Abstract:
An apparatus and method to locate and mark the surface position of an underground utility while maneuvering along the path of the utility. The apparatus uses an underground utility detector that responds to the location of an underground utility to continually position a carriage proximate vertical of the utility. Marker systems are aligned with the carriage and apply either a unique paint symbol on pavement or a spike in the ground. The apparatus is configured to use an underground utility detector or positioning equipment that generate positional signals. The apparatus may be configured to mark utility positions at predetermined intervals and mark utility offset positions. The apparatus may be attached to a vehicle, towed by a vehicle, motorized or propelled by a person.

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
   This application claims priority from U.S. provisional, application Ser. No. 60/460,453 filed on Apr. 3, 2003, incorporated herein by reference. 

   STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT 
   Not Applicable 
   INCORPORATION-BY-REFERENCE OF MATERIAL SUBMITTED ON A COMPACT DISC 
   Not Applicable 
   BACKGROUND OF THE INVENTION 
   1. Field of the Invention 
   This invention pertains generally to an apparatus and method to locate and mark the location of an underground utility, and more particularly to an apparatus and method to locate and mark the location of an underground utility on pavement or on ground from a vehicle while in motion. 
   2. Description of Related Art 
   Conventional practice for locating an underground utility usually involves a manual technique where a technician carries a handheld sensor with audio feedback to determine the surface location of a particular utility. The technician then marks the location of the utility on the ground with aerosol paint, a flag or both. A specific color paint or flag usually denotes a specific utility. Often the technician writes graffiti-like with paint on the ground or pavement to denote the specific utility. The technician then walks along the general direction of the underground utility for a reasonable distance and repeats the locating and marking process. This manual locating and marking routine requires a knowledgeable operator who can interpret the positional audio signal of a utility detector and is physically capable of walking the utility route and applying aerosol paint and/or flags to the ground. For underground utilities that must be marked for an extended distance, such as along a road or right-of-way, this routine becomes laborious and time-consuming. The technician may also be exposed to moving traffic and other hazards during the routine. The manual locating and marking process is further hindered when adverse terrain and weather conditions are present. 
   More recent utility locating equipment may use ground penetrating radar, Radio Frequency (RF) marker systems or other electronic locator equipment to determine the utility location and then input the surface location into a Geographic Information System (GIS) using a positional location system such as a Global Positional System or GPS. If any excavation is contemplated, however, the technician would use the GIS information and a GPS receiver to locate the general area of the utility, and then use a hand held sensor to confirm the position on the ground and manually apply the paint or the flags. 
   There have been several devices designed to improve the manual utility marking process. For example, U.S. Pat. No. 5,918,565 teaches a flag carrier and paint application device that is carried by the technician to make it easier to apply paint or flags as markers. The technician must first locate the utility with a detector and then apply the markers by hand. U.S. Pat. No. 4,738,060 teaches a permanent spike and marker for locating an underground utility over ground. The technician must first locate the utility and then apply the spike marker by hand. Other hand deployed utility markers include those described in U.S. Pat. No. 5,056,454, U.S. Pat. No. 5,568,785 and U.S. Pat. No. 6,095,081. All of these devices require the technician to locate and mark the utility manually. 
   There are also a number of methods and detectors used to locate underground utilities. For example, U.S. Patent Application No. 2002/0130806 A1 teaches a method for detecting, mapping and locating underground utilities. It does not, however, teach any marking system. U.S. Pat. No. 6,462,696 teaches a man-portable radar system for locating underground utilities. This patent does not teach marking the utility position once it is located. U.S. Pat. No. 6,437,572 teaches a method and apparatus for locating utilities using an interactive RF system. This patent does not teach marking the utility position once it is located. U.S. Pat. No. 6,195,992 teaches a geologic data acquisition system that characterizes the subsurface geology for efficient operation of an excavator. It can also locate underground utilities. This patent discloses a vehicle-towed system to collect and process the subsurface data and the ability to adapt to a plurality of underground locator systems. The patent does not teach any surface marking device or method. 
   Another class of detection and marking devices are designed to discover and mark buried hazards such as radioactive deposits or land mines. These devices, however, are not for use with continuous linear underground utility systems. For example, U.S. Pat. No. 5,025,150 discloses a survey vehicle that detects radioactive sources in the ground and marks their location with a spot of paint. The apparatus described in that patent uses multiple detectors to locate individual radioactive sources in a target area and a paint applicator for each detector to mark the surface with a spot of paint. This device does not teach detecting or marking the position or path of an underground utility. U.S. Pat. No. 6,026,135 discloses a multi-sensor, vehicle-mounted land mine detector. This device is designed to detect and confirm a land mine location and then temporarily mark the location with a semi-solid gel. The device remains motionless while confirming and marking the location. This patent does not teach detecting or marking a linear underground utility system. 
   Other detection and marking devices are used to repaint traffic lines on roads and highways. For example, U.S. Pat. No. 5,169,262 discloses a traffic line repainting apparatus that attaches to a vehicle, optically detects old paint, and applies new paint to the same location. That device depends on an optical sensor to detect old paint. The patent does not teach applying a new mark, a unique mark or marking a non pavement surface. U.S. Pat. No. 5,203,923 shows a traffic line repainting apparatus that uses a paint detector and a paint applicator. That device repaints based on optical detection of previous paint on pavement and does not teach underground utility detection, unique symbol marking or use on a non-pavement surface. 
   Accordingly, there is a need for an apparatus and method that automates locating and marking underground utilities. The present invention satisfies those needs, as well as others, and overcomes deficiencies inherent in previously developed devices and methods for locating and marking underground utilities. 
