An investigation of the protective values of structural steel paints

EXCHANGE

OFFICIAL PUBLICATION OF

OLLEGE OF AGRICULTURE
AND MECHANIC ARTS

. XVII

MAY 7, 1919

NO. 49

AN INVESTIGATION OF THE PROTECTIVE VALUES
OF STRUCTURAL STEEL PAINTS

By
J. S. COYE

*

BULLETIN 54

GOOD ROADS SECTION

ENGINEERING EXPERIMENT STATION

Ames, Iowa

Published weekly by Iowa State College of Agriculture and Mechanic Arts, Ames, Iowa,
tered as second-class matter, and accepted for mailing at special rate of postage provided for
section 1103, Act of October 3, 1917, authorized September 23. 1918.

PURPOSE OF THE STATION

The purpose of the Engineering Experiment
Station is to afford a service, through scientific
investigations, evolution of new devices and
methods, educational technical information, and
tests and analyses of materials:

For the manufacturing and other engineering
population and industries of Iowa;

For the industries related to agriculture, in
the solution of their engineering problems;

For all people of the State in the solution of
the engineering problems of urban and rural life.

OFFICIAL PUBLICATION OF

IOWA STATE COLLEGE OF AGRICULTURE

AND MECHANIC ARTS

VOL. XVII

MAY 7, 1919

NO. 49

AN INVESTIGATION OF THE PROTECTIVE VALUES
OF STRUCTURAL STEEL PAINTS

By
J. S. COYE

BULLETIN 54

GOOD ROADS SECTION

ENGINEERING EXPERIMENT STATION

Ames, Iowa

Published weekly by Iowa State College of Agriculture and Mechanic Arts, Ames, Iowa.
Entered as second-class matter, and accepted for mailing at special rate of postage provided for
in section 1103, Act of October 3, 1917, authorized September 23. 1918.

/. : •: ••:•••••:: : .*. • *.

."• *. : •" : .•*: $TA y£ . so Afw?.«o F EDUCATION

Members

Hon. D. D. Murphy, President Elkader

Hon. Geo. T. Baker Davenport

Hon. Chas. R. Brenton Dallas Center

Hon. P. K. Holbrook Onawa

Hon. Edw. P. Schoentgen Council Bluffs

Hon. H. M. Eicher Washington

Hon. Frank F. Jones Villisca

Hon. Paul Stillman Jefferson

Hon. W. C. Stuckslager Lisbon

Finance CommiLttee

Hon. W. R. Boyd, President Cedar Rapids

Hon. Thomas Lambert Sabula

Hon. W. H. Gemmill, Secretary Des Moines

ENGINEERING EXPERIMENT STATION
Station Council

(Appointed by the State Board of Education)

Raymond A. Pearson, LL. >D President

Anson Marston, C. E. Professor

Louis Bevier Spinney, B. M. E. Professor

Samuel Walker Beyer, B. S., Ph. D. Professor

Warren H. Meeker, M. E. Professor

Fred Alan Fish, M. E., E. E. Professor

Allen Holmes Kimball, M. S. Professor

Thomas Harris MacDonald, B.C.E. Chief .Engineer, Iowa Highway Commission

Station Staff

Raymond A. Pearson LL. D. President ExOfficio

Anson Marston, C. E. Director and Engineer

Samuel Walker Beyer, B. S., Ph. D. Mining Engineer and Geologist

Charles S. Nicols, C. E. Assistant to Director, Sanitary Engineer

Louis Bevier Spinney, B. M. E. Illuminating Engineer and Physicist

Warren H. Meeker, M. E. Mechanical Engineer

Fred Alan Fish, M. E., E. E. Electrical Engineer

Allen Holmes Kimball, M. S. Architectural Engineer

Roy W. Crum, C. E.. Structural Engineer

William J. Schlick, C. E. Drainage Engineer

T. R. Agg, C. E. Highway Engineer

John Edwin Brindley, A. M., Ph. D. Engineering Economist

*Max Levine, S. B. Bacteriologist

*Homer F. Staley, M. A. Ceramic Engineer

D. C. Faber, E. E. Mechanical, Electrical, and Industrial Engineer

*John S. Coye, S. B. Chemist

J. S. Dodds, C. E. i Assistant Highway Engineer

H. V. Wright, B. S. in Chem. E. Chemist

Clyde Mason, B. S. in E. E. Assistant Engineer

*B-. Kamrass, Assistant Engineer, Road Materials

A. O. Smith _ _ Mechanician

*Leave of absence.

AN INVESTIGATION OF THE PROTECTIVE VALUES OF STRUC-
TURAL STEEL PAINTS.

This investigation was undertaken at the special request of the
Iowa State Highway Commission who were in need of reliable data
on the comparative protective properties of various prepared paints
when properly applied to structural steel exposed to normal atmos-
pheric conditions. Its purpose was primarily to analyze most of the
paints then in common use for painting highway structures to deter-
mine their suitability for this purpose, from a laboratory standpoint.
So many technical points arose concerning the effect of the various
combinations that actual service tests of panels coated with various
paints were found to be highly desirable.

