Airfield Marking Handbook.pdf

An IPRF Research Report Innovative Pavement Research Foundation Airport Concrete Pavement Technology Program

REPORT IPRF 01-G-002-05-1 AIRFIELD MARKING

HANDBOOK

Photograph courtesy of NASA

Program Management Office 5420 Old Orchard Road Skokie, IL 60077 September 2008

An IPRF Research Report Innovative Pavement Research Foundation Airport Concrete Pavement Technology Program

REPORT IPRF 01-G-002-05-1 AIRFIELD MARKING HANDBOOK

Principal Investigator

Donna J. Speidel, President, Sightline, LC, Airfield Marking Consultants

Research Team

Michael W. Speidel, Sightline, LC, Airfield Marking Consultants

Cynthia Randazzo, Scientist, Rohm and Haas, Inc.

H. Gene Hawkins, Jr., Ph.D., P.E., Hawkins Engineering

Stephen M. Quilty, A.A.E., Bowling Green State University Charles D. Carneal, President, Safety Coatings, Inc.

Fred C. Peil, Vice President, Business Development, FOL Tape, LLC

Program Management Office 5420 Old Orchard Road Skokie, IL 60077 September 2008

Airfield Marking Handbook September 2008 iv

This report has been prepared by the Innovative Pavement Research Foundation (IPRF) under the Airport Concrete Pavement Technology Program. Funding is provided by the Federal Aviation Administration (FAA) under Cooperative Agreement Number 01-G-002. Dr. Satish Agrawal is the Manager of the FAA Airport Technology R&D Branch and the Technical Manager of the Cooperative Agreement. Mr. Jim Lafrenz is the IPRF Cooperative Agreement Program Manager.

The IPRF and the FAA thank the Technical Panel that willingly gave of their expertise and time for the development of this report. They were responsible for the oversight and the technical direction. The names of those individuals on the Technical Panel follow.

Mr. Michael Ates Air Force Civil Engineering Support Agency (AFCESA) Mr. Gilbert Rushton Maryland State Highway Administration (MDSHA) Mr. Jeffrey Rapol Federal Aviation Administration (FAA) Ms. Holly Cyrus Federal Aviation Administration (FAA) Mr. Ron Boeger Flex-O-Lite, a Division of PQ Corporation Mr. Mark Jansen, P.E. The LPA Group, Incorporated

The contents of this report reflect the views of the authors, who are responsible for the facts and the accuracy of the data presented within. The contents do not necessarily reflect the official views and policies of the Federal Aviation Administration. This report does not constitute a standard, specification, or regulation.

Airfield Marking Handbook September 2008 v

ACKNOWLEDGMENTS

The following project team members prepared the handbook:

Principal Investigator:

Donna J. Speidel, President, Sightline, LC, Airport Marking Consultants

Contributing Authors (listed alphabetically):

Charles D. Carneal, President, Safety Coatings, Inc.

H. Gene Hawkins, Jr., Ph.D., P.E., President, Hawkins Engineering Betsy A. Hudson, Airport Sales, Flex-O-Lite Rob Krommendyk, E-Z Liner Industries Stephen Quilty, A.A.E., Associate Professor, Bowling Green State University Cynthia Randazzo, Scientist, Traffic Markings Technical Service, Rohm and Haas Donald Schall, Distinguished Scientist, Rohm and Haas Michael W. Speidel, Marketing Manager, Sightline, LC

The project team would like to acknowledge and thank the following contributors:

• The staff of the many airports visited during the course of the research, and the cooperation of their personnel and that of all contractor personnel involved in projects observed.

• The participants of the Roundtable Discussion held in June 2006, including the engineers, airport managers, airport maintenance and training directors, contractors, material manufacturers, FAA personnel, scientists, military personnel. (The results gathered from industry representatives formed the basis for the research conducted under this project.)

• The staff of the following airport marking contractors:

Hi-Lite Markings, Inc.

Speidel Construction Inc.

Apply-A-Line, Inc.

Ostrom Painting & Sandblasting, Inc.

Roads and Runways, Inc.

American Striping, Inc.

Sir Lines-A-Lot, LLC

Airfield Marking Handbook September 2008 vii

TABLE OF CONTENTS

ACKNOWLEDGMENTS ...............................................................................................................v

LIST OF FIGURES ..................................................................................................................... xiv

LIST OF TABLES....................................................................................................................... xix