   BRIEF SUMMARY OF THE INVENTION 
   The present invention pertains to an apparatus and method to locate and mark the surface position of an underground utility while maneuvering along the general path of the utility. The apparatus is configured to apply a unique paint symbol on pavement or place a spike in the ground. The apparatus may be configured to use any of a plurality of underground utility detectors or mapping systems that provide positional signals. The apparatus may be coupled to a vehicle, be self propelled or be propelled by a person. The type of underground utility that can be located and marked with the apparatus may include, but is not limited to, a pipeline, water line, gas line, steam line, sewer line, electric line, conduit, tracer line or communication line including fiber optic. Underground means the utility location is not apparent on the surface or during excavation and by way of example and not of limitation, may be located in the ground, in buried conduit, under pavement, embedded in pavement, under a railway, under a floor covering or embedded in a structure, floor or a slab. 
   According to an aspect of the invention, an apparatus for locating and marking an underground utility generally comprises: (1) a support structure in the form of a chassis, (2) a carriage moveably coupled to the chassis, (3) a carriage actuator that positions the carriage relative to the chassis in response to a positional signal, (4) a controller that receives positional signals from a detector and transmits control signals, (5) a detector that can determine the vertical surface position of an underground utility relative to the position of the carriage and transmit positional signals to the controller, and (6) a surface marking system aligned with the carriage and configured to mark the surface in response to control signals from the controller. According to another aspect of the present invention there is a painting system for marking pavement and/or a spike driver system for marking the ground. 
   By way of example, and not of limitation, in one embodiment the chassis is configured to be coupled to a vehicle or otherwise maneuvered over the general path of an underground utility. The carriage is coupled to the chassis so that it can move lateral to the direction of movement of the vehicle. The sensor of an underground utility detector is coupled to the carriage and configured to detect the vertical surface position of an underground utility. As the vehicle moves forward, the vertical surface position of the utility is continually updated through the detector to the controller which responds by signaling the carriage actuator to position the carriage vertically over the utility. The marking assemblies are configured to stay aligned with the carriage position. The controller signals the painting system to place a paint symbol on pavement or the spike driver system to drive a spike into the ground. 
   According to another aspect of the invention, a painting system for use with the locating apparatus generally comprises: (1) a painting support structure, (2) a paint application assembly, (3) a template in the form of a drum, (4) a surface contact wheel coupled to the template, and (5) an actuator that positions the support structure for marking. In this embodiment, a control signal from the controller initiates a marking cycle consisting essentially of positioning the painting support structure until the contact wheel is in contact with the surface, rotating the template drum near the surface, initiating the flow of paint downward while the template drum rotates beneath the flow of paint, and returning the support assembly to a neutral position when marking is complete. 
   According to a still further aspect of the invention, a spike driver system for use with the locating apparatus generally comprises: (1) a spike support structure, (2) a spike storage magazine, (3) a spike receiver coupled to the spike storage magazine, (4) a spike driver coupled to the spike receiver that drives a spike downward through the spike receiver and into the ground in response to signals from the controller, and, (5) an actuator that positions the spike receiver proximate to the ground. In this embodiment, a control signal from the controller initiates a marking cycle consisting essentially of positioning the spike receiver near the ground, driving a spike downward with the spike driver, then returning the spike receiver to a neutral position and loading another spike into the spike receiver. 
   According to a further aspect of the invention, the controller may also receive input from the operator through a control panel to set the marking parameters or initiate a marking cycle and the controller may transmit positional and operational status to a driver display to guide a driver over the utility path. It will be appreciated that the controller may also receive input from a vehicle odometer or GPS system to apply marks at predetermined intervals. It will be further appreciated that the controller may communicate with the control panel and driver display through a direct wired system or a wireless system. 
   In one embodiment, the present invention applies one mark at a time to identify the vertical surface position of a utility. It will be appreciated that in another embodiment of the invention, additional marks to denote offset positions of a utility location may be deployed simultaneously using paint symbols, continuous paint stripes, spikes or a combination. In an embodiment of the present invention, paint is applied through the template by activating an aerosol can of paint. It will be appreciated that a pressurized paint delivery system may also be used to apply paint through the template. It will be further appreciated that the invention may be configured so two or more utilities may be marked in succession using multiple symbol templates or multiple paint colors or multiple types of spikes. The present invention uses spikes with attached whiskers to mark the ground. It will be appreciated, however, that other types of spikes, flags or devices may be used to mark the ground including but not limited to standard nails, aluminum nails, stainless steel nails reflective head spikes, inscripted spikes, and spikes embedded with a memory chip, signal generator or transponder. It will also be appreciated that an embodiment of the invention may be implemented with no marking system wherein a mark is applied manually with reference to the carriage position. The present invention may also be implemented with only a paint marking system or with only a spike driver system or with another system for applying surface marks. It will be further appreciated that the present invention may apply other surface marks including but not limited to adhesive tape, expanding foam, adhesive road reflectors, chalk and lime. It will also be appreciated that the apparatus may be configured to come to a stop briefly to apply a mark. 
   In one embodiment, the present invention uses a radio frequency (RF) detector. A radio signal is placed on the utility line directly or on an adjacent tracer line. The sensor of the detector receives the RF signal and determines the position of the underground utility relative to the vertical surface position. It will be appreciated that other detectors such as ground penetrating radar, sonic detectors and electromagnetic detectors may be used with the present invention. It will also be appreciated that the present invention may be used with a combination mapping system and a global positioning system (GPS) receiver coupled to the carriage to provide positional signals to the controller. It will be further appreciated that the detector may be configured to locate two or more adjacent utilities in succession and while the apparatus is in motion. 
   In another embodiment, the utility detector sensor in the present invention is coupled to the carriage to provide positional feedback to the controller denoting the position of the carriage relative to the utility. It will be appreciated that a fixed sensor array that does not align with the carriage position may be used to provide positional signals to the controller to position the carriage. 
