maintenance quality assurance program manual - … · maintenance quality assurance program manual...

Maintenance Quality Assurance

Program Manual

Kansas Department of Transportation Bureau of Construction and Maintenance

2007

i

Acknowledgements

The Kansas Department of Transportation would like to acknowledge the following personnel for their contributions to the development and implementation of this Maintenance Quality Assurance (QA) Program: ♦ Marshall Stivers (of Eres Consultants, Inc.) – who established the framework for

developing Maintenance Quality Assurance Programs in NCHRP Report 14-22 and kicked off KDOT’s initial effort, in October 1998, by providing a six-hour class on the concepts to maintenance supervisors.

♦ Bob Kardian (Virginia DOT) – who provided valuable information, related to the development of the Virginia DOT Maintenance QA Program, that assisted in the KDOT development effort.

♦ Jong-I-Perng (KDOT Bureau of Materials and Research) – who provided statistical information and assistance for the Maintenance QA Program development.

♦ Ron Balsters (KDOT Bureau of Transportation Planning) – who provided the CANSYS database information that was used to generate randomly selected sample sites for inspection.

♦ Tom Brewer and Mark Reddy (KDOT Bureau of Computer Services) – who provided the programming effort to generate randomly selected sample sites for inspection, to enter the inspection data, and to perform the calculations for Maintenance Rating values.

♦ The Maintenance Quality Assurance Committee (listed below) – whose professionalism, extensive technical expertise, numerous years of experience, candor, and genuine commitment to the Maintenance QA Program were critical to the development and implementation effort.

Original Maintenance Quality Assurance Committee

Clay Adams, District Maintenance Engineer, District One Jim Williams, Area Superintendent, District One, Osage City Peter Wiehe, Area Supervisor, District One, Kansas City Ken Shivers, Area Superintendent, District Two, Clay Center Kevin Jirak, Area Supervisor, District Two, Marion Doug Driggs, Area Superintendent, District Three, Phillipsburg Marvin Withington, Area Superintendent, District Three, Atwood (now retired) Wesley Roecker, District Superintendent, District Four (now retired) Doug Vogel, District Superintendent, District Four Charles E. Mills, Area Supervisor, District Four, Pittsburg (now retired) Leon Cziske, District Superintendent, District Five (now retired) Donald Brittain, District Superintendent, District Five Steve Smith, Area Superintendent, District Five, Great Bend (now retired) John Clayton, Area Superintendent, District Five, Great Bend Mike Pittman, Construction/Materials Engineer, District Six, Dodge City Ron Munyan, Sub-Area Supervisor, District Six, Garden City Chuck Oldaker, Area Engineer, District Six, Ulysses Janis Rowland, MMS Coordinator, Bureau of Construction and Maintenance (now retired) Chuck Protasio, IMMS Engineer, Bureau of Construction and Maintenance

ii

Table of Contents Acknowledgement............................................................................. i Overview of the Maintenance Quality Assurance Program.......... 1

Purpose........................................................................................................................................ 1 Rationale ...................................................................................................................................... 1 Concept........................................................................................................................................ 1 Intended Users............................................................................................................................. 1 Sample Segment Length ............................................................................................................. 1 Exclusions to the Population of Sample Segments ..................................................................... 1 Stratification ................................................................................................................................. 2 Maintenance Categories .............................................................................................................. 2 Rating Elements........................................................................................................................... 2 Maintenance Rating Criteria ........................................................................................................ 4 Target Maintenance Rating Values ............................................................................................. 4 Simple Illustration Using Maintenance Rating Values as a Management Tool ................................................................................................................ 4 Comparison Charts ...................................................................................................................... 6

Maintenance Rating Criteria Summary Forms............................... 7 Maintenance Rating Criteria ............................................................ 9

Travelway..................................................................................................................................... 9 Flexible Pavement................................................................................................................................... 9 Rigid Pavement..................................................................................................................................... 11

