e.g., striping). This poses
difficulties for painters and persons inspecting the work. It can be minimized by using a tint in one
coat to provide visual contrast between successive coatings. Tints can be provided either pre-
mixed in the coating (preferred) or added at the jobsite during mixing operations. Tinting generally
will not affect the field properties of coatings, but it may limit the potential for re-use of coatings
after the tinting material is added.
17

NCHRP Project 14-30
Coating System Coating Materials Comments

1 coat • Epoxy mastic • excellent corrosion protection (barrier)
• good resistance to soluble salt contamination
• not durable for direct UV exposure
• commonly pigmented with aluminum or MIO
2 coat • epoxy primer • excellent corrosion protection
• two-component polyurethane • good resistance to soluble salt contamination
or acrylic finish coat • excellent UV resistance
• moisture-cure polyurethane • good corrosion protection
primer • good resistance to soluble salt contamination
• moisture-cure polyurethane or, • excellent wetting properties for application
two-component polyurethane (aluminum pigmented primer)
or acrylic finish coat • rapid cure (all moisture-cure polyurethane system)
• excellent UV resistance
• alkyd primer • good wetting properties for application
• alkyd finish coat • good corrosion protection
• fair resistance to soluble salt contamination
• calcium sulfonate alkyd (2 coats) • coats applied wet-on-wet

• good wetting properties for application
• good corrosion protection
• fair resistance to soluble salt contamination
3 Coat • penetrating sealer or epoxy • primer and intermediate coat commonly pigmented
primer with aluminum or MIO
• epoxy intermediate coat • excellent corrosion protection
• moisture-cure polyurethane or • good resistance to soluble salt contamination
two-component polyurethane • excellent UV resistance
or acrylic finish coat • better performance than 2-coat systems
• moisture-cure polyurethane • primer and intermediate coat commonly pigmented
primer with aluminum or MIO
• moisture-cure polyurethane • excellent corrosion protection
intermediate, • good resistance to soluble salt contamination
two-component polyurethane • excellent UV resistance
or acrylic finish coat • rapid cure (all moisture-cure polyurethane system)
3 Coat Low VOC • acrylic primer • low VOCs

• acrylic intermediate coat • good corrosion resistance
• acrylic finish coat • fair resistance to soluble salt contamination
• excellent UV resistance
Table 3. Common coatings/systems for use on marginally prepared substrates.
3.4 User-Friendly Coatings
There are several coating characteristics that influence whether a coating is considered “user”
friendly. User friendliness pertains not only to the workers (especially the applicators) but also to
supervisors and the highway agency. Those characteristics include:
18

NCHRP Project 14-30
• Surface conditions acceptable for coating (e.g., tolerance of limited salt contamination)
• Compatibility with existing coatings
• Atmospheric conditions that permit painting
• Application by brush, roll, or spray
• Environmental friendliness
• Number and severity of worker safety issues
• Ease of coating preparation for painting (e.g. need for mixing, agitation, induction time,
pot life, weight of coating)
• Minimal overspray problems
• Ability to coat complex substrates and crevices
• Application tolerance (e.g., high build, sag resistance)
• Rapid curing after application
• Ease of coating repair/touch up
• Ease of clean-up
Coatings (and coatings systems) vary in the number of specific characteristics that they
possess. No coatings are completely user friendly. A generalized chart for the coatings types is
provided in Table 4. The ratings are 1) Excellent, 2) Good, 3) Fair, 4) Poor, and 5) Not Applicable.
Factors that favor ease of use, tolerance for variations or contamination or, limited
problems/concerns are rated better (i.e., Excellent or Good) while those that don’t are rated lower
(i.e., Fair or Poor). Among generic coating types, specific products can have, different properties/
characteristics from those indicated in the table.
19

NCHRP Project 14-30
Coating Type surface compatibility atmospheric application environmentally number ease of minimal ability to application speed ease of ease of
cleanliness with existing conditions by brush, friendliness and coating overspray coat tolerance of coating clean-
acceptable coatings that permit roll or severity preparation problems complex curing repair up
for coating painting spray of for painting substrates
worker and
safety crevices
issues
Acrylic primers F G G E E E E E F G F G E
Acrylic finish coats G G G E E E E E N/A G F G E
Alkyd primers G G G G G G E G E G F G G
Alkyd topcoats G G G G G G E G N/A F F G G
Calcium sulfonate alkyds F G G F G G E G E E P G G
Epoxy
primers/intermediate
coats G F G G G F F P G G G F F
Two-component
polyurethane primers G F E G F F F P G F E F F
Two-component
polyurethane finish
coats G N/A E G F F F P N/A F E F F
Moisture-cure
polyurethane
primers/intermediate
coats G F E G F F E P E F E F F
Moisture-cure
polyurethane finish
coats G N/A E G F F E P N/A F E F F
Zinc-rich epoxy primers F N/A G F F F F P N/A G G F F
Zinc-rich moisture-cure
polyurethane primers F N/A E F F F F P N/A G E F F
Note: E=Excellent, G=Good, F=Fair, P=Poor, N/A= Not Applicable
Table 4. User Friendliness of various generic coatings.
20
NCHRP Project 14-30
3.5 Service Life Expectations of Spot Coating Systems
Spot painting repairs using 1- and 2-coat systems over marginally prepared substrates are
expected to last approximately 5 to 7 years based upon the quality of the repair and the severity
of the micro- and macro-environments. Use of 3-coat systems using zinc primers and profiled
steel substrates may extend the expected service life up to about 15 years. Ideally, the durability
of a spot repair should match the performance of the existing coating to the point that it warrants
rehabilitation or replacement.
New bridge coatings typically last 20-30 years in most inland exposures (Figure 1). A
typical bridge maintenance-painting model incorporates the use of coating repair by spot or
zone painting starting when an existing bridge coating is in relatively good condition (perhaps
15-20 years). The existing coating could then be repaired by spot/zone painting of
failed/heavily stressed areas. Eventually, those would be supplemented by rehabilitation/full
repair of the entire coating using spot repairs and one or more complete topcoats to reinforce
the existing coating (i.e., overcoating). In that model, spot/zone painting and overcoating are
expected to provide an additional 10-20 years of service until the coatings system reaches a
point of terminal serviceability. The existing/repaired/reinforced coating will probably show
overall breakdown at about 35-40 years. At that point, it would be removed — commonly by
abrasive blasting — and replaced by a new coating system beginning a new maintenance
painting cycle and extending the service life of a steel bridge possibly until its replacement.
The service lives of

spot repairs will depend
upon the level of surface
preparation and soluble
salt remediation as well as
the quality of the repair.
Most of the coating
systems listed in Tables 2
and 3 are anticipated to
provide a minimum of 5
years of service if properly
applied on acceptable,
relatively uncontaminated
surfaces. Coating systems
listed in Table 2 applied on
profiled steel substrates
should last at least 5 years
for atmospheric exposures
in severe industrial and
marine/coastal
Figure 1 Idealized Life Cycle of a Steel Bridge Coating environments. In less
severe exposures, those
coatings should last up to 2 to 3 times longer. Coating systems listed Table 3 applied on marginally
prepared substrates should last 5 years for atmospheric exposures in mild rural and moderate
industrial environments. A key to the durability of spot repairs is the level of soluble salt
contamination. All things being equal, in severe environments, an equivalent level of soluble salt
contamination on surfaces prior to painting is more problematic than in mild or moderate
environments. There are no national standards for acceptable levels of soluble salt contamination.
21

NCHRP Project 14-30
Soluble salt contamination levels are typically stated in units of micrograms per square centimeter
(µg/cm2) and are often ion specific (chloride, sulfate, nitrate, etc.). In very basic terms, corrosion
science requires the combination of an anode, cathode, metallic pathway and electrolyte in order
for corrosion of a steel substrate to occur. Steel, by its very nature, is a metallic pathway that
inherently contains anodes and cathodes. An electrolyte (liquid capable of carrying a current) is
the only additional requirement necessary for corrosion to begin. As a soluble salt, chlorides,
sulfates, nitrates, and others will form electrolytic solutions when dissolved in water. The use of
conductivity measurements in micro-Siemens per centimeter (µS/cm) may simplify acceptable
soluble salt contamination levels. A conversion equation for surface concentration (µg/cm2) to
conductivity (µS/cm) is provided in Formula 3 of SSPC Technology Guide 15, “Field Methods for
Extraction and Analysis of Soluble Salts on Steel and Other Nonporous Substrates.” Conductivity
measures an electrolyte’s ability to carry a current and is not ion specific. Some generalizations
about levels of soluble salt contamination for atmospheric service of spot coatings are:
Soluble salt surface contamination levels <10 µg/cm2 (~83 µS/cm) will probably be satisfactory
for atmospheric exposures in severe exposures.
Soluble salt surface contamination levels of 10 to 30 µg/cm2 (~83 to 250 µS/cm) will probably be
satisfactory for atmospheric exposures in mild to moderate climates.
Soluble salt surface contamination levels of >50 µg/cm2 (~415 µS/cm) will probably result in
coating failures for any atmospheric exposures.
What is meant by “service life”?

Generally, service life is assigned in years. Spot coatings are primarily intended to repair an
existing bridge coating where it has failed and prevent continued deterioration/corrosion in
the repair areas. From a practical standpoint, a 5-year service life could mean that the spot
coatings can have between 3-5% failures measured by repair surface area and still be
considered acceptable. The acceptable level of deterioration is left to the highway agency.
3.6 Spot Coatings Systems and Serviceability of Existing Coating Systems
The model presented in this section should properly address serviceability issues for most existing
coating systems if handled in a timely manner. For older existing coating systems, some additional
considerations are needed if spot painting is identified as a viable option for coating life extension.
Three common circumstances exist:
1) The existing coating system is an aged alkyd applied over mill scale
2) The existing coating did not use a zinc-rich primer but was applied over abrasive
blasted steel
3) The existing coating used a zinc-rich primer applied over abrasive blasted steel.
In Case (1), the existing coating system is probably 30+ years old and has possibly been
overcoated. It may be thick and brittle with disbonding, either within the existing coating system
or between it and the mill scale substrate. In the former case, the intact coating can be lightly
sanded and top coated with one or more repair coats depending on how many coats of the existing
coating were lost. In the latter case, if the mill scale was recently exposed, it may exhibit little rust.
It may also be found to be cracked or completely/partially disbonded from the steel. Significant
22

NCHRP Project 14-30
corrosion may also be present at locations having coating failures. Under those circumstances
marginal surface preparation and use of coating systems in Table 3 are recommended. The
corroded areas may need soluble salt remediation prior to painting. The remaining service life of
the existing coating is probably low, especially with disbonding evident and those spot
coatings/systems and level of surface preparation should be sufficiently durable to last until the
existing coating is replaced.
In Case (2), the existing coating is a barrier/inhibitive system. The age of the existing
coating system will vary based on the bridge owner. Some highway agencies began using
abrasive blasting in conjunction with lead-based alkyds in the late 1970s/early 1980s and
continued with the emergence of inorganic zinc/vinyl coating systems in the mid-1980s. At least
one highway agency used abrasive blasting in conjunction with multi-coat systems for
maintenance painting, but deferred from using zinc primers. These situations are different than
Case (1) as the existing coatings may disbond internally, but will not readily disbond from blast-
cleaned steel. Partial coating failures should be addressed as noted for Case (1). However, if the
overall condition of the existing coating is satisfactory, the failed areas can be repaired using the
barrier coating systems in Table 2. The repair areas may need soluble salt remediation prior to
painting. If the condition of the existing coating is good enough to warrant spot painting, it may
last 10+ years without requiring rehabilitation or replacement and the barrier systems in Table 2
coupled with the profiled substrate should provide sufficient durability to match the performance
of the existing coating during that period.
For Case (3), the existing coating has either inorganic or organic zinc primer on a blast
cleaned steel substrate. Zinc in early inorganic zinc/vinyl systems may have reacted and turned
to a tight white coating that acts as a barrier. In some cases, the inorganic zinc may not have
been top coated. In other cases, both inorganic and organic zinc primers are used in existing
coating systems with other top coats. In any of those situations, complete coating failures result
in areas where exposed ferrous corrosion is present. As noted with Cases (1) and (2), partial
failures of the coating systems can be repaired by light sanding and replacing the disbonded
coatings. For complete coating failures, the zinc-based systems in Table 2 coupled with a profiled
substrate should be chosen in nearly every case. With timely repairs and rehabilitation, the
existing zinc-based coatings may provide 50+ years of service in all, but the most severe
exposures.
3.7 Compatibility Issues between Spot and Existing Coatings
Occasionally, problems are encountered in coating repairs due to incompatibilities between the
existing and repair coatings. Spot painting entails placing repair coatings over existing coatings
that are probably of different generic types made by different coating manufacturers (many of
whom may no longer be in business). Coating deterioration may pose compatibility problems that
do not exist with undamaged coatings. Most existing coatings may be severely weathered,
causing them to become embrittled, eroded, or chalked. Those circumstances may be aggravated
by periodic overcoating that increases the film build, resulting in further deterioration and
weakening of cohesive or adhesive properties in the existing coating(s). Coating compatibility
problems may be due to several factors:
1. Aged, thick, poorly adherent existing coatings (e.g. lead-based alkyds over mill scale)
- Partial coating failures should be lightly abraded feathering the edges of the
completely intact coating followed by coating with low stress coatings such as alkyds.
23

NCHRP Project 14-30
- Full coating failures should receive marginal substrate repairs feathering the intact
existing coating followed by repair using a coating/system provided in Table 3. See
Factor 2.
2. Curing method of repairs coating (co-reactive coatings such as epoxies or 2-
component polyurethanes cross-linking and causing disbonding of aged alkyds, acrylics
or vinyls — (Figure 2)
- Minimize the overlap of co-reactive coatings over existing coatings.
- Avoid the use of co-reactive coatings for repairs, especially for existing coatings
described in Factor 1.
3. Reaction of existing coatings with solvents in repair coatings resulting in lifting — (Figure 3)
- Some epoxy and polyurethane coatings contain strong solvents that can cause
disbonding of the existing coating typically during curing. This can be prevented by
applying a monomer epoxy penetrating sealer or alkyd as a tie coat between the
existing and repair coatings if problems are encountered.
4. Chemical incompatibility of the existing coating with repair coatings
- Chemical incompatibilities include alkyds over zinc and a broad range of
conventional coatings applied over calcium sulfonate alkyds.
5. Hardness of the existing coating
- Repair coatings that exceed their recoat window typically harden to the point that
they need to be abraded or covered with a tie coat (typically epoxy penetrating sealers
or alkyds) before being top coating. Some acrylics require that epoxy coatings be
abraded before they can be applied regardless of the age of the epoxy relative to its
recoat window. Glossy polyurethane topcoats typically should be abraded before they
are topcoated.
Figure 2 Disbonding caused by epoxy/ Figure 3 Lifting failure on polyurethane system

polyurethane overcoating system applied over applied over aged alkyd paint system. The
an aged brittle alkyd coating over mill scale. The failure was detected several days after
failure occurred two years after overcoating. application.
When highway agencies have concerns about painting over existing bridge coatings with
specific products, they can apply a test patch on a bridge using the intended topcoats. This work
can be performed per ASTM D5064, “Standard Practice for Conducting a Patch Test to Assess
Coating Compatibility.” The minimum duration of the test is the time required for the applied coating
to cure, but experts have recommended longer test periods (for a year, or at least over a winter).
24

NCHRP Project 14-30
3.8 Climate Restrictions for Spot Coatings
Climatic conditions play a significant role in the selection of coatings. They affect:
• Conditions under which a coating can be applied — Coatings should not be applied in
rain, wind, snow, fog, or mist, or when the substrate temperature is less than 5o F above
the dew point. Coatings should not be applied on wet or damp surfaces unless so stated
in a manufacturer’s product data sheets (PDSs) and no coating should be applied on
frosted or ice-coated surfaces. Coatings can be affected if relative humidity is either too
low or too high, and the coating manufacturer should provide those limits. Generally, the
minimum and maximum temperatures of concern are 35o-40o F (1.7o-4.4o C) and 120o-
125o (48.9o-51.7o C), respectively (either surface or atmospheric temperatures). The
painting crew should consult the PDSs to determine allowable ambient and steel surface
temperatures for the coatings being used. Besides relative humidity, some coatings (e.g.,
moisture-cure polyurethanes) require minimum humidity levels (about 6%) to cure
properly, possibly necessitating humidity measurements to ensure that a satisfactory
amount of moisture is available. Other coatings may have specified maximum humidity
levels. Typically, the maximum relative humidity is 85%. Moisture-cure polyurethanes
usually have reduced minimum and maximum temperature thresholds of about 20o F (6.7o
C) and 100o F (37.8o C), respectively. They can commonly be used at relative humidities
up to 99%. Painting activities should cease when the wind velocity reaches 25 mph, either
in gusts or in steady state.
• Pot lives of multi-component reactive coatings (epoxies and 2-component polyurethanes)
—After mixing co-reactive coatings, painters have limited time to apply them — termed pot
lives. Those vary significantly with temperature. At 40° F (4.4° C) epoxies may have pot lives
about 8-10 hours. At higher temperatures about 75° F (23.9° C) and 100° F (37.8° C) they
decrease precipitously dropping to 4 hours and 2 hours respectively. Some epoxies will have
pot lives about half of those values. 2-component polyurethanes have equivalent pot lives at
those temperatures.
• Post-application cure intervals — After coatings have been applied, they begin to solidify
during the curing process. For most conventional coatings, cure times are important as they
impact when a coating can be nondestructively inspected for DFT per SSPC PA 2. That
should be performed when the coating has cured to the “dry-to-handle” state. The other
important milestone is the “recoat” window, which denotes the minimum and maximum time
that a coating can be recoated. For most paint applications the minimum time is most
important. It generally coincides closely with the “dry-to-handle” time (within 2 hours). Those
are typically temperature dependent. At 40° F (4.4° C) epoxies may have a minimum recoat
time of 48 hours. At higher temperatures of about 75° F (23.9° C) and 100° F (37.8) they
decrease precipitously to 8 hours and 4 hours respectively. The 2-component polyurethanes
have faster recoat times at 40° F (4.4° C) - about 18 hours - but similar cure times to the
epoxies at about 75° F (23.9° C) and 100° F (37.8° C).
3.9 Non-Traditional Coatings/Materials
Nontraditional coatings and other protective materials offer potential advantages in supplanting or
supplementing protection provided by conventional coatings. They are typically applied over minimally
prepared substrates, commonly SSPC SP 2, “Hand-Tool Cleaning”, complex surfaces, salt-laden
environments, substrates exposed to extended time of wetness and areas of poor physical access.
25

NCHRP Project 14-30
3.9.1 Tapes
Tapes are typically thick (up to several hundred mils).