It must be kept in mind that in specifying paints for structural steel,
or for almost any other purpose, the quality of both vehicle and pig
ment must be considered. The vehicle determines the life, elasticity
and imperviousness of the film while the pigment adds strength to
the film and increases or decreases the tendency of the metal to cor-
rode according to the stimulative or inhibitive character of the pig-
ment.

In general the pigment of the paint applied as a first coat on steel
would be strongly inhibitive and the proportion of the pigment to
vehicle should be greater than in subsequent coats.

The following is a list of some of the inhibitive pigments arranged
in the approximate order of their apparent decreasing inhibitiveness :

Zinc chromate

Basic lead chromate

Red lead

Sublimed blue lead~~

Sublimed lead sulfate

Leaded zinc

Basic lead carbonate

Cement

Lithophone
Some principal stimulative pigments are : —

Graphite

Carbon (other than willow carbon and bone black)

Calcium sulfate (gypsum)

Ultramarine blue

Prussian blue
Some principal inert pigments are : —

Silica
"Magnesium silicates

Calcium carbonate

Crystalline barium sulfate

China clay

Mineral black

53:i:>o 3

Microphotographs of Panels 1 to
Exposure about two years

Theoretically, the best protective paint coating for structural steel
would be obtained by applying a paint rich in inhibitive pigment as
a first coat and subsequently covering this with one or more coats of
a paint less rich in pigment but containing a considerable amount of
inert pigment.

The analogy which R. S. Perry* has drawn between a scientifically
prepared paint and a well proportioned concrete in the formulation
of his Law of Minimum Voids, is valuable as a guide in preparing a
specification for a protective paint coating for structural steel. The
following summary of Perry's Theory is sufficient to show the close
similarity between concrete and a paint film :

Law No. 1. The law of minimum voids to be observed in constructing a paint
formula. This law has already been accepted as mathematically correct and
technically proved in the technology of concrete and cement.

Corollary. The requisite thickness of a paint film together with the utmost
attainable strength and impermeability can best be obtained by a properly pro-
portioned blend of pigments of three or more determinate sizes.

Law No. 2. The law of the flat arch in paint coating, i. e., the fact that, in
studying the fundamental physical principles governing the strength and dura-
bility of a paint coating, it is necessary to regard the coating as consisting of a
series of flat arches, in which the pigment particles of largest characteristic
size serve as the piers or supports for the flat arches of which the continuous
film is composed.

Corollary A. The strength and durability of a paint coating is determined by
the strength and durability of the piers or supports, which consist of the char-
acteristic pigment particles of the largest size.

Corollary B. Owing to their inherent strength and durability the pigment
particles of largest characteristic size which serve as supports for the paint
coating should consist, in part at least, of chemically inert pigments, such as
asbestine, silica, and china clay.

Corollary C. It follows directly that the thickness of a paint coating is de-
termined by the particles of pigments having the largest characteristic size,
even if that pigment be present only in moderate percentage. Upon this prin-
ciple depends the comparatively great thickness of film and moderate spreading
rate of paints composed of such pigments as basic carbonate — white lead, red
lead, barytes, etc., and the strongly contrasted thinness of film and high spread-
ing rate of paints composed of the sublimated pigment such as lamp black,
sublimed blue lead, zinc oxide, basic sulphate, white lead, zinc lead white, and
leaded zinc.

Since the advancement of the above principles and their acceptance
by paint manufacturers, the manufacture of prepared paints should
no longer be a rule of thumb process but rather a scientific process.
Because of this fact and the recognition of the principle that scien-
tific preparation on a large scale is conducive to the production of
better and more standard products, it was considered desirable to
carry on this investigation by using standard paints manufactured
by reputable concerns rather than to attempt to produce paints on a
small scale, which could not be considered strictly standard.

All of the paints used may be readily obtained on the market and
the results here obtained can be duplicated to a reasonable degree, if
these same paints were again applied under similar conditions.

*Physical Characteristics of the Paint Coating. Mich. Chapter Amer. Inst. of Archl 1907.

Microphotographs of Panels 7 to 12
Exposure about two years

7
DESCRIPTION OF TESTS

Metal for Panels. Mild steel sheets of No. 10 gauge were freed
from all mill scale by means of the sand blast. These sheets were fin-
ally cut to produce the final test panel, one foot square. Panels 129
to 136B inclusive were not sand blasted before being painted.

Types of Paint Used. Various paint manufacturers were requested
to submit samples of their standard paints recommended for struc-
tural steel coatings for both shop and field coats. These paints were
analyzed completely in regard to the pigment and in a general way
in regard to the quality of vehicle. The results of these analysis to-
gether with the name of manufacturer (when known), the date when
panel was first exposed to the weather, the trade name or number of
the paint, and other like information will be found in Table I.