   In one embodiment, the present invention uses a carriage moving on a chassis to provide the lateral range and positioning of the marking systems. It will be appreciated that an articulating arm assembly may also be used to indicate the vertical position of an underground utility and provide the lateral motion and positioning of the marking systems relative to the chassis. Another embodiment of this invention replaces the carriage and carriage actuator with means to maneuver the chassis directly over the vertical surface position of the utility. 
   In still another embodiment, the carriage actuator of the present invention is powered hydraulically and uses a chain and gear assembly to position the carriage. It will be appreciated that a carriage actuator may also be powered pneumatically, kinetically through vehicle motion or electrically through motors. It will also be appreciated that a carriage actuator may position the carriage through a belt and pulley system, rack and pinion gear system or a jack screw and nut system. 
   In still another embodiment, the chassis of the present invention is configured to be coupled to a utility vehicle through a hitch coupling. It will be appreciated that the chassis may be coupled front, back or to the side of a vehicle, on a trailer or on a cart propelled by a person. It will be further appreciated that a chassis could extend to the side of a vehicle such as a utility vehicle or a rail road vehicle. It will also be appreciated that other vehicles may be used such as an all terrain vehicle, or the apparatus may be self-propelled. 
   An aspect of the invention is to locate and mark an underground utility precisely, quickly and cost-effectively while the invention is in motion. 
   Another aspect of the invention is to locate and mark an underground utility while operating a moving vehicle. 
   A further aspect of the invention is to mark the utility location on the ground with a spike. 
   A still further aspect of the invention is to quickly change between paint marking and spike marking as the surface over the utility changes. 
   Another aspect of the invention is to automate the process of detecting and marking the surface position of an underground utility. 
   A further aspect of the invention is to mark the location of a utility at predetermined intervals. 
   A still further aspect of the invention is to safely mark the surface position of an underground utility while subject to adverse weather, traffic hazards or adverse terrain. 
   Another aspect of the invention is to increase speed and distance for a person to locate and mark an underground utility. 
   A further aspect of the invention is to reduce vehicle driver fatigue and error by providing a utility marking system that automatically and accurately repositions the marking system while in motion. 
   A still further aspect of the invention is to accommodate any one of a plurality of underground utility detectors and positioning equipment including but not limited to RF detection, electromagnetic detection, ground penetrating radar, sonic detection and global positioning systems. 
   Another aspect of the invention is to apply unique paint symbols neatly on pavement to mark the surface location of a utility. 
   A still further aspect of the invention is to apply a different symbol for each different utility. 
   A further aspect of the invention is to mark an underground utility over long distances such as along roads, railroads and right of ways in a cost-effective manner. 
   Further aspects of the invention will be brought out in the following portions of the specification, wherein the detailed description is for the purpose of fully disclosing preferred embodiments of the invention without placing limitations thereon. 

   
     BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWING(S) 
     The invention will be more fully understood by reference to the following drawings which are for illustrative purposes only: 
       FIG. 1  is a top view of an embodiment of the apparatus of the present invention coupled to a vehicle shown in phantom and schematically illustrating an underground utility being located and marked with a paint symbol on pavement. 
       FIG. 2  is a side view of the apparatus shown in  FIG. 1  schematically illustrating an underground utility being located and marked with a spike. 
       FIG. 3  is a front view of a chassis assembly of the present invention. 
       FIG. 4  is a side view of the chassis assembly of  FIG. 3 . 
       FIG. 5  is a top view of an actuator assembly of the present invention. 
       FIG. 6  is a front view of the actuator assembly of  FIG. 5 . 
       FIG. 7  is a top view of a carriage assembly of the present invention. 
       FIG. 8  is a side view of the carriage assembly of  FIG. 7 . 
       FIG. 9  is a block diagram of a hydraulic system of the present invention. 
       FIG. 10  is an illustration of a control panel with a driver display panel according to an embodiment of the present invention. 
       FIG. 11  is a block diagram of a control system of the present invention. 
       FIG. 12  is a side view of a spike driver system according to the present invention. 
       FIG. 13  is a side view of a spike driving system according to the present invention shown in the ready position. 
       FIG. 14  is a side view of the spike driving system of  FIG. 13  shown driving a spike. 
       FIG. 15  is a side view of a spike magazine shown in the ready position. 
       FIG. 16  is a side view of the spike magazine of  FIG. 15  shown in the spike loading position. 
       FIG. 17  is a cross sectional view of a spike magazine according to the present invention shown holding a spike. 
       FIG. 18  is a cross sectional view of a loading tube according to the present invention showing the spike pusher rod. 
       FIG. 19  is an exploded side view of a preferred embodiment of a painting system according to the present invention. 
       FIG. 20  is an cutaway view of a kinetic actuated painting system using cans of marking paint according to the present invention shown in the ready position. 
       FIG. 21  is a cutaway of the kinetic actuated painting system of  FIG. 20  applying paint. 
       FIG. 22  is a side view of a painting system using cans of marking paint according to the present invention. 
       FIG. 23  is a side view of a painting system using an airless spray system as a paint source according to the present invention. 
       FIG. 24  is a top view of an embodiment of an arm support structure with a knee joint to support a painting system and a spike driver system according to the present invention. 
       FIG. 25  is a top view of an embodiment of a support structure with a primary arm to support a painting system and a secondary arm to support a spike driver system according to the present invention. 
       FIG. 26  is a top view of an embodiment of the invention with an articulating arm to support a paint system and a spike driver system. 
       FIG. 27  is a top view of a painting system configured for offset marking according to the present invention. 
       FIG. 28  is a flow chart illustrating a method for locating and marking an underground utility according to the present invention. 
   

   DETAILED DESCRIPTION OF THE INVENTION 
   Referring more specifically to the drawings, for illustrative purposes the present invention is embodied in the apparatus and method(s) generally shown in  FIG. 1  through  FIG. 28 . It will be appreciated that the apparatus may vary as to configuration and as to details of the parts, and that the method(s) may vary as to the specific steps and sequence, without departing from the basic concepts as disclosed herein. 
