PAV25-01(A): Pavement Services Guidance - Pavement Marking Removal Repair

Type: Advisory

Topic or Program: Pavement Services

Final Number: PAV25-01(A)

Effective Date: 05/01/2025

Updated Date: 05/01/2025

Signature on File: Jeffrey Shambaugh, PE, State Pavement Services Engineer

Pavement marking removal on projects can result in damage to the pavement surface and traffic safety concerns. The level of risk for pavement deterioration or failure due to stripe removal, and subsequently the method of repair needed, is typically associated with the type of pavement (e.g. PCC, ACP), its age, whether it has been sealed (e.g. chip sealed), its existing condition rating, and the extent of damage due to the pavement marking removal process. The purpose of this technical advisory is to provide guidance on pavement repair for projects that include pavement marking removal as part of their scope.

The removal of pavement markings is a common requirement on projects which can result in damage to the pavement and potential traffic safety concerns (e.g. ghost striping). There are several different removal methods, all of which have the potential to damage the existing pavement. Standard Specification 00225.45 specifies that the Contractor should not remove more than 1/8” of the existing pavement surface during the marking removal process and must repair all damage to the Engineer’s satisfaction at no additional cost to the Agency. Many of the removal methods, when not done properly can easily remove more than 1/8” of pavement and damage the pavement and currently ODOT does not provide sufficient guidance on how to repair different types of pavements. ODOT projects will be required to repair existing pavements when damage to a pavement occurs because of pavement marking removal according to the following.

Pavement condition ratings are available on the Oregon State Highway System Pavement Condition maps site:

Oregon Department of Transportation : Managing Pavement Conditions : Construction : State of Oregon

Typical Methods of Pavement Marking Removal

The ODOT/APWA Standard Specifications for Construction do not specify how to remove pavement markings. The method used is typically left up to the Contractor to decide and generally includes the following methods.

Stripe Obliteration

• This method involves removal and replacement of the existing ACP wearing surface (typically the top 2”) prior to installation of the new pavement markings.
• This is typically the preferred option from a pavement condition standpoint.
• This method has a higher initial cost but also provides a new wearing surface for the new pavement markings and mitigates potential driver confusion due to ghost striping.

Grinding

• Grinding is a general term used to describe several techniques that all utilize a rotating abrasive surface(s) to remove pavement markings. Scarring of the surface is typical with this method.
• This method is currently not allowed on wearing Course or existing surfaces, according to 00225.45, but a rotary eraser could be considered on a project-by-project basis.
• A rotary eraser uses a horizontal spinning cutter head rather than a vertical one found in typical grinding or planing machines. These machines tend to reduce the amount of damage to the pavement surface during the pavement marking removal process.

Water Blasting

• This method uses high pressure water blasting systems to remove pavement markings. Blasting systems in general are more mobile than other pavement marking removal methods and typically have vacuum heads to suction up the water and most of the debris produced during the operation.
• This method is more expensive than other methods but is used more often due to less damage to the pavement surface (especially PCC).
• For removal of thermoplastic markings, more water pressure is needed which can lead to more removal/damage of the pavement surface. Careful inspection is needed to prevent excessive removal of the existing surface.

Shot, Sand, and Bead Blasting

• These methods utilize a high-pressure air nozzle to blast various media against pavement markings to remove them.
• These blasting techniques are common and effective at marking removal but do have a slower progression rate and can produce a significant amount of debris consisting of media, pavement marking materials, and wearing surface material.
• Similar to water blasting, careful inspection and construction practices are needed to prevent unnecessary removal of the pavement surface and potential ghost striping.

Hydroblasting

• Hydroblasting is a combination of sand and water blasting where sand and water are combined and then applied through a high-pressure blasting system.
• This is a commonly used method, but it can result in scarring of the pavement surface if not applied correctly.
• In SPR855 “Removing Residual Lane Markings To Reduce Drive Confusion” it was concluded that the hydro blasting method was preferred over grinding due to a notably lower travel lane departure rate and potentially improved safety and operational efficiency in pavement marking removal projects.