Method of Painting1. Each panel was given two coats, allowing one
week or more for the first coat to dry thoroly before applying the
subsequent coat. Each coat was well brushed with a No. 2 round
brush in order to produce a uniform coating. All painting was done
under cover at fairly warm summer temperature and the panels were
allowed to stand until they were thoroly dry, when they were exposed
to weather conditions in a vertical position with an east and west
exposure. Various combinations of paints for shop and field coats
were made, but the combination recommended by the manufacturer
was always used for one or more panels when such a combination was
recommended or could be assumed naturally.

Weather Conditions. The weather conditions during the time the
panels have been exposed have been normal for Iowa. The samples
have been exposed to severe cold, ice sheet, blizzards, hail storms, sleet,
rain, wind and extreme heat.

Inspections. Two complete inspections have been made. After
from one and one-half to two years exposure, microphotographs of
each panel were taken, copies of which are shown herewith.

In May, 1917, a thoro inspection of each panel was made, the results
of which are given in Table II : Another inspection was made in May,
1918, the results being tabulated in Table III.

In the inspection reports, the panels are rated on a scale of 10, based
upon the degree to which the metal has been protected from cor-
rosion by the paint film. This rating is, of course, only approximate
as it is purely a personal estimate. While some panels have shown
rust early in the test, the surface and nature of the rusting may
be such as can be remedied by repainting. Again rusting may have
appeared later in the test but is of such a nature that it can be
remedied only with difficulty. These two cases are typical of two
classes of paint.

Sublimed lead sulfate, sublimed blue lead and white lead illustrate
the former case in that the rusting begins in the checks and is of

Microphotographs of Panels 13 to 18
Exposure about two years

a soft, powdery nature easily removed by brushing before repainting.
The latter case is typical of graphite, carbon, and some grades of iron
oxide paints, particularly those containing large amounts of gypsum
or whiting. Here rusting usually begins under the paint film and is
not noticeable until it has progressed so far as to make it necessary to
remove the paint film entirely by burning and scraping or sand
blasting before the rusting can be arrested and the surface satis-
factorily repainted. This was taken into consideration in rating
the panels. In fact, the condition in which a paint leaves the surface
for future repainting should be a prime consideration in selecting
paint for any purpose.

ANALYSIS OF INSPECTION DATA

Coal tar paints proved to be absolutely worthless as a steel coating.
In every case they checked and alligatored badly and developed cor-
rosion of the metal very early in the test. Furthermore, it is impossible
to repaint over coal tar paint unless the same type of paint is used.
Consequently, in order to repaint with a good oil paint it is necessary
to burn and scrap off all old paint. This condition is enough in
itself to exclude coal tar paints as a coating for steel structures exposed
to the ordinary atmospheric agents. This type of paint does, how-
ever, serve admirably under some conditions where linseed oil paint
would not hold up at all; namely for coating under ground pipes,
warm smoke stacks, etc. Note panels 34, 129, 130 and 133 for this
class of paint.

Asphaltic base paints are similar to coal tar paints but do furnish
considerable protection if properly made. Panels No. 1, 104 and 49
were coated with a paint containing an asphaltic base and are still
giving good protection. However, panels 23, 124 and 125 coated
with asphaltic base paints, have failed completely and must be burned,
scraped and repainted. Gilsonite paint produces a brittle film which
allows water to pass through to the metal; then corrosion proceeds
rapidly.

While there may be some good asphaltic base paints, as a class
they should not be used as structural steel coatings without a thoro
service test.

Carbon paints are very serviceable and when properly and
scientifically prepared produce a very elastic and impervious film.
However, the results of these tests show that this class of paint should
not be used as the first coat on metal, as rusting, altho delayed for
several years, will begin beneath the paint film unless very careful
attention is paid to keeping the surface repaifited. As a field coat
carbon paints are very valuable. See panels 1, 14, 17, 30, 36, 81, 108
and 134.

What has been said of carbon paints is also true of graphite paints.
While some panels which were painted with graphite as the first coat
are still in good condition, the same paint on other panels has

10

Microphotographs of Panels 19 to 24
Exposure about two years

11

allowed rusting to develop so rapidly that the panel should be burned
and scraped for repainting. Graphite paints are excellent for field
coats. See panels 3, 5, 7, 9, 38, 44, 45, 60, 64, 47, 51, 56, 60, 62, 64, 65,
68, 69, 70, 73, 78, 79, 80, 86, 87, 88, 89, 90, 94, 103, 105, and 106.

Red lead paints have proved to be excellent for first coats but as
they discolor, fade and chalk badly they should be covered with a
good field coat. It is also evident that red lead should not be diluted
with more-than 25 per cent of inert silicates and that calcium carbonate
injures its protective power if present in too large amounts. Set
panel 27. The higher degree of purity of red lead the longer it will
keep its natural color. There is no panel, however, with a final red lead
coat which did not fade badly within a year and a half. See panels
3, 4, 6, 8, 10, 16, 25, 27, 37, 40, 42, 46, 51, 56, 57, 84, 100, 110, 115.