1 INTRODUCTION

1.1 Purpose of the Research Project

1.2 Scope of the Research Project

1.3 Disclaimer

1.4 Quality in Construction and Maintenance Projects

1.5 Summary of Handbook Organization

2 SPECIFICATION DEVELOPMENT FOR CONSTRUCTION AND MAINTENANCE

ACTIVITIES

2.1 Standard Specifications

2.1.1 Domestic Construction Specifications

2.1.2 Military Construction Specifications

2.2 Airfield Marking Elements

2.3 Design Activities

2.3.1 Pre-Bid Meeting

2.3.2 Pre-Construction Conference

2.3.3 Material Selection, Certification, and Testing

2.3.4 Quality Control Plan (QCP)

2.3.5 Safety Plan

2.4 Installation of New Markings or Maintenance of Existing Markings

2.4.1 Designing a Construction Project Involving New Airfield Markings

2.4.2 Designing a Project for the Maintenance of Existing

Markings

3 MATERIALS

2.4.2.1 Evaluation of Existing Markings ……………………………….8

2.4.2.2 Evaluate Pavement Conditions Under the Existing Marking ……10

2.4.2.3 Define the Scope of Work ……………………………………11

Airfield Marking Handbook September 2008 viii

3.1 Materials Commonly Used

3.1.1 Water-Borne Paint, TT-P-1952, Type I, II or III

3.1.2 Glass Beads

3.2 Other Approved Materials

3.2.1 Solvent-Borne Paint (A-A2886A, Type I or II)

3.2.2 Durable Marking Materials

3.3 Compatibility of Materials

3.4 Temporary Marking Materials

3.5 Matching Material to Airport Environment

3.6 Material Testing

4 SURFACE PREPARATION

4.1 Definition of Surface Preparation

4.2 Contaminants to be Removed

4.2.1 Curing Compound

4.2.2 Rubber Deposits

4.2.3 Loose and Flaking Marking Material

4.2.4 Algae

4.2.5 Rust Discoloration

4.2.6 Oil, Jet Blast Residue, and Similar Substances

4.2.7 Dirt and Loose Rocks

4.3 Equipment

3.1.1.1 Historical Perspective of Pavement Marking Paints ……………13

3.1.1.2 Benefits and Limitations of Water-Borne Paints: ……………13

3.1.2.1 Type I Low Index Beads (1.5 IOR) ……………………………17

3.1.2.2 Type II Beads ……………………………………………………17

3.1.2.3 Type III High Index Beads (1.9 IOR) ……………………………17

3.1.2.4 Type IV Low Index Beads (1.5 IOR), Type A and B ……………18

3.1.2.5 Coatings or “Coupling Agents” for Glass Beads ……………20

3.2.2.1 Epoxy ……………………………………………………………21

3.2.2.2 Methyl Methacrylate ……………………………………………21

3.2.2.3 Thermoplastic (Hot Melt) ……………………………………22

Airfield Marking Handbook September 2008 ix

4.3.1 Waterblasters…………………………………………………………. 36

4.3.2 Shotblasters

4.3.3 Grinders

4.3.4 Sandblasters

4.3.5 Brooms, Vacuum Equipment/Air Compressors

4.4 Quality Control

4.4.1 Well-Defined Specifications

4.4.2 Measurable Criteria

4.4.3 When is “good enough” adequate?

5 PAVEMENT MARKING REMOVAL

5.1 Definition

5.2 Degrees of Removal

5.2.1 100 Percent Removal or Complete Eradication

5.2.2 90 – 95 Percent Removal

5.2.3 80-85 Percent Removal

5.2.4 85-100 Percent Removal

5.3 Types of Marking Removal

5.3.1 Obsolete Markings and Changing Marking Patterns

5.3.2 Marking Over Non-Compatible Materials

5.3.3 Remove Marking Build Up (i.e., Excessive Layers)

5.3.4 Seal Coat or Other Surface Treatment

5.4 Equipment

4.3.1.1 Pressure Washers ……………………………………………36

4.3.1.2 Low-Pressure Waterblasters ……………………………………36

4.3.1.3 High-Pressure Waterblasters ……………………………………37

4.3.1.4 Ultra High Pressure Waterblasters ……………………………37

4.4.2.1 Curing Compound Removal ……………………………………38

4.4.2.2 Rubber Deposits ……………………………………………39

4.4.2.3 Loose and poorly bonded materials ……………………………39

4.4.2.4 Algae ……………………………………………………………39

4.4.2.5 Rust Discoloration ……………………………………………40

4.4.2.6 Oils, Jet Blast, and other similar contaminants ……………40

Airfield Marking Handbook September 2008 x

5.4.1 Grinding/Milling/“Rotopeen”

5.4.2 Sandblasting

5.4.3 Shotblasting

5.4.4 Waterblasting

5.4.5 Chemicals

5.5 Defining “Damage” to Pavement, Lights, Joints, Etc

5.5.1 Scarring

5.5.2 Pre-Existing Pavement Damage

5.5.3 Removal of Durable Markings

5.5.4 Different Types of Pavement and Condition

5.5.5 Test Strips

5.5.6 Quality Control

5.5.7 Hazardous or Non-Hazardous Waste

6 APPLICATION PROCEDURES

6.1 New Markings

6.1.1 Surface Preparation: Curing Compound or Construction

Debris Removal

5.4.4.1 Low-Pressure Waterblasting ……………………………………51

5.4.4.2 High-Pressure Waterblasting ……………………………………52

5.4.4.3 Ultra-High-Pressure Waterblasting ……………………………52

5.5.3.1 Thermoplastic ……………………………………………………55

5.5.3.2 Epoxy ……………………………………………………………56

5.5.3.3 Methyl Methacrylate ……………………………………………56

5.5.3.4 Polyester ……………………………………………………56

5.5.3.5 Permanent Tape ……………………………………………56

5.5.4.1 New Asphalt ……………………………………………………57

5.5.4.2 Asphalt That is 1 to 5 Years Old ……………………………57

5.5.4.3 Asphalt That is Aged ……………………………………………57

5.5.4.4 Preparing the Surface of Pavement After Paint Removal ……58

5.5.4.5 New Portland Cement Concrete (PCC) Pavement ……………58

5.5.4.6 Portland Cement Concrete (PCC) That is 1 to 5 Years Old ……59

5.5.4.7 PCC That is Aged ……………………………………………59

5.5.4.8 Crack Sealing on Pavement ……………………………………59

5.5.4.9 Joint Sealant ……………………………………………………59

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6.1.2 Layout of Markings

6.1.3 Application of Markings on Grooved Surfaces

6.1.4 Application of Markings on Porous Friction Course (PFC)

6.1.5 Coverage Rates

6.2 Repaint Existing Markings

6.2.1 Surface Preparation

6.2.2 Application on Different Pavement Types

6.3 Striated Markings

6.4 Temporary Markings

6.4.1 Coating Thickness (Film Thickness) of Temporary Markings

6.4.2 Application of Markings Under Adverse (Cold) Weather

Conditions

6.4.3 Glass Beads

6.5 Marking Equipment

6.5.1 General Characteristics of Pavement Marking Equipment:

6.5.2 Airless Equipment

6.5.3 Pneumatic or Air-Atomized Striping Systems

6.5.4 Pressurized Glass Bead System

6.5.5 Gravity-Drop Glass Bead System

6.5.6 Hand-Applied Method

6.6 Hand Machines

6.2.2.1 Concrete ……………………………………………………66

6.2.2.2 Asphalt ……………………………………………………66

6.2.2.3 Seal Coat ……………………………………………………67

6.2.2.4 Pavement Rejuvenator ……………………………………68