They can be cloth sheets impregnated with petrolatum or
uncured viscous resin sheets. Their application is more
like applying wallpaper than painting. However,
environmental conditions (temperature and relative
humidity) must be assessed prior to application to ensure
proper adhesion of the tape on steel. Tapes act as
barriers to reduce the availability of oxygen, water, and
soluble salts after a spot coating is placed in service. Due
to their extreme thicknesses, they have superior barrier
properties and can be used for difficult applications such
as ground-to-atmosphere transitions and splash zones of
steel bents/piles or beam ends under leaking joints. Some
of these can be used to repair steel wrappings on
Figure 4 Petrolatum impregnated tape suspension and bridge stay cables. Depending on type,
covering a diaphragm (arrow) tapes are self-adhering, heat-cure applied as wrappings,
or attached by gluing. Some tapes perform acceptably in
sunlight while others need to be topcoated with a UV-resistant coating (e.g., acrylic topcoat). Tapes
have not been widely used on highway bridges.
3.9.2 Greases
Greases, waxes, and other petroleum-based products

and sealers can be applied over marginally prepared
SSPC SP 2 and SP 3 substrates. Greases and
petroleum-based (e.g., Cosmoline) products have been
used by some DOTs for decades to provide
supplementary protection and perform spot repairs on
failed coatings. Greases have been commonly used by
highway agencies on beam ends, bearing plates, and
rockers. Those materials can be applied by hand or
scraper on complex and poorly accessible surfaces,
simplifying application (Figure 5). Typically, there is little
control on film build, though it is desirable to establish a
minimum build (e.g., 15-30 mils or 375-750 microns) and
Figure 5 Grease applied on a require applicator inspections with a wet-film gage.
rocker bearing Greases can last a minimum of 5 years in mild to
moderate environments.
26

NCHRP Project 14-30
3.9.3 Conversion Coatings
Conversion coatings used in highway applications are

typically rust convertors containing tannic acid combined
with an acid-tolerant binder, such as a vinyl emulsion. The
tannic acid converts the rust to iron tannate, a stable
blackish corrosion product. The binder forms a coating for
subsequent application of primers and other topcoats.
Issues are sometimes encountered with the conversion
process that can prove problematic for long-term service.
Some highway agencies use rust convertors for minimal
surface preparation spot repairs and leave them un-
topcoated. SSPC “Surface Preparation Commentary for
Metal Substrates” notes, “So-called “over-rust primers”
(also referred to as “rust converters”) do not perform as
well as conventional coatings applied over clean steel,
Figure 6 Rusted beam treated and the effectiveness of rust converters is unproven.”
with a conversion coating
3.10 Coating Manufacturer Product and Safety Data Sheets
Coating manufacturers provide PDSs and safety data sheets for their coatings. PDSs are useful
to assess when selecting coating types for use in spot painting and including them in approved
product lists. They are also vital for use in the shop to determine proper storage procedures for
coatings and their shelf lives. In the field, they are vital for guidance in the preparation of the
surfaces that will receive them; determination of the material, atmospheric, and surface conditions
to apply them; application of the coatings. including mixing, pot life, application method(s),
additions of thinners, application thicknesses; various stages of curing (dry to the touch, recoating
time/window, and final cure); equipment clean-up materials; and repair methods. Key highway
agency personnel (materials personnel, field supervisors, mixers, painters, and inspectors), as
well as third-party inspectors and contractors, should read and understand the PDSs.
Safety data sheets (SDSs), previously termed material safety data sheets, are also vital
documents and are mandated to be available to all parties when working in the field. They are
necessary to protect workers and the public from hazards posed by coatings as they are to be
applied. All parties directly involved in using protective coatings need hazard awareness training
to become familiar with general safety issues related to coatings and specifically to those related
to the coatings used on the projects at hand. All major coating manufacturers have web sites and,
commonly, PDSs and SDSs for their coatings and other coating-related products are available on
them. Coating manufacturers will typically provide separate SDSs for each component of multi-
component coatings.
If highway agency personnel have questions about either PDSs or SDSs, they should
contact the manufacturer for clarification.
3.10.1 Product Data Sheets
There are no standards or formal requirements for formatting or content of PDSs. PDSs typically
are structured as follows:
27

NCHRP Project 14-30
• Product Description — This describes the type of coating (e.g., primer, intermediate,
and finish coat), its binder/resin, and any further definitions that would assist the user in
determining its function (e.g. universal primer). Beneficial features of the coating are
described though they may not be technical (e.g., “easy to apply and recoat” or “abrasion
and chemical resistant”).
• Product Characteristics — Finish (flat, semi-gloss/satin, or high-gloss), Color (e.g.,
gray), Volume Solids (in percent), Weight Solids (in percent), VOC (g/L and lb./gal), and
for zinc primers, percent by weight.
• Recommended Spreading Rate — Maximum and Minimum in both wet film thickness
(WFT) and DFT in mils or microns and theoretical coverage (ft2/gal or m2/L).
• Drying Schedule — Given at some prescribed WFT (mils or microns) usually at a range
of temperatures near the minimum (e.g., 40o F or 4.4o C), maximum (e.g., 100o F or 37.8o
C) and some intermediate standard temperature, usually 75o F or 77o F(23.9o or 25o C).
Cure times are given for dry to touch, to recoat (minimum), to recoat (maximum), and to
cure fully. The latter may include times for atmospheric and immersion service. Times may
be given in minutes, hours, days, or months, as appropriate.
• Storage Data — Shelf life (months) along with maximum and minimum storage
temperatures. Flash point and reducer information may also be provided.
• Recommended Uses — Includes bridge and other services (e.g., potable water). May
note that the coating meets an SSPC paint standard or other standards not applicable to
bridge service.
• Recommended Systems — Various recommended systems incorporating the coating
(may be for different services such as immersion and atmospheric),
• Surface Preparation — Recommended surface preparation treatment, including
cleaning/degreasing and level of SSPC surface preparation standard (e.g., SP 6 abrasive
blasting/2-mil profile). Also recommended/minimum surface preparation requirements.
• Tinting — Conditions under which tinting is allowed and tint material.
• Application Conditions — Ambient, surface, and material minimum and maximum
temperatures for application and maximum and minimum relative humidity.
• Safety Precautions — Requires reference to that document for use of coating.
• Application Bulletin — Provided as separate sheets including detailed instructions for
surface preparation including a range of surface preparations (from minimum to preferred)
and recommendations for timing of application after surface preparation is completed. It
also provides application conditions (noted above), application equipment (e.g., brushes
— types, rollers — nap, spray equipment — conventional, or airless), and recommended
thinner/clean-up solvents. For airless spraying, pump ratio, pressure, hose ID, spray tip
size, and permitted thinning. For conventional sprayers, sprayer model, spray nozzle size,
atomization pressure, and permitted thinning. The application sheets provide the
Spreading Rates and Drying Schedule, noted above, along with tips for supervisors and
painters to get the best performance out of the coating including guidance on the use of
accelerators.
3.10.2 Safety Data Sheets
The OSHA Hazard Communication Standard (HCS) requires chemical (i.e., coating)
manufacturers to provide SDSs to communicate the hazards posed by coatings (OSHA 2015).
The format, which is uniform for all coating manufacturers, include the section numbers, headings,
and associated information as follows:
Section 1 — Identification includes product identifier; manufacturer or distributor name, address,
phone number; emergency phone number; recommended use; restrictions on use.
28

NCHRP Project 14-30
Section 2 — Hazard(s) identification includes all hazards relevant to the chemical; required label
elements. Hazards are grouped into physical (e.g., flammable aerosols or simple asphysxiants)
and health hazards (e.g., acute toxicity or carcinogenicity) and rated by severity (ratings 0 to 4
from least severity to greatest with sub-groups designated by suffixes A, B...). Also, label
elements. Includes prevention methods, response to exposures, storage, disposal and special
information for use.
Section 3 — Composition/information on ingredients includes information on chemical
ingredients; trade secret claims.
Section 4 — First-aid measures includes important symptoms/effects, acute, delayed; required
treatment. These include: eye contact, inhalation, skin contact and ingestion, and symptoms.
Section 5 — Fire-fighting measures lists suitable extinguishing techniques, equipment; chemical
hazards from fire.
Section 6 — Accidental release measures lists emergency procedures; protective equipment;
proper methods of containment, and cleanup. Includes actions for non-emergency personnel and
emergency responders along with environmental precautions, containment, and clean-up.
Section 7 — Handling and storage lists precautions for safe handling and storage, including
incompatibilities. Includes protective measures for workers, occupational hygiene, prevention of
storage near dangerous conditions (e.g., flame) or materials (e.g., solvent-based coatings near
oxidizers).
Section 8 — Exposure controls/personal protection lists OSHA’s Permissible Exposure Limits
(PELs); Association Advancing Occupational and Environmental Health (ACGIH) Threshold Limit
Values (TLVs); and any other exposure limit used or recommended by the chemical manufacturer,
importer, or employer preparing the SDS where available as well as appropriate engineering
controls and personal protective equipment (PPE). This includes both solid materials (e.g.,
pigments like titanium dioxide) and solvents (e.g., methyl n-Amyl Ketone) usually given in time-
weighted average exposures at specific concentrations in air (e.g., 10 mg/m3 for a time-weighted
average of 8 hours). Guidance is to be provided on appropriate engineering and environmental
exposure controls and individual protection measures (hygiene, eyes, body/skin, and respiratory).
Section 9 — Physical and chemical properties lists the chemical's characteristics. Physical state
(liquid), boiling point, flash point, evaporation rate, flammability limits, vapor pressure/density,
relative density, viscosity, and heat of combustion.
Section 10 — Stability and reactivity lists chemical stability and possibility of hazardous reactions.
Includes possibility of hazardous reactions, conditions to avoid, incompatible materials and
hazardous decomposition products.
Section 11 — Toxicological information includes routes of exposure; related symptoms, acute and
chronic effects; numerical measures of toxicity. This includes a list of constituents and exposures
for animals/humans with exposure results (e.g., skin — mild irritant) and symptoms.
Section 12 — Ecological information. * Dosages of spills and wildlife/plants affected along with
exposure periods.
Section 13 — Disposal considerations. * General guidance for disposal.
Section 14 — Transport information. * Transportation hazards (US DOT) UN number, shipping
name (paint), transport hazard classification (e.g., flammable) and severity of hazard (e.g., 3)
and determine if shipment poses and environmental hazards (yes/no).
29

NCHRP Project 14-30
Section 15 — Regulatory information. * Producer-required regulatory information (e.g., SARA

313) or special state hazard labelling (e.g., State of California)
Section 16 — Other information, includes the date of preparation or last revision. The Hazard
Material Information System prepared by the American Coating Association (ACA). A blue
(health)/red (flammability)/yellow or orange (reactivity)/white (personal protect — to be filled out
by user) label listing hazards rated 0-4 with 0 the least hazardous and 4 the greatest hazard.
Categories that are rated include: flammable liquids, skin corrosion/irritation, respiratory
sensitization, carcinogenicity, and specific target organ toxicity (single and repeated exposures).
*Note: Since other agencies regulate Sections 12-15, OSHA does not enforce these sections.
These documents must be readily available to employees and copies should be provided
to in-house workers prior to the work and copies should be maintained and readily available at
the jobsite.
30

NCHRP Project 14-30
4.0 SPOT PAINTING OF STEEL BRIDGES
Spot painting of bridges, whether performed by in-house forces or by experienced paint

contractors, should have a consistent set of actions to ensure properly applied and well
performing coatings. Those action steps are:
1. Mobilize the painting operation

2. Deploy at the work site (field operations)
3. Perform surface preparation
4. Monitor conditions
5. Apply coatings
6. Perform final inspection and repairs
7. Demobilize
The work should begin once spot painting projects are planned/scoped. If field
assessments have been performed prior to this, there may be sufficient information to determine
the specific requirements for each bridge project.
4.1 Mobilize the Painting Operation
Mobilization includes a range of preparatory steps to ensure that all factors related to spot
painting are addressed prior to fieldwork. The mobilization tasks are:
• Scoping/scheduling of projects
o Determining bridge locations requiring spot painting
o Identifying access restrictions
o Locating suitable staging/parking areas adjacent to the bridge
o Identifying access equipment requirements
o Determining traffic control requirements and developing a traffic control plan
o Determining coatings to be used, method(s) of application and material/quantities
o Identifying potential conflicts with other agency crews or contractors working at the
jobsite
• Environmental issues need to be addressed early on. This may entail meetings with
regulatory officials, officials of facilities potentially impacted by the work and those of local
governments along with nearby residents. Potential environmental issues include:
o Sensitive receptors (drinking water inlets, public parks, surrounding urban areas)
o Endangered species, raptors
o Project commitments to the public/local agencies (e.g. minimum disruption)
o Permitting for hazardous waste disposal (if necessary)
Environmental clearances may be required prior to the onset of fieldwork.
• Worker safety issues need to be addressed including:
o A job hazard analysis should be performed addressing health and safety issues
including, but not limited to:
 Toxicity of the existing coating potentially including lead and other heavy
metals, PCBs and any other hazardous materials identified
 Hazardous waste classification/required controls for generation, handling,
storage and disposal
 Review of repair coating SDS information
 PPE required
31

NCHRP Project 14-30
 Up-to-date training, testing/health screenings, and recordkeeping of

workers regarding safe working practices, potential hazards and use of
appropriate PPE.
o Worker safety requirements are a major issue in mobilizing for painting work. The
supervisor must ensure that information regarding hazardous or toxic materials used
on the worksite is presented to all worksite participants. The crew supervisor should
prepare a hazardous communication plan consisting of:
 A written program
 A hazardous material list
 SDSs and appropriate labelling for waste storage containers.
Workers need to receive the plan and have all their concerns addressed.
o Some project tasks require the use of competent persons (OSHA) on the jobsite.
o Power tools present a range of safety issues depending on type and workers need
to be familiar with proper equipment operation and appropriate PPE.
• For in-house painting, district shops or garages will probably be used to store coatings
prior their use. The following procedures should be followed
o If multi-component coatings are to be used, they should be furnished in pre-
measured kits from the coating manufacturer.
o When the containers are delivered, they should be checked for labelling and
damage. Containers with signs of leakage should be returned to the manufacturer for
replacement.
o Crew supervisors should keep all paperwork and assure its completeness. Batch
numbers on the containers should be recorded and matched to the provided
paperwork (certifications). Supervisors should also ensure that the proper PDSs and
SDSs are present.
o In many cases, coatings are acquired and may be stored for some time before
application (Figure 7). Shelf life and storage conditions, especially temperature, are
critically important and manufacturer guidelines should be complied with both at the
DOT shop and in the field (if coatings are stored onsite).
 If stored for extended periods, the coating may liver, skin, gel or settle to form
a hard layer that will not disperse. In those cases, the coatings should be discarded
and replaced.
Figure 7 Proper storage of coatings at

highway agency garage
• If coatings have been stored at or slightly beyond the shelf life are to be taken to the
32

NCHRP Project 14-30
field, at least one container (typically Part A if two-component coating) should be opened
and the contents checked. If degraded, the coating should be discarded and replaced.
• Prior to the start of the fieldwork, the crew supervisor should prepare a list of all
equipment and supplies needed for the work. The potential items for spot painting are
provided in Appendix D.
All equipment should be inspected and in good condition before being taken to the work
site. Supplies should be sufficient to complete work on the project:
• Power tools will typically consume cleaning media (needles, sand paper, non-woven
discs, and wire brushes) at a high rate.
• Coatings are subject to losses (spills, mixing errors, pot life exceedances and
application losses)
Supervisors should inspect the PPE of the crew to insure it is suitable for continued use.
All access equipment should be inspected (in addition to daily inspections while on site).
If the jobsite is to be shared with other agency crews or contractors conducting other
maintenance work on the bridge, district officials and the painting supervisor will need to
coordinate to arrange for proper control and access to the bridge without interfering with each
other. Work needs to be sequenced properly:
• Work should generally proceed from the top down

• Tasks such as deck repair or resealing should precede any maintenance painting work
• Attendant work involving abrasive cutting, welding or torch cutting should be
performed prior to paint work or kept away from potential sources of ignition/explosions
related to the spot painting work (e.g., wind screens, ground cloths, solvents and solvent
vapors).
After all environmental clearances are obtained and the equipment and materials are
assembled (and worker testing completed), the fieldwork can proceed. A preliminary trip to the
worksite immediately prior to the fieldwork is recommended for identifying any changed
conditions, such as recent rainfall, that might delay a project due to unsatisfactory site conditions.
The supervisor should check the weather forecast and determine whether it will conform to
restrictions contained in the coating PDSs and agency standards before moving to the jobsite.
4.1.2 Deployment at the Work Site
Deployment at the work site includes all tasks prior to actual spot painting work on bridges.
Those tasks entail:
• Establishing traffic control (if necessary)

• Initiating painting support activities in the staging area
• Creating a waste storage site (if necessary)
• Performing necessary site clean-up
• Placing access equipment at repair sites
• Installing necessary waste containment
• Establishing work areas
33

NCHRP Project 14-30
Traffic control — Necessary traffic control devices including flagging crews should be provided
along with an approved traffic control plan. Once proper traffic control is in place (signs,
delineators, crash barriers, and flagging), the painting crew can begin painting operation.
Staging areas — When workers arrive at the worksite staging area, the supervisor should point
out potential hazards, including those related to traffic and working on the bridge and any
environmentally sensitive locations that need to be avoided. It is most desirable to establish
staging areas behind guardrails if possible. Equipment
and consumable supplies can be bought to the staging
area in trucks and off-loaded and located as necessary
for a day’s work. Typically, coating mixing and operation
of generators, compressors and pressure washers take
place in the staging area. Combustible materials should
be properly stored and kept away from sources of
ignition. Locations for mixing coatings should be
identified in reasonable proximity to the painting
operations. It may be more suitable to perform mixing
operations in a truck bed (Figure 8). In some cases,
access issues may require lane closures for use as
staging areas or location of access equipment.
Waste storage sites — A fenced in, placarded storage

area is required for hazardous wastes stored on site
(Figure 9). It can be located on the highway right-of-
Figure 8. Paint mixing setup
way, or in some cases at agency garages if permitted
mounted in a truck next to bed
by the state DNR.
alongside of a spray pump
Site cleanup — Accumulated trash around the bridge should be collected prior to setting up painting
operations (Figure 10). A useful early action is to perform clean-up of the site adjacent to forthcoming
painting operations to rid them of trash, debris, adjacent plants/tree limbs, and accumulations of bird
droppings that would interfere with the painting operations and to conduct any preliminary
environmental assessments actions that might be warranted. Included should be soil lead analysis if
concern exists. If paint deterioration or previous painting operations have resulted in paint chips lying
on the ground around the bridge, they should be collected, especially if they contain lead.
34

NCHRP Project 14-30
Figure 9. Small hazardous waste site Figure 10. Trash on a bridge abutment needing
on highway right-of-way removal before painting operations begin
Access equipment — The initial work will consist of installing access equipment, including ladders,
pick boards, scaffolds, mobile lift devices (e.g.,
bucket trucks, boom lifts, scissors lifts and under
bridge platforms — Figure 11). Proper tie offs
are required for workers over six feet off the
ground (with the possible exception for workers
on ladders).
Waste containment — Use of power tools with

vacuum shrouds will usually reduce or eliminate
the need for full containment of surface
preparation operations when existing coatings
contain lead. It may be necessary to place drop
cloths on the ground under the work area to
Figure 11. Worker removing paint from capture debris generated in the initial cleaning
under bridge platform steps. If the work area below the bridge is over
water or inaccessible, a suspended diaper can be used (Figure 12). Where possible, ground
cloths/tarps can be spread under surface preparation areas to catch debris and paint spills (Figure
13). If work is performed over traffic, steps must be taken to isolate the vehicles from the work
activities (including any potential overspray or paint spillages). Wind curtains or full containment
may be required if paint application work can generate overspray damage to adjacent vehicles or
property.
35

NCHRP Project 14-30
Figure 12. Bib suspended under a Figure 13. Ground cloth placed under
bridge to collect wastes generated spot painting work area
Work areas – When spot painting involves existing lead paint, it may be necessary to rope off the
work area and prevent public access. Once access and containment have been installed, hoses
and power chords can be placed between the generators, compressors, spray pumps and
pressure washers prior to the onset of work. Determine whether additional lighting is needed for
sheltered areas or inside containments based upon SSPC Guide 12, “Guide to Illumination of
Industrial Coating Projects,” from surface preparation through final inspection. Table 2 of SSPC
Guide 12 provides ratios of lighting between task areas and darker and lighter surroundings.
Special requirements are provided for working in confined spaces or where solvent vapors might
pose explosion/ignition hazards. Lighting on the work surfaces should exceed 10 ft.-candles (108
Lux) for general work, 20 ft.-candles (215 Lux) for surface preparation and painting and 50 ft.
candles (538 Lux) for inspection.
4.1.3 Inspection Requirements
The work should include hold points prior to each successive step in the painting process for
inspections (either by the supervisor or for work performed by contract, the agency’s inspector).
These include:
• Pre-surface preparation
• Post-surface preparation
• Coating conditions for application (each coating)
• Coating application (each coating)
• Post-application of coating
• Post-curing
• Final inspection
Pre-surface preparation inspection precedes the work. It should include visual inspection to detect
grease, tar or oil deposits, metal imperfections (e.g. scabs, weld splatter, slivers), inaccessible
areas and other problem areas.
Post-surface preparation inspection verifies the degree of cleanliness and surface profile (for
SSPC SP 11 and 15 power tool cleaning).
36