Shoulders ................................................................................................................................... 14 Paved Shoulders................................................................................................................................... 14 Unpaved Shoulders............................................................................................................................... 17

Roadside .................................................................................................................................... 18 Drainage..................................................................................................................................... 22 Traffic Guidance......................................................................................................................... 25

Evaluation Procedures................................................................... 30 Survey Frequency...................................................................................................................... 30 Choosing the Segments............................................................................................................. 30 Field Inspections ........................................................................................................................ 30 Upon Completion ....................................................................................................................... 30 Analysis of the Data ................................................................................................................... 30

Maintenance Quality Assurance Inspection Form ...................... 30 Purpose...................................................................................................................................... 30 Inspection Form Heading........................................................................................................... 30 Categories & Rating Elements................................................................................................... 31 Inspection Results...................................................................................................................... 31 Comments.................................................................................................................................. 31 Unusual Conditions.................................................................................................................... 31

Inspection of Divided Road ........................................................... 31 Two Separate Samples.............................................................................................................. 31

Shoulder/No Shoulder Guidance .................................................. 32 Handling of Unusual Inspection Occurrences............................. 32

Sample Under Construction....................................................................................................... 32 Sample on Bridge ...................................................................................................................... 32 Sample with Both Rigid Pavement & Flexible Pavement .......................................................... 32 Sample with Intersections & Adjacent Ramps........................................................................... 32 Variances in Urban Undivided Roads....................................................................................... 32

iii

Table of Contents

Sample with Paved Median Crossover or Mailbox Turnout....................................................... 32 Sample with Composite Shoulder.............................................................................................. 33 Sample with One Paved Shoulder & Unpaved Shoulder .......................................................... 33 Sample is Connecting Link ........................................................................................................ 33 Sample overlaps Subarea, Area, or District Boundaries ........................................................... 33 KDOT forces performing maintenance actions.......................................................................... 33 Raised Medians ......................................................................................................................... 33 Urban Areas............................................................................................................................... 33 Sample in Another District ......................................................................................................... 33 Right-of-Way Diagram Associated with Ramps......................................................................... 34

KDOT Maintenance Quality Assurance Inspection Form ........... 35 Inspection Team & Equipment ...................................................... 37

Inspection Team Organization & Responsibilities ..................................................................... 37 Equipment & Supplies................................................................................................................ 37

Maintenance Rating Calculations ................................................. 39 Scope ......................................................................................................................................... 39 MR Value for a Specific Sample Segment................................................................................. 39 Calculating the Rating Element Maintenance Rating ................................................................ 39 Calculating the Maintenance Category Maintenance Rating..................................................... 39 Adjusted Travelway Value ......................................................................................................... 41 Calculating the Overall Maintenance Rating.............................................................................. 41

MR Reports ..................................................................................... 42 Maintenance Rating Reports ..................................................................................................... 42

Statistics ......................................................................................... 43 Sample Size Formula................................................................................................................. 43 Current Sampling Effort ............................................................................................................. 43 Expected Failure Rate ............................................................................................................... 43

Definitions....................................................................................... 44 Bibliography ................................................................................... 49 Traffic Guidance Signs .................................................................. 51

1

Overview of the Maintenance Quality Assurance Program

Purpose. The purpose of this manual is to outline KDOT’s Maintenance Quality Assurance Program. The Maintenance Quality Assurance Program is a management tool to help maintenance managers to identify and prioritize maintenance needs. This management tool will also assist maintenance managers in prioritizing maintenance projects and resources (personnel, equipment, materials, and funding) as part of an annual, quarterly, or monthly planning process. Rationale. The reasons for implementing the Maintenance Quality Assurance (MQA) Program are as follows:

♦ The Maintenance QA Program is consistent with the KDOT Strategic Management Plan, which emphasizes customer service, quality, and the need to measure performance.

♦ The Maintenance QA Program provides a means of measuring the value or results of

KDOT’s maintenance efforts on the overall highway level of service.