6.2.2.5 Crack Sealant ……………………………………………………68

6.5.1.1 Heated Systems ……………………………………………71

6.5.1.2 Housekeeping of the Equipment ……………………………72

6.5.2.1 Skid-Mounted Equipment ……………………………………73

6.5.2.2 Permanently Truck-Mounted Equipment ……………………74

6.5.2.3 Other Long-Line Machines ……………………………………74

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6.6.1 Airless Hand Machines

6.6.2 Pneumatic (Air-Atomized Equipment)

6.6.3 Hand Machines and Glass Bead Application

6.7 Compliance with Equipment Specifications

6.7.1 Airless and Pneumatic (Air-Atomized) Striping Systems

6.7.2 Uniform Film Thickness and Cross-Section

6.7.3 Width of Line in Single Pass

6.7.4 Glass Beads

6.7.5 Straightness Tolerance

6.8 Equipment Compatibility

6.9 Housekeeping

6.9.1 Clean Up of Excess Materials or Spills

6.9.2 Check for FOD, Dropped Tools, Materials, Etc

6.9.3 Environmental Issues

6.10 Quality Control by Applicator

6.10.1 Quantify Completed Work

6.10.2 Calculate Material Usage

6.10.3 Documentation

6.10.4 Quality Control Tool Kit

6.7.2.1 Material Fluid Tips Are Worn ……………………………81

6.7.2.2 Material Guns have Line Width Limitations ……………………82

6.7.2.3 Equipment Moves Too Fast ……………………………………83

6.9.3.1 Hazardous Materials ……………………………………………88

6.9.3.2 Hazardous Waste ……………………………………………88

6.9.3.3 Non-Hazardous Waste ……………………………………89

6.9.3.4 Material and Waste Containers ……………………………89

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7 INSPECTION

7.1 Surface Preparation Inspection

7.2 Paint Removal Inspection

7.2.1 Degree of Paint Removal

7.2.2 Pavement Scarring and Pavement Damage

7.3 Marking Application Inspection

7.3.1 Location

7.3.2 Dimension

7.3.3 Uniform Film Thickness

7.3.4 Glass Bead Distribution and Population

7.3.5 Glass Bead Embedment

7.3.6 Material Coverage Rates

7.3.7 Color

BIBLIOGRAPHY. ……………………………………………………………………………..102

APPENDIX A: FAA AC 150/5370-10C

APPENDIX B: Description of Standard Specifications

APPENDIX C: Airfield Marking Elements

APPENDIX D: Criteria for Maintenance

APPENDIX E: Checklist for Inspectors..…..…………..…….…………………………….125 Checklist for Designers…………………………………………………….127

6.10.4.1 Calibration Bucket ……………………………………………90

6.10.4.2 Wet Film Gauge ……………………………………………91

6.10.4.3 Magnifying Glass ……………………………………………91

6.10.4.4 Flashlight ……………………………………………………92

6.10.4.5 Metal Coupons and Duct Tape ……………………………92

6.10.4.6 Retro-reflectivity Measurement ……………………………93

6.10.4.7 Color Measurement ……………………………………………94

6.10.4.8 Grid for Determining Compliance with Degree of Paint Removal ……………………………………………………………………95

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LIST OF FIGURES

Figure Page Figure 2-1. Peeling paint layers……………………………………………………………….….8 Figure 2-2. Measure existing markings to determine compliance with AC 150-5340-1………...9 Figure 2-3. Marking dimension is out of tolerance…………………………………………… Figure 2-4. Marking is out of alignment ……………………………………………………….. 9 Figure 2-5. A pre-existing condition of poor asphalt pavement………………………………..10 Figure 2-6. Results of waterblasting removal on poor asphalt seen in figure 2-5………………10 Figure 3-1. 30 meter geometry………………………………………………………………….15 Figure 3-2. Illustration of incident light into glass bead and return to source………………….15 Figure 3-3. Size comparison of three types of glass beads for airports…………….…………..16 Figure 3-4. Poor Type I bead distribution; readings averaged only 135 mcd/m²/lux………….16 Figure 3-5. Good Type I bead distribution; readings averaged 300 mcd/m²/lux……………….16 Figure 3-6. Demonstrates the greater return of light from the 1.9 IOR (Type III glass beads) when compared to the 1.5 IOR (Type I or Type IV glass beads)…………………………..17 Figure 3-7. Poor bead distribution of Type III beads……………………………………………18 Figure 3-8. Excellent bead distribution of Type III beads…...………………………………….18 Figure 3-9. Non-functional marking due to poor reflectivity…………………………………...19 Figure 3-10. Type IV bead distribution is excellent on both edges, but poor in the middle…….19 Figure 3-11. Poor Type IV bead embedment……………………………………………………19 Figure 3-12. Glass bead embedment in both wet and dry paint film……………………………20 Figure 4-1. Before cleaning loose and poorly bonded paint…………………………………….26 Figure 4-2. After cleaning loose and poorly bonded paint by water blasting …………………..26 Figure 4-3. Repeated painting on concrete leads to FOD…………………………………….…26 Figure 4-4. Repeated painting on asphalt results in paint build up, and cracking of paint and pavement……………………………………………………………………………………27 Figure 4-5. Magnified photo of figure 4-4 shows cracked asphalt where water invades……….27 Figure 4-6. This marking is 30 months old and cracked………………………………………...28 Figure 4-7. Many layers of paint on asphalt…………………………………………………….28 Figure 4-8. Example of poor removal of curing compound…………………………………….28 Figure 4-9. Before rubber removal……………………………………………………………...29 Figure 4-10. After rubber removal………………………………………………………………29 Figure 4-11. Paint cracks when applied too thickly……………………………………………..29 Figure 4-12. Paint bonds better to asphalt than asphalt does to itself…………………………...29 Figure 4-13. Markings are obscured by algae…………………………………………………...30 Figure 4-14. Water from the airport’s fire truck, with 150 psi, rinsed the sideline……………..30 Figure 4-15. The same sideline and threshold marking eighteen months later…………………30 Figure 4-16. Before waterblasting: algae obscure marking…………………………………….31 Figure 4-17. After waterblasting, but before painting…………………………………………..31 Figure 4-18. Paint used was standard TT-P-1952E……………………………………………..31 Figure 4-19. Paint formulated to resist algae……………………………………………………31 Figure 4-20. Same markings as in figures 4-18 and 4-19, after thirty months………………….31 Figure 4-21. Magnified paint sample from figure 4-18…………………………………………32 Figure 4-22. Magnified paint sample from figure 4-19…………………………………………32 Figure 4-23. Stained leading edge of the marking from iron contaminants…………………….32