     FIG. 1  illustrates a utility marking situation in plan view where an underground utility  10  is to be located and its vertical location identified with a paint symbol  12  in preparation for work on or near roadway  14 . In a preferred embodiment, a utility marking and locating apparatus  20  according to the present invention is mounted on vehicle  22  to facilitate accurate and rapid marking of roadway pavement  14 . Note that details of power, hydraulic and control connections are omitted for clarity. Details of the individual assemblies will be shown in  FIG. 3  through  FIG. 27 . Note also that a typical utility vehicle  22  is illustrated but other vehicles such as all terrain vehicles or a trailer towed by a vehicle may be used in other embodiments of the present invention to support marking and locating apparatus  20 . 
   The utility locating and marking apparatus  20  generally comprises a chassis assembly  30  coupled to vehicle  22  with hitch coupling  32 , a carriage assembly  50  coupled to chassis assembly  30  through a carriage actuator assembly  100  that moves within chassis assembly  30  laterally relative to the motion of vehicle  22 , and a spike driver system  300  and a painting system  400  that are coupled to carriage assembly  50  and aligned so that a paint symbol  12  will be applied on the centerline of the position of carriage assembly  50 . 
   Carriage actuator assembly  50  is powered by a hydraulic system  150  with a hydraulic pump  152 , hydraulic motor  154  and hydraulic accumulator  156  shown mounted in vehicle  22 . A controller  200  is connected to a utility detector  202 , which is coupled to carriage assembly  50  by means of a utility detector mount  204  and continually transmits positional signals to controller  200 . A control panel  240  and a driver display  280  and are mounted in the cab of vehicle  22 . Driver display  280  assists the vehicle driver (not shown) in steering a path over underground utility  10 . Control panel  240  provides operational inputs to controller  200 . Also mounted in vehicle  22  is a power supply  206  which could be a generator, battery or power directly from the vehicle. 
   As vehicle  22  travels over the general path of underground utility  10 , utility detector  202  detects the relative position of underground utility  10  and signals the position to controller  200  which in turn signals carriage actuator assembly  100  to move carriage assembly  50 , with utility detector  202 , to a position vertical of underground utility  10 . As this signal-feedback loop repeats, carriage assembly  50  continually maintains a position vertical of underground utility  10  as vehicle  22  moves along the path of underground utility  10 . In response to operator settings on control panel  240 , painting system  400  operates to periodically place a paint symbol  12  on pavement  14 . This novel arrangement of using positional signals of a utility detector in a feedback loop to continually reposition the detector results in an automated utility locating process and provides accurate positioning of an automated utility marking system. Details of carriage assembly  50  are shown in  FIG. 7  and  FIG. 8 . Details of painting system  400  are shown in  FIG. 19  through  FIG. 23 . 
     FIG. 2  exemplifies a similar utility marking situation as in  FIG. 1  but where underground utility  10  is located and its vertical location identified with a spike  24  in ground  18  in preparation for excavation work. Marking and locating apparatus  20  is coupled to vehicle  22  with hitch coupling  32  the same as above in  FIG. 1 . Marking and locating apparatus  20  operates the same as in  FIG. 1  except that, in response to operator settings on control panel  240  (see  FIG. 10 ), spike driver system  300  periodically inserts a marking spike  24  into the ground  18  at a vertical position of underground utility  10 . Details of spike driver system  300  are shown in  FIG. 12  through  FIG. 18 . 
     FIG. 3  is a front view and  FIG. 4  is a side view of a preferred embodiment of chassis assembly  30  with carriage assembly  50  and carriage actuator assembly  100  omitted for clarity. In this embodiment, chassis body  34  is a U-shaped metal structure whose length is about the same as the width of vehicle  22  shown in  FIG. 1 . Chassis body  34  is configured with hitch coupling  32  to mount on the rear of a vehicle  22 , but may alternatively be mounted on the front or side of a vehicle or on a trailer. Mounted on the inside walls of chassis body  34  are front roller tracks  36  and rear roller tracks  38  that provide support for carriage assembly  50  (see  FIG. 8 ). Left bearing set  40  and right bearing set  42  are mounted near the left end and right end respectively of chassis body  34 . 
     FIG. 5  is a top view and  FIG. 6  is a front view of an embodiment of a carriage actuator assembly  100 . Control, hydraulic and power lines are omitted for clarity. A reversible hydraulic motor  120  is coupled to chassis body  34  with motor mount  122 . The shaft of motor  120  rotates lower motor drive sprocket  124 . Lower motor drive sprocket  124  rotates upper motor sprocket  128  through motor drive chain  130 . Motor housing  126  encloses motor  120  and associated moving parts. Right chain idler assembly  132  is supported in right bearing set  42 . Left chain drive assembly  134  is supported in left bearing set  40  and is coupled to upper motor sprocket  128 . Front drive chain  140  and rear drive chain  142  are configured as a continuous loop around right chain idler assembly  132  and left chain assembly  134 . Carriage body  52  (see  FIG. 7 ) couples with front chain  140  and rear chain  142  with chain pins  60 . As reversible motor  120  rotates, carriage body  52  moves left or right in chassis body  34 . Other actuator systems that translate rotational motion to linear motion may be used, including an electric powered chain drive assembly, a kinetic powered (for example, using a ground contact wheel) chain drive assembly, a hydraulic powered track gear and spur gear assembly, a pneumatic powered track gear and spur gear assembly, an electric powered track gear and spur gear assembly, a kinetic powered track gear and spur gear assembly, a hydraulic powered jack screw and nut assembly a pneumatic powered jack screw and nut assembly, an electric powered jack screw and nut assembly, and a kinetic powered jack screw and nut assembly. 