NCHRP Project 14-30
Coating conditions for application inspection occurs just prior to coating application. It ensures
that a surface has not been re-contaminated and that the prevailing ambient conditions and
surface temperature are acceptable before the coating is mixed.
Coating application inspection is performed during application and includes ambient conditions,
wet film thickness (WFT) readings and detection of any defects in the wet film.
Post-coating application inspection follows the application of each coat of paint. It is used to check
the dry film thickness (DFT) to determine whether it is within the specified range. It is used to
determine if each coat is ready to receive the next coat (within the manufacturer’s recoat window
and after verifying it is free from contamination). Any imperfections such as overspray, pin-holing,
insufficient/excessive film build should be corrected prior to top coating.
Post-cure inspection will verify that the final DFT of the coating has been achieved and that no
film defects/misses are present.
Final inspection will verify that all coating touch-ups or other corrective actions have been made.
4.1.4 Surface Preparation
To receive coatings, substrates must be properly cleaned, including: removing loose chalked
paint, soils, bird droppings, loose and stratified rust, and oils/greases/tar. Proper surface
preparation for spot painting should consist of four tasks. In order of performance those are: 1)
solvent cleaning, 2) hand tool cleaning, 3) washing/soluble salt treatment, and 4) power tool
cleaning.
Task 1 Solvent Cleaning — The initial cleaning of the repair area should be done in
accordance with SSPC-SP 1, “Solvent Cleaning” to remove all visible oil, grease, soil, and other
soluble contaminants (e.g., tar) from surfaces to be painted. Diesel fume residues are commonly
found on lower flanges of beams and girders on overpass bridges over roads and railways. Prior
to solvent cleaning, areas to be spot painted should be initially cleaned by brushing with stiff fiber
or wire brushes with appropriate cleaners followed by a water rinse. For solvent cleaning heavy
build-ups of tar, oil, or grease can be removed using scrapers. The remaining material can be
removed from the contaminated surfaces by one of the following treatments:
• Wiping with rags or brushes wetted with solvent followed by a final wiping with clean
solvent and clean brushes or rags
• Spraying the surface with solvent followed by a final solvent spraying
• Vapor degreasing using stabilized chlorinated hydrocarbon solvents
• Substituting emulsion cleaners in place of the methods described. After treatment the
surface should be washed with fresh water or steam to remove harmful residues.
• Steam cleaning using detergents or cleaners followed by fresh water or steam washing
to remove harmful residues.
After solvent cleaning, dirt, dust, and other remaining contaminants are removed by
brushing, blow down by clean dry air or vacuuming. Vacuuming should be used where lead-based
coatings are present. When water/steam/detergents are used, potable water should be used.
It is recommended that after solvent cleaning, the affected areas should be tested for
residual surface contamination of oils, tars or greases per ASTM F22 “Standard Test Method for
37

NCHRP Project 14-30
Potable Water
Care should be exercised when specifying potable water for bridge washing. Drinking water from
municipal water plants can have elevated levels of chlorides used to treat minerals. For potable
water, Caltrans limits the chloride content to 75 ppm and the sulfate content to 200 ppm.
Hydrophobic Surface Films by the Water Break Method.” Alternatively, ultraviolet (black)
light can be used to detect residual hydrocarbon films.
Task 2 Hand Tool Cleaning — Hand tool cleaning per SSPC-SP 2, “Hand Tool Cleaning,”
can be used to remove:
• Loose peeling paint

• Stratified/pack rust and
• In lieu of power tool cleaning, loose surface rust and debris.
Hand tools include scrapers, hammers and chisels (Figure 14). Adherent materials that
cannot be removed with a dull scraper are deemed acceptable under that specification. The guide
permits the use of impact hand tools such as chisels or small sledge hammers to remove stratified
rust. Wire brushing, abrading (sand paper or abrasive pads), hand scraping, or other non-impact
methods are used to remove all loose mill scale, all loose or non-adherent rust, and all loose
paint. The SSPC visual reference standard, SSPC-VIS 3, “Guide and Reference Photographs for
Steel Surface Prepared by Power and Hand Tool Cleaning,” provides reference photographs of
typical “before” and “after” conditions showing common surfaces treated by power and hand tools
and their respective appearances after cleaning. Hand wire brush cleaning is the standard used
for SP 2 cleaning in the “after” reference photographs in SSPC-VIS 3. If the entire repair area
involves an inter-coat failure of the existing coating and the primer or intermediate coats remain,
the exposed coating can be lightly sanded using 100 to 200 grit sandpaper to provide adhesion
for the repair coating.
Stratified and Pack Rust

Stratified rust occurs on a surface and consists of tightly adherent rust layers that may be up to and
greater than 1” thick. Pack rust commonly forms between mating plates and as it expands, the
plates are deformed (e.g. riveted members). Due to their tight adherence, they must be removed
by impact methods. Hand tools used include hammers, sledge hammers and chisels. One effective
way to use hammers is to strike the backside of the corroded member and have the resulting shock
break loose large pieces of rust. Impact power tools such as chipping hammers, scabblers, needle
guns and flappers can also be used. At least one highway agency is using high-pressure washing to
remove pack rust. Once it is loosened, pack rust can be dislodged with chisels, air lances or pressure
washers (followed by drying prior to painting).
38

NCHRP Project 14-30
Even if SSPC SP 3 cleaning is

specified, when encountering failed areas only
possessing exposed paint, it is best to use this
process if the exposed paint is adherent. The
boundary around the failed coating area should
be feathered by hand sanding. The sanded
areas can be dry wiped using a coarse cloth
(burlap) to remove any remaining soils and
chalk from the existing topcoat prior to painting.
Vacuuming or a blow-down using compressed
air (if no lead is present) can also be used if the
existing coating at the border of the repair is not
chalked.
Task 3. Washing/Soluble Salt

Treatment — Soluble salts may be present in
spot repair areas in concentrations that will
Figure 14. Use of a Scraper to Remove result in premature failures of applied coatings.
Loose Paint per SSPC-SP 2 Dry surface preparation/cleaning methods,
including hand-tool cleaning, power-tool
cleaning and abrasive blasting, may not adequately remove soluble salts. Tolerable salt limits
depend upon the type of service (atmospheric or immersion) and the severity of the environment.
Field salt concentrations are either expressed as concentrations (µg/cm2) or conductivity (µS/cm).
Those values are typically obtained from field measurements using wet extractions performed on
test surfaces using the sleeve method (proprietary) or the patch method (Bresle) method. The
sleeve extraction fluid can undergo several tests to indicate specific soluble salt ion
concentrations (chlorides, nitrates, sulfates and ferrous-related abrasive blasting). In some
environments, testing for chloride ions may be sufficient. For industrial atmospheres nitrate and/or
sulfate ion tests may be necessary as well. The conductivity test uses a conductivity meter and is
general for all ions present.
Allowable soluble contamination thresholds are typically established and substrates are
to be treated to have concentrations/conductivities below those values. Currently there are no
industry established values for maintenance painting. Allowable threshold values may be provided
by:
• State highway agencies

• Coating manufacturers (in PDSs)
• Major government agencies.
If no threshold limits are readily available, the following values can be considered:
• Immersion service 3 -.5 µg/cm2 (~24 to 42 µS/cm) for chlorides

• Atmospheric service (marine or industrial) 6-10 µg/cm2 (~50 to 83 µS/cm) for
chlorides, 6-10 µg/cm2 (~50 to 83 µS/cm) for nitrates and 16-25 µg/cm2 (~133 to 208
µS/cm) for sulfates
• Atmospheric service (moderate/mild) 10-30 µg/cm2 (~83 to 250 µS/cm) for chlorides
• Atmospheric service (general) 70 µS/cm (Navy)
• Immersion service 30 µS/cm (Navy)
39

NCHRP Project 14-30
Typical soluble salt contamination data may be available from coating assessments and
may indicate whether a need exists to perform any type of remediation. The International
Standards Organization guidance for maintenance painting recommends checking soluble salt
contamination for the first 5 spots repaired and every fifth spot thereafter. If any spot tested is
over the specified safe limit, all the spots should be treated to bring the surface contaminants
down to an acceptable concentration. For spot painting of small, random repair areas, fewer tests
can be performed or soluble salt remediation can be performed in lieu of testing.
Remediation is typically performed by pressure

washing at 2,500-5,000 psi using narrow fan tips or 0o
spinner tips for a more aggressive cleaning action
(Figure 15). The best results are obtained when the fan
tip is kept close to the target surface (12-18 in.) and the
spray gun/wand oriented perpendicular to it. Washing
can extend slightly outside the repair area. Bibs or
troughs may need to be placed under the washing area
to collect the waste water for treatment/disposal. Drip
plates may need to be attached to flanges to keep the
waste water from flowing away from the collectors. Once
the surface has dried sufficiently for the sleeves or
patches to adhere, soluble salt measurements can be
performed to assess the results of the treatment. If the
soluble salt levels are still above the threshold, the area
Figure 15. Pressure washing with should be re-treated.
a wand using a 0° Spinner Tip
Testing can be deferred until the power tool
cleaning is completed. Another approach is to add a chemical to the washing operation to aid in
the removal of soluble salts. Those chemicals contain additives that leave residues on the
substrate after cleaning. Coating manufacturers have to approve the use of any of those salt
removers with their coatings. For small projects, a water tank, pump, pressure washer, gas tank,
hose reel and dosimeter for a salt remover can be housed in the bed of a pick-up truck for
convenient soluble salt remediation (Figure 16).
40

NCHRP Project 14-30
Figure 16. Pickup truck equipped for

pressure washing with salt removers
When Washing to Clean and Remediate Soluble Salts

Pressure washing is useful for local cleaning of soils and reduction of surface salts in areas to
receive spot repairs. If it is performed aggressively using high pressures along with narrow fan or
0o spinner tips, better cleaning and salt remediation will result. Aggressive washing can also cause
disbonding of intact existing coating adjacent to the repair area and consequently increase the
amount of spot painting work required.
Pressure washing of existing lead-based paint may require capture and disposal of the resulting
wastewater. There is at least one soluble salt treatment that can be applied with a hand sprayer,
brushed on and removed with a light rinsing. It may eliminate the need for capturing and disposing
of wastewater.
If the initial contamination level is low, the decision may be made to eliminate soluble salt
remediation and to rely on dry surface cleaning methods such a burlap wiping. This will typically
save a day (at least) in the field painting cycle normally required for washing and drying of the
surface prior to power tool cleaning.
After the soluble salt treatment, the agency may elect to perform soluble salt testing to
determine whether the treated surfaces are below the contamination threshold. Testing will use
either the sleeve or patch method described above. If the test shows the soluble salt
contamination is above the designated threshold, re-treatment and re-testing may be required
until the contamination level is below the threshold.
Task 4 Power Tool Cleaning — Power tool cleaning is intended to provide a better
substrate for paint application than can be obtained by hand tool cleaning. The intent of SSPC
SP 3 surface preparation is to only remove loose materials (Figure 17). The existing steel
substrate is not to be affected unlike abrasive blasting or the more aggressive power tool cleaning
provided by SSPC SP 11 and 15, which are intended to cut profiles in the steel (Figure 18).
41

NCHRP Project 14-30
Figure 17. SP 3 Surface preparation Figure 18. SP 11 surface preparation.

inspected using the SSPC VIS 3 standard Note the profile in the exposed steel
SSPC-SP 3, “Power Tool Cleaning,” is intended to remove all loose scale, rust, paint and
detrimental foreign matter. It is not intended to remove adherent mill scale, rust and paint. The
test for adherence is to attempt to lift the substrate with a dull putty knife. Power tools used are:
• Rotary or impact power tools to remove stratified rust

• Rotary or impact power tools to remove weld slag
• Power wire brushing, power abrading, power impact, or other power rotary tools to
remove all loose mill scale, all loose or non-adherent rust and all loose paint.
The prepared surfaces are not to be burnished (a potential problem with wire brushing).
The surface preparation should not form burrs, sharp edges, and sharp cuts. The edges of the
remaining existing paint should be feathered to promote the appearance and proper application
of the repair coating(s). One recommendation is to remove splinters, weld spatter and other sharp
surface flaws.
SSPC-SP 11, “Bare Metal Power Tool Cleaning,” is intended to provide a bare metal
surface having a 1-mil (minimum) surface profile. Power tools used are:
• Grinding tools using bonded abrasive media to cut through corroded surfaces
• Impact tools use media to collide with the target surface
Grinding tools include reciprocating sanders, orbital sanders or any grinding device using
abrasive cloths, discs, wheels or flaps. Impact tools include any rotary or reciprocating tool that
uses repeated impacts for generating surfaces including flappers, cutter bundles, needle guns,
wire bristle impact and hammer flails. Selection of appropriate tools depends on the condition of
the existing surface, the extent of cleaning required, and the surface profile required. Some
coatings may require surface profiles produced by specific types of power tools (e.g. bristle
blasters).Tool manufacturers can provide recommendations on appropriate tools. Power tools
should produce enough power to operate efficiently. Operator fatigue should be considered in
selecting them.
42

NCHRP Project 14-30
SP 11 surface preparation initially uses grinding tools for surface cleaning followed by
impact tools to create profiles though they may also remove mill scale or be used for irregular
surfaces that can’t be completely accessed by grinding tools (e.g. needle gun cleaning of
fasteners). Grinding tools are inadequate for generating minimum 1-mil (25 micron) profiles.
Grinding tools can remove surface rust to avoid embedding it in the steel using impact tools.
Aggressive cleaning with impact tools can create burrs and gouges, with rotary tools it can create
burnished surface or damage the surface profile.
SSPC-SP 15, “Commercial Power Tool Cleaning,” is similar to SP 11, but 33% (maximum)
staining is allowed in every 9 in2 (58 cm2) area.
Power Tool Types
There are four basic forms of power tools used for surface preparation:
• Reciprocating sanders
• Rotary or impact tools (rotary flappers, scarifiers, and bristle blasters)
• Grinders/sanders
• Reciprocating impact tools (chippers, needle guns and scabblers).
Pneumatic chippers or scabblers can be used for removing stratified or pack rust (Figure
19). Surface profiling tools include rotary impact flap assemblies (flappers) and needle guns
equipped with 2 mm diameter needles which can also be used along with the newer bristle
blasters. Needle guns work well in tight places (corners) and on irregular surfaces. Under SP 3
cleaning, a variety of power tools are identified as being suitable for power tool cleaning (e.g.,
grinders/sanders, needle guns, and rotary impact tools). Grinders have good productivity on flat
surfaces where SP 3 surface preparation is sufficient (Figure 20). For areas inaccessible to large
rotary impact tools or grinders, needle guns, scalers, and bristle blasters can be used (Figure 21).
Rotary impact tools have 5-7 times the productivity of needle guns (Figure 22).
Figure 19. Pneumatic chipper used to Figure 20. Pneumatic grinder equipped with
remove stratified/pack rust a non-woven pad
43

NCHRP Project 14-30
Figure 21. Vacuum shrouded needle Figure 22. Rotary flapper impact tool
gun used for SP 3 surface preparation used for SP 3 surface preparation
Impact or rotary impact tools generate the lowest levels of airborne contaminants, which
is important when leaded coatings are involved. Many of those tools have custom cleaning
media/bits or come in a variety of sizes that can accommodate various surface preparation
requirements.
Power Sources
Power tools can be electric (110 VAC) or pneumatic (at 90 psi). Electric powered tools can be
obtained at 115 to 230 VAC from about 1.5 to 10 amps. Battery powered grinders are available
that can be fitted with vacuum shrouds for very small work areas. Electric power tools usually
have a short duty cycle (e.g., 30 minutes for a needle gun). This limits their utility on projects
where large repair areas are encountered. Pneumatic tools require the use of a compressor,
typically equipped with a water separator. Reciprocating tools require the least amount of air while
larger sanders or rotary scarifiers need more air. Tools typically require about 10 cfm at about 90
psi. Several workers can be accommodated by a towed compressor by attaching a manifold to
the compressor discharge. Typical hoses (3/8 in. or 9 mm) can be run 200 feet (61 m) with about
10% pressure loss at 10 CFM (0.28 CMM). In most cases, pneumatic tools are more practical for
mechanical surface preparation as they typically have 100% duty cycles, some requiring only
periodic oiling. The compressed air should be tested daily per ASTM D4285 “Standard Method
for Indicating Oil or Water in Compressed Air” (i.e. the “Blotter Test”). Some power tools requiring
daily oiling may exhaust oil on the working surfaces. Those should be periodically tested using
ASTM F22.
Vacuum Shrouds and Vacuum Systems
The intent of the SP 3 surface preparation is primarily to remove loose material or poorly adhered
material. If the existing coating is leaded paint, vacuum-shrouded power tools should be used.
Vacuum shrouded power tools are also desirable for use with other existing coatings that do not
contain lead to collect wastes and limit airborne debris. The shroud surrounds the work
piece/media of the power tool. Shrouds can be obtained that conform to specific cleaning
requirements (i.e. corners and edges). The shroud confines fine debris generated by the cleaning
operation, letting the vacuum extract it. The method of obtaining a seal between the tool and the
surface of a work piece varies by tool type. In some instances, it uses a hard shroud and in others,
44

NCHRP Project 14-30
it is a brush head assembly that allows some latitude in conforming the shroud to the work piece
and thereby preventing leakage of airborne debris. The efficiency of dust collection depends upon
the proper placement of the tool/shroud on the surface being cleaned. The seal of the shroud
works best on flat surfaces. The ability to clean complex shapes is limited because of the
restrictions of the vacuum shroud. Use of vacuum shrouds on power tools will not significantly
affect their production rates.
Vacuum-shrouded power tools are specialized equipment and come with the vacuum
shroud attached to the tool (Figure 23). A collection/disposal container is needed and is part of
the system. The shroud assembly is attached to a vacuum line that transfers the debris generated
back to a waste container.
A variety of vacuum systems can be used in the field. They range from small 3-6 gallon
(11.4-22.7 L) backpack units to 6-55 gallon (22.7-208.2 L) freestanding units (Figure 24). The
smaller units usually have 1 to 3 vacuum ports while the larger units have up to 8 ports. Some
freestanding units can provide vacuum for power tools 200 ft. (61 m) distant. Some of the
smaller units can be pneumatically powered. Air requirements for pneumatic vacuums range from
about 50-200 CFM (1.4-5.6 CMM) per tool. Electric units can run on 115 or 230 VAC depending
upon size. Regardless of size, vacuums should possess a high efficiency particulate filter (HEPA)
so exhaust air meets OSHA requirements.
Durability of Cleaning Media
Many of those power tools have consumable cleaning media pads, flaps, discs and needles that
require frequent replacement. A supply of replacement media and work pieces of the different
sizes/types is needed. It has been reported that non-woven textured discs typically last about 5
hours and rotary flappers last approximately 40 hours.
Figure 23. Vacuum shrouded grinder Figure 24. Shrouded grinder with back
and vacuum (on right) pack vacuum (pneumatic powered)
Productivity of Power Tools
Power tools have different cleaning characteristics and are suitable for cleaning different details
(e.g., flatwork, corners, and bolts/rivet heads). Supervisors must provide workers with the
appropriate tools and workers must know how to use them properly.
45