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Figure 4-24. Stained leading edge and low area along joint where water flows………………..32 Figure 4-25. Grooved surface makes stain less noticeable……...………………………………33 Figure 4-26. White centerline looks yellow……………………………………………………..33 Figure 4-27. Evidence of rust contamination from substrate……………………………………33 Figure 4-28. The same sideline in figure 4-27 two years later………………………………….33 Figure 4-29. Repainting without cleaning the stain results in bleed-through…………………...33 Figure 4-30. Rust remover whitens stained marking where “TLINE” was printed………..……34 Figure 4-31. Rust remover damaged glass beads, making them ineffective……………………34 Figure 4-32. The oily stain will prevent new coating from bonding……………………………34 Figure 4-33. Another view of the oil-stained marking in figure 4-32…………………………..34 Figure 4-34. The process used to remove oil stain……………………………………………...35 Figure 4-35. The same area three and one-half years later……...………………………………35 Figure 4-36. Taxiway shoulder marking was contaminated with oily jet blast……………… Figure 4-37. Compressed air removes fine residue after paint removal operation……………...35 Figure 4-38. Low-pressure waterblaster………………………………………………………...36 Figure 4-39. Leaf blower cleans loose residue after surface preparation……………………….38 Figure 4-40. Heavy rubber deposits were removed from this centerline marking with ultra high-pressure waterblasting………………………………………………………………...39 Figure 4-41. Pull test…………………………………………………………………………….39 Figure 4-42. Loose paint found after surface preparation. Paint removal was needed…………39 Figure 4-43. Rust stain bled through new coating………………………………………………40 Figure 5-1. Blacked-out non-movement boundary line is visible at night……………………...44 Figure 5-2. Black paint wears off, and the underlying coating shows through…………………44 Figure 5-3. Cracked and peeling markings – remove 85 percent……………………………….45 Figure 5-4. Cracked markings with deteriorated asphalt underneath is a pre-existing condition……………………………………………………………………………………45 Figure 5-5. Magnification of cracked markings and asphalt from figure 5-4…………………..45 Figure 5-6. Heavy paint build up on concrete…………………………………………………..45 Figure 5-7. Paint is peeling off of rejuvenator applied over old markings……………………...46 Figure 5-8. Minimal grinder scars on asphalt after removing 90 percent of the old marking..…48 Figure 5-9. On concrete, care was exercised to avoid damage……………………………….…48 Figure 5-10. Before paint removal………………………………………………………………49 Figure 5-11. After paint removal with a shotblaster on grooved asphalt………………………..49 Figure 5-12. After removal of the markings on grooved pavement with shotblasting………….50 Figure 5-13. Shotblaster with a 10-inch cut……………………………………………………..50 Figure 5-14. Used for removal on non-grooved surfaces, shotblasting can be a best practice….50 Figure 5-15. A close-up of figure 5-14 shows rust areas where shot remained…………………50 Figure 5-16. Before shotblasting………………………………………………………………...50 Figure 5-17. After ten years of shotblasting to remove rubber deposits………………………...50 Figure 5-18. High-pressure waterblasting is effective for cleaning loose and poorly bonded paint

(surface preparation)…………………………………………………………………….….52 Figure 5-19. Removal done one year earlier; the dark scar has oxidized and faded…………...54 Figure 5-20. A scar from ultrahigh waterblasting on good asphalt……………………………..54 Figure 5-21. Close up of scar in figure 5-20…………………………………………………….54 Figure 5-22. Marking before (bottom) and after (top) removal…………………………………55 Figure 5-23. Evidence of both paint and asphalt cracking indicates pre-existing condition……55

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Figure 5-24. Pre-existing condition caused by oil spill on asphalt……………………………...55 Figure 5-25. Removal of markings from new asphalt results in exposed aggregate (scarring)…56 Figure 5-26. The scar is the dark portion of the asphalt that was shielded from UV…………...57 Figure 5-27. Before paint removal………………………………………………………………57 Figure 5-28. After paint removal………………………………………………………………..57 Figure 5-29. Cracked paint indicates pre-existing pavement deterioration……………………..58 Figure 5-30. Removal of multiple layers on deteriorated asphalt……………………………….58 Figure 5-31. Cleaning the removal scar before application of new markings…………………..58 Figure 5-32. A blast of high pressure water removes debris from scar………………….……...58 Figure 5-33. The visible scar is cleaned pavement……….……………………………………..59 Figure 5-34. Metal strips in joints protect joint material during paint removal operation………60 Figure 5-35. Test strip…………………………………………………………………………...60 Figure 6-1. Curing compound was properly removed from new concrete…………………...…63 Figure 6-2. Construction dirt that must be cleaned……………………………………………...63 Figure 6-3. Layout with chalk lines ensures proper placement and alignment…………………63 Figure 6-4. Layout with paint spots to straighten existing markings……………………………64 Figure 6-5. The unpainted side of the grooves is not noticeable from a distance……………….64 Figure 6-6. Under magnification, the unpainted side of the groove is noticeable………………64 Figure 6-7. Multiple layers of paint fill the grooves…………………………………………….64 Figure 6-8. Too much paint was applied in outlined area……………………………………….65 Figure 6-9. Thick coating cracked, causing pavement to crack as well………………………...65 Figure 6-10. Old solvent paint curled, cracking the asphalt to which it was bonded………..…67 Figure 6-11. Enlarged portion of cracked asphalt……………………………………………….67 Figure 6-12. The heavier paint in the overlap area caused the paint and the asphalt to crack…..67 Figure 6-13. Joint material discolors the white paint……………………………………………68 Figure 6-14. 4-inch striations……………………………………………………………………68 Figure 6-15. 6-inch striations……………………………………………………………………68 Figure 6-16. Layered striations on the sideline were scraped off by snowplows……………….69 Figure 6-17. Striated markings are not as visible as solid markings; and when beads are poorly applied, they are difficult to see during low-visibility……………………………………...69 Figure 6-18. Airless spray tip……………………………………………………………………72 Figure 6-19. Airless fan with tip………………………………………………………………...72 Figure 6-20. Airless paint guns and glass bead guns mounted to truck on carriage…………….73 Figure 6-21. Airless paint guns and bead guns applying material to pavement………………...73 Figure 6-22. Skid-mounted paint rig applied black background for taxiway centerline in figure