Sublimed blue and white lead paints have a strong tendency to
check and chalk and because of this fact, rusting often begins in
from two to three years. This rusting is easily remedied by brushing
and repainting so that the objection does not have the importance
it would if the surface were not left in this good condition for repaint-
ing. For field coats, this class of paints has not proved altogether
satisfactory because of the soft chalky film which they produce and
the necessity for frequent repainting.

For sublimed blue lead see panels 9, 11, 20, 22, 24, 41, 39, 43, 45,
47, 61, 82, 87, 90, 92, 95, 101, 105, 111, 123 and 131.

For sublimed lead sulfate see panels 19, 39, 59, 63, 85 and 89.

What has been said of sublimed blue and white lead is also true
of white lead and white lead and zinc. See panels 16, 18, 24, 33, 54
and 75.

Iron oxide paint is probably the most extensively adulterated class
of paint. The natural oxide has such a high coloring power that
large amounts of gypsum and whiting are used in compounding the
cheap grades of iron oxide paints. The results of the service tests
show that such additions sacrifice the quality of the paint to such an
extent as to make them worthless for structural steel coatings,
whereas if the natural oxides are used without such addition this class
of paints is very serviceable. See panels 6, 11, 13, 26, 29, 31, 32, 35,
36, 41, 43, 48, 53, 55, 56, 74, 76, 78, 91, 92, 93, 99, 101, 102, 112 and 126.

Certain mixed pigments gave very good results. A graphite pigment
to which 20 per cent of zinc or lead chromate has been added makes a
very good and serviceable shop coat over which an ordinary graphite
paint may be used. See panels 5 and 50. Other combinations, such as
carbon with the addition of lead oxide or lead sulfate, give fair results.
See panels 14, 15, 17, 20, 108 and 134.

CONCLUSIONS

The tests have demonstrated that :

1. Too much emphasis cannot be placed upon the fact that gypsum
and whiting are harmful when present .to a much greater extent than

12

Microphotographs of Panels 25 to 30
Exposure about two years

13

5 per cent of the pigment. In every case where these materials have
been present to a considerable extent the paint has failed to protect
and rusting usually begins underneath the film.

2. It is not safe to use carbon and graphite paints for the first coat
on steel.

3. Coal tar paints are worthless for structural steel exposed to the
atmosphere under ordinary conditions.

4. Asphaltic base paints as a class should not be specified as a
general structural steel coating altho those which have withstood a good
service test may be specified individually.

5. (a) Red lead, sublimed blue lead, subilmed lead sulfate and
zinc and lead whites are very effective for first coats and produce good
surfaces for repainting.

(b) Frequent repainting is necessary when they are used for field
coats.

6. Red lead, sublimed blue lead, sublimed lead sulfate, zinc lead
white, white lead or leaded zinc pigments are always safe pigments for
a shop coat paint.

7. (a) Pure iron oxide paints may be safely used for a shop coat
but should preferably be mixed with about 10 per cent zinc or lead
chromate.

(b) Iron oxide paints containing gypsum or whiting in any consider-
able extent are not serviceable for either shop or field coats on struc-
tural steel.

8. There are certain carbon paints on the market which produce
such a strong, elastic, and impermeable film that they may be used for
both shop or field coats for structural steel, providing the painting is
done in a thoroly good, workmanlike manner.

9. Graphite or carbon paints, the pigment of which contains 20 per
cent of basic lead chromate, zinc chromate, lead oxide or sublimed lead
sulfate, are good shop coat paints, and also prove very serviceable for
field coats.

10. (a) The paint specifications* now being used by the Iowa State
Highway Commission for structural steel bridges are good and when
followed strictly will produce good preservative coatings for the steel
structures.

(b) More attention should be given to the time and manner of
repainting both old and new structures.

(c) There is some indication that china wood oil should be excluded
as a vehicle for structural steel paints because of the fact that vehicles
composed largely of this oil increase the tendency to check.

As a result of this investigation and of subsequent chemical analyses
the Iowa State Highway Commission has formulated a list of paints
which are known to be satisfactory for highway bridges. This list is
reproduced in Appendix I hereafter.

*Reprinted herein as Appendix II.