NCHRP Project 14-30
As SP 3 cleaning is only intended to remove loose material, compared to cutting a profile

in the steel substrate, the production rate is higher for SP 3 — about 100 ft2/hour (9.29 m2/hour)
compared to about 50 ft2/hour (4.64 m2/hour) for SP 15 cleaning and 25 ft2/hour (2.32 m2/hour)
for SP 11 cleaning. The cleaning rates also depend upon the type of tool used and the details
being cleaned (e.g. flatwork v. bolts/rivet heads). Worker inexperience or lack of training using
power tools can also have a significant impact and result in production rates as low as 5-20 ft2/hour
(0.46-1.85 m2/hour). Testing indicated that workers using an 8-lb. (3.63 kg) power tool can clean
for about 6 hours of an 8-hour day. An increase of 1 lb. (0.45 kg) in tool weight decreases their
ability to work to about 4 hours.
Feathering Existing Coatings
The SSPC power tool standards require

feathering of the boundary between the
prepared area and the existing coating.
Mechanical surface preparation is
usually applied about 1-2 inches (2.54-
5.08 cm) beyond the boundary of the
failed area into the intact existing paint
(2 inches is specified by SSPC PA 1).
Feathering can be done by hand using
sandpaper or by power tools (grinders)
with sanding discs or non-woven pads
(Figure 25). Feathered edges are
sometimes prone to lifting when coated,
requiring a repair. The soundness of the
feathered edge is tested by probing
Figure 25. Feathering of existing around the periphery of the repair area
coating with a dull scraper.
Using SSPC-VIS 3 for Inspections
SSPC has prepared a visual standard, SSPC-VIS 3, “Guide and Reference Photographs for Steel
Surface Prepared by Power and Hand Tool Cleaning,” to assist in the inspection and evaluation
of surface preparation methods including hand- and power-tool cleaned substrates. SP 2 and SP
3 substrates are difficult to evaluate as they impact the cleanliness of the prepared surfaces
whereas, SP 11 and SP 15 surfaces can be also be evaluated by the profiles created in the steel.
VIS 3 provides reference photographs for the four surface preparation standards. The general
procedure is as follows:
1. Determine the initial condition of the steel from the reference photographs (conditions
A-F)
2. Determine what surface preparation standard is to be met and the appropriate tool (or
closely corresponding one) from those provided in VIS 3.
3. Use Table 1 to determine which photographs will depict the result of proper surface
preparation based upon 1 and 2.
4. Use the appropriate photographs to compare with surface condition of the fieldwork
(e.g., picture GSP3/PWB shows condition G-deteriorated coating over mill scale; SP3
surface preparation; powered wire brush)
46

NCHRP Project 14-30
The visual standards are intended to be used in conjunction with the written standards.
Sometimes existing coating conditions and/or power tools vary significantly from VIS 3. In those
cases, a field standard can be prepared using a representative area typically 3 ft. x 3 ft. (~1 m x
1 m) containing common surfaces including both flat and complex shapes. The area can receive
the specified surface preparation treatment. When agreed upon by all parties, the surface can be
painted in lacquer and retained during surface preparation as a field reference standard. In some
cases involving SP 3 cleaning, the surfaces have been wiped with white rags and pieces put in
baggies for comparisons with wiping tests to be performed after surface preparation.
4.1.4 Monitoring Conditions
According to SSPC Standard PA1, “Shop, Field and Maintenance Coating of Metals,” coatings
should not be applied when the air and steel temperatures are outside the ranges specified by
the coating manufacturer. Most coatings have nearly the same application requirements with
respect to relative humidity and dew points (with a few exceptions which can be identified by
reviewing PDSs). Safeguards are usually outlined in highway agency standard specifications to
prevent coating over surface moisture. There are tolerance limits within each manufacturer’s
PDSs to address acceptable application conditions for ambient temperature, relative humidity,
and surface temperature.
As noted in Section 3.7, coatings should not be applied in rain, wind, snow, fog, or mist,
or when the substrate temperature is less than 5° F (2.8° C) above the dew point. Coatings should
not be applied on wet or damp surfaces unless so stated in a manufacturer’s PDS. No coating
should be applied on frosted or ice-coated surfaces. Coatings can be affected if relative humidity
is either too low or too high; those thresholds should be provided by the coating manufacturer.
Typically, painting activities should cease when the wind velocity reaches 25 mph (40.2 kph),
either in gusts or steady state.
The key field measurements are steel surface temperature and dew point. Those
measurements need to be taken prior to coating application. The common rule is that painting
should not start until the steel temperature is 5° F (2.8° C) above the dew point and rising. Under
that condition, moisture from the air will not condense on the steel which would cause problems
with coating adhesion. The 5° F (2.8° C) rule provides latitude for accuracies in the measuring
devices. Measurements should be taken in the general locations on a bridge where painting
operations are to be performed. Once acceptable conditions are present, it is usually advisable
to perform follow-up measurements every 4 hours or so. During daytime hours, clouds may
obscure the sun, especially if rain is possible. When this occurs, the steel temperature will
continue to drop over time, so it is advisable to perform follow-up tests to ensure that acceptable
conditions for painting are still present. When painting at night, the steel radiates heat and cools.
Periodic tests are necessary, especially at cool temperatures, to know when the steel cools to a
temperature within 5o F of the dew point so as to avoid painting over condensation.
Generally, the low and high temperatures of concern are 40° F (4.4° C) and 125° F (51.7°
C) , respectively (either surface or atmospheric temperatures). The painting crew should consult
the PDSs to determine allowable coating, ambient and steel surface temperatures for the coatings
being used. Besides relative humidity, some coatings (e.g., moisture-cure polyurethanes) require
minimum humidity levels (about 6%) to cure properly, possibly necessitating humidity
measurements to ensure that a satisfactory amount of moisture is available. Other coatings may
have specified maximum humidity levels. Typically, the maximum relative humidity is 85% though
47

NCHRP Project 14-30
lower limits may be recommended (e.g., 70%). Condensation on freshly painted surfaces can
inhibit curing of some types of coatings. For those types of coatings, an up-to-date weather
forecast should be obtained prior to paint application if conditions may affect curing (e.g.,
impending or potential rain, condensation, mist).
Surface temperature readings

can be obtained using magnetic-
based temperature gages,
thermocouple/thermistors, or non-
contact infrared thermometers.
Relative humidity measurements can
be obtained using sling
psychrometers/tables, or thermal-
hygrometers. Inexpensive all-in-one
handheld instruments are available to
measure air temperature, surface
temperature, difference between
those temperatures, dew point
temperature, and relative humidity.
Several types of handheld
anemometers are available to
measure wind velocity (Figure 26).
When performing surface

Figure 26. All-in-one environmental condition preparation to either SP 11 or SP 15,
monitor. Note readings placed on adjacent coating. condition monitoring is recommended
to ensure that no condensation forms
on the profiled surfaces as they are being created. That could result in rust-back requiring re-work
prior to painting.
4.1.5 Coatings Application
After completing mechanical surface

preparation, the repair areas should be
painted as soon as practical (optimally within
24 hours) after final cleaning. Prior to
painting, the prepared areas should be
visually inspected to ensure they provide
suitable substrates to receive the repair
coating(s). Surfaces to be painted should be
brushed, vacuumed, or blown down with
compressed air to remove and dust or loose
debris just prior to painting. A maximum
allowable period should be established
between completion of surface preparation
and the application of at least the prime coat
Figure 27. Temporary bulkheads used to if repair area has an exposed metallic
isolate areas where different operations are surface. Those areas can flash rust if
being performed. exposed to the atmosphere for few days
even in locations sheltered from rain (even
48

NCHRP Project 14-30
through a rust patina created by SSPC SP 3 cleaning). In that case, additional power tool cleaning
will be required. Any exposed metallic surfaces should be covered if left unpainted due to the
onset of inclement weather. Use of a rust inhibitor can be considered to prevent rust-back for
several days if painting delays are due to logistical issues or atmospheric conditions. The inhibitor
must be certified as compatible with the applied coating by the coating manufacturer. Areas where
surface preparation work is being conducted need to be physically separated from areas where
paint application is taking place to prevent airborne debris from contaminating the substrate prior
to painting or the wet/uncured coating during painting (Figure 27).
Coatings may be single or multi-component materials. Manufacturers’ PDSs contain

instructions on the proper storage, mixing, and application, which are essential to a successful
painting project (e.g., mixing requirements, induction times, and pot lives). Those provide:
• Proper surface preparation • Film thickness (range) or coverage

• Steel surface and ambient conditions • Recoat time
• Mixing and thinning instructions • Application methods and equipment
• Pot life (if applicable) • Safety (may be in separate
• Induction time (if applicable) manufacturer SDSs)
Mixing
Paint application begins with mixing/agitation at the mixing site. The mixing site should be located
in reasonable proximity to the painting site to minimize transport distance and time to the paint
application locations. For solvent-based coatings, the mixing/thinning location should be in an
open well-lit area away from any source of ignition. Paint crews typically want to begin painting
as early as possible in a work shift. In some cases, the mixing operation can begin before painting
conditions are met if the atmosphere is free of mist or rain, unfavorable weather is not imminent,
and the dew point is climbing above the surface temperature of the steel. If the coatings have
short pot lives at ambient temperatures, mixing should be deferred until painting conditions are
met at the bridge.
Paint application is addressed by SSPC-PA1, “Shop, Field and Maintenance Coating of

Metals.” Hand mixing can be used for single-component coatings. For hand mixing, any skin
formed on coating should be removed prior to mixing. The liquid coating (vehicle) in the paint can
should be poured into a clean container. Pigments remaining in the can need to be loosened by
scraping and thoroughly mixed with the vehicle with a stirring paddle as it is poured back into the
original can. Some painters perform hand mixing by “boxing,” repeatedly pouring the coating back
and forth in two containers. Boxing is not recommended for moisture-cure polyurethanes as it can
result in improper curing. Mixing should continue until the coating composition is uniform in
appearance.
As a general rule, any skins found on opening coating containers that constitute 2% or
more of the weight of the coating should result in the coating being discarded. If pigments in the
container have settled and hardened, the coating should be discarded.
Power mixing using a suitable mixer with agitator blade can be used on both single- and
multi-component coatings. For large projects, fixed units are available for mixing in 5-gallon (18.9
L) containers. Pneumatic and electric hand drills are suitable for mixing small paint quantities, 1-
2 gallons (3.79-7.57 L). Multi-component coatings should be mixed in proper proportions. To
prevent incorrect mixing ratios, the coating components should be furnished as pre-measured
49

NCHRP Project 14-30
kits. Dry components may be provided with a coating. They should be mixed in a manner to
promote uniform blending with the vehicle. Excessive power mixing or mixing at high speeds can
result in high shear forces in coatings with heavy metallic pigments and generate high
temperatures within the coating. This is to be avoided. After mixing, the coating should be strained
or filtered using a screen size that removes undesirable matter but not the pigment. Catalysts,
curing agents, or hardeners that are separately packaged should be added to the base coating
after it is thoroughly mixed.
For multi-coat applications of the same coating, it is usually desirable to tint one coat so that
it can be distinguished from the other. In some cases, the coating may have a metallic appearance
similar to a prepared substrate. Tinting of the first coat applied can provide suitable contrast between
painted and unpainted surfaces. If one of the coats is to be the topcoat, it should contain no tint.
Tinting can be performed by the manufacturer and provided in separate marked containers.
Thinning of coatings may be required when a brush or roll application is used. It is more
commonly used for spray application. Thinning must be approved by the highway agency or its
on-site representative. The type and amount of solvent must be in accordance with a coating
manufacturer’s PDSs for prevailing atmospheric conditions and surface temperatures. Local air
pollution regulations also impact thinning. For spraying, the paint may need to be thinned for
proper application; the spray pump, lines, and gun will be needed to be purged/cleaned daily (for
most coatings). Spent solvent must be captured in buckets and disposed of. Some constituents
may render spent solvents hazardous wastes. Highway agencies typically have protocols for
disposing of that waste stream.
The coatings to be used need to be mixed (for two-component coatings) and agitated for
a period specified by the manufacturer. Amine epoxy coatings will need to be given a set time
(termed induction time) of about 30 minutes after coating to react before application. Most of the
two-component coatings have limited pot lives and must be applied before that is expired. Pot
lives are usually given at 75° F (23.9° C). A typical epoxy will have a pot life of 2 hours at 75° F
(23.9° C). A rule of thumb is that pot lives halve for every 20° F (11.1° C) rise in temperature over
the pot life stated for 75° F (23.9° C). At 95° F (35° C) , the same epoxy will have a pot life of just
1 hour. Good planning is required to ensure that only the amount to be used is prepared to
minimize waste. Coatings should be transferred to the work area in sealed buckets with the
painters using stirring sticks to agitate the coatings just prior to application. Some coatings will
need to be re-agitated if they are not used in a short period. Moisture-cure polyurethanes usually
do not require re-agitation. Coatings that do not have limited pot lives, or that do not deteriorate
on standing, may be placed in covered containers and stored overnight.
Coatings Application
Rules of thumb for when coating application should not be performed include:
• Dusty conditions unless containment is used

• Light on the surface is less than 15 ft.-candles (161 Lux)
• Ambient temperature is less than 45o F (7.2o C)
• Relative humidity exceeds 85 percent
• Surface temperature is less than 5o F (2.8o C)above the dew point
• Surface temperature exceeds the manufacturer’s recommendation
• Ambient temperature exceeds 95o F (35o C), unless the manufacturer allows a higher
temperature
50

NCHRP Project 14-30
When no PDS is available or a PDS does not provide detailed application information,
those guidelines are generally safe to follow. If questions remain about application issues, the
manufacturer’s representative can usually provide the information. In addition, most coatings
manufacturers have their PDSs online, making them readily accessible with computer, tablets, or
phones. Several problems with common coatings can be encountered in cold weather painting
operations. Since most spot painting work is short-term and does not use containment or
environmental controls, it should not be performed when most cold weather conditions are
encountered, even in anticipation of nighttime freezing conditions.
In some cases, the coating manufacturer may require the pre-treatment of an existing
substrate prior to application of a coating. That may be in the form of a rust preventative, a solvent
wipe, or other pretreatment chemical. In applying multiple coats, successive coatings should be
applied before any degradation or contamination can occur.
Spot painting typically entails applying coatings to small areas. Application methods
include:
• Brushes
• Rollers
• Daubers
• Mitts
• Sprayers.
Brush, roller, dauber, or mitt application methods are simple to use by relatively unskilled
workers and have reduced environmental and worker safety impacts compared to spraying.
Brushing works best on irregular substrates and for working paint into edges of the existing
paint (Figure 28). Brush types are selected based upon the details to be coated. Typically, flat
brushes are used for flat surfaces while round brushes are used on irregular surfaces such as
bolts and rivets. For flat brushes, a maximum width of 5 inches (12.7 cm) is recommended.
Brushes should be able to apply a relatively uniform coat. The coating should be thoroughly
worked into all crevices and corners. A good procedure is to brush the coating from the failed
area outward over the border and onto the existing coating throughout the repair area. If any of
the existing coating is loose at the boundary, this step can work fresh paint into the gaps between
the substrate and the existing coating, “locking” it down so that there will be no subsequent
disbonding failures in the repair. Care should be taken to properly coat bolts and rivets. All runs
or sages should be brushed out immediately. If feathering causes disbonding of the existing
coating during or just after paint application, it can be eliminated. After power tool cleaning, the
existing blunt edges can be probed back adherent paint with a dull scraper and the abrupt
boundary between the prepared surface and the existing coating “locked down” with the repair
coatings by brushing them from the prepared surface into the existing coating to ensure
penetration of the repair coating into gaps under the existing coating. This method will resist lifting.
Rolling is typically used for flat work (Figure 29). It should not be used for coating irregular
surfaces such as fasteners. Rolling is faster than brushing, but care needs to be taken not to apply
too thin a coating. The appropriate roller nap should be matched to the roughness of the surface
being painted and selected based on the recommendation of the coating manufacturer. For
painting over previously corroded substrates priming can be performed with stiff brushes with
subsequent top coats applied using long nap rollers.
51

NCHRP Project 14-30
Figure 28. Brush application of finish Figure 29. Roller application of an

coat intermediate coat
Daubers can be used for painting areas with poor access for other application methods.
Paint mitts can be used to apply coatings on laced and riveted beams (Figure 30). In applying
coatings by these methods, the painters should try to provide smooth uniform continuous films
that are in the range of wet film coating thickness specified by the PDSs.
Airless sprayers use a pump to push the coating through a small hole in a spray gun that
causes the coating to atomize and be uniformly deposited on a surface. Small gasoline/electric
powered units may be practical for spot painting projects. Larger pumps can also be used that
require an air compressor. The pump sends paint through lines to the spray gun. The connecting
hose can be up to several hundred feet long. The gun applies the paint in a uniform fan pattern
onto the substrate. The equipment requires more experience and applicator technique than
brushing or rolling. Spray nozzle tip (orifice) sizes should be based upon the coating
manufacturer’s recommendations, though some preliminary testing may be needed to determine
the most appropriate one. For larger repair areas, conventional airless spray equipment can be
utilized if suitably skilled personnel and equipment are available. Small areas can be sprayed
using the new battery-powered airless spray units (Figure 31).
Spray application using conventional equipment is most practical when large spot repairs
are to be performed. Depending on the coating being sprayed and the location, containment may
be required to prevent overspray damage. Spraying is the best method of applying coatings where
high film builds can be achieved in a single application or wet-on-wet. That is difficult to achieve
using brushing or rolling. In some cases, involving larger spot repairs, a combination of methods
can be employed. The coating can be delivered to an area by spraying. Then, brushing can be
used to work it into irregular surfaces and correct any surface defects while the coating is wet.
Spraying may be the only practical method for delivering paint to the inside faces of laced and
riveted box beams. For work on large repair areas, this may be more efficient than by delivering
buckets of coatings to the painters, especially if they are working some distance away from the
mixing site.
52

NCHRP Project 14-30
Figure 30. Coating application on Figure 31 Spot coating application

riveted steel using a mitt using a battery powered sprayer
Wet and Dry Film Thickness Measurements
An important factor in coating quality is obtaining proper cured film thickness — dry film thickness
(DFT). When the applied coating is still wet, painters can use a tooth/step gage to measure the
wet film thickness. The gage gives the wet film thickness in mils (1 mil = .001”) or microns (1
micron =.00025”). The anticipated DFT is given by the formula:
Dry Film Thickness = Wet Film Thickness x Percent Solids in the Coating
The percent of solids in a coating is typically provided by a coating manufacturer in the

PDSs. If a coating is thinned, the estimated dry film thickness is reduced further based upon wet
film measurements. The anticipated DFT is given by the formula:
Dry Film Thickness = Wet Film Thickness x Percent Solids in the Coating / (1 + Percentage
of Thinner Added by Volume)
Paint manufacturers usually specify coating thicknesses (both wet and dry film) in terms
of acceptable upper and lower bounds. If the wet film thickness is too low, painters can add
another wet application before the initial application hardens. If the wet film is excessive, painters
can reduce it by spreading it further with a brush or roller.
In applying spot coatings, painters need to provide a uniform film build and avoid drips or
misses. A tooth gage should be used to measure wet film thickness in accordance with ASTM
D1212, “Standard Test Methods for Measurement of Wet Film Thickness of Organic Coatings” —
Method A (Figure 36). Some coatings remain soft for weeks making follow-up DFT measurements
hard to perform with standard tests. In that case, the painters can leave a few WFT impressions
in the coating for the inspector/supervisor to read ensuring that the proper WFT build is achieved
and that the DFT thickness will be correct.
Recoat Windows and Other Topcoating Delays
For multiple-coat systems, there is usually a minimum recoat time (termed “recoat window”)
before applying a topcoat. That time depends upon the ambient temperature, the surface
53