     FIG. 7  is a top view and  FIG. 8  is a side view of a carriage assembly  50 . Carriage body  52  is supported in front roller track  36  and rear roller track  38  (shown in  FIG. 4 ) by front roller bearings  56  and rear roller bearings  58 . Chain pins  60  are used to couple carriage body  52  to front drive chain  140  and rear drive chain  142  (shown in  FIG. 5 ), and also couple carriage top member  54  with carriage body  52 . Spike driver support  62  and painting system support  64  are coupled to carriage top member  54  to extend rearward relative to vehicle  22  (shown in  FIG. 1 ). Utility detector mount  204  supports utility detector  202  and is coupled to carriage top member  54  to extend rearward and generally on the centerline of carriage body  52  between spike driver support  62  and painting support  64 . 
     FIG. 9  is a schematic diagram of a preferred hydraulic system for the present invention. Components such as pressure regulators, filters, gauges, ball valves, safety valves and check valves normally associated with a hydraulic system which would readily be known to one of ordinary skill have been omitted for clarity. Hydraulic system  150  generally comprises a hydraulic pump  152 , a pump motor  154 , an accumulator  156  and a receiver  158 . Hydraulic motor  120  rotates to change position of carriage assembly  50  (see  FIG. 7 ) in response to hydraulic motor control valve  160  in further response from signals from controller  200  (see  FIG. 11 ). Painting system lift ram  632  (see  FIG. 25 ) is raised or lowered in response to signals from controller  200  to painting system lift ram control valve  162 . Spike driver system lift ram  636  (see  FIG. 25 ) is raised or lowered in response to signals from controller  200  to spike driver system lift ram control valve  164 . Spike driver ram  312  drives a spike  340  (see  FIG. 14 ) in response to a signal from controller  200  to spike ram solenoid valve  166 . The aforementioned functions may be accomplished in other embodiments of this invention with a pneumatic system or an electric system. The aforementioned functions may be adapted to other embodiments of the invention using hydraulic valves and hydraulic rams. 
     FIG. 10  is an illustration of a control panel  240  and a driver display  280  for the present invention. In alternative embodiments, these components may be combined into one system or may be combined with controller  200  (see  FIG. 11 ). Control panel assembly  240  is preferably placed in vehicle  22  (see  FIG. 1 ) to be accessible by an operator who may also be the driver of vehicle  22 . Control panel  240  generally has multiple components including an interval selector  242  which allows the operator to select the distance interval between application of a paint symbol (see  FIG. 1 ) or a spike in the ground (see  FIG. 2 ). Push switch  244 , lighted when on, turns the painting system  400  (see  FIG. 22  and  FIG. 23 ) on or off. Push switch  246 , lighted when on, turns the spike driver system  300  (see  FIG. 14 ) on or off. Push button  248  will cycle painting system  400  manually to apply a paint symbol and push button  250  will manually cycle spike driver system  300  and place a spike in the ground. Panel  252  presents status lights for the painting system  400  and panel  254  provides status lights for the spike driver system  300 . System status panel  256  presents the operational status of components of marking and locating apparatus  20  (see  FIG. 1 ) including the utility detector  202 , the hydraulic system  150  and the power source  206 . Rocker switch  258  will manually reposition carriage assembly  50  with carriage actuator assembly  100  (see  FIG. 1 ). Toggle switch  260  places the spike driver system  300  or painting system  400  in automatic or manual only mode. Toggle switch  262  allows the carriage actuator assembly  100  to operate in automatic or manual only mode. Switch  264  energizes apparatus  10  and associated systems. Button  266  is an emergency shutdown switch. Communication link  268  connects control panel assembly  240  to controller  200  (see  FIG. 11 ) and may be a wireless link. Other input components such as analog controls or digital keypads, and other status indicators such as gauges, digital readouts, lights and audio signals may be used in control panel  240  in other embodiments of this invention. Control panel  240  may be integrated with driver display  280  or controller  200 . 
   Driver display  280  is generally configured to be viewed by a driver of a vehicle  22  (see  FIG. 1 ). Carriage position panel  284  is generally a row of LED lights that represent the relative position of carriage assembly  50  within chassis assembly  100  (see  FIG. 1 ). The lights at the extreme left and right end may be a different color to represent that carriage  50  is at the left or right end of travel in chassis assembly  100 . A carriage motion indicator panel  286  generally indicates if carriage assembly  50  is in motion to the left or right. Paint system status panel  288  presents operational status of painting system  400  (see  FIG. 11 ). Spike driver system status panel  290  presents operational status of spike driver system  300  (see  FIG. 11 ). Driver display  280  communicates with control panel  240  and controller  200  through communication link  292 . Communication link  292  may also be a wireless link. 
     FIG. 11  is a schematic system block diagram to illustrate the control coordination for controller  200  of the present invention. Upon start up, controller  200  checks the operational status of each system including power supply  206 , carriage actuator assembly  100 , hydraulic system  150 , painting system  400 , spike driver system  300 , utility detector  202 , control panel  240  and driver display  280  (see  FIG. 1 ). Controller  200  continues to monitor operational status of these aforementioned systems during operation and presents the status to control panel  240  and driver display panel  280 . Controller  200  also determines apparatus operation mode and sequence in response to operator input to control panel  240 . 
   During operation, controller  200  receives positional signals from utility detector  202  and transmits positional signals to carriage actuator assembly  100  to continually position carriage assembly  50  proximate vertical of underground utility  10  and report carriage assembly  50  movement and position to driver display  280 . Controller  200  receives speed and distance input from vehicle  22  to calculate intervals for applying paint symbols or spikes. Controller  200  operates paint system  400  to apply a paint symbol through action of painting lift ram  632  and paint dispenser  500  (see  FIG. 1 ), or operates spike driver system  300  to insert a spike in the ground through action of spike lift ram  636  and spike driver  312  (see  FIG. 2 ). 