14

Microphotographs of Panels 31 to 36
Exposure about two years

Microphotot?raphs of Panels 37 to 42
Exposure about two years

Microphotographs of Panels 43 to 48
Exposure about two years

17

Microphotographs of Panels 49 to 54
Exposure about two years

18

Microphotographs of Panels 55 to 60
Exposure about two years

19

Exposure :

Microphotographs of Panels 61 to 66
61-64 about two years ; 65-66 about twenty-two months

20

Microphotographs of Panels 67 to 72
Exposure about twenty-two months

21

Exposure :

Microphotographs of Panels 73 to 78
73-about two years ; 74-78-about twenty-two months

22

Exposure :

Microphotographs of Panels 79 to 84
79-80 about twenty-two months ; 81-84 about twenty-one months

23

Microphotographs of Panels 85 to 90
Exposure about twenty-one months

Microphotographs of Panels 91 to 96
Exposure about twenty-one months

25

Microphotographs of Panels 97 to 102'
Exposure about twenty-one months

26

Microphotographs of Panels 103 to 108
Exposure: 103 and 106 about twenty-two months; 104, 105 107, 108 about twenty-one months

27

»

Microphotographs of Panels 109 to 114
Exposure about twenty-one months

28

Microphotographs of Panels 115 to 119
Exposure about twenty-one months

29

Exposure :

Microphotographs of Panels 120 to 125
120-122 about twenty-one months ; 123-125 about eighteen months

30

Microphotographs of Panels 126 to 131
126-128 about eighteen months; 129-131 about two years

31

Microphotographs of Panels 132 to 136
Exposure about two years

32

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Glidden Varnish
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65

APPENDIX I
Standard Paints for Highway Bridges

(Revised to July 1, 1918)

The following paints have been analyzed in the laboratories of the Iowa State
Highway Commission and found to conform to the revised paint specifications
for 1917. This list is given only as a guide to buyers and the Highway Commis-
sion reserves the right to reject any of these paints which are found, at any
time, to fail to fulfill the requirements of the specifications.

FIELD COATS

Acme White Lead and Color Co., Detroit, Mich.

"Ti Ki Metal Coating" Special Sublimed

White Lead.

"Ti Ki Metal Coating" Special Sublimed Blut

Lead.
Akron Milling, Mining & Manufacturing

Co Akron, Ohio

"Sublimed Blue Lead."
The Arco Company Cleveland, Ohio

"White," (Lead Sulfate.)
C. R. Cook Paint Company .. Kansas City, Mo.

"Graphite Field Coat,"

"Carbon Black Field Coat,"

"Graphite Primer,"

"Lead Sulfate Primer,"

"Pure Sublimed Lead Blue Primer,"

"Iron Oxide Primer,"

"Iron Oxide Field Coat,"

"White Sublimed Lead,"

"Blue Sublimed Lead,"

"Red Lead."
The Colorcraft Co Columbus, Ohio

"Red Specification Bridge Paint."
Detroit White Lead Works Detroit, Mich.

"Outside White," (Lead Sulfate.)

"No. 7, Natural Graphite"
Foreman Ford Co Minneapolis, Minn.

"Pure Graphite in Liquid Form."
The Glidden Varnish Co Cleveland, Ohio

"French Gray Acid Proof Coating."
The Goheen Manufacturing Co.. Canton, Ohio

"Carbonizing Coating."

The Hawkeye Oil Co

Waterloo and Mason City, la.

"Faultless Graphite No. 26."

Heath & Milligan Manufacturing Co

Chicago, 111.

"Blue Sublimed Lead,"

"Sublimed White Lead."
Lowe Bros. Co _ Dayton, Ohio

"White No. 328," (For wood work only.)

"Standard Metallic Red No. 6365,"

"Metalcote,"

"Bronze Green No. 320."
Leader Oil Co Dubuque, Iowa

"Structural White No. 801,"

"Oxide Bridge No. 800."

Minneapolis Linseed Oil Paint Co

Minneapolis, Minn.

"Graphite No. 400,"

"Sublimed White Lead."
National Lead Co St. Louis, Mo.

"Dutch Boy," Red Lead Paste.

Nubian Paint & Varnish Co Chicago, 111.

"Graphite No. 26."
Otley Paint Manufacturing Co.. Chicago, II:.

"No. 511 Sublimed Blue Lead,"

"No. 512 Sublimed Lead."
Patterson Sargent Co Chicago, 111.

"B. P. S. Red Lead Compound,"

"Nobrac,"

"B. P. S. Bridge White No. 218," (Foi

wood work only.)
Patton Paint Co Milwaukee, Wis.

"No. 060 Red Lead,"

"Sublimed Blue Lead Paint No. 5085,"

"Standard Red Oxide,"

"Inhibitive Red,"

"Grey Inhibitive No. 4690."
Sherwin Williams Co Chicago, III.

"Pure Blue Lead No. 1,"

"White Lead Sulfate,"

"Red Lead No. 3,"

"Sublimed White Lead No. 2,"

"Gloss White," (For outside use.)
Standard Glass & Paint Co..Des Moines, la.

"Graphite and Basic Lead Chromate,"

"Pure Graphite Field Coat."
Tropical Oil Co Cleveland, Ohio

"Graphite No. 68,"

"Elastikote Outside White,"

"Iron Oxide,"

"Graphite."
U. S. Graphite Co Saginaw, Micti.