NCHRP Project 14-30
temperature of the bridge steel, and for some coatings relative humidity. Some coatings have a
recoat window consisting of minimum and maximum recoat times. If the maximum recoat time is
exceeded, the coating must be abraded with fine sand paper or painted with a tie coating to
achieve an acceptable bond with the top coat.
Caltrans uses a low-pressure rinse process for treating applied coatings if they are to be
topcoated and there is a delay beyond 72 hours. The specified rinse uses a low-pressure potable
water spray at 1,160 psi (80 bar) applied with the nozzle tip 12-18 inches (30.5- 45.7 cm) from
the work piece using a 45° fan tip.
Figure 32. Painter measuring wet film

thickness using a tooth gage
The PDS will have the recommended coating thickness (typically minimum and maximum
WFTs and DFTs). On rough or severely pitted surfaces, it may be difficult to measure coating
thickness. In those cases, painters should take care to achieve a continuous film build and fix
pinholes. Proper film build is usually difficult to achieve using coatings intended to be applied at
thin film builds. When insufficient coating thickness is applied, the substrate may be visible
through the coating. A thin coating may be brittle and crack. Excessive film thicknesses can result
in coating problems including blistering, solvent entrapment and disbonding (Figure 33). Greater
film thicknesses also delay coating cure times.
Stripe Coating
While time on a bridge is generally limited for spot painting, many times spot repairs are affected
where the original paint application was inadequate. If such problems have been observed, it
might be beneficial to apply extra paint in problematic locations to ensure they are properly coated.
Stripe coating can be performed per SSPC PA 11, “Protecting Edges, Crevices, and Irregular
Surfaces by Stripe Coating” (Figure 34). Areas that are usually stripe coated include:
• Crevices • Bolt heads and nuts

• Plate and sharp edges • Rivet heads
• Plate seams • Welds
• Back-to-back angle seams (built up • Other sharp discontinuities
members) • Outside corners
• Pitted steel
54

NCHRP Project 14-30
SSPC-PA 1, “Shop, Field, and Maintenance Coating of Metals,” recommends brushing for
applying stripe coats as it works the paint into the pores and crevices and allows the greatest
control over the boundaries of the striped areas. Rolling can be used where striping involves
coating simple shapes such as edges of girder flanges. One drawback with stripe coating is that
it adds another step to the coating process and requires additional dry time for the spot coating
to cure. The decision to stripe needs to be balanced with the requirements for other painting tasks
and the work time allotted for the project.
Figure 33. Blistering of polyurethane Figure 34. Stripe coating the edge of a
top coat due to excessive thickness cross-frame using a roller
Quality Control Actions during Painting
During and just after the coating application process, painters can perform quality control actions
that limit the need for time consuming repairs. While coatings are still wet, painters have the
opportunity correct minor flaws, typically by brushing, which becomes difficult to repair once a
coating has dried. Sags and runs, whether appearing during brushing, rolling, or spraying, can be
brushed out. Painters can inspect the wet film to detect bubbles or other signs of pin-holing and
dab those spots with a brush to eliminate them. Inspection will typically reveal lifting that occurs
at the boundary areas between the spot repair and the existing coating, generally where the latter
was feathered. In those cases, the lifted paint (and wet paint covering it) can be removed with a
scraper and touched up by brushing fresh coating in the area. Close inspection by painters can
also reveal missed and thin areas that can be repaired by applying additional coating. If several
repair coatings are applied, the top coat is usually intended to protect underlying coats from UV
degradation. The top coat should be the only repair coat visible when viewing the spot repair. If
underlying coats extend beyond the top coat, they should be covered with the top coat.
When applying spot coatings on hand- and power-tool cleaned areas, the finish coat can
conform to the repair area (Figure 35) or, if visible to the public (e.g., fascia girders of grade
separation bridges) it can be squared up to provide a better appearance (Figure 36).
55

NCHRP Project 14-30
Figure 35. Spot coating Figure 36. Spot coating with

conforming to the repair area squared-up finish coat
Inspection of Work and Affecting Repairs
Once the spot coating has been applied, a final inspection can be performed of all repair areas to
ensure that the work has been properly performed. For spot painting work, this includes:
• Confirming that the damaged areas were completely repaired (and for the bridge that
all repair locations were spot painted)
• Inspecting the coated areas for signs of coating distress, improper cleaning, or pick-
up of soils
• Inspecting the bridge for any damage to the existing coating due to access issues
• Measuring the dry film thickness of the repair areas.
• Performing any necessary repairs.
Ideally, the crew should use hold points for inspections. Once each task is completed at a
location, the supervisor can inspect a repair location and either require re-work or accept it,
allowing the crew to proceed with the next task. Unfortunately, demands upon a supervisor may
only permit inspection once the work is complete. Under that constraint, it is best that the
inspection take place while the crew is still at the jobsite, and preferably while they are still working
in the general area of the completed spot painting work being inspected. This allows for prompt
repairs, if necessary, and expedites the final inspection process. It also permits the detection of
any consistent application problems, such as failures to paint the back faces of bolts. The
supervisor can emphasize such shortcomings to the painters to prevent reoccurrences as they
work through the bridge.
A properly applied spot painting repair should provide a continuous coating over a failed
area and the repair extending several inches past the feathered edge into the existing coating
with only the top coat evident over the existing coating. The repair coating should be free of
obvious defects including blisters/bubbling, blushing, embedded debris, holidays/misses, lifting,
mud cracking, orange peel, pinholes, pitting, wrinkling, or sags/runs. A useful tool is an inspection
mirror that can be used to inspect areas that cannot be viewed directly (Figure 37). It would be
useful to provide workers with mirrors so they can inspect their work and make needed touch-ups
while painting. In addition to inspecting spot repairs, the supervisor should look for damage to the
existing coating caused aerial lifts, cables, or attachment brackets. Such locations need to be
56

NCHRP Project 14-30
repaired like the spot painting work.
The coating/coating system should also have sufficient build (thickness) within limits
specified by the coating manufacturer. The supervisor can measure the DFT of each coat of paint
or measure the total DFT build in the repair areas. Measuring DFTs on bridge components can
be performed using SSPC PA 2, “Procedure for Determining Conformance to Dry Coating
Thickness Requirements.” Testing is to be performed using nondestructive coating thickness
gages (Type 1 magnetic pull-off and Type 2 eddy current) per ASTM D7091, “Standard Practice
for Nondestructive Measurement of Dry Film Thickness of Nonmagnetic Coatings Applied to
Ferrous Metals and Nonmagnetic Nonconductive Coatings Applied to Non-Ferrous Metals.” The
supervisor should be provided either a Type 1 gage, along with thickness standards, or Type 2
gage along with plastic shims incorporating the range of coating thicknesses anticipated. The use
of Type 2 gages is recommended due to their ability to take quick measurements and be
calibrated using a variety of substrates (Figure 38). The Type 2 gage can be calibrated using one
or two shims over the power tool-cleaned substrate. Generally, those types of gages are difficult
to use where coatings have been applied over irregular surfaces typical of severe corrosion
damage. The approach used in SSPC PA 2 is to take 3 thickness readings in a narrow 1.5 in.(38
cm) diameter circle and take an average of the values (discarding significant outliers). The
minimum acceptable thickness for spot measurements is 80% of an average reading while the
maximum acceptable coating thickness may be up to 150% of the specified maximum thickness
for Coating Thickness Restriction Level 4 in Table 1 of SSPC PA 2 (or an unrestricted maximum
thickness for Level 5). This may work well for large spot painting projects incorporating abrasive
blasting and spray application. However, for brush, roll, and mitt applications on smaller areas
prepared by SSPC SP 2 or SP 3, those limits may be impractically tight. If a supervisor inspects
work after the paint crew has moved to a different site on the bridge, they can mark the areas
requiring repair so subsequent corrections can be made (Figure 39).
Figure 37. Inspection mirror Figure 38. Typical coating dry

used to detect lack of coating on film thickness measuring
backside of fastener instruments
Five spot readings, each an average of 3 consistent readings within a 1.5 in. (38 cm)
diameter), should be taken approximately every 100 ft2 (9.29 m2). For smaller spot painting repair
areas, fewer readings are needed per location, but more locations probably need to be measured.
Appendix 1 of SSPC PA 2 provides an example for taking measurements in a non-conforming
area of about 30 ft2 wherein 5 readings are taken. For small repair areas measuring 3 ft. x 3 ft. or
less, one or two readings may suffice. Appendix 2 of SSPC PA 2 provides guidance for taking
57

NCHRP Project 14-30
measurements on steel beams. Even for relatively small areas of a few square feet, it
recommended that the reading be taken on spot repairs in both the flanges and webs if necessary.
When damaged coatings, thin coatings or missed areas are detected, the coating in the
area should be completely removed and a spot repair should be performed and re-inspected prior
to final approval (Figure 40).
Figure 39. Marked painted area for Figure 40. Painter repairing a
follow-up corrective work by painters coating defect
4.1.5 Demobilization
Once the painting work is completed, inspected, and

approved, the crew should conduct a thorough clean-
up of the jobsite. If spot painting involved existing
lead-based paint, ground cloths, and windscreens
should be vacuumed to remove any lead paint
residues before being taken off-site. All respirator
filters, disposable clothing, vacuum filters, and other
disposable items that could be contaminated with
lead should be placed in appropriate containers for
miscellaneous hazards waste and properly disposed.
All hazardous materials should be removed and
Figure 41. Worker taking a soil either taken to an agency’s facility (with permission
sample after a project is complete of the DNR) or manifested and disposed of if wasted.
All work-related trash should be collected, and the area inspected for loose paint chips which
were not previously collected. If those contain lead, they should be disposed of in a hazardous
waste container. If lead-based coatings were disturbed during spot painting, the agency may elect
to perform pre- and post-work soil testing or other tests of water and sediment to confirm that the
work did not result in lead contamination (Figure 41).
A final inspection should be performed to ascertain that a proper clean-up was achieved.
The equipment and surplus paint not opened or damaged during the project should be returned
to the agency shop. Paint can be stored for future use on other projects. The agency may elect
to mark the final date of spot painting work on beam ends to assist in tracking paint work on the
bridge.
58

NCHRP Project 14-30
5.0 WORKER SAFETY AND COMPLIANCE WITH ENVIRONMENTAL

REGULATIONS
5.1 Worker Safety
OSHA Regulations
Workers involved in spot painting must take special precautions to protect themselves from
hazards associated with painting operations. That is addressed under the Occupational Safety
and Health (OSH) Act (1970), and it is regulated by the Occupational Safety and Health
Administration (OSHA). Contractor employees are covered by OSHA regulations. State workers
and local government agencies are not covered by federal OSHA, but have OSH protections if
they work in states that have OSHA-approved state programs. Those programs may employ
OSHA or their own (more stringent) regulations. Under OSHA, employers must provide safe
workplaces. Under OSHA the major employer (highway agency) requirements are:
• Informing workers of chemical hazards through training and, for coating supplies,
PDSs
• Keeping accurate records of employee injuries and illnesses
• Performing tests in the workplace including air sampling (e.g., when disturbing lead-
based coatings)
• Providing Personal protection equipment (PPE) to workers
• Providing medical surveillance and tests (e.g., hearing, blood sampling) when required
by OSHA regulations
• Posting OSHA citations and annually post injury and illness summary data where
workers can see them
• Promptly notifying OSHA of fatalities and major work-related injuries and illnesses
OSHA (and its state partners) are responsible for enforcing compliance with OSHA
standards. It uses enforcement by inspectors/officers to carry out site inspections and assess
fines for regulatory violations. Site inspections can be the result of fatalities, injuries, and referrals,
or focused on particularly hazardous work. OSHA can conduct inspections at jobsites without
notice. They can also meet at an agency office for a preliminary conference and request access
to the agency’s worker safety plan. Bridge painting is considered a dangerous activity that
receives attention of OSHA inspectors. Accidents and worker complaints prompt OSHA
inspections and, if significant problems (imminent danger) are observed, a job can be halted until
the situation is corrected. The agency should have all relevant paperwork current and readily
available, including a Hazard Communication Plan. OSHA (or its state partners) may perform
courtesy inspections of jobsites at the request of the agency to inspect work being performed and
identify any hazards that need to be address without penalty to the requesting agency.
Under OSHA workers have rights to safe working conditions, to file complaints with OSHA
(or a state program), hazard recognition, OSHA standards and safety training, histories of work-
related injuries and illnesses, copies of their medical records, the ability to participate in an OSHA
inspection and speak with an OSHA representative, and freedom from retaliation for requesting
an OSHA inspection or exercising their rights under OSHA.
Employers and highway agencies of states with OSHA programs are covered by the
General Duty Clause of the OSH act that requires employers to keep workplaces free of serious
recognized hazards and is a “coverall” regulation invoked when no specific OSHA standard
59

NCHRP Project 14-30
applies to a hazard.
Worker safety and health requirements are addressed from an owner/contractor/
subcontractor perspective in SSPC PA 10, “Guide to Safety and Health Requirements for
Industrial Painting Projects.” That document refers to OSHA Compliance Directive CPL 02-00-
124, which addresses citation policies for multi-employer worksites. A more applicable document
is SSPC Technology Guide 17, “Guide to Developing a Corporate Safety Program for Industrial
Painting and Coating Contractors.” While geared toward painting contractors, that guide
addresses core elements and requirements for developing a safety program that incorporates
good safety practice as well as regulatory requirements for meeting OSHA guidelines for a
company (agency) safety program. Highway agencies involved with contractor painting already
have the necessary organization to monitor spot painting projects safely. The same would apply
for agencies that already have in-house maintenance painting projects. Highway agencies
seeking to create an in-house painting capability either with dedicated crews or on an ad hoc
basis using existing field maintenance crews would need to develop such a safety program.
Regulations are constantly changing, and the agency worker safety division is responsible for
providing necessary support to ensure supervisors and crews are performing the work in a
manner that conforms to the latest regulations.
As defined in SSPC Technology Guide 17, the primary elements of an agency safety
program include:
• Management leadership and employee participation

• Hazard identification and assessment
• Information and training
• Evaluation of program effectiveness (enforcement)
Some factors for agencies in performing in-house maintenance painting work (including
spot painting) include:
• An employee assigned to receiving and responding to reports about safety and health
concerns
• Reporting procedures to document all job fatalities, injuries, illnesses and near misses
to identify hazards
• Maintaining and retaining various safety records
• Medical records of employees (period of employment + 30 years)
• Employee training in compliance with OSHA requirements (plus re-training at specified
intervals)
• Development of appropriate ways to control hazards identified in accident reports
A helpful checklist of questions for keeping records includes:
• Are all occupational injuries and illnesses being recorded in the OSHA 300 log?
• Are employee medical records and records of exposure to hazardous substances up-
to-date?
• Are the OSHA training records current and available for review?
• Are medical records of employees being kept for period of employment plus 30 years?
• Are inspection tags, operating permits and records up-to-date for firefighting
equipment, air pressure tanks, and other equipment?
SSPC Technology Guide 17, “Developing a Contractor Safety Program,” lists several
60

NCHRP Project 14-30
industrial painting operations that require OSHA-defined competent persons applicable to

construction. Some of those are related to general activities performed by highway agency crews
and may not require additional competent personnel outside of those specific to bridge painting.
The guide suggests that employees be involved with safety issues by requiring them to assist with
safety training, audits, and incident investigations. Employers (agencies) must regularly
communicate with the all employees about any safety concerns. One good way to accomplish
this is for the supervisor to conduct “tool box” meetings with the crew every day before work at a
job site discussing tasks to be performed that day and safety issues/concerns. The supervisor
should also keep a log recording when/where the meeting was held, topics discussed, and crew
members present. The supervisor should note and promptly correct any unsafe conditions or
unsafe actions. Training should permit workers to identify common workplace hazards and a
means of communicating any concerns to the supervisor or agency safety personnel.
SSPC Technology Guide 17 provides a list and description of OSHA employee training
requirements for workers involved with painting, including those pertaining to disturbing existing
lead-based coatings. Some applicable requirements related to the OSHA General Industry 29
CFR 1910 and Safety and Health Regulations for Construction 29 CFR 1926. The guide also
provides the following sample documents: 1) program statement and signature page, 2) safety
policy and rules, 3) safety goals (short-, intermediate and long-term), 4) safety responsibilities of
key personnel, 5) schedule of training and activities, 6) examples of safe operating procedures,
7) copies of pertinent OSHA forms, and 8) cross-references of OSHA 1910 and 1926 standards.
The top OSHA citation categories from 2011 to 2013 were fall protection, hazard
communication, scaffolding, and respiratory hazards — all components of maintenance painting
operations (D+D News September 2014). Maintenance painting is recognized by OSHA as a
hazardous activity and all those categories can be encountered in bridge maintenance painting
operations. OSHA has a hierarchy of approaches to minimize or eliminate exposure hazards.
Those are (from most desirable to least):
1. Elimination — physically removing a hazard. Removing lead-based coatings on

bridges may be an example for future maintenance painting work, but the elimination
process poses risks in the near-term.
2. Substitution — replacing something that produces a hazard with something that does
not. Use of water-based coatings instead of solvent-based coatings that use hazardous
air pollutants (HAPs).
3. Engineering controls — adding ventilation to a work area to reduce worker exposure
to respiratory hazards.
4. Administrative controls — limiting workers’ exposure to hazards. Temporarily
reassigning workers with elevated blood-lead levels from maintenance painting work.
5. PPE — the use of protective clothing, respirators, eyewear, and 3-point harnesses,
among others, to protect the worker from immediate hazards. (Most spot painting work will
be short-term and involve various locations around various bridges. Consequently,
workers will commonly rely on PPE for safety.)
Fall Protection
A majority of the maintenance painting work on a bridge will involve working at heights. The
leading cause of worker deaths in the construction industry is falls. Falls from scaffolding, ladders
and structural steel account for nearly half of those fatalities. In the construction industry, fall
protection is required for workers 6 ft. (1.83 m) or more over a lower level. Workers must be
protected by guardrail systems, safety net systems, or personal fall arrest systems. The latter are
61

NCHRP Project 14-30
3-point (full body) harnesses, securely anchored using a shock-absorbing lanyard. Safe access
must be provided to workers, inspectors, and regulatory agencies. Common issues include using
scaffolds without guardrails or safe access. Workers using aerial lifts must not stand above the
floor of the work platform (i.e., on the guardrails), and if leaning outside must have fall restraint.
Horizontal lifelines allow workers to move horizontally and be tied off. They are made of load rated
components, which comprise a complete anchorage. Catenary scaffolds (pick boards) supported
by wire ropes are commonly used to access girders between anchorages and piers. Those should
be limited to two persons per scaffold with the scaffold ends secured by wire ropes. Fall arrest is
required and must be independent from the scaffold catenary line. Highway agencies are required
to provide workers with fall protection training including:
• The nature of fall hazards in the work area