♦ In its implementation, the Maintenance QA Program contributes to “doing the right thing at the right time at the right location at the right cost” to satisfy the traveling public’s needs (as identified in External Customer Surveys) and KDOT’s mission.

♦ The Maintenance QA Program assists in identifying maintenance needs and prioritizing

KDOT’s maintenance efforts and the related resources. Concept. The Maintenance Quality Assurance Program involves a physical inspection of randomly selected 0.1-mile sample segments using identified Maintenance Rating (MR) criteria for highway rating elements. Rating elements are specific components of the highway, such as regulatory and warning signs, or specific conditions in the highway system, such as cracking or rutting. Based upon the inspection results, the Maintenance Rating values for the Kansas highway system at various organizational levels (State, District, Area, or SubArea) are calculated. For planning purposes and prioritizing projects and resources, the resulting MR values are then compared to target MR values. Over time, this program also provides a process for assessing maintenance efforts statewide, and considering maintenance consistency over the entire system as well as any special needs due to local conditions. Intended Users. The primary users of this manual are as follows:

♦ Maintenance QA inspectors, who will determine the pass/fail condition assessment of 0.1-mile sample segments based upon the MR criteria.

♦ Maintenance managers, who will use the results of the Maintenance QA Program as a

management tool to identify maintenance needs to prioritize maintenance projects and resources.

Sample Segment Length. The sample segment length of 0.1-mile was chosen to allow the Maintenance QA inspection teams to walk the sample segments and thus improve the accuracy of the collected inspection data. Exclusions to the Population of Sample Segments. The following are excluded from the population of sample segments in the Maintenance QA Program:

Turnpike Bridges Frontage roads Ramps Segments under construction (“construction signs are up”) City connecting links maintained by cities

2

Auxiliary lanes (as part of the travelway), side roads and entrances (as part of the roadside), and spur routes are part of the Maintenance QA Program.

Stratification. The stratification represents the management focus of the Maintenance QA Program. Analysis of the Maintenance Rating and the resulting management decisions involve grouping of roads by type and/or jurisdiction. The Maintenance QA Program for KDOT primarily divides the total roadway segment population into the following jurisdiction subgroups for MR analysis:

♦ Maintenance Areas within Districts. ♦ Maintenance SubAreas within Maintenance Areas.

The MQA program uses 30 randomly selected samples per SubArea (which generates 90-180 samples per Area – depending upon the specific Area).

Maintenance Categories. Maintenance categories represent a grouping of highway rating elements and maintenance activities into like categories for the purpose of evaluating maintenance quality. For instance, pavement striping, pavement markers, signs, guardrails, etc. are highway rating elements that can be grouped under the “Traffic Guidance” maintenance category. Various KDOT maintenance activities, such as “511 – Signs & Markers”, “512 - Striping”, “514 – Longitudinal Barriers”, etc.) fall under this “Traffic Guidance” umbrella. Weighting factors reflect the relative importance, as determined by KDOT management, of the maintenance categories in computing an overall Maintenance Rating (MR) value.

The five (5) maintenance categories for the KDOT Maintenance QA Program and their respective weighting factors are as follows: Weighting Factor

♦ Travelway 0.29 ♦ Traffic Guidance 0.27 ♦ Shoulders 0.19 ♦ Drainage 0.14 ♦ Roadside 0.11

1.00 Snow and ice removal, which has its own separate QA initiative, is not a part of this Maintenance QA Program. Bridges, which have their own inspection program, are also not part of this Maintenance QA Program.