"Dark Green Color B,"

"Natural Graphite Color A,"

"Mexican Graphite Color E," (Liquid.)
Vaughn Paint Co Cleveland, Ohio

"Pilgrim Electrolytic Graphite,"

"Blue Lead,"

"Sublimed Blue Lead No. 57."
Detroit Graphite Co Chicago, 111.

"Sublimed White Lead,"

"Sublimed Blue Lead,"

"Iron Oxide,"

"Graphite,"

"Red Lead."
Diamond Red Paint Co Chicago, 111.

"No. 1024 Graphite,"

"No. 1023 Graphite,"

"No. 1022 Sublimed Blue Lead,"

"No. 1021 Sublimed Blue,"

"No. 1020 Lead Sulphate and Zinc Oxide,"

"No. 1019 Iron Oxide."
Elberson Paint Co

"Sublimed Blue Lead."

SHOP COATS

Acme White Lead and Color Co-Detroit, Mien.
"Ti Ki Metal Coating," Special Sublimed
White Lead.

"Ti Ki Metal Coating," Special Sublimed
BL.e Lead.

67

Alston Lucas Paint Co ............ Chicago, 111.

"Red Lead."
Akron Milling, Mining & Manufacturing Co.

"Sublimed Blue Lead." Akron, Ohio

C. R. Cook Paint Co ........ Kansas City, Mo.

"Red Lead Primer,"

"Iron Oxide Primer,"

"Pure Sublimed Lead Blue Primer,"

"Graphite Primer,"

"Lead Sulfate Primer,"

"Iron Oxide,"

"Graphite," '

"Pure Sublimed Blue Lead,"

"Pure Sublimed , White Lead,"

"Pure Red Lead."
Detroit White Lead Works ____ Detroit, Mich.

"New Process Red Lead."
Heath & Milligan Manufacturing Co .......

Chicago, 111.

"Red Lead,"

"Blue Sublimed Lead,"

"Sublimed White Lead."
Minnesota Linseed Oil Paint Co ...........

Minneapolis, Minn.

"Sublimed White Lead."

National Lead Co .............. St. Louis, Mo.

"Dutch Boy," Red Lead Paste.
Sherwin Williams Co ............ Chicago, 111.

"Sublimed White Lead No. 2,"

"Pure Blue Lead No. 1,"

"White Lead Sulfate,"

"No. 202 Dry Red Lead,"

"Lastico Red Lead"

"Sublimed White Lead No. 2."
Standard Glass & Paint Co..Des Moines la.

"Graphite and Basic Lead Chromate."
U. S. Graphite Co ............ Saginaw Mich.

"Dark Green Color B."
Detroit Graphite Co ............. Chicago, 111.

"Sublimed Blue Lead,"

"Sublimed White Lead."
Lowe Bros Co .................. Dayton, Ohio

"Bronze Green No. 320."
The Tropical Paint & Oil Co ..............

Cleveland, Ohio

"Iron Oxide No. 5,"

"Graphite No. 6."
Diamond Red Paint Co .......... Chicago, 111.

"No. 1023 Graphite,"

"No. 1022 Sublimed Blue Lead."

APPENDIX II
Standard Specifications for Highway Bridge Paints

IOWA STATE HIGHWAY COMMISSION

Two classes of paint are considered in these specifications; Shop Coat and Field Coat. One
shop or prime coat and one field coat of paint shall be applied in conformity with the following
requirements :

Metal Must Be Clean Before Shop Coat is Put On. — All metal work (including railings) shall
be cleaned from all rust, scale, dirt or grease before the shop coat of paint is applied. If
rust, which in the opinion of the inspector cannot be removed is found on any piece, that piece
shall be rejected. All parts which come in contact shall be painted before they are rivited to-
gether. After assembling and riveting, the metal work thoroughly clean and dry, and before
leaving the shop, shall be painted carefully with one coat of one of the hereinafter specified
prime coat paints. Parts not accessible after erection shall be painted two coats. While
metal work is being erected in place all abraisons of the original paint and all rivet and bolt
heads and location marks must be cleaned and painted, preparatory to the second coat.

Protecting Machined Surfaces. — Machined surfaces shall be coated with white lead and tallow
before shipment or before being placed in the open.

Paint for Shop Coat. — The pigment of the paint to be used as the shop or prime coat shall be
one of the following according to the final tint or color required by the engineer.

1. Pure Red Lead.

2. Pure Sublimed Blue Lead.

3. Pure Sublimated Sulfate of Lead.

4. Basic Lead or Zinc Chromate.

5. Pure Iron Oxide mixed with not less than 10% Basic Lead or Zinc Chromate.

6. Pure Natural Graphite mixed with not less than 20% Basic Lead or Zinc Chromate.

The word "pure" in the above shall be interpreted as meaning without the addition of any
substances foreign to the various pigments such as silica, silicates, and other inert materials
or impurities.

No shop painting shall be done in wet or freezing weather unless such painting is done
under cover where the conditions are such that no moisture will condense on the surface of the
steel and where the temperature of the atmosphere will be above 45 degrees for at leait 10
hours per day.