• Correct procedures for erecting, maintaining, disassembling, and inspecting fall
protection systems
• Use and operation of guardrail, personal fall arrest systems, safety nets, and other
systems
• Correct procedures for equipment and materials handling and for storage and erection
of overhead protection
• Knowledge of individual responsibility in fall protection
• Knowledge of industry regulation basics and updates.
Chemical Hazards
Coatings, solvents, and other materials associated with painting contain harmful chemicals that
pose several hazards to workers (e.g., health hazards, flame, skin corrosion, acute toxicity).
OSHA has now adopted a Hazard Communication Standard (HCS) aligned with the Globally
Harmonized System of Classification and Labeling of Chemicals (GHS). The result is a common,
coherent approach to classify chemicals and communicating hazards information on labels and
safety data sheets. All employers with hazardous chemicals in their workplaces must have labels
and SDSs for exposed workers and train them to handle the chemicals appropriately.
Coatings contain various harmful chemicals including solvents and other constituents,
such as isocyanates used in curing. Those can be ingested by breathing, eating/drinking, or
through skin contact. Personnel involved with solvent cleaning or the mixing, handling, or
application of coatings or cleaning painting equipment should wear protective clothing and use
respirators with organic vapor cartridges to preclude coatings-related exposure problems.
Solvents and coatings can be absorbed through the skin, causing irritation or sensitization. They
can make the skin susceptible to attack by fungi or bacteria as well, and damage the body if
allowed to enter the blood stream. Proper protective clothing and good personal hygiene are
necessary to minimize the potential for skin contact. Medical surveillance may be warranted when
using coatings, particularly epoxies and polyurethanes that can cause sensitization.
When polyurethane coatings are used for repair coatings, isocyanate exposure is a
potential problem. In open areas, spraying is usually not a problem, but workers in the area need
to use respirators with organic vapor cartridges. Exposed skin areas should be covered with
clothing and permeation-resistant gloves. Areas with limited airflow may be more problematic and
ventilation or air-supplied respirators may be required. SSPC has provided guidance for working
with polyurethanes and polyureas in SSPC Technical Update (TU) 8, “The Use of Isocyanate-
Containing Paints as Industrial Maintenance Coatings.”
62

NCHRP Project 14-30
Respiratory Protection
Respiratory protection is an important factor for workers involved in maintenance-painting

activities. Workers cleaning bridges can be exposed to lead disturbed by the cleaning processes
and histoplasmosis from bird droppings. Typically, those exposures require respiratory protection
such as masks with dust cartridges or other types of protection such as wetting the dropping prior
to removal. Workers around coatings with VOCs classified as HAPs should wear respirators with
organic vapor cartridges. Most half-face respirators can accommodate both particulate and fume
cartridges. Those need to be replaced frequently.
Disturbing Lead-Based Coatings
Respiratory protection is typically desirable for any cleaning operations that generate airborne
particulates. Of particular concern is respiratory protection for workers disturbing existing lead-
based coatings regardless of the length of exposure or the tools employed. Any activity that
disturbs lead-based coatings requires personal monitoring to establish respirable lead levels and
protection levels. OSHA maintains a list of hazardous materials (e.g., lead and some VOCs) along
with permitted airborne exposure limits, usually taken over an 8-hour workday. Those are given
as Permissible Exposure Limits (PELs). Highway agencies must exercise care in exposing
workers to those materials. Generally, there are threshold limits that entail limiting exposures. For
lead, the lowest limit is called the action level, set at 30 µg/m3, which requires air monitoring at
lead-related work areas at the job site. The higher level, set at 50 µg/m3, triggers the requirement
for using respiratory protection and protective clothing.
There are various levels of control to limit worker exposure to lead particulates: 1)
avoidance, 2) administrative controls (limiting time of exposure), 3) engineering controls
(ventilation) and 4) PPE. Usually, an industrial hygienist is needed to monitor air quality inside
respirators used on a project. Since the time that workers spend on a spot painting project is brief
— too short for an OSHA initial exposure determination — suitable respiratory protection issues
will need to be resolved with the regulatory agency based on historic data. OSHA recognizes the
practicality of controlling exposures for specific tasks. Employers are required to use ‘interim
controls’ based on work tasks until exposure assessments are completed. Airborne
concentrations of lead need to be determined by mask sampling or using applicable historical
data.
OSHA presumes that certain tasks result in specific estimated exposures, and thus
requires specific worker protection. For example, if workers are using scalers without vacuum
attachments to remove lead paint, OSHA assumes that they are exposed up to 2500 µg/m3;
respirators that protect up to 50 times the PEL must be used.” Under normal OSHA criteria, hand
and power tool cleaning with shrouds are Category 1 exposures with lead particulate ratings
above the PEL (without respiratory protection) to < 500 µg/m3. Half-face or full respirators
equipped with particulate filter cartridges are usually sufficient for SSPC-SP 3 cleaning if vacuum
shrouded tools are used. Those have Assigned Protection Factors of 10 and 50, respectively.
They can safely be used with Maximum Use Concentrations of 500 µg/m3 and 2,500 µg/m3 of
airborne lead, respectively, and keep the user within the PEL. When working with leaded paint,
SP 2 or SP 3 surface preparation typically poses low risks of generating airborne lead. For SP 2
hand tool cleaning, the concern is workers not using respiratory protection. Under those
conditions, workers have experienced high lead levels due to inhalation. For SP 3 tools without
shrouds, airborne lead particulates may require greater respiratory protection than for tools
equipped with shrouds.
63

NCHRP Project 14-30
The use of vacuum-shrouded power tools reduces the worker exposure to respirable lead
but some level of personal monitoring is required to establish exposure levels. Experience has
shown that hand/power tool surface preparation have had minimal environmental impacts beyond
the need to dispose of lead paint debris as a hazardous waste and that worker safety and health
requirements have been typically limited to half-face respirators. Vacuum shrouds do not collect
larger particles; therefore, protective equipment and good hygiene are required. Vacuum-
shrouded power tools do not have sufficient suction to pull in all paint chips, so ground covers are
needed to capture those that are not collected by vacuum. Improper use of the tools or attempting
to clean complex shapes results in some dust escaping, and side shields will be needed in
sensitive areas.
Workers involved with leaded paint

must have lead awareness training, annual
blood lead testing, and be fitted annually
with respirators appropriate to their level of
exposure. They should be provided
personal respirators and observe proper
hygiene practices when they are not using
them. Workers also need to be provided
with clothing if the airborne lead particulate
level exceeds 200 µg/m3. They must have
suitable on-site hygiene facilities (which
normally do not need to be extensive for
typical spot painting exposures). Workers
exposed to lead must not be allowed to wear
work clothing and PPE away from the job
site. Where lead is present and showers are
Figure 42. Portable wash station for bridge not provided, workers should have suitable
painting crew facilities to wash their hands and face at the
end of the workday (Figure 42). Workers
need to be trained to take special precautions prior to smoking, drinking, or eating. Protective
clothing, including shoe covers, can be disposed of daily. Recordkeeping is required for all
personnel requiring medical surveillance for lead levels in blood over the bridge painting season.
Those records must be retained for several decades.
Even if a project does not involve leaded coatings, workers performing surface
preparation, or any aspect of paint preparation/application should use respiratory protection in the
form of respirators equipped with particulate and possibly vapor cartridges. The use of power
tools requires that workers wear protective eyewear and hearing protection. Prior to use an
electrician should check cords on electric powered equipment. Air hoses should be free from
cracks and frays. The tool must be disconnected from its power source when changing media.
Other Personal Protection Equipment
In addition to protective clothing and respirators, workers engaged in spot painting need to be
provided with suitable head, eye, and hearing protection. A variety of eyewear is available to meet
the requirements of the specific work tasks, from goggles to face shields. Code-conforming hard
hats must be worn where impacts or falling objects are possible. Hearing protection is necessary
when operating power tools and working around generators and compressors.
64

NCHRP Project 14-30
5.2 Environmental Compliance
Wastes generated during spot painting can include:
• Wastewater from washing operations

• Airborne particulates from surface preparation operations
• Miscellaneous solid wastes from cleaning operations
• Spent solvents and coatings/ containers
• Paint chips
• Related debris from surface preparation and painting (e.g. rags, tarps, brushes and
rollers)
• Used respirator filters and disposable clothing.
If washing operations are employed, state environmental regulators may require the
collection and treatment of wastewater prior to disposal. If more lenient, they may allow the
agency to filter it to remove large solids before depositing it on the ground or into receiving waters.
These requirements are more likely if the existing paint contains lead or other heavy metals. Of
particular concern are airborne emissions of fine lead particulates generated by surface
preparation operations (especially abrasive blasting) that can contaminate areas proximate to
bridge painting operations. The current National Ambient Air Quality Standard (NAAQS) for lead
is 0.15 µg/m3 of total suspended particulates (TSP) as a 3-month average. Spot painting
operations are usually too short in duration to cause impacts under most circumstances.
SSPC Technology Guide 6, “Guide for Containing Surface Preparation Debris Generated
during Paint Removal Operations,” provides guides for paint removal, containment systems, and
procedures for minimizing or preventing emissions from escaping the work area as well as related
assessment methods. During surface preparation, airborne particulates and debris can be
generated that contaminate air, soil, and water adjacent to bridges. Those can pose hazards to
the public and the environment. There are two approaches to mitigating those events: 1) using
surface methods that limit the generation of particulates/debris/wastewater, and 2) containment
systems that retain the particulates/debris/wastewater and facilitate their collection. The
containment systems are categorized into up to four classes per type of paint removal method,
based upon the extent to which emissions are controlled. Containment systems may involve
enclosures erected to surround a work area (typically throughout the surface preparation and
coating application steps), arrangements of wind screens/curtains and ground cloths, bibs, and
vacuum shrouds for power tools or vacuum blasting.
Potential surface preparation/coating removal methods for use on bridges include:
• Abrasive blasting (using expendable or reusable abrasives) and vacuum blasting

using reusable abrasives
• Hand and power-tool cleaning (with and without vacuum shrouds)
Class 1 containment provides the highest level of emission control. For abrasive blasting
and hand and power-tool cleaning (Classes 1A and IP respectively) it incorporates air-
impermeable walls, ceilings and floors with rigid or flexible framing, fully sealed joints, airlock or
resealable entryways and negative air pressure through forced or natural air flow, and exhaust air
filtration. For wet processes walls, ceilings, and floors should be water impermeable. Class 2
provides a high level of containment for abrasive and hand and power-tool cleaning (Classes 2A
and 2P respectively) and varies from Class 1 by allowing partially sealed entryways
65

NCHRP Project 14-30
• Water blasting/water jetting (with or without abrasives)

• Chemical stripping
The first two methods are more likely to be used on bridges except for vacuum blasting,
which has rarely been used. Pressure washing is commonly used to clean coating surfaces and
remove soluble salts, but not to remove existing paint (unless weakly adherent) for abrasive
blasting and dispensing with the negative air pressure requirement for the containment for hand
and power-tool cleaning. For wet processes walls, ceilings, and floors should be water
impermeable. Class 3 provides a moderate level of containment for emission control. For abrasive
blasting and hand and power-tool cleaning (Classes 3A and 3P, respectively) it incorporates air-
penetrable walls, ceilings and floors (as applicable) with rigid or flexible framing, partially sealed
joints and entryways and exhaust filtration for abrasive blasting with a minimal framing
requirement, partially sealed joints, open seal entryways, and natural air flow for hand and power-
tool cleaning. For wet processes walls, ceilings, and floors should be water impermeable. Class
4 containment provides a minimum level of emission control. For abrasive blasting (Class 4A), it
incorporates air-penetrable walls, ceiling, and floors (as applicable) with flexible framing, open
seams and entryways, and natural airflow. Hand and power-tool cleaning are not covered by this
class of containment. For wet processes, walls, ceilings, and floors should be water penetrable
but capable of collecting solid debris (e.g., filter fabrics).
For locations where clearance restrictions exist, erecting containment may not be
practical. In those cases, rapid deployment lift trucks may be used, especially for overpass bridges
for off-peak-hour establishment of localized containment (several beam lines for one lane-width
of work), permitting surface preparation and, possibly spot painting in that area. Those are
available for rental from at least one equipment manufacturer.
The method of surface preparation, the presence of hazardous (lead-based) existing

coatings, and the sensitivity of the environment are all factored into selection of containment or
the determination of whether it is even needed. The type of coatings to be applied and the method
of application will also play into that decision. Urban and industrial areas typically warrant higher
levels of containment than rural areas. In rural areas, waterways typically pose potential
environmental issues (e.g., drinking water intakes, endangered species). Traffic can also pose a
problem in terms of overspray issues.
Air Monitoring
For environmentally sensitive areas, air

monitoring may be necessary to ensure the
spot painting work poses no hazards to the
public. This is usually achieved by ambient
air monitoring for toxic metals, usually by
monitoring for TSP Lead or other hazardous
heavy metal — Method D SSPC-TU 7
“Conducting Ambient Air, Soil, and Water
Sampling of Surface Preparation and Paint
Disturbance Activities”). Air monitors are
usually placed between the worksite and
potential receptors such as houses, offices,
and sidewalks (Figure 43). This work would
Figure 43. TSP air monitor to detect typically be arranged by the central office
airborne lead on paint project
66

NCHRP Project 14-30
environmental division personnel if in-house forces were involved.
Unlike abrasive blasting, hand tools and power tools with vacuums shrouds typically do
not pose significant air emission problems and can be used safely in most environments with a
minimum level of containment (ground cloths and wind screens or bibs) when spot painting in
areas with a low potential for environmental impacts even when performing spot painting on
existing lead-based coatings (Figure 44). During surface preparation, abrasive blasting and hand
and power-tool cleaning result in deposits of paint, rust, and other debris either in the containment
enclosure or on ground cloths. Abrasive blasting will generate more wastes due to the use
recyclable or non-recyclable abrasives.
Figure 44. Paint chips generated by surface

preparation laying on a ground cloth
Waste Collection and Disposal
When power tool cleaning is used, the total amount of waste generated per square foot will be
only about one ounce for a 10 mil (250 micron) thick coating. Power tool cleaning generates a
minimal amount of waste because the waste typically consists of only paint, rust, and mill scale.
The leaded waste from power tool cleaning will typically be classified as a hazardous waste if the
existing paint is an old lead-based alkyd.
Hand tool cleaning will generate both fine and large particulates and may require the use
of ground tarps and diapers. Waste collection is facilitated when using vacuum-shrouded power
tools by usually only needing to empty the vacuum waste containers and clean up ground tarps
and diapers. Those can be collected by brooming, shoveling, or vacuuming. When brooming is
used, the debris can be wetted to suppress airborne dust if lead paint is involved. For collection
from ground cloths, it is desirable to perform collections daily to prevent potential dispersion from
wind or rain and promote good housekeeping at the jobsite.
All collected waste should be stored in appropriately labelled containers. All paint debris,
especially if it contains lead, should be stored separately from other wastes, as should any wastes
that are lead contaminated (e.g., disposable clothing, respirator filters). Non-hazardous wastes
should be stored separately from potentially hazardous (e.g., lead-contaminated) wastes. Spent
solvents should be placed in covered containers and properly disposed of or recycled. Waste
67

NCHRP Project 14-30
paint can be left in open containers until it has solidified and is disposed of as a non-hazardous
waste. For small quantities of hazardous wastes, the agency can cooperate with the state DNR
to develop a suitable guide for collecting, storing, transporting and disposing of hazardous waste.
Wastewater generated from cleaning/soluble salt treatment operations must be disposed

of to meet DNR requirements. Those requirements differ among states. Some agencies are
permitted to filter the wastewater of solids and discharge it into receiving waters as long as it does
not pose undue environmental impacts. Other agencies must collect all wastewater and dispose
of it at a treatment, storage, or, disposal (TSD) facility, especially if used to wash existing lead-
based coatings. That can prove very expensive. Most spot painting activities will be of short
duration and the disadvantages posed by pressure washing may outweigh the potential benefits
(e.g., waiting for the surface to dry and the time/effort to collect and treat the wastewater).
Wastewater generated from pressure washing operations is typically collected in impermeable
bibs, ground cloths or troughs and pumped into storage tanks prior to treatment and disposal
Figure 45. Storage tank used to collect

wastewater from a pressure washing operation
SSPC Technology Guide 7, “Guide to the Disposal of Lead-Contaminated Surface

Preparation Debris,” addresses the disposal of lead and other heavy metals designated as EP
Toxic by the US EPA. The disposal limits are set as toxicity leachate levels for metals including
arsenic, barium, cadmium chromium, lead, mercury, selenium, and silver. Beside lead, other
heavy metals have been found in existing coatings. Typically, reviews of older agency paint
specifications (which were commonly formula-based) will reveal when those other metals should
be of concern. Preliminary field assessments, paint sampling, and elemental analysis of the
samples should indicate if other heavy metals are a potential concern. Lead-based paint wastes
are classified as hazardous when they exhibit lead concentrations greater than 5 mg/L using the
US EPA Toxicity Characteristic Leaching Procedure (TCLP) test. If other heavy metals are
present, they will need to be analyzed as well to determine if they are in sufficient concentrations
to classify the waste as hazardous.
Surface preparation debris is not classified as a hazardous waste until tested unless
classified as hazardous by the agency as a standard practice. For years, the Kentucky
Transportation Cabinet considered paint wastes from all bridges with existing lead-based alkyds
to be hazardous wastes. Rags/burlap used in wiping surfaces, vacuum filters, respirator filter
68

NCHRP Project 14-30
cartridges, and disposal clothing can be stored in sealed impermeable bags or other sealed
containers and labelled as a lead-containing waste (depending on the concentration of lead in the
coating). Most spot painting projects will not involve large quantities of hazardous paint debris.
Highway agency environmental officials can consult state environmental authorities and provide
appropriate collection, testing, storage, and waste disposal procedures. EPA allows one drum of
hazardous waste to be kept at the jobsite for three days prior to moving it to a temporary secure
storage area. Regardless of waste characterization, it is good practice for workers to collect and
remove all wastes from the job site daily and place them in a secure temporary storage area.
All hazardous (or potentially hazardous) paint wastes need to be placed in US DOT
standard containers or bins for transport off-site. The lid of the containers must be firmly secured
and the containers marked with contents, origin, and date of collection. For TCLP testing, the
containers need to be referenced to samples extracted.
A temporary storage site can be established at the jobsite or, if permitted by the DNR,
taken to the agency’s facility (e.g., garage) for storage. For hazardous wastes, the storage site
needs to be a lockable fenced-in area with placards denoting the presence of hazardous material.
The site must be well drained and not exposed to flooding. Hazardous waste containers inside
the storage area need to be segregated from non-hazardous wastes and placed on pallets or
dunnage to prevent corrosion of the containers and ground cloths placed under them to collect
any spills. For ease of handling, 30-gallon (113.6 L) containers are preferable to 55-gallon (208.2
L) ones.
If hazardous wastes are encountered, the agency must file a site-specific permit with the
DNR to dispose of it. The permit will be based upon the amount of hazardous waste material
generated. The permits are bridge-specific, but hazardous wastes from each jobsite can be stored
at a common temporary storage site. Those wastes must be manifested and shipped to a TSD
facility within the allotted timeframe established by the EPA for the specific generator category.
Large quantity generators that produce 2,200 lb. (1,000 kg) or more of hazardous waste can store
them for a maximum period of 90 days. That might be typical of agencies that spot paint large
areas using abrasive blasting with consumable abrasives. Small quantity generators that produce
more than 220 lb. (100 kg) per month, but less than 2,200 lbs. (1,000 kg) may accumulate waste
on-site from one bridge for a maximum of 180 days provided that the total quantity of hazardous
waste on site from a bridge does not exceed 13,200 lb. (5,987 kg). Most highway agency work
involving spot painting with power tools will probably qualify as small quantity generation from a
bridge. For spot painting of small- to medium-sized bridges, the agency may qualify as a very
small quantity generator if producing less than 220 lb. (100 kg) of hazardous waste per month
from a bridge. Under that classification, the highway agency cannot store more than 2,200 lb.
(1,000 kg) of hazardous waste from a bridge at one time. Very small quantities of hazardous
wastes can be incorporated with hazardous wastes from large quantity generation if both projects
are under the management of the same person. Very small generators are not required to have
an EPA ID number for the waste or go through the reporting requirements of the other categories
of waste generators. They can store the waste for an extended period if they are under the
maximum accumulation limit. Eventually the waste must be treated on-site, delivered to a large-
quantity generator under control of the same person, or delivered to a TSD facility for ultimate
disposal.
Large quantity waste generators are required to have an emergency plan and procedures
in writing as a contingency for any hazardous waste releases. Small quantity generators are not
required to have a written plan, but a basic plan is required. Different categories of waste
generators have significantly different US EPA requirements. State EPAs may have varying
69