Hot Compressed Air Burning (HCAB)

• In this method, high-velocity air is mixed with propane into a combustion chamber that vents out a mix of gas and air at approximately 2,400°F to vaporize pavement marking material.
• This method has a relatively slow progression rate and a secondary form of removal (i.e. vacuum or sweeper) is typically needed to remove the burned debris from the surface.
• Care should be taken to avoid burning and damaging the pavement surface during operation.

Chemical Removal

Chemical removal consists of applying a chemical to the pavement marking, allowing the chemical to react, and then pressure washing to remove the marking material.
• Depending on the thickness and type of pavement markings to be removed, this method may require multiple applications to effectively remove marking materials.
• This is one of the least destructive methods of marking removal.

Construction inspection is key to making sure that damage to the pavement surface is minimized during the pavement marking removal process, particularly when the new marking placement does not match the original. Depending on the method of removal, inspectors should monitor all aspects of the removal process including:

• The material or media used for removal
• Pay attention to any potential environmental concerns related to the material or media being used.
• The equipment applying the material or media
• Equipment should be in good working order
• Equipment should not be leaking any damaging fluids or material
• Equipment should be able to effectively control the volume of application
• The volume of application (e.g. blasting pressure)
• Typically, application should start low and slow.
• Can be advanced as needed while the inspector watches for surface deterioration or damage.
• The containment and cleanup processes
• Per 00225.45, vacuum-shrouded or equally effective equipment should be used for containment.
• Dispose of pavement marking materials and used material or media according to 00290.20.

Typical Repair Options

If damage to the existing pavement surface occurs during the pavement marking removal process, there are a few options for repairing the surface and mitigating the effects of ghost striping. The available options vary depending on the type of pavement (e.g. PCC, ACP), its age, whether it has been sealed (e.g. chip sealed), its existing condition rating, and the extent of damage due to the pavement marking removal process. Unless noted otherwise, the following repair options are for ACP pavements.

• If the existing pavement surface is less than 2 years old, and there is less than 1/8” of pavement removed during the operation, apply a fog seal to help mitigate the ghost striping.
• If the existing surface is more than 2 years old, and there is less than 1/8” of pavement removed during operation, apply a sand seal or an emulsified asphalt mastic surface treatment (e.g. Onyx® or MicroCoat™) at the Engineer’s discretion.
• If more than 1/8” of pavement is removed or there is significant raveling or surface damage due to the operation, or if performed over a deteriorated longitudinal joint, then apply a slurry seal or microsurfacing (contact Pavement Services for recommendation).
• If the pavement markings are to be removed from an open-graded asphalt pavement, there is a higher risk for pavement deterioration and failure. Perform stripe obliteration to mitigate this risk.
• Surfaces with a chip seal, regardless of age, should be covered with a sand seal or an emulsified asphalt mastic surface treatment to mitigate the effects of ghost striping.
• Emulsified Asphalt Concrete (EAC) pavements are typically capped w/ a chip seal. The chip seal surface should be covered with a sand seal or an emulsified asphalt mastic surface treatment.
• Pavement marking removal on PCC pavements can result in more pronounced ghost striping. In lieu of marking removal, temporary non-reflective tape can be used to cover and preserve existing markings.

General Notes

Surface sealing such as fog seals, sand seals, chip seals, and slurry seals are not considered alterations according to DOJ and FHWA guidance (i.e. does not trigger ADA considerations):

Department of Justice/Department of Transportation Joint Technical Assistance1 on the Title II of the Americans with Disabilities Act Requirements to Provide Curb Ramps when Streets, Roads, or Highways are Altered through Resurfacing | FHWA

In SPR855 it was recommended to use supplemental road reflectors, portable changeable message signs (PCMS’s), and high conspicuity markings both during and after pavement marking removal in order to reduce travel lane departure and better attract drivers’ visual attention. For permanent pavement marking applications see the ODOT Traffic Line Manual for guidance on these devices.

In conclusion, there are several effective methods for removing pavement markings, each of which can potentially result in damage to the existing pavement surface and traffic safety concerns. Careful inspection during construction is critical to minimizing these potential damage and safety concerns. If damage to the existing surface does occur, there are several repair options available as noted previously. Please contact the Pavement Services Unit for repair recommendations as needed.

Region Traffic, Project Delivery, and Construction Staff.