6-23…………………………………………………………………………………………73 Figure 6-23. Three paint guns and four bead guns applied the yellow pattern in one pass.…….73 Figure 6-24. Truck-mounted airport striping equipment………………………………………..74 Figure 6-25. Truck-mounted striping equipment with large material tanks…………………….74 Figure 6-26. Large material tote………………………………………………………………...74 Figure 6-27. Other long line striping equipment…..……………………………………………75 Figure 6-28. Four pneumatic (atomized) paint guns applying a 3-foot wide pattern…………...75 Figure 6-29. Pneumatic truck-mounted system ……………………………………………...…75 Figure 6-30. Atomized material gun air nozzle and fluid nozzle……………………………….75 Figure 6-31. Pressurized bead application in foreground, gravity-drop in background…..…….76 Figure 6-32. Metal screen reduces bead displacement by air turbulence from paint guns…...…76

Airfield Marking Handbook September 2008 xvii

Figure 6-33. Hand-thrown glass bead application is uneven, poorly distributed, and poorly embedded…………………...………………………………………………………………77

Figure 6-34. New holding position marking where beads were hand-thrown…………………..77 Figure 6-35. Six-month old holding position marking where beads were hand-thrown…… Figure 6-36. Fertilizer spreader was modified to apply glass beads……..……………………..77 Figure 6-37. Border was applied with hand-machine and beads were hand-thrown……………78 Figure 6-38. The same marking as in figure 6-37 during daylight…………………………...…78 Figure 6-39. An airless machine with a motorized “sulky” applies marking with automatic glass bead guns.…………………………………………………………………………..………78 Figure 6-40. Glass bead dispenser has been modified with a cardboard windscreen………… ..79 Figure 6-41. Glass bead dispenser on an atomized hand machine……………………………...79 Figure 6-42. The edges of an atomized line are less sharp than an airless line……………… Figure 6-43. Airless lines have sharper edges…...……………………………………………...80 Figure 6-44. Over spray caused by wind or thinned paint, or both………………..……………81 Figure 6-45. Close up of over spray in figure 6-44……………………………………………..81 Figure 6-46. Uneven material distribution, light on the edges of each paint gun……………….82 Figure 6-47. Glass bead dispensers adjusted too high…………………………………………..82 Figure 6-48. Irregular film thickness across the line performs poorly………………………….83 Figure 6-49. Visibility of the “R” is poor at night………………………………………………84 Figure 6-50. The “R” is visible in the early morning light……………………………………...84 Figure 6-51. Daytime visibility is excellent……………………………………………………..85 Figure 6-52. Nighttime visibility of figure 6-51 is excellent……………………………………85 Figure 6-53. Laser pointer……………………………………………………………………….85 Figure 6-54. Mechanical pointer…………………………………………………………...……85 Figure 6-55 Pointer with mirror ………………….……………………………………………..86 Figure 6-56 Portable laser pointer……………………………………………………………….86 Figure 6-57 Test area for equipment set up……………………………………………………..87 Figure 6-58 Test lines on tar paper………………………………………………………...……87 Figure 6-59 Calibration bucket for glass beads…………………………………………….…...90 Figure 6-60 Calibration of glass bead guns………………………………………………..…….90 Figure 6-61 Wet film gauge……………………………………………………………….…….91 Figure 6-62 Use of wet film gauge……………………………………………………….……..91 Figure 6-63 Magnifying glass…………………………………………………………….……..91 Figure 6-64 Excessive wicking of paint over beads…………………………………….………92 Figure 6-65 Wicking material over bead……………………………………………….……….92 Figure 6-66 Use of magnifying glass to detect coating problems…………………….………...92 Figure 6-67 Wet film gauge on a metal coupon…………………………………….…………..92 Figure 6-68 Use duct tape to measure wet film thickness of marking …………………………93 Figure 6-69 Pull test…………………………………………………………………………….93 Figure 6-70 Retrometer………..………………………………………………………………...93 Figure 6-71 Colorimeter………………………………………………………………………..94 Figure 6-72 Red color chip compared to red marking………………………………………….94 Figure 6-73 Yellow color chip compared to yellow marking…………………………………..94 Figure 6-74 Grid for compliance with degree of paint removal………………………………..95 Figure 7-1. 6-inch grid…………………………………………………………………………..97 Figure 7-2. 12-inch grid…………………………………………………………………………97

Airfield Marking Handbook September 2008 xviii

Figure 7-3. Good bead distribution and good bead population…………………………………98 Figure 7-4. Poor bead population, but even distribution………………………………………..98 Figure 7-5. Poor bead distribution………………………………………………………………99 Figure 7-6. Poor bead distribution………………………………………………………………99 Figure 7-7. Poor bead embedment: beads are under-embedded….………………………… Figure 7-8. Poor bead embedment: beads are over-embedded…...………………………… Figure 7-9. Optimum bead embedment.……………………………………………………….100 Figure 7-10. Use of magnifying glass…………………………………………………………..100 Figure 7-11. Federal Standard 595B Colors for airfield markings …………………………….101