NCHRP Project 14-30
categories of waste generators and different requirements from those of the US EPA.
Hazardous waste needs to be permitted, manifested, and delivered to TSD facilities by

licensed hazardous waste transporters. There are chain of custody records that must be retained
by the owner for decades. Options for dealing with waste lead paint are to perform on-site
treatment to render the waste non-hazardous or recycle leaded paint debris. Lead-based paint
residue can only be recycled if it contains spent iron or steel abrasives used in abrasive blasting,
eliminating the possibility of recycling lead wastes generated by power tool cleaning. Spent
solvents, depending upon type, are typically stored in containers and subsequently recycled or
disposed of as a hazardous waste. Non-hazardous dry wastes can be collected and taken to a
Category D landfill for disposal. That includes any wastes treated on site or at a TSD facility to
render them non-hazardous. Unused repair coatings can be left in open buckets and allowed to
dry. Thereafter, they usually can be disposed of as non-hazardous waste.
In some cases, testing of air, soil and water are necessary to ensure that paint activity that
disturbs lead or other heavy metals in existing coatings on bridges does not pose a hazard to the
public or the environment, or assess a hazard if it exists. Guidance on what tests to perform is
contained in SSPC Technology Update TU-7, “Conducting Ambient Air, Soil, and Water Sampling
of Surface Preparation and Paint Disturbance Activities.” That document provides air monitoring
guidance for in-process surface preparation activities, usually involving lead-based paints,
including the methods to be used and frequency of monitoring. The classes of monitoring are:
• Method A: Visual Emissions

• Method B: Ambient Air Monitoring for PM-10
• Method C: Occupational Monitoring of Area Emission of Hazardous and Toxic
Substances
• Method D: Ambient Air Monitoring for TSP Lead
• Method E: Soil Analysis for Hazardous and Toxic Substances
• Method F: Water and Sediment Analysis for Hazardous and Toxic Substances
Generally, soil testing is performed before and after maintenance painting operations that
disturb existing lead-based paints. Other criteria for testing include circumstances where releases
of lead wastes have occurred, and it is necessary to determine whether the release has had a
significant effect that requires some remedial action.
70

NCHRP Project 14-30
ABBREVIATIONS, ACRONYMS, INITIALISMS AND SYMBOLS
~ Approximately
< Less than
> Greater than
µg/cm2 Micrograms per square centimeter
µS/cm Microsiemens per centimeter
ASTM ASTM International
bar Bar (metric pressure)
CFM Cubic feet per minute
cm Centimeter
CMM Cubic meters per minute
DFT Dry film thickness
DNR Department of Natural Resources
DOT Department of Transportation
EP Extraction procedure
EPA Environmental Protection Agency
ft. Foot
in. Inch
kg Kilogram
kph Kilometers per hour
L Liter
lb. Pound
Lux One Lumen per square meter
m Meter
micron One-millionth of a meter
mil One-thousandth of an inch
MIO Micaceous iron oxide
MnDOT Minnesota Department of Transportation
mph Miles per hour
NCHRP National Cooperative Highway Research Program
°C Celsius (degrees)
°F Fahrenheit (degrees)
PDSs Product data sheets
PPE Personal protective equipment
psi Pounds per square inch
psi Pounds per square inch
SDSs Safety Data Sheets
SSPC The Society for Protective Coatings
TCLP Toxicity characteristic leaching procedure
TOW Time of wetness
TSD Treatment, storage, or disposal
UV Ultraviolet
VAC Volts alternating current
WFT Wet film thickness
71

NCHRP Project 14-30
APPENDIX A
Instructions for Conducting Field

Coating Condition Assessments
72

NCHRP Project 14-30
Field coating condition assessments can be performed in accordance with ASTM D5056,
“Standard Guide for Assessing the Condition of Aged Coatings on Steel Surfaces.” A more
comprehensive approach is provided in SSPC Paint Application Guide 5, “Guide to Maintenance
Coating of Steel Structures in Atmospheric Service.” Those standards reference typical visual
assessments of rust and coatings and procedures for evaluating them along with
identifying/stipulating standard physical tests useful for evaluating condition of bridge coatings
and the presence of contaminants that may affect existing and future bridge coatings. SSPC
Guide 5 provides a complete overview of assessing, programming, performing, and following-up
on bridge maintenance activities. A sample Florida DOT coatings rating sheet is provided in
Appendix B and a Minnesota recommended list of equipment for performing field inspections is
provided in Appendix C.
Bridge plans can be used to: determine structure details and dimensions, identify the age
of the structure, and calculate steel surface areas. In preparing notes/forms for a field
assessment, the bridge can be subdivided into zones. Typical bridge zones can be:
• girder ends/bearings
• fascia girder exterior face
• interior girders/floor system
• truss/girder splash zone
• truss/girder/arch remaining members
• other areas
A field survey should consist of the following activities:
1. Characterization of the service environment – The service categories of the bridge or

specific zones can be assigned to aid in determining appropriate coatings for a project.
The categories are provided in the SSPC commentary, “Using SSPC Coating Material
Standards” (Table 1). SSPC Environmental Zones (bridge service categories) are:
2A - Frequently wet by fresh water. Coating may be subject to condensation, splash,
spray or frequent immersion.
2B – Frequently wet by salt water. Coating may be subject to condensation, splash,
spray or frequent immersion.
2C – Fresh water immersion. Coating is constantly submerged.
2D – Salt water immersion. Coating is constantly submerged.
3A – Chemical atmospheric exposure, acidic (pH 2.0 to 5.0).
3B – Chemical atmospheric exposure, neutral (pH 5.0 to 10.0).
3C – Chemical atmospheric exposure, alkaline (pH 10.0 to 12.0).
3D – Chemical atmospheric exposure, presence of mild solvent fumes. Intermittent
contact with aliphatic hydrocarbon solvents (e.g. mineral spirits), lower alcohols,
glycols, etc.
2. Visual assessment of rusting — In evaluating the degree of rusting on painted bridge
steel there are two industry standards, ASTM D610, “Standard Practice for Evaluating
Degree of Rusting on Painted Steel Surfaces” and, based upon that document, SSPC VIS
2, “Standard Method of Evaluating Degree of Rusting on Painted Steel Surfaces.” SSPC
VIS 2 provides a visual method to evaluate the degree of rusting on painted steel surfaces
using reference photographs that depict the percentage of rust with a 0-10 rating scale
with “0” rating indicating greater than 50 percent rust and “10” rating indicating no rust. For
intermediate rust grades, the rusting is categorized as spot, general, and pinpoint. Spot
73

NCHRP Project 14-30
rusting is when most of the rust is concentrated in a few areas. General rusting is when
various sizes of rust spots are distributed across the paint surface. Pinpoint rusting occurs
across the surface as dispersed small spots. A bridge component or zone may exhibit
several degrees and types of rust. The general approach to rating the coating on a bridge
is to: 1) divide the bridge into zones and evaluate each zone separately, determine the
rust distribution (e.g., pinpoint), and assign the rust grade (from VIS 2 pictures). A 0.3
percent pinpoint rust would be rated at 7-P. The locations (zones), rust distribution, and
rust grades (rust percentage) are pertinent information in rating coatings condition. Visible
rust can be:
• Loss of coating with exposed steel
• Rust blisters
• Rust undercutting
Visual inspection of the rust can indicate whether severe pitting or stratified/pack rust are
present. These should be noted as well.
3. Visual assessment of coating deterioration — A bridge coatings condition visual
assessment should note bridge zones having higher than normal levels of deterioration
and unique environmental conditions (e.g., splash zones). This includes documenting the
type of coating degradation present. Common types of coating degradation include:
• Loss of adhesion (peeling and curling)
• Cracking/checking/mudcracking
• Chalking
• Loss of gloss/fading
• Peeling and cracking can be rated together. The ratings can be:
o None
o Minor
o Disbonded revealing bare steel
Loss of adhesion can be assessed visually to identify whether a coating failure exposed
metal/rust or resulted in inter-coat failure and which coating layer(s) has disbonded.
Applicable standard methods include ASTM D660, “Standard Test Method for Evaluating
Degree of Checking of Exterior Paints,” and ASTM D714, “Standard Test Method for
Evaluating Degree of Blistering of Paints.” Chalking can be evaluated by ASTM D4214,
“Standard Test Methods for Evaluating the Degree of Chalking of Exterior Paint Films.”
Sometimes, chalking is difficult to detect visually (e.g., aluminum pigmented alkyd coatings
in low-light environments). The presence of chalking can be determined by wiping the
coating with a cloth (D4214 Method A). If an exterior topcoat is eroded by chalking
sufficiently to expose underlying coats of paint, the condition can be evaluated using
ASTM D662, “Standard Test Methods for Evaluating Degree of Erosion of Exterior Paints.”
4. Surface area estimates (repair areas for spot painting) — Steel coating area
measurements can be made by take offs from plans. Coating failure locations can be
sized and located in field notes.
5. Sampling to determine hazardous materials/existing coating type(s) — Field sampling
of the existing coating can be performed using ASTM A 5702-2, “Standard Practice for
Field Sampling of Coating Films for Analysis for Heavy Metals.” The sampling must be
performed over a fixed area to determine the impact of future work that will remove or
disturb the coating. Scrape samples are taken from the coating surface including all the
coating system (i.e., primer, intermediate coat and topcoat). Several extractions should be
performed to provide representative sampling of the bridge coating system. If several
coatings types are used on a bridge, each one should be sampled. A minimum of several
hundred grams of paint needs to be collected to identify any heavy (toxic) metals such as
lead or PCBs that would impact worker safety and environmental protection requirements.
74

NCHRP Project 14-30
Those determinations can be made by follow-up laboratory testing. Coating samples can
be tested for the presence of lead and other hazardous metals using Atomic Absorption
Spectroscopy (AAS) or Inductively Coupled Plasma Atomic Absorption Spectrometry
((ICP-AES). These tests can be used to determine if the existing coating poses a potential
hazard. Additional laboratory testing using Fourier Transform Infrared Spectroscopy
(FTIR) can be used to identify the generic coating type(s) to determine any
incompatibilities with subsequent maintenance coatings.
6. Evaluation of substrate defects (e.g., pitting, section loss, and rust scaling) — Pitting
depths can be measured using pit gages. Section loss measurements may be necessary
on critical structural elements (e.g. gusset plates, pin-and-hanger assemblies and other
FCMs) especially where pitting is present. Thickness measurements can be performed
per ASTM E797/E797M-15, “Standard Practice for Measuring Thickness by Manual
Ultrasonic Pulse-Echo Contact Method”. Heavy rust scaling (stratified and pack rust) can
be identified visually. Those locations should be documented.
7. Coating thickness and adhesion measurements — Coating dry film thicknesses
(DFTs) can be measured using ASTM D7091, “Standard Practice for Nondestructive
Measurement of Dry Film Thickness of Nonmagnetic Coatings Applied to Ferrous Metals
and Nonmagnetic, Nonconductive Coatings Applied to Non-Ferrous Metals”. That
specification includes the use of handheld magnetic pull-off (banana) gages and electronic
gages. Those measure total film thickness of single and multi-coat coatings. When
evaluating multi-coat coatings, a Tooke gage can be used to perform a destructive test
per ASTM D4138, “Standard Practices for Measurement of Dry Film Thickness of
Protective Coating Systems by Destructive, Cross-Section Means.” That test allows the
inspector to determine the layers of existing paint and measure their thicknesses. It may
be more reliable if the anchor profile under the existing coating can not be determined for
nondestructive DFT measurements. The tape adhesion test ASTM D3359, “Standard Test
Methods for Rating Adhesion by Tape Test,” (usually using an X-cut) is commonly used
for field assessment of coating adhesion. Another field method is ASTM D6677, “Standard
Test Method for Evaluating Adhesion by Knife.” That test also uses an X-cut and follow-
up probing with a utility knife at the intersection of the two cuts to determine if the coating
is adherent. An alternative or supplemental adhesion test can be performed per ASTM
D4541, “Standard Test Method for Pull-Off Strength of Coatings Using Portable Adhesion
Testers“. The existing paint surface is lightly abraded with sandpaper and stubs/dollies of
a known bonding area are glued to the paint. Those are pulled off with a portable hydraulic
or pneumatic device with a load indicator. The maximum load divided by the bonding area
provides the adhesive strength of the coating system (which may also be the cohesive
strength of the weakest layer of coating if it fails internally).
8. Evaluation of substrate conditions —The presence of previously blasted steel or mill
scale substrates under coatings can be determined by destructive testing with a Tooke
gage per ASTM D4138. Determination of an existing anchor profile on previously
abrasively blasted steel requires thorough removal of an existing coating using a chemical
paint stripper on test areas followed by profile measurement of the cleaned surface using
a surface comparator, a portable stylus instrument or replica tape per ASTM D4417
“Standard Test Methods for Field Measurement of Surface Profile of Blast Cleaned Steel”.
Future maintenance painting over previously profiled surfaces can use DFT testing for
measurements of repair coating thickness, but the gage needs to be calibrated for the
existing substrate after surface preparation.
9. Soluble salt measurements — Soluble salts can be measured on bridges using
methods in SSPC Technology Guide 15, “Field Methods for Extraction and Analysis of
Soluble Salts on Steel and Other Nonporous Substrates.” Field analysis of soluble salt
surface contamination is commonly analyzed using deionized water and bonded latex
75

NCHRP Project 14-30
patches (in conjunction with conductivity meters) or by using a proprietary sleeve method
with a slightly acidic test solution to extract surface chlorides and analyzed for chloride
content using a miniature titration column (Guide 15 methods 4.2.2 and 5.25 respectively).
The aforementioned firm also markets additional test kits to measure other surface salts
including nitrates and sulfates. Testing can be performed on bridge steel in areas where
corrosion is present or on painted surfaces in splash zones, such as exterior surfaces of
fascia girders on overpass bridges. The test locations should be noted and soluble salt
concentrations determined by conductivity (µS/cm) or surface concentrations (µg/cm2).
Note that conductivity readings can be related to surface concentrations by use of an
appropriate conversion factor if the specific soluble salt ions are known.
10. Miscellaneous comments (e.g., extensive peeling paint, diesel fume contamination,
build-up of bird droppings) — Bridge/coating conditions requiring special cleaning or
surface preparation should be documented.
11. Evaluation of accessibility factors* — Access requirements for maintenance painting
should be noted including bridge heights and clearances. Overpasses over railroads and
clearance restrictions over roads and navigable streams should be noted along with
potential access restrictions for maintenance painting.
12. Identification of sensitive environmental areas* — Adjacent areas containing potential
environmental impacts (e.g. endangered species, raptors, drinking water inlets and parks)
should be noted along with the potential environmental concerns and restrictions they
might pose.
13. Traffic impacts* —– The routes carried/spanned by a bridge should be noted as well
as number of lanes/lane widths/travel directions/ADT to determine potential lane closures
and access restrictions (e.g. off-peak hour access for painting) and traffic control
requirements.
14. Determination of special bridge requirements* — Bridge locations in urban or scenic
areas or prominent bridges (e.g. signature bridges) may require special aesthetic
considerations. Conversely, bridges away the public view pose none.
15. Identification of potential work staging areas* — Identify potential staging locations
that would accommodate vehicles, painting equipment, handling and mixing requirement
(with access to painting operations) and storage locations for non-hazardous and
hazardous wastes (if present).
16. Photographic documentation — Pictures should be taken of all painted steel (including
areas with corrosion or deteriorated coatings), bridge locations requiring special cleaning,
and areas on or around the bridge with environmental impacts and potential staging areas.
* This information can also be gathered if site assessments are performed after a painting decision
has been made.
76

NCHRP Project 14-30
APPENDIX B
Florida DOT Coating Assessment Form
77

NCHRP Project 14-30
78

NCHRP Project 14-30
APPENDIX C
List of Equipment for Field Coating Assessment

(MnDOT)
79

NCHRP Project 14-30
8.2.3.3 Equipment for Equipment required for evaluation of physical and chemical properties of the existing
Physical Assessments coating or weathering steel patina depend on the specific tests being performed.
General Equipment
• Personal Protection Equipment (PPE): suitable for the tasks to be performed
and the locations where work will be performed (heights, platforms, buckets,
over water).
• Markers, notebook/forms, pens, pencils.
• Rags and rapid evaporating cleaning agent for localized surface cleaning.
• Scraper and wood chisels to collect paint and corrosion product samples.
• Bags/containers for collection of samples, debris, scraping, etc.
• Digital camera, extra batteries, and reference scale.
Assessment Methods and Equipment

Adhesion
ASTM D3359, Tape Test (Method A, B or both,) ASTM D6677 Knife Test
• Utility knife and extra blades, guides for scribing through coating.
• Rolls of a tape appropriate for performing Tape Adhesion
Tests.
ASTM D4541, Pull-Off (Tensile) Adhesion
• Pull-Off Adhesion Tester4 loading fixtures (dollies), fine sand paper, and adhesive.
Coating and Steel Thickness

ASTM D7091
• Dry film thickness gage and appropriate coating thickness standards.
ASTM E797/E797M-10, Measuring Thickness (Ultrasonic)
• Ultrasonic thickness gage for measuring steel thickness and standards.
ASTM D4138, Film Thickness by Destructive, Cross-Sectioning Means1
• Tooke gage or beveling tool and magnifier for examination of coating layers.
Chloride5
SSPC-Guide 15, Field Methods for Extraction and Analysis of Soluble Salts
• In situ extraction and testing for anions, Table 1, SSPC-Guide 15.
• Conductivity: Test solution, conductivity meter and supplies (See Table 1,
SSPC-Guide 15).
• Laboratory analysis of field collected samples (See Table 2, SSPC-Guide 15).
The data collected should be recorded onto standard or custom forms in a notebook
or digital device for entry into a bridge and element specific data base.
3
“Measurement of Dry Film Thickness of Protective Coating Systems by Destructive, Cross-Sectioning Means.”
4
Available equipment options are provided in ASTM D4541.
5
Although chloride is typically the salt of interest testing for other anions and/or conductivity may also be
considered.
80

NCHRP Project 14-30
APPENDIX D
List of Potential Equipment for Spot Painting
81

NCHRP Project 14-30
Potential Spot Painting Equipment by Category
o General work equipment/supplies

 Access vehicles (man-lift, scissor-lift, under bridge work platform)
 Access equipment (ladders, pick boards, scaffolding)
 Vacuum-shrouded power tools (grinders, needle guns, chippers, and HEPA
vacuums)
 Compressors (equipped with water traps)
 Generators
 Pressure washers
 Hand tools for surface preparation (scrapers, wire brushes, hammers)
 Abrasive blasting equipment (if used in place of power tools)
 Sprayers (airless w/compressor or battery powered)
 Area lighting/light meter
 Flashlights
 Hoses (compressed air, pressure washer, and vacuum)
 Extension cords
 Hand sprayers
o Waste handling equipment/supplies
 Dry waste containers (drums, lab packs)
 Dunnage
 Fencing
 Signs
 HEPA vacuum cleaners
 Wastewater storage tanks
 Sump pumps, hoses, impermeable bibs, generators
 Brushes or brooms
 Containment materials (with floor or platform as required)
 Tarpaulins/covering/wind screens
 Hand shovels
o PPE/supplies
 High-visibility vests
 Hard hats
 Gloves
 Foot protection
 Half- or full-face respirators for hand and power tool cleaning (as required)
 Coveralls/vests/disposable coveralls (when warranted)
 Hearing protection
o Hygiene equipment such as washing stations may be required when working with
lead paint
o Traffic control equipment
 Barrels
 Delineators/cones
 Message boards
 Crash cushions/barriers
 Hand signs/flags
o Consumable supplies
 Potable water
 Brushes/rollers/painting mitts/daubers (paint application)
 Stiff bristle brushes (solvent cleaning)
 Soluble salt treating chemicals (optional)
82