     FIG. 12  is a side view of a preferred embodiment of a spike driver system  300 . Control lines, hydraulic lines and valves have been omitted for clarity. Additional details are shown in  FIG. 13  through  FIG. 18 . Spike receiver  302  is the primary support member and has a cavity to accommodate spike swing arm  304  and couples with spike receiver cap  310 . Spike receiver cap  310  supports spike driver ram  312  and spike magazine tube  320 . Spike magazine tube  320  is a horizontal tube with a linear slot at the bottom that supports the heads of spikes  340 . Retaining rod  322  is welded in the top of the spike magazine tube  320  to keep the heads of spikes  340  from overlapping and supports loading tube  324 . Loading tube  324  is secured on retaining rod  322  by retaining spring  334  and retaining pin  336  (see  FIG. 15 ). At the loading end of spike magazine  320 , backing plate  326  is welded to magazine tube  320  to facilitate loading with spikes  340 .  FIG. 15  through  FIG. 18  provide details of the loading end of magazine tube  320 . 
     FIG. 13  is a detail of the spike driver assembly  300  in the ready position. Spike driver ram  312  is mounted in spike receiver cap  310 . Spike receiver cap  310  supports spike magazine  320  and is mounted on top of spike receiver  302 . Spike receiver  302 , shown cutaway for clarity, is configured with a cavity to accommodate spike swing arm  304  and spike  340 . Spike swing arm  304  is mounted on spike swing arm pin  306  and is held in a horizontal position by swing arm spring  308  (not shown). Spike swing arm  304  is bifurcated and supports the head of spike  340 . 
     FIG. 14  is a detail of the spike driver assembly  300  driving a spike  340 . Controller  200  opens hydraulic valve  166  (see  FIG. 9 ) to drive spike driver ram  312  downward. Spike driver ram  312  pushes past swing arm  304  and drives spike  340  out of receiver  302  and into the ground. When spike driver ram  312  returns to the ready position, swing arm  304  returns to a horizontal position and receives the next spike  340  from magazine tube  320 . 
     FIG. 15  through  FIG. 18  are illustrations of the loading end of spike magazine tube  320 .  FIG. 15  shows magazine tube  320  in the ready position. Spike pusher rod spring  328  presses spike pusher rod  330  against the head of spike  340 . When the front spike  340  is driven out of spike receiver  310  as shown in  FIG. 14 , the next spike  340  is moved into spike receiver  310  and seated on spike swing arm  312  by action of spike pusher rod spring  328  and spike pusher rod  330  as shown in  FIG. 13 . 
     FIG. 16  is a detail of magazine tube  320  with spike magazine loading tube  324  in the loading position. Spike pusher rod  330  is pulled back into spike magazine loading tube  324  and past spike magazine backing plate  326 . Spike magazine loading tube  324  is rotated past 90 degrees around spike retainer rod  322  on spike magazine loading tube bushing  332  and away from the bottom of spike magazine tube  322 . Spike magazine loading tube  324  is retained on spike retainer rod  322  by retaining spring  334  and retaining pin  336 . Spike pusher rod  330  is retained in spike magazine loading tube  324  by backing plate  326 . Spike  340  is inserted in magazine tube  320  at backing plate  326 . Spike magazine loading tube  324  is then returned to the ready position illustrated in  FIG. 15 . 
     FIG. 17  shows a cross section of magazine tube  320  with spike retaining rod  322  positioned to keep the head of spike  340  in the bottom of magazine tube  320  and to prevent the heads of spikes  340  from overlapping. 
     FIG. 18  shows a cross section of magazine loading tube  324  with spike pusher rod  330  riding beneath spike magazine loading tube bushing  332  and spike retaining rod  322 . 
     FIG. 19  is an exploded detail view of a preferred embodiment of painting system  400 . Painting system support shaft  430  is coupled to painting system support arm  410  and supports wheel bearing  442 . Contact wheel hub  440  rotates on wheel bearing  442  and around shaft  430 . Contact wheel rim  444  and contact wheel tire  446  are coupled to the outer surface of contact wheel hoop  448  as an assembly which is coupled to contact wheel hub  440 . Drum assembly  450  is coupled to contact wheel hoop  448  with drum tabs  452 . Utility symbol cutout  454  is cut in drum assembly  450 . Painting control bar  460  supports contact wheel control bracket  462  where contact wheel sensors  220  signal controller  200  (see  FIG. 11 ) the position of contact wheel markers  222 . Painting control bar  460  also supports painting control bracket  464  that supports a painting dispenser ( FIG. 22  and  FIG. 23 ) and painting system control wires (not shown). 
     FIG. 20  is a cross section view of a preferred embodiment of a kinetic actuated paint dispenser mechanism  500  associated with painting system  400 , which uses aerosol paint cans. Paint dispenser mechanism  500  is shown in the ready position in  FIG. 20 . Contact wheel hub  440  is supported on painting support shaft  430  on wheel bearing  442 . Contact wheel rim  444  and contact wheel tire  446  are coupled to the outer surface of contact wheel hoop  448  as an assembly which is coupled to contact wheel hub  440 . Drum assembly  450  is coupled to contact wheel hoop  448  with drum tabs  452 . Utility symbol cutout  454  is cut in drum assembly  450 . Counterweight  510  is mounted inside drum assembly  450  and opposite utility symbol cutout  454 . Drum cam  512  is mounted inside the hub of drum assembly  450  and approximately adjacent to counterweight  510 . When contact wheel tire  446  is not in contact with pavement  14 , counterweight  510  rotates paint drum assembly  450  until it rests at the bottom of paint drum assembly  450  and drum cam  512  is not in contact with cam follower  514 . Trigger support plate  520  is mounted to painting support shaft  430  with flange  522 . Paint nozzle trigger bar  524  is configured to rest beside the nozzle  526  of paint can  528  when drum cam  512  is not in contact with cam follower  514 . Paint can holder backing plate  530  is coupled to trigger support plate  520  at paint support hinge  532  and configured to tilt outward when drum cam  512  contacts cam follower  514 . Aerosol paint can  528  is secured in paint can holder  534  with paint can retainer clip  536 . Paint support spring  538  keeps paint can holder backing plate  530  upright in the ready position. 