Rating Elements. A rating element for a maintenance category is a specific component of the highway system, such as warning & regulatory signs, guardrails, pavement markings & striping, culverts & pipes, etc. A rating element for a maintenance category can also be a specific condition of the highway system, such as potholes, cracking, or rutting in the travelway. Weighting factors ranging from 5 to 9 reflect the relative importance, as determined by KDOT management, of the individual rating element that comprises a maintenance category. These weighting factors are used in the computation of a Maintenance Rating (MR) value for a Maintenance Category. The greater the weighting factor value is, the more effect the rating element has on the calculated Maintenance Rating value. The rating elements for the five maintenance categories and their respective weighting factors are as follows:

3

Weighting Travelway Rating Elements Factor

Flexible Pavement Potholes 9 Cracking 8 Rutting 8 Deformations (shoving, bumps, & depression) 7

Rigid Pavement Potholes/Spalling 9 Cracking 8 Faulting 7 Joint Sealant (excludes travelway-shoulder 8

longitudinal joint) Shoulders Rating Elements

Paved Shoulders Joint Separation (includes travelway-shoulder 8 longitudinal joint)

Cracking (cracks & transverse joints) 7 Drop-Off/Build-Up 8

Deformations (potholes, rutting, bumps, 7 shoving, faulting, etc.)

Unpaved Shoulders Edge Ruts 9 Drainage (slope, erosion, & distortions) 7

Vegetation 6

Roadside Rating Elements Vegetation & Weed Control 7 Litter/Debris 5 Fencing 5 Brush/Tree Control 5 Slope Erosion 7 Side Roads & Entrances 8

Drainage Rating Elements Curb & Gutter 7

Ditch 7 Erosion Control Devices 7 Culverts & Pipes (excludes serial numbered 8 structures) Edge & Under Drains 7 Inlets 7

Traffic Guidance Rating Elements

Warning & Regulatory Signs (to include Object 9 Markers)

All Other Signs & Markers (Guide Signs & 7 Delineators) Guardrail/Attenuators/Barriers 8 Pavement Markings & Striping 8

4

Maintenance Rating Criteria. The Maintenance Rating criteria for the Maintenance Quality Assurance Program reflects the maintenance condition goals for the various rating elements. Management recognizes that resources do not always permit all goals to be met at all times. Although overall maintenance needs must ultimately dictate where dollars and manpower will be directed, these MR criteria provide important information in this decision-making process. Field inspections of the rating elements along randomly selected road segments are conducted to determine whether the condition goals for the rating elements are being met. Based upon these field inspections, each rating element is given one of the following evaluations:

♦ Pass - The rating element receives a “1” if the rating element meets the associated MR criteria.

♦ Fail – The rating element receives a “0” if the rating element does not meet the

associated MR criteria.

♦ Not Applicable - A third rating, “N/A” (Not Applicable), for a rating element is used when a man-made structure or rating element does not exist along the inspection segment. For instance, if guardrail, attenuators, and barriers are not used within a given inspection segment, a “N/A” rating would be assigned to that rating element.

However, if there are no travelway potholes within a given inspection segment, a pass rating (“1”) and not a “N/A” rating would be assigned – because the potential for potholes (not a man-made structure) to be present exists. If there is no travelway or shoulder cracking within a given inspection, a pass rating (“1”) would be assigned – because the potential for cracking to be present exists.

The Maintenance Rating criteria for the Maintenance QA Program are summarized starting on page seven.

Target Maintenance Rating Values. Statewide/district target Maintenance Rating (MR) values have been established for the maintenance QA Program. These statewide/district target MR values are a goal towards which maintenance efforts should be directed absent special circumstances which may dictate other priorities. The statewide/district target MR values are as follows:

Travelway - MR 90 Traffic Guidance - MR 90 Shoulders – MR 90 Roadside – MR 85 Drainage – MR 85

Additionally, within categories there are target Maintenance Ratings. For the Travelway, Traffic Guidance, and Shoulders maintenance categories, the target for individual rating elements is a MR value of 80 or above. For the Roadside and Drainage maintenance categories, the target Maintenance Rating for individual rating elements is a MR value of 75 or above.