One Coat of Field Paint After Erection. — After the structure is complete in place, touched
up as described above and cleaned of dirt, grease, or oil that may have accvjmulated during
erection, one coat of one of the hereinafter specified field coat paints shall be applied to all
accessible parts.

No field painting shall be done in wet weather or when the temperature of the atmosphere
is not above 45 degrees F. for at least 10 hours per day.

68

Paints for Field Coat. — The paints for field coats shall contain any of the rollowing pigments :

1. Red Lead.

2. Sublimed Blue Lead.

3. Sublimed Sulfate of Lead.

4. Iron Oxide.

5. Pure Graphite (natural).

6. Pure Carbon.

Pigments other than graphite or carbon may contain not more than 25% of inert material
such as silica, china clay, or asbestine.

Lampblack, Prussian Blue and Chrome Yellow shall be used for obtaining the proper tints.

The pigment of graphite or carbon paints shall not contain less than 70% total graphitic
carbon or carbon.

No paint pigment shall contain more than 5% of either Calcium Carbonate or Calcium
Sulfate.

No red lead paint shall be used as a field coat without the addition of som? tinting pigment in
sufficient quantity to eliminate the fading effect of a straight red lead paint.

Paint Vehicle. — The paint vehicle in every case shall be pure boiled linseed oil or China
wood oil with the necessary amount of Japan dryer to produce a good drying coefficient and
shall in no case contain moisture to exceed 0.5%. The amount of volatile vehicle shall not
exceed 10% of the vehicle.

A paint containing coal tar or aspha'.tic products shall not be used.

Percentage of Pigment in Shop Coat. — The percentage of pigment in the different shop or
prime coat paints shall approximate the following :
Red Lead Paints — not less than 65%.
Sublimed Blue Lead Paints — not less than 60%.
Sublimed Lead Sulfate — not less than 60%.
Basic Lead and Zinc Chromate PaimWnot less than 60%.
Iron Oxide Paints — not less than 55%.
Graphite Paints — not less than 35%.

Percentage of Pigment in Field Coat. — The percentage of pigments in the various field coat
paints shall approximate the following :

Red Lead Paints — not less than 55%.

Sublimed Blue Lead Paints — not less than 50%.

Sublimed Lead Sulfate Paints — not less than 55%.

Iron Oxide — not less than 50%.

Pure Graphite — not less than 25%.

Pure Carbon — not less than 25%.

The Red Lead of any pigment shall not contain more than 10% of Litharge (PbO) nor
more than 1.0% of materials other than oxide or Carbonate of Lead.

The Sublimed Blue Lead of any pigment shall be a mixture of Lead Sulfate, Sulfite and
Sulfid and Lead Oxide and Zinc Oxide and shall contain not less than 30% of uncombined
Lead Oxide (PbO).

The Sublimed Lead Sulfate of any pigment shall be a mixture of Lead Sulfate, Basic Lead
Carbonate, or Lead Oxide and Zinc Oxide and shall not contain less than 15% of uncom-
bined Lead Oxide (PbO) or the equivalent of basic lead carbonate.

Samples for Testing. — Before ordering the paint, a sample of at least one quart shall be
furnished the engineer, which sample, if approved, will be used in determining the merits
of the paint furnished on the work. All paint used must equal the sample in quality.

Samples of the paint delivered at the shop and in the field shall be furnished the engineer
by the contractor. These samples shall be tested at the laboratory of the Iowa Highway Com-
mission before any point is applied.

Manufacturers' Guarantee. — The contractor should therefore secure the necessary paint in
ample time so that no delay to the work will be caused by the time necessarily used in testing
for which ten days should be allowed from the time the sample is collected by the inspector.

In order to facilitate contracting and prevent the necessary delays in collecting and testing
samples, the contractor may submit to the Highway Commission a certificate of guarantee from
the paint manufacturer stating that the paint which said manufacturer intends to supply for a
particular job has been tested and accepted by the Highway Commission and that the paint
to be furnished is guaranteed to conform in every respect to the sample submitted to the
Highway Commission for testing. The following form shall be used by the paint manufacturers :

Form of Guarantee.— We do hereby represent and guarantee that the

paint which we have furnished -for painting

or other steel structures conforms in every respect to

the sample submitted to the Iowa State Highway Commission for the purpose of testing and

accepted by them under Laboratory No

Signed -

Note: The attention of manufacturers is directed to the requirements of Chpaters 11 A and
11B, Title 12, Supplement to the Code, 1913, relative to the manufacture and sale of paint and
linseed oil.

BULLETINS OF THE ENGINEERING EXPERIMENT STATION

*No. 1. The Iowa State College Sewage Disposal Plant Investigations.

*No. 2. Bacteriological Investigations of the Iowa State College Sewage.

*No. 3. Data of Iowa Sewage and Sewage Disposal.