Airfield Marking Handbook September 2008 xix

LIST OF TABLES

Table Page

ABBREVIATIONS ...................................................................................................................... xx Table 1-1. Summary of How Chapter Contents May Benefit Users Table 2-1. Chapter Contents May Benefit………………………………………………………..4 Table 2-2. Best Practices for Specifying Construction and Maintenance of Airfield Markings…4 Table 2-3. Runway Marking Elements Table 3-1. Chapter Contents May Benefit…………………………………………………… Table 3-2. Best Practices for Materials Table 3-3. Material Compatibility Index Table 4-1. Chapter Contents May Benefit………………………………………………………25 Table 4-2. Best Practices for Surface Preparation Table 4-3. Waterblasting Equipment Table 5-1. Chapter Contents May Benefit………………………………………………………41 Table 5-2. Best Practices for Paint Removal Table 5-3. Paint Removal Versus Surface Preparation Table 5-4. Types and Degrees of Marking Removal Table 5-5. Recommended Marking Removal Equipment on Different Types of Pavement under

Varied Conditions Table 5-6. Waterblasting Equipment Descriptions for Paint Removal Table 6-1. Chapter Contents May Benefit………………………………………………………62 Table 6-2. Best Practices for Application Procedures Table 7-1. Chapter Contents May Benefit………………………………………………………96 Table 7-2. Best Practices for Inspection………………………………………………………... 96

Airfield Marking Handbook September 2008 xx

ABBREVIATIONS

AC Advisory Circular ACC Asphaltic Cement Concrete ASTM American Society of Testing and Materials DOD Department of Defense EPA Environmental Protection Agency FAA Federal Aviation Administration FHWA Federal Highway Administration FOD Foreign Object Debris FOG Foreign Object Generator ICAO International Civil Aviation Organization IOR Index of Refraction OSHA Occupational Health and Safety Administration PCC Portland Cement Concrete PFC Porous Friction Course QCP Quality Control Plan USA United States Army USAF United States Air Force USMC United States Marine Corps USN United States Navy UV Ultraviolet VOC Volatile Organic Compounds

Airfield Marking Handbook September 2008 xxi

EXECUTIVE SUMMARY

The focus on runway safety incorporates many initiatives to reduce runway incursions. Among such initiatives, airfield markings are being enhanced to increase visibility for those who need them: the pilots and others who operate on airfield surfaces. “Reducing the risk of runway incursions is one of the FAA's top priorities, as runway mishaps can prove catastrophic.”1 Although new marking schemes are intended to increase situational awareness for pilots and others operating on airfield surfaces, unless those markings are installed correctly, the efforts may not help. Airfield markings for runways, taxiways, and apron areas can be expected to provide excellent performance for several years under a range of operational and site conditions.

The practice of remarking the pavements once, twice, or more often each year can be revised to maintain as necessary, based upon criteria discussed herein. When best practices are employed initially and during each maintenance cycle, airports can reduce both the frequency of remarking and the life cycle costs of the markings, and enhance safety.

Airfield markings are a small component of a large construction project; often they are incidental to the overall job. And as a maintenance item on an airport manager’s to-do list, markings are often either over or under maintained. A common misconception about the marking process is that it is easy and little can go wrong. As with anything worth doing, for markings, details must be monitored, procedures must be followed, results must be inspected, and most important, specifications must be enforced. When the process is done well, the markings can perform effectively for up to five years or more. When the process is done poorly, the markings can fail within weeks or months. So although markings may be an incidental item in a large airfield project, they can pose as a significant problem when performance is shortened and safety is compromised. The added cost to the airport’s budget to maintain the markings more often than necessary could be redistributed to other, more pressing needs.

The information presented here is a compendium of practices that, when used, result in longer-performing pavement markings. Good markings are the result of quality materials installed by appropriate equipment that comply with basic application requirements. The quality of newly installed airfield markings is a direct reflection of both quality workmanship and materials.

There are cost implications related to employing the best practices of marking application, because qualified personnel and appropriate equipment may not be readily available. Airport owners, design engineers, and contractors must work together to achieve the proper balance between project cost and expected performance.

1 Nicole Nelson. Enhancing Runway Safety. in Centerlines Magazine, Airports Council International - North America), January 2008, page 32.

Airfield Marking Handbook September 2008 1

1 INTRODUCTION

Since roads were put in use, efforts have been made to delineate paths for travel. The ancient Romans used recessed bricks to delineate the center of the road for the drivers of chariots. Light colored rocks were embedded in the center of roads in Mexico. In the early 1900s, Edward Hines, a Michigan road commissioner, used the first road striping in the United States. In the late 1930s the idea of using glass beads became widely known when the Canadian Engineer published “Luminous Markings for Highways.” Its author stated that the “good visibility obtained and also the high abrasion resistance of the final product, made use of glass spheres advantageous.” Then during World War II, the use of beaded lines on airfields helped permit planes to land during imposed blackouts. Afterward, the use of glass beads to provide nighttime delineation became widespread. In the late 1990s many state transportation departments initiated performance programs to improve pavement markings for motorists. Some airports have adopted highway standards, but most lag behind the improved performance levels utilized in highway applications.

Airport pavements are different than highway pavements, although both are composed of the same raw materials. Airport markings include the same type of materials as highway markings, but they are susceptible to different wear, weathering, exposure, stresses, and traffic.

Airfield marking maintenance, although recognized as an item on the manager’s to-do list, often is met with the attitude that it is just painting the pavement. The truth is that it is not difficult to apply markings, but it can be difficult to apply them well. There are good methods and bad methods for applying airfield markings.

1.1 PURPOSE OF THIS HANDBOOK

Airport environments do present challenges for markings. Some of the challenges are similar among airports; others are specific to the environment. The advantages and disadvantages of various application processes (noting environmental conditions, pavement surfaces, and material types) are the basis for this report.

Given the element of safety that good airfield markings provide, the major objective is to define the best practices. These practices will indicate the following:

1. The procedures that work and those that do not work.

2. The materials that are effective.

3. The comparison of a good marking versus a poor one.

Markings on airfield pavements can be applied efficiently and effectively so that they function as a safety enhancement for those operating on airfield pavements.

Airfield Marking Handbook September 2008 2

1.2 SCOPE OF THIS HANDBOOK

This handbook presents practices that when used will produce quality airfield markings.

Specifically, this handbook includes the following:

1. Discussion of standard specifications set forth by the Federal Aviation Administration

(FAA) and Department of Defense (DOD) (US Air Force, US Navy, US Army, US Marine Corps and US Coast Guard).