Simple Illustration of Using Maintenance Rating Values as a Management Tool. Randomly selected 0.1-mile sample segments have been inspected using identified Maintenance Rating (MR) criteria for highway rating elements. The MR values for the Kansas roads are then calculated at the State, District, Maintenance Area, and Maintenance SubArea level. For planning purposes, identifying maintenance needs, and prioritizing projects and resources, the resulting MR values are then compared to a desired or target MR values. As a simple illustration, consider the MR results of the roads of a District as shown below. The statewide/district target MR value for “Traffic Guidance” is a 90. The actual district MR value for this maintenance category is an 83. The statewide/district target MR value for “Drainage” is

5

an 85. The actual district MR value for “Drainage” is a 72. The statewide/district target MR values were not met for these two maintenance categories. Depending on resources, these two maintenance categories may be targeted for more maintenance emphasis. Again depending on resources available, greater priority of maintenance effort, projects, resources, etc, should be applied to the Traffic Guidance and Drainage categories.

Focusing on just the “Traffic Guidance” maintenance category, the question now becomes whether there are rating elements within the Traffic Guidance maintenance category which need more maintenance attention, as resources allow. Consider the MR results associated with

“Traffic Guidance” as shown below. Looking at the MR values for each of the “Traffic Guidance” rating elements, one can immediately see that the MR of 83 for the traffic guidance category is attributable to low ratings for Warning/Regulatory Signs, All Other Signs and Guardrail categories. Moreover, each of these individual rating elements failed to achieve the minimum target MR value of 80 for individual rating elements. As a planning matter, the manager should assess how additional resources and effort can be applied in these areas to reach the target Maintenance Ratings. Such redistribution of resources must take into account the effect on other activities of redistributing resources.

District XXX - Overall MR 86

72

9590 85 83

0102030405060708090

100

Maintenance Categories

Cat

egor

y M

R V

alue

Travelway Shoulders Roadside Drainage Traffic Guidance

District XXXX Traffic Guidance - MR 83

66 6758

99

102030405060708090

100

Rating Elements

Elem

ent M

R

Warning/Regulatory Signs All Other SignsGuardrail/Attenuators/Barriers Pavement Markings & Striping

6

Comparison Charts. Charts comparing the MR results (for both maintenance categories and individual rating elements) over a number of QA inspection cycles at various levels (state, district, area, and subarea) are produced as part of the Maintenance QA Program. Continuing with the previous illustration, the maintenance manager should also look at the District History charts to see what long-term trends associated with “Drainage” and “Traffic Guidance”, if any, exist.

Category Maintenance Rating History - District X

Drainage Rating Element History - District X

9

Maintenance Rating Criteria for Travelway

Definition of Travelway. The Travelway is the portion of the roadway intended for the movement of vehicles, excluding shoulders. For undivided roads, there is a single travelway. For multi-lane, divided highways, there are two separate travelways (and thus 2 separate samples) – one in each direction of travel. Where applicable, for both asphalt and concrete roads, the travelway includes the entire 15-foot continuous pavement overlay or the entire 15-foot continuous concrete pour (not just the 12-foot travel lane). Auxiliary lanes (passing lanes, creeper lanes, turn bays/turn lanes, and acceleration/ deceleration lanes up to the gore point) are included in the definition of the travelway. Maintenance Rating Criteria for Travelway. The Travelway maintenance category includes MR criteria for both flexible pavements and rigid pavements. Asphalt over concrete is rated as flexible.

Flexible Pavement: Potholes

MR Criteria Description & Measurement

No pothole ≥ 36 in2 in area and 1-1/2 inches in depth.

Potholes are holes in the road surface that allow water to penetrate and undermine the underlying travelway base. Place a straight edge across the pothole area to determine if at least 36 in2 of the pothole area is ≥ 1-1/2 inches deep. To determine the area of a pothole, measure the area as a square or rectangle. Use of a straight edge and a marker to outline the area may be helpful. ≥ 36 in2 means ≥ 5” x 7.5”, 6” x 6”, 7” x 5-1/2”, 8” x 4.5”, etc. If BOTH depth and area are greater than the criteria limits, then this rating element does not meet the desired maintenance condition goal.