*No. 4. Bacteriological Investigations of the Iowa State College Sewage Disposal Plant.

*No. 5. The Chemical Composition of the Sewage of the Iowa State College Sewage Disposal

Plant.

*No. 6. Tests of Iowa Common Brick.
*No. 7. Sewage Disposal in Iowa.
*No. 8. Tests of Dry Press Brick Used in Iowa.
*No. 9. Notes on Steam Generation with Iowa Coal.
*No. 10. Dredging by the Hydraulic Method.
*No. 11. An Investigation of Some Sewage Disposal Systems.
*Vol. II, No. 6. The Good Roads Problem in Iowa.
*Vol. Ill, No. 1. Tests of Cement.
*Vol. Ill, No. 2. State Railroad Taxation.
*Vol. Ill, No. 3. Steam Generation with Iowa Coals.

Vol. Ill, No. 4. Incandescent Lamp Testing.
*Vol. Ill, No. 5. Steam Pipe Covering Tests.
*Vol. Ill, No. 6. The Assessment of Drainage Districts.

Vol. IV, No. 1. Tests of Iowa Limes.

Vol. IV, No. 2. Holding Power of Nails in Single Shear.

Vol. IV, No. 3. Miracle Contest Papers for 1908. (Theses on Cement and Concrete.)

Vol. IV, No. 4. Miracle Prize Papers for 1909. (Theses on Cement and Concrete.)

Vol IV, No. 5. Sanitary Examination of Water Supplies.

Vol. IV, No. 6. Sewage Disposal Plants for Private Houses.

Bulletin No. 25. Electric Power on the Farm.

Bulletin No. 26. The Production of Excessive Hydrogen Sulfid in Sewage Disposal Plants and
Consequent Disintegration of the Concrete.

Bulletin No. 27. A Study of Iowa Population as Related to Industrial Conditions.

Bulletin No. 28. History of Road Legislation in Iowa.

Bulletin No. 29. Cost of Producing Power with Iowa Coals.

Bulletin No. 30. The Determination of Internal Temperature Range in Concrete Arch Bridges.

Bulletin No. 31. The Theory of Loads on Pipes in Ditches, and Tests of Cement and Clay
Drain Tile and Sewer Pipe.

Bulletin No. 32. A Topographical Survey of the Spirit and Okoboji Lakes Region.

Bulletin No. 33. House Heating Fuel Tests.

Bulletin No. 34. The Use of Iowa Gravel for Concrete.

Bulletin No. 35. The Iowa Engineering Experiment Station and Its Service to the Industries
of the State.

Bulletin No. 36. Report of the Investigations on Drain Tile of Committee C-6, American So-
ciety for Testing Materials.

Bulletin No. 37. Illuminating Power of Kerosenes.

Bulletin No. 38. Electric Central Station Operation in Iowa.

Bulletin No. 39. Good Roads and Community Life.
'Bulletin No. 40. An Investigation of Iowa Fire Clays.

Bulletin No. 41. Sewage Treatment for Village and Rural Homes.

Bulletin No. 42. A Study of Oil Engines in Iowa Power Plants.

Bulletin No. 43. Practical Handling of Iowa Clays.

Bulletin No. 44. Locomotive Tests with Iowa and Illinois Coals.

Bulletin No. 45. Investigations of Gravel for Road Surfacing.

Bulletin No. 46. Electric Pumping with Results of Tests and Operating Records.

Bulletin No. 47. The Supporting Strength of Sewer Pipe in Ditches, and Methods of Testing
Sewer Pipe in Laboratories to Determine Their Ordinary Supporting
Strength.

Bulletin No. 48. The Early Purchase and Storage of Iowa Coal.

Bulletin No. 49. An Investigation of Tests of Iowa Shale Drain Tile.

Bulletin No. 50. The Theory of Underdrainage.

Bulletin No. 61. Recommendations for Farm Drainage.

Bulletin No. 52. The Spacing and Depth of Laterals in Iowa Underdrainage Systems and
the Rate of Runoff From Them.

Bulletin No. 53. Load Concentrations on Steel Floor — Joists of Wood — Floor Highway Bridges.

Bulletin No. 54. An Investigation of the Protective Values of Structural Steel Paints.

*Out of Print.

Bulletins not out of print may be obtained free of charge upon request addressed to The
Director, Engineering Experiment Station, Sta. A., Ames, Iowa.

THIS BOOK IS DUE ON THE LAST DATE
STAMPED BELOW

AN INITIAL FINE OF 25 CENTS

WILL BE ASSESSED FOR FAILURE TO RETURN
THIS BOOK ON THE DATE DUE. THE PENALTY
WILL INCREASE TO SO CENTS ON THE FOURTH
DAY AND TO $1.OO ON THE SEVENTH DAY
OVERDUE.

OCT 18 1933
SEP 28 1934

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PAT. JAN 21, 1908

UNIVERSITY OF CALIFORNIA LIBRARY