     FIG. 21  is a cross section view of the paint dispenser in  FIG. 20  shown in the painting position. Support shaft  430  is lowered until contact wheel tire  446  contacts pavement  14 , and rotates paint drum assembly  450  around support shaft  430  on wheel bearing  442 . Drum cam  512  rotates and contacts cam follower  514  and tilts paint can holder backing plate  530  outward. Paint can nozzle  526  presses against paint can nozzle trigger bar  524  and discharges paint  540  downward and through utility symbol cutout  454  onto pavement  14 . When support shaft  430  is raised and contact wheel tire  446  is no longer in contact with pavement  14 , counterweight  510  rotates to the bottom of drum assembly  450  which disengages cam follower  514  from drum cam  512 . Paint support spring  538  returns paint can holder backing plate  530  upright and disengages paint nozzle  526  from paint nozzle trigger rod  524  as shown in  FIG. 20 . 
     FIG. 22  is a side view of another embodiment of paint dispenser  500  using aerosol paint cans  528  as a paint source. The paint can holder plate  542  is supported inside template drum  450  by painting control bar  460  and painting control bracket  464 . Paint cans  528  are mounted in paint can holder  534  with paint nozzle  526  pointing downward and are retained with paint can retaining clips  544 . Paint nozzle trigger  546  is positioned next to paint nozzle  526 . When painting a symbol is desired, controller  200  (see  FIG. 11 ) positions painting assembly  400  until contact wheel  446  contacts pavement and utility symbol cutout  454  is adjacent to pavement  14 . Controller  200  then activates solenoid  548  through control wire  224 . Solenoid  548  moves paint nozzle trigger  546  to press against paint nozzle  526  initiating an aerosol flow of paint  540  down through utility symbol cutout  454  in drum assembly  450  and onto pavement  14 . 
     FIG. 23  is an elevation view of another embodiment of a painting dispenser  500  using an airless paint system (not shown), supported in vehicle  22  (see  FIG. 1 ) that flows paint through paint hose  550  to solenoid valve  552 . Airless paint nozzles  554  are mounted on airless paint nozzle bracket  556  which is supported in drum  450  by painting control bar  460  and painting control bracket  464 . When painting a symbol is desired, controller  200  (see  FIG. 11 ) positions painting assembly  400  until contact wheel  446  contacts pavement and utility symbol cutout  454  is in position, then activates solenoid valve  552  through control wire  226 . Paint  558  dispenses downward through paint nozzles  554  and through utility symbol cutout  454  in drum assembly  450  and onto pavement  14 . 
     FIG. 24  is a top view of a preferred embodiment of the present invention showing a two-part arm support system for a spike driver system  300  and a painting system  400 . Main support arm  610  is attached to carriage top member  54  through support mount  66 . Secondary support arm  614  is connected to main support arm  610  at pivot pin  616  to form a knee joint  618  where secondary support arm  614  flexes upward relative to main support arm  610 . Spring  620  is attached below pivot pin  616 . Spike driver system  300  (see  FIG. 12 ) is attached to secondary arm  614  adjacent to knee joint  618 . Paint system  400  (see  FIG. 19 ) is attached to the end of secondary support arm  614  through support shaft  430 . Spike driver system  300  and painting system  400  are configured to align with the position of utility detector  202 . Main lift ram  612  raises or lowers main support arm  610  in response to signals from controller  200  (see  FIG. 11 ). In ready position, main support lift ram  612  positions paint spike system  300  and paint system  400  above pavement and ground. When painting a symbol is desired, main support arm  610  is lowered until contact wheel tire  446  contacts pavement (see  FIG. 21 ). Knee joint  618  remains in a straight configuration. Contact wheel tire  446  rotates drum  450  with utility symbol cutout  454 . A paint dispenser  500  (see  FIG. 20  through  FIG. 23 ) is mounted inside template drum  450  and supported by painting control bar  460  and painting control bracket  464 . Controller  200  signals paint dispenser  500  to dispense paint downward when utility symbol, cutout  454  is at the bottom of the rotation of drum assembly  450 . When a utility symbol has been painted, controller  200  signals paint dispenser  500  to stop dispensing paint and signals main support lift ram  612  to return to the ready position. When a spike in the ground is desired, main support arm  610  is lowered by main support ram  612  until contact wheel tire  446  contacts ground. Main support arm  610  is further lowered causing knee joint  618  to flex at knee pin  616  toward the ground and lowers spike driver assembly  300  near the ground where a spike is driven into the ground (see  FIG. 14 ). When main support arm  610  is raised to a ready position by main support ram  612 , knee joint  618  return to a straight configuration through the weight of painting system  400  and the contraction of spring  620 . 