2. Documentation of construction techniques and practices that result in quality products, (i.e., longer lasting airfield markings).

3. Discussion of advantages and disadvantages of techniques or practices when more than one method is available.

4. Identification of practices that result in early aging, premature failures, and poor long-term performance of airfield markings.

5. Commonly encountered problems in meeting project specifications.

1.3 DISCLAIMER

This handbook is not a construction specification guide; it does not provide detailed instructions on conducting specific airfield marking activities. It does not constitute a standard, specification, or regulation. This handbook should not be used in lieu of a project specification. The specific requirements of plans and specifications for a project take precedence.

1.4 QUALITY IN CONSTRUCTION AND MAINTENANCE PROJECTS

A fundamental assumption is that quality airfield markings perform well. To attain quality markings, it is imperative for all involved (from manager to crewmember to inspector) to pay specific attention to surface preparation, quality materials, application, and inspection.

Good materials and good application practices are required to obtain quality, long-lasting airfield markings. Markings installed well will require less maintenance and have an extended life cycle.

Construction and maintenance requirements and specifications must be well defined. Thus, it is important that each project is designed specifically for the needs of the airport and that the specifications be tailored to each project.

1.5 SUMMARY OF HANDBOOK ORGANIZATION

This handbook is organized into seven chapters, as described below. Each chapter addresses a major aspect towards attaining airfield marking quality, and can be read independently of the others.

• Chapter 1-Introduction: This chapter introduces the handbook and its organization.

Airfield Marking Handbook September 2008 3

• Chapter 2–Specifications for Construction and Maintenance Activities: This chapter addresses the specifications of markings, the construction/installation of markings, and the maintenance of markings. Key elements in the chapter include selecting proper specifications, evaluating existing conditions appropriately, and defining the scope of work based on the existing conditions.

• Chapter 3–Materials: This chapter identifies various materials that are used in airfield markings, including both binder and beads. It provides guidelines for the proper selection of materials under specific circumstances. Selecting the correct materials for a given airfield is important in establishing good marking performance.

• Chapter 4-Surface Preparation: This chapter describes the processes that can be used to prepare a surface for the application of airfield markings. Surface preparation includes either cleaning or removing anything that would reduce the bond between a newly applied material and the surface. Surface preparation is necessary any time markings are applied.

• Chapter 5–Pavement Marking Removal: This chapter identifies various practices that can be used to remove airfield markings from the pavement surface. Many factors determine which removal method is the best for a specific set of conditions. The proper removal method helps to minimize pavement scarring; removing the appropriate amount of marking can optimize the life of the new marking application and minimize confusion.

• Chapter 6–Application Procedures: This chapter describes the processes used to apply markings to an airfield pavement surface. Many factors that can have an impact on the quality of the installation and the performance of the marking are reviewed.

• Chapter 7-Inspection: This chapter describes ways to inspect various aspects of airfield marking application.

Throughout the handbook, best practices are identified by bold text (a best practice) within a chapter, and these are summarized in a table at the beginning of each chapter. The airports that adopt these practices will not only improve their marking program by providing longer-lasting, more-effective airfield markings, they will also save valuable maintenance funds. Tables at the beginning of each chapter identify who will benefit from that specific chapter. Table 1-1 summarizes the tables from all chapters.

TABLE 1-1. SUMMARY OF HOW CHAPTER CONTENTS MAY BENEFIT USERS

Airfield Marking Handbook September 2008 4

TABLE 2-1. CHAPTER

CONTENTS MAY BENEFIT:

2 DESIGN AND SPECIFICATION DEVELOPMENT FOR CONSTRUCTION AND

MAINTENANCE ACTIVITIES

Many factors should be considered in the design and development of specifications for airfield markings, either as part of a larger construction project or for marking maintenance. Guidance literature for the prevailing jurisdiction (i.e., FAA, DOD, ICAO) are guides and they should not be copied and pasted into project specifications without due consideration of the specific conditions that exist at a particular airfield. The section that contains specifications pertaining to airfield markings should be based on the needs of a specific project, which is a best practice.

For both new construction and for maintenance of existing markings, the engineer or other official should consider many different factors when evaluating, planning, and enforcing the project.

There are three aspects of marking projects: (1) designing and developing specifications, (2) planning activities, and (3) developing project plans. The factors described in this chapter take place well in advance of the installation of the markings. Table 2-1 indicates the users who will benefit the most from the material in this chapter. Where used, the term best practice is highlighted in bold. Table 2-2 summarizes the best practices presented in this chapter.

When designing a project that either (a) includes airfield markings as part of the overall project or (b) is for the maintenance of airfield markings, the engineer must consider certain aspects of the work. Thus, the design of an airfield marking project, like other construction activities, includes:

1. Identify owner/user, (i.e., FAA jurisdiction or a branch of the DOD).

TABLE 2-2. BEST PRACTICES FOR SPECIFYING

CONSTRUCTION AND MAINTENANCE OF AIRFIELD MARKINGS

Airfield Marking Handbook September 2008 5

2. Describe the project objectives.

3. Define the scope of work.

4. Specify methods, equipment, and materials in accordance with standards and per the needs of the airport.

5. Develop plans or blueprints.

2.1 STANDARD SPECIFICATIONS

Specifications for the application of airfield markings are maintained by different agencies.

Additionally, some agencies support specifications for paint removal, rubber removal, and other related activities often associated with airfield markings.

2.1.1 Domestic Construction Specifications

Most domestic airport marking work in the United States is performed in accordance with the provisions of FAA Advisory Circular 150/5340-1: Standards for Airfield Markings. This advisory circular describes the different marking elements, their placement, color, and conspicuity (visibility).

Advisory Circular, AC 150/5370-10, Standards for Specifying Construction of Airports, Item P-620, describes methods for the preparation of existing surfaces, and the installation of the markings. This handbook presents the methods to employ to meet the requirements of project specifications.

2.1.2 Military Construction Specifications

Each DOD agency maintains its own specification for the design and installation of airfield markings. Efforts to adopt a single standard for all military installations to provide a uniform, standard marking system, (both in design and installation) are ongoing. However, each agency maintains separate specifications.