NCHRP Project 14-30
 Rags
 Cleaning media for power tools
 Trash bags
 Deionized water (for soluble salt conductivity testing)
o Test/inspection equipment
 Magnetic/eddy current dry film measurement gages (w/shims) meeting ASTM
D7091 or Tooke gages meeting ASTM D4138
 Wet film gages meeting ASTM D1212
 All-in-one dew point monitor (or)
 Surface thermometer (magnetic or laser)
 Dry bulb–wet bulb thermometer
 Psychometric tables
 Soluble salt test patches/sleeves and analysis
 Depth micrometer meeting ASTM 4471 B (for SSPC SP 11 or 15 surface
preparation)
o Documentation
 Agency work standards (if available)
 Coating PDSs and SDSs
 Worker safety plans
 SSPC standards
• SP 1 Solvent Cleaning
• SP 2 Hand-Tool Cleaning
• SP 3 Power-Tool Cleaning
• SP 11 Bare Metal Power Tool Cleaning
• SP 15 Commercial Power Tool Cleaning
• SP 6, 7, or 14 if abrasive blasting is used (not addressed in this guide)
• VIS 3 Guide and Reference Photographs for Steel Surfaces Prepared by
Power and Hand Tool Cleaning
• VIS 1 Guide and Reference Photographs for Steel Surfaces Prepared by Dry
Abrasive Cleaning (for SP 6, not addressed in this guide)
83

S p o t P a i n t i n g t o E x t e n d H i g h w a y B r i d g e
NCHRP Project 14-30
APPENDIX E
List of Reference Documents by Chapter
84
C o p y r i g h t N a t i o n a l A c a d e m y
NCHRP Project 14-30
Chapter 2 Opportunities to Use Spot Painting
Adley, P., Bison, R., Trimber, K.A., and Tinklenberg, G.L., November 14-15, 1992, “T-1: Industrial
Lead Paint Removal & Abatement,” SSPC Proceedings of the 1992 National Conference and
Exhibition, p. 57.
Appleman, B.R., March 1985, “Economics of Corrosion Protection by Coatings,” Journal of

Protective Coatings and Linings.
Chang, L., Zayed, T. and Fricker, J., May 1999, “Steel Bridge Protection Policy Volume I-Main Report,
Purdue University, Report No. FHWA/IN/JTRP-98/21, pp. 9-16.
Hare, C.H., October 2001, “Failure Analysis: Part 1,” Journal of Protective Coatings and Linings,
pp. 66-81.
Huffman, L., November 1993, “Departments of Transportation Evaluate Overcoating Systems,”

Journal of Protective Coatings and Linings.
National Atmospheric Deposition Program/National Trends Network, 2009, “NADP Maps and Data,”
http://nadp.sws.uiuc.edu.
Sanjuan, M. and Wissmar, K., August 2014, “San Antonio Power Plant Asset Protection Program,”
Journal of Protective Coatings and Linings – Annual Bonus Issue: The Facility Owner’s Perspective,
p. 56, 57.
Scan Team Report, October 2016, “Successful Preservation Practices for Steel Bridge Coatings,”
NCHRP Project 20 68A, Scan 15-03, TRB, National Research Council, Washington, DC, pp. 2-3.
Stevenson, L.D., Kumar, A., Race, T.D. and Williams, S., June 2007, “Surface Tolerant Coatings for
Aircraft Hangers, Flight Control Tower, and Deluge Tank at Fort Campbell,” U.S. Army Corps of
Engineers, Report No. AR-F-320. pp. 9-11.
Stiemer, S.F. and Chan, P.L., 2004 “A Risk-Based Approach to Corrosion Protection and
Maintenance of Steel Bridges,” Master’s Thesis, University of British Columbia.
The American Chemistry Board, September 2008, “Watching Paint Dry,” Coatings Pro, pp. 16-18.
Virmani, P.Y., January 2014, “Methodology for Analysis of Soluble Salts from Steel Substrates –
Summary Report,” FHWA Long-Term Bridge Performance Program, Report No. FHWA-HRT-026.
Chapter 3 Coatings for Spot Painting
AASHTO, 1997, “Painting Steel Structures,” pp. 2-7, 10, 11.
Ballinger, C., and Senick, W., September 2003, “Blasting is No Way Out,” Better Roads and Bridges,
pp. 48, 49, and 62.
Brady, T., February 1997, “Overcoating vs. Abrasive Blasting: From here to where? A review of field
data from five bridge projects,” Proceedings of the Fifth World Congress on Coating systems for
85

S p o t P a i n t i n g t o E x t e n d H i g h w a y B r i d g
NCHRP Project 14-30
Bridges and Steel Structures –Spanning New Technologies for Compliance, Coatings Institute-
University of Missouri-Rolla, pp. 60-63.
Byrnes, G., December 1996, “Alkyds,” Journal of Protective Coatings and Linings, pp. 73-87.
Farschon, C.L., Ault, J.P. and Kogler, R.A., November 1996, Field Testing Maintenance Overcoating
Systems for Bridges,” SSPC Technologies for a Diverse Industry-Proceedings of the SSPC 96
Seminars, pp. 216-227.
Farschon, C., Kogler, R. and Ault, P.J., August 1997, “Guidelines for Repair and Maintenance of
Bridge Coatings: Overcoating, FHWA Report No. FHWA-RD-97-02.
FHWA, January 1997, FHWA Bridge Coatings Technical Note: Overcoating (Maintenance Painting),
FHWA, http://www.fhwa.dot.gov/publications/research/infrastructure/structures /bridge/overct.cfm.
Frakes, K., September 2010, “VOC Regulations; Past, Present, and Future,” Coatings Pro, pp. 50-55.
Hare, C.H., November 1997, “Preventing Overcoating Failures,“ Journal of Protective Coatings and
Linings, pp. 50-59.
International Standards Organization, July 2005, “Guidance of Levels of Water Soluble Salt
Contamination Before Application of Paints and Related Products-Chlorides, Nitrates and Sulfates,”
Report No. ISO.TC 35/SC 12 N 516.
Journal of Protective Coatings and Linings, November 2002, “Formulation Effects on the Performance
of Aluminized Epoxy Mastics: Stress Mitigation,” pp. 58-72.
Meade, B.W., Baase, M., Hopwood, T. and Palle, S., “Evaluation of Surface Preparation Methods to
Remediate Chlorides on Bridges,” Journal of Protective Coatings and Linings, January 2017.
Mitchell, M.J., van Goethem, W., Hopwood, T. and Bryant, D., September 1997, “When are Coatings
too Thick to Repair,” Journal of Protective Coatings and Linings, pp. 17-22.
Munger, C.G. and Vincent, L.D., 1999, Corrosion Prevention by Protective Coatings, NACE, pp.
211, 370.
Neal, T.W., 1998, “Maintenance Issues and Alternate Corrosion Protection Methods for Exposed Bridge
Steel,” NCHRP Synthesis 257, TRB, National Research Council, Washington, DC, pp. 41, 55-59.
Procopio, L.J., July 2013, “Waterborne Acrylics for Maintenance and Protective Coatings: Moving
Beyond Light Duty,” Journal of Protective Coatings and Linings, pp. 18-29.
Senkowski, E.B., September 2004, “Coatings for Difficult Surfaces – Surface Tolerant Coatings for
Intolerant Applications, Journal of Protective Coatings and Linings, pp. 20-25.
Smith, L., and Burnie, G., November 2002, “Compatibility of Coatings,” Journal of Protective Coatings
and Linings, pp. 38-41.
Wells, D., Hopwood, T. and Palle, S., April 2014, “Special Treatments for Corrosion-Prone Areas of
Bridges,” Kentucky Transportation Center, Memorandum Report No. U.I. 13-56-5.
86
C o p y r i g h t N a t i o n a l A c a d e m
S p o t P a i n t i n g t o E x t e n d H i g h w a y B r i d g
NCHRP Project 14-30
Chapter 4 Spot Painting of Steel Bridges
Appleman, B.R., January 1996, “Guidelines for Cost-Effective Lead Paint Removal-Final Report,”
SSPC, Report No. SSPC 96-06, pp. 38-45.
Appleman, B.R., January 1996, “Guidelines for Cost-Effective Lead Paint Removal-Final Report,”
SSPC, Report No. SSPC 96-06, pp. 38-45.
Appleman, B.R., May 2002, “Advances in Technology and Standards for Mitigating the Effects of
Soluble Salts,” Journal of Protective Coatings and Linings, pp. 42-47.
Corbett, W.D., May 2011, “An Inspection Plan for Bridge Maintenance Painting,” Journal of
Protective Coatings and Linings, pp. 28-34.
Corbett, W.D., KTA-Tator, “Measuring Coating Thickness According to SSPC-PA 2 Update,” 2015,
https://ktauniversity.com/measuring-coating-thickness-sspc-pa-2/ .
Fabian, R.L., February 1998, “Power Tool Cleaning,” Journal of Protective Coatings and
Linings, pp. 21-24.
Hare, C.H., January 2001, “The Effects of Temperature and Humidity on Paint Cure,” Journal of
Ikenberry, R., January 2010, “Controlling Traffic on Highway and Bridge Painting Jobs,” Journal of
Journal of Protective Coatings and Linings, June 2013, “How Product Data and Application Sheets
Can Help You,” pp.15-19.
Journal of Protective Coatings and Linings, September 1992, “NY/NJ Port Authority Removes Lead-
Based Paint with Dustless Power Tools,” p. 83, 84.
Journal of Protective Coatings and Linings, October 2013, “Basic Training in Brush and Roller
Application,” pp. 17-21.
Journal of Protective Coatings and Linings, February 2014, “Power Tool Cleaning – Applicator
Training Bulletin, pp. 25-31.
KTA-Tator, March 2014, “Transportation Agency Practices Currently Employed for Bridge
Maintenance Painting Operations: Findings of a National Survey,” Transportation Research Synthesis
1404, Minnesota DOT, http://www.dot.state.mn.us/research/TRS/2014/TRS1404.pdf.
National Highway Institute, “Bridge Painting Inspection,” Publication No. FHWA-HI-93-024, April
1993, p. 75.
Ohio Turnpike, 2014, “Special Provision for Maintenance Painting of Bridges,” SP 23-SP 28.
Palle, S., Hopwood, T. and Younce, R., July 2010, “Effects of Chloride Contamination on Coatings
Performance,” Kentucky Transportation Center, Report No. KTC-10-10/SPR355-08-1F, pp. 1-9.
87
C o p y r i g h t N a t i o n a l A c a d e m
NCHRP Project 14-30
Schell, D., November 2012, “Temperature and Humidity for Industrial Coating Application,” Journal of
Protective Coatings and Linings, p.60.
Smith, L. and Beitelman, A., September 1994, “Methods for Removal of Lead Paint From Steel
Structures,” U.S. Army Corps of Engineers, Technical Report REMR-EM-08, pp. 8, 9, 24, 25.
Snyder, M.K. and Bendersky, D., December 1983, “Removal of Lead Based Bridge Paints,” Journal
of Protective Coatings and Linings, p. 48.
SSPC, 1997(1), The Inspection of Coatings and Linings-A Handbook of Basic Practice for Inspectors,
Owners, and Specifiers, pp. 33-57, 65-81, 99-108, 203-206, 241-247, 335-358, 361-395, and 397-466.
Stewart, C., February 2014, “Applying Coatings outside the Recommended Thickness Range,”
Journal of Protective Coatings and Linings, pp. 15-23.
Trimber, K.A., November 1988, “An Investigation into the Removal of Soluble Salts Using Power
Tools and Steam Cleaning,” SSPC, Proceedings of the 7th Technical Symposium of the Steel
Structures Painting Council, pp. 56-67.
Chapter 5 Worker Safety and Compliance with Environmental Regulations
Appleman, B.R., February 1992, “Bridge Paint: Removal, Containment, and Disposal,” NCHRP
Synthesis 176, p. 11.
Bloemke, D.T., March 1990, “State-of-the-Art Power Tool Cleaning in Dust-Free Environments,”
SSPC Proceeding from the Third Annual Lead Paint Removal from Industrial Structures Conference,
SSPC 90-01, pp.120-121.
Clark, N. and Goldberg, M., 1998, “Lead Control Guide for Bridges and Steel Structures,” Mount Sinai-
Irving J. Selikoff Center for Occupational & Environmental Medicine, Construction Hygiene &
Ergonomics Program and Hunter College Urban Public Health Program Environmental &
Occupational Sciences, p. 16.
Coburn, K.A., March 1991, “Dustless Needle Guns to Remove Lead Paint from Water Storage
Tanks,” SSPC, Proceedings of the Fourth Annual Conference on Lead Paint Removal from
Structures, pp. 91-98.
Conrad, E.H., June 2001, “Monitoring Airborne Isocyanate and Solvent Concentrations during A
Bridge Painting Operation,” Journal of Protective Coatings and Linings, pp 57-61.
Engelbert, P., November 2012, “Respiratory Protection: What You Don’t Know Does Hurt You (Part
2 of 2),” Coatings Pro, pp. 34-37.
Engelbert, P., September 2012, “Respiratory Protection: What You Don’t Know Does Hurt You (Part
1 of 2),” Coatings Pro, pp. 36-39.
Fabian, R.L., October 2005, “Power Tool Cleaning,” Journal of Protective Coatings and Linings, pp. 25.
Fuller, A.P. and Engel, F.A., February 1995, “Removal and Containment of Lead-Based Paint from
Bridges – Highlights of the USPEA’s Risk Reduction Engineering Lab Comparative Studies on
88

NCHRP Project 14-30
Deleading Practices,” Fourth World Congress on Coating Systems for Bridges and Steel Structures,
pp.13-24.
Hopwood, T. and Palle, S., December 2005, “Disposal of Bridge Paint Residue,” Kentucky
Transportation Center Report No. KTC-05-40/SPR-292-05-1F.
Hutter, J. September 2010, “Fall Protection 101 for Painting and Coating Contractors,” Coatings Pro,
pp. 20-22.
Hutter, J. September 2011, “Fall Protection Programs: Don’t Let Them Fall Behind,” Coatings Pro, pp.
22, 23.
Journal of Protective Coatings and Linings, September 1992, “NY/NJ Port Authority Removes Lead-
Based Paint with Dustless Power Tools,” p. 83, 84.
Kaelin, A., May 1997, “Handling and Disposal of Paint and Solvent Waste,” Journal of Protective
Coatings and Linings, pp. 42-47.
Kaelin, A., August 2013, “Regulations and Coatings Work: Key Developments over 30 Years,” Journal
of Protective Coatings and Linings Supplement, pp. 4-12.
Kaelin, A., October 2017, “Hazardous Metals and Materials- Paint and Waste Sampling and Analysis,”
Journal of Protective Coatings and Linings, pp. 17-20.
Lefkowitz, S. and Taylor, C., March 1990, “Dustless Needle Guns to Remove Lead Paint from Jet
Fuel Storage Tanks,” SSPC Proceeding from the Third Annual Lead Paint Removal from Industrial
Structures Conference, SSPC 90-01, pp.112-119.
OSHA, “Fall Protection in Construction,” OSHA Booklet No. 3146-05R 2015, 2015
U.S. EPA https://www.epa.gov/hwgenerators/hazardous-waste-generator-regulatory-summary 2017.
Shaw, B., Melhush, D. and Kogler, R., November 1999, “Cost Effective Technologies for Bridge
Maintenance Painting,” SSPC Industrial Protective Coatings Conference, Proceedings of the
Seminars, pp. 60-66.
Smith, L.M., February 2001, “Personal Hygiene and Skin Protection for Coatings Applicators,” Journal
of Protective Coatings and Linings, pp. 43-46.
Trimber, K.A., 1993, Journal of Protective Coatings and Linings, Second Edition, KTA-Tator, Inc.,
SSPC 93-02, pp. 10-17, 28-60, 75-79, 134-160, 176-187, A1-A6.
89

Spot Painting To Extend Highway Bridge Coating Life - Volume 1 - Guidance

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Spot Painting To Extend Highway Bridge Coating Life - Volume 1 - Guidance

Uploaded by

Copyright:

Available Formats

THE NATIONAL ACADEMIES PRESS

This PDF is available at http://nap.edu/25089 SHARE

Spot Painting to Extend Highway Bridge Coating Life: Volume

94 pages | 8.5 x 11 | PAPERBACK

– Access to free PDF downloads of thousands of scientiﬁc reports

Copyright © National Academy of Sciences. All rights reserved.

Spot Painting to Extend

Copyright National Academy of Sciences. All rights reserved.

Learn more about the Transportation Research Board at www.TRB.org.

Copyright National Academy of Sciences. All rights reserved.

NCHRP Project 14-30

Copyright National Academy of Sciences. All rights reserved.

2.0 OPPORTUNITIES TO USE SPOT PAINTING ....................................................................... 4

3.0 COATINGS FOR SPOT PAINTING ..................................................................................... 10

4.0 SPOT PAINTING OF STEEL BRIDGES .............................................................................. 31

5.0 WORKER SAFETY AND COMPLIANCE WITH ENVIRONMENTAL REGULATIONS ....... 59

ABBREVIATIONS, ACRONYMS, INITIALISMS AND SYMBOLS ............................................ 71

APPENDIX A Instructions for Conducting Field Coating Condition Assessments ........... 72

APPENDIX B Florida DOT Coating Assessment Form ......................................................... 77

APPENDIX C List of Equipment for Field Coating Assessment (MnDOT) .......................... 79

APPENDIX D List of Potential Equipment for Spot Painting................................................ 81

APPENDIX E List of Reference Documents by Chapter ....................................................... 84

Copyright National Academy of Sciences. All rights reserved.

NCHRP Project 14-30

Copyright National Academy of Sciences. All rights reserved.

NCHRP Project 14-30

Typical generic common bridge coating types are discussed including:

Copyright National Academy of Sciences. All rights reserved.

NCHRP Project 14-30

Section 4 explains the technical issues and best practices for:

• Preparation of work sites

Section 5 addresses worker safety and compliance with environmental regulations

Copyright National Academy of Sciences. All rights reserved.

NCHRP Project 14-30

2.0 OPPORTUNITIES TO USE SPOT PAINTING

Coating Failure Exposing Rusted Corrosion of Beam End, Cross

Premature failures are usually promoted by a combination of poor application

Copyright National Academy of Sciences. All rights reserved.

NCHRP Project 14-30

Bridge macro-environments refer to the conditions in which a bridge is situated (e.g.,

Macro-environments can stress coatings. In bridge locations exposed to sunlight, UV

What Are Soluble Salts?

2.1 Maintenance Painting Options

Removal and Replacement

Copyright National Academy of Sciences. All rights reserved.

NCHRP Project 14-30

Copyright National Academy of Sciences. All rights reserved.

NCHRP Project 14-30

What is spot painting?

• Repairs are hidden and unimportant to aesthetics

2.2 Coating Condition Assessments

Copyright National Academy of Sciences. All rights reserved.

NCHRP Project 14-30

Service Environment — Inland exposures, given as SSPC 2A in SSPC commentary,

Environmental and Worker Safety – Environmental issues such as disturbing existing

Copyright National Academy of Sciences. All rights reserved.

NCHRP Project 14-30

removal and replacement may be suitable.

2.3 Coating Decision Making

Circumstances influencing which option is selected include:

These factors can interact to complicate decision making about maintenance

Copyright National Academy of Sciences. All rights reserved.

NCHRP Project 14-30