     FIG. 25  illustrates another embodiment of a support system of the present invention. Primary support arm  630  is attached at the first end to carriage top member  54  through primary support mount  68 . Primary lift ram  632  raises or lowers primary support arm  630  in response to signals from controller  200  (see  FIG. 11 ). Painting system support shaft  430  is connected to the second end of primary support arm  630  and supports the painting system  400  and spike driver support arm  634 . Spike driver support arm  634  is supported on painting system support shaft  430  at the first end, and supports spike driver system  300  at the second end. Spike driver lift ram  636  is connected to primary support arm  630  and spike driver support arm  634  and raises or lowers spike driver support arm  634  in response to signals from controller  200 . Spike driver system  300  and painting system  400  are configured to align with the position of utility detector  202 . In painting mode, primary support arm  630  is lowered by primary lift ram  632  until contact wheel tire  446  contacts pavement. Contact wheel tire  446  rotates drum assembly  450  and paint is dispensed downward through utility symbol cutout  454 . A paint dispenser  500  (see  FIG. 20  through  FIG. 23 ) is supported in drum  450  by painting control bar  460  and painting control bracket  464 . In spike driver mode, primary support arm  630  is lowered by primary lift ram  632  until contact wheel tire  409  contacts ground. Spike driver lift ram  636  lowers spike driver support arm  634  until spike driver system  300  is near the ground and controller  200  (see  FIG. 11 ) signals spike driver ram  312  to place a spike in the ground. Primary support arm  630  and spike driver arm  634  are then raised to the ready position. 
     FIG. 26  is a top view of an alternate embodiment of the present invention with an articulating support structure. Support platform  640  is attached to vehicle  22 . Articulating arm  642  is attached pivotally to support platform  28  and is positioned by articulating arm ram  644 . Guide arm  646  is attached pivotally to platform  640  and is used to keep support beam  648  parallel to support platform  640 . Utility detector mount  650  supports utility detector  202  and is mounted on support beam  648 . Spike driver system  300  is aligned with utility detector  202  and coupled to support beam  648  with alternate spike driver support arm  650  and is positioned with alternate spike driver ram  652 . Painting system  400  is aligned with utility detector  202  and coupled to alternate paint support arm  654  through support shaft  430  which is coupled to support beam  648  and positioned with alternate paint support ram  656 . Signals from utility detector  202  through controller  200  (see  FIG. 11 ) position support beam  648  over underground utility  10  through articulating arm ram  644 . When painting is desired, controller  200  signals alternate paint support ram  656  to lower-alternate paint support arm  654  until contact wheel tire  446  contacts pavement  14 . A paint dispenser  500  (see  FIG. 20  through  FIG. 23 ) within drum assembly  450  dispenses paint downward through utility symbol cutout  454  as drum assembly  450  rotates. Alternate paint support ram  656  then returns alternate paint support arm  654  to a ready position. When placing a spike is desired, controller  200  signals alternate spike driver ram  652  to lower alternate spike driver support arm  650  and then signals spike driver ram  312  to drive a spike in the ground. Spike driver ram  652  then returns alternate spike driver support arm  650  to a ready position. 
     FIG. 27  is another embodiment of a painting system configured to a utility symbol with additional offset marks to guide excavation crews. Details of a support structure have been omitted for clarity. First end of offset support arm  660  (not shown) is connected to a carriage assembly as shown in  FIG. 25 . Second end of support arm  660  supports offset support shaft  432 . Painting assembly  400  is mounted on offset support shaft  432  and aligned with utility detector  202  as shown in  FIG. 25 . Two additional painting assemblies,  402  and  404 , are mounted on offset support shaft  432  outboard of painting system  400 . Outboard painting system drum assemblies  450  have offset template cutout  456 . When painting is desired, support arm  660  is lowered as described in  FIG. 25 . Contact wheel tires  446  on painting assemblies  400 ,  402  and  404  contact pavement  14 . All three drum template assemblies  450  rotate around offset support shaft  432  resulting in a utility mark  12  vertical of underground utility  10  and two outboard offset marks  16  on pavement  14 . Painting control bar  460  and painting control brackets  464  support paint dispensers  500  and control wires as shown in  FIG. 20  through  FIG. 23 . 
     FIG. 28  shows a flow chart  600  of a method to locate and mark the surface position of an underground utility using an embodiment of the present invention. Initially in step  602 , an apparatus for locating and marking an underground utility is provided. Said apparatus generally comprises a chassis, a carriage, a carriage actuator, a utility detector, a controller, a paint marking means and a spike driver means as illustrated in  FIG. 1  through  FIG. 27 . Step  604  comprises maneuvering said apparatus along the general path of an underground utility where marking the surface position of an underground utility is desired. In step  606 , an underground utility detector locates an underground utility and transmits positional signals to said controller. In step  608 , said carriage is positioned proximate vertical of the underground utility location in response to positional signals from said controller through said carriage actuator. As the position of said carriage changes, positional signals from said underground utility detector change providing a continuing positioning of said carriage proximate vertical of an underground utility. In step  610 , said paint marking system, aligned with the position of said carriage, applies a paint symbol on pavement to mark the proximate vertical position of an underground utility. Alternatively in step  612 , said spike driver system, aligned with the position of said carriage, inserts a spike in ground to mark the proximate vertical position of an underground utility. After a mark has been applied, said apparatus continues to maneuver along a path of an underground utility, step  604 , to repeat the marking process. 
   Although the description above contains many details, these should not be construed as limiting the scope of the invention but as merely providing illustrations of some of the presently preferred embodiments of this invention. Therefore, it will be appreciated that the scope of the present invention fully encompasses other embodiments which may become obvious to those skilled in the art, and that the scope of the present invention is accordingly to be limited by nothing other than the appended claims, in which reference to an element in the singular is not intended to mean “one and only one” unless explicitly so stated, but rather “one or more.” All structural, chemical, and functional equivalents to the elements of the above-described preferred embodiment that are known to those of ordinary skill in the art are expressly incorporated herein by reference and are intended to be encompassed by the present claims. Moreover, it is not necessary for a device or method to address each and every problem sought to be solved by the present invention, for it to be encompassed by the present claims. Furthermore, no element, component, or method step in the present disclosure is intended to be dedicated to the public regardless of whether the element, component, or method step is explicitly recited in the claims. No claim element herein is to be construed under the provisions of 35 U.S.C.112, sixth paragraph, unless the element is expressly recited using the phrase “means for.”