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2.2 AIRFIELD MARKING ELEMENTS

A marking “element” is defined as a specific marking with a prescribed location, dimension, and purpose, including those on runways, taxiways, and aprons. Contained in each agency’s guidance literature are descriptions of each element, its location on the airfield surface, the dimensions of the marking, its color, and other characteristics. Table 2-3 describes the markings required for visual, non-precision, and precision runways. Appendix C contains descriptions and pictures of most of the elements for both runways and taxiways. However, the following are key points to remember:

TABLE 2-3. RUNWAY MARKING ELEMENTS

Precision, non-precision and visual (basic) runway markings are associated with approach visibility requirements and navigational aid accuracy for a particular runway end.

2.3 DESIGN ACTIVITIES

Various phases associated with all construction or maintenance projects apply to an airfield marking project, whether the marking portion is (a) new construction, where the markings are considered an “incidental” part or (b) the maintenance of existing markings.

2.3.1 Pre-Bid Meeting

Pre-bid meetings, although not mandatory, can benefit all stakeholders. They provide a forum where questions can be asked about expected methods, schedules, and other aspects of the project. Pre-bid meetings are a best practice.

2.3.2 Pre-Construction Conference

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A pre-construction conference is often the first occasion for the owner/designer to meet with the contractor, and it is often the first time any subcontractors see the project. Here, all stakeholders discuss project expectations and precautions. All submittal documentation has been or is submitted at the time of this meeting.

2.3.3 Material Selection, Certification, and Testing

Materials usually must be certified and/or tested before work can begin. If material certificates are an acceptable means of approval, they should be available when material is delivered to the job site, or earlier if they were delivered to another facility. When the material arrives, the inspector should verify that the documentation matches the unopened containers, and the quantity of material delivered: these are best practices.

2.3.4 Quality Control Plan (QCP)

Each airport is unique, and each marking project is different from others. Accordingly, a quality control plan should be planned to parallel the different stages of work: surface preparation, layout (if necessary), and proper application rates of materials to the areas that will be marked.

If markings will be removed, the expectations for the final product should be defined in the QCP.

The inspector should observe test strips to establish criteria for acceptance of the work to be performed. However, a test strip is only a “snapshot” of the finished work, and it should not be regarded as a measure of what will be done throughout the job. The quality control measures discussed in the sections to follow should be employed by the quality assurance person, whether the inspector or the applicator.

2.3.5 Safety Plan

A safety plan should be developed to address the requirements of 14 CFR Part 139, FAA AC 150/5370-2, Operational Safety on Airports during Construction, OSHA, EPA, local, and state regulations.

2.4 INSTALLATION OF NEW MARKINGS OR MAINTENANCE OF EXISTING

MARKINGS

Airport engineers design projects that involve pavements, lighting, signage, markings, and many other aspects of airport construction. When designing a project that includes the application of airfield markings, one of two types will be involved.

• Installation of new markings as all or part of a new construction project.

• Maintenance of existing markings and/or changes to existing markings.

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2.4.1 Designing a Construction Project Involving New Airfield Markings

• Describe the overall project.

• Describe the type of pavement being constructed, (i.e, bituminous asphaltic concrete or portland cement concrete), or describe the surface condition.

• Identify requirements for any changes to existing markings.

• Identify the need for any paint removal.

• Schedule phasing of markings for a time of year when weather is conducive to application of marking materials.

2.4.2 Designing a Project for the Maintenance of Existing Markings

Airfield markings deteriorate over time from traffic wear, ultraviolet light, wind, rain, snowplowing, and sweeping, etc. The Development of Methods for Determining Airport Pavement Marking Effectiveness2 was part of an effort to provide quantitative criteria for inspectors and airport operators to objectively determine the need for maintenance of airfield markings. Excerpts from this study are contained in Appendix D. Certain criteria should be evaluated to determine when markings require maintenance because they do not necessarily need to be remarked each year. Some of those criteria are:

1. Faded colors or appearance.

2. Poor nighttime visibility or retro-reflectivity.

3. Existing markings are worn 50 percent or more.

4. Existing markings are covered with contaminants.

2.4.2.1 Evaluation of Existing Markings

Take photographs to document what is observed to establish conditions “before” work begins, and include the photographs in the project specifications to better inform contractors. As a best practice, evaluate existing markings for the following conditions:

2 Development of Methods for Determining Airport Pavement Marking Effectiveness, Holly M. Cyrus, Report DOT/FAA/AR-TN03/22, Federal Aviation Administration, William J. Hughes Technical Center, Atlantic City, NJ., March 2003.

FIGURE 2-1. PEELING PAINT

LAYERS

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a. Layers of paint from older markings, figure 2-1.

b. Rust discoloration.

c. Algae growth.

d. UV-damage.

e. The position and dimension of existing markings.

Existing markings should be measured to verify compliance with the appropriate element. The designation marking shown in figure 2-2 should measure 5-feet wide on the “stroke,” but due to repeated remarking, it measures 6-feet, 4-inches, seen in figure 2-3. Because the dimension tolerance is 1-inch on a marking over 36-inches wide, this marking is out of tolerance per FAA AC 150/5370-10.

f. Evaluate the alignment of existing markings for compliance with standards.

FIGURE 2-2. MEASURE EXISTING

MARKINGS TO DETERMINE

COMPLIANCE WITH AC 150-5340-1.

FIGURE 2-3. MARKING DIMENSION

IS OUT OF TOLERANCE.

FIGURE 2-4. MARKING IS OUT

OF ALIGNMENT

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FIGURE 2-6. RESULTS OF

WATERBLASTING REMOVAL ON

POOR ASPHALT SEEN IN FIGURE 2-5.

FIGURE 2-5. A PRE-EXISTING

CONDITION OF POOR

ASPHALT PAVEMENT.

All specifications state that markings shall not deviate from a straight line more than ½ -inch in 50 feet. If the markings are being repainted, the applicators should perform layout (see figure 2-4) and possibly remove the marking prior to repainting. Quantify the amount of layout and/or removal to be done to comply with alignment standards: a best practice.

g. Material compatibility.

Determine the…