Flexible Pavement: Cracking


The sample passes if the sample meets all the following MR criteria:

1. Areas of alligator cracking do not exceed a total of 25 ft2.

2. For any one lane, the cumulative length of unsealed transverse and longitudinal cracks ≥ ¼ inch in width is < 120 ft.

3. Areas of unsealed block cracking ≥ ¼ inch in width does not exceed a total of 120 ft2.

♦ Alligator cracks – cracks caused by traffic that normally occur in the wheel path areas. The first sign of alligator cracking is usually one or more longitudinal parallel cracks in the wheel path. After repeated traffic loading the cracks connect, forming many sided, sharp-angled pieces that develop a pattern resembling the skin of an alligator. The pieces are usually less than one foot on the longest side.

For alligator cracking, inspect to see if areas of alligator cracking exceed a total of 25 ft2.

10

Sealed cracks that fail are considered unsealed cracks for inspection purposes.

♦ Transverse cracks – Cracks that extend across pavements approximately perpendicular to the centerline.

♦ Longitudinal cracks – fairly straight cracks parallel to

the centerline of the roadway.

For transverse and longitudinal cracks, inspect to see if the cumulative length of unsealed cracks, ≥ ¼ inch in width (the width of a pencil), does not exceed 120 ft in any one lane of the 0.1-mile sample segment. Only measure that portion of an unsealed crack that is ≥ ¼ inch in width, not the entire crack. If longitudinal crack is in centerline add to lane with greatest longitudinal cracking.

♦ Block (map) cracks - a series of interconnected

transverse and longitudinal cracks that divide the pavement into rectangular pieces with sides ranging from approximately one to twelve feet. The cracks generally intersect at approximately right angles.

For block cracks, measure the area of unsealed cracks, ≥ ¼ inch in width. Passing segments will not exceed 120 ft2 in area for a 0.1-mile sample segment.

Flexible Pavement: Rutting


90% of the travelway wheel path length is free of ruts ≥ ½ inch in depth.

Rutting is longitudinal depressions in the wheel paths parallel to the centerline. ♦ For a 2-lane road with 4 wheel paths, the standard is

not met if there is ≥ 211 ft of wheel path length with ruts ≥ ½ inch in depth.

♦ For a 3-lane road with 6 wheel paths, the criteria is not met if there is ≥ 317 ft of wheel path length with ruts ≥ ½ inch in depth.

♦ For a 4-lane road with 8 wheel paths, the criteria is not met if there is ≥ 422 ft of wheel path length with ruts ≥ ½ inch in depth.

Note: Rutting in sections where an auxiliary lane is present will be rated based upon the number of through lanes on the highway.

11

Flexible Pavement: Deformations


The total area of shoving, bumps and depressions > 1-½ inches in depth is not more than 25 ft2.

Deformation is the presence of shoving, bumps, and depressions. ♦ Shoving is irregularities of the pavement surface

resulting from lateral movement or shoving of pavement materials by traffic. Shoving is usually found in areas of accelerating and/or braking traffic, such as intersections or curves.

♦ A pavement depression or bump is a deviation from design grade.

Measure the depth of each occurrence and the square footage of all occurrences that are > 1-1/2 inches in depth. For depressions or bumps, a string line may be needed to measure the depth. Fail if the total area of shoving, bumps, and depressions > 1-1/2 inches in depth is > 25 ft2 in area.

Rigid Pavement: Potholes/Spalling



1. No pothole ≥ 36 square inches in area and 1-1/2 inches in depth.

2. 90% of the travelway surface is free of spalls.

♦ Potholes are holes in the road surface that allow water to penetrate and undermine the underlying travelway base.

Place a straight edge across the pothole area to determine if at least 36 square inches of the pothole area is ≥ 1-1/2 inches deep. To determine the area of a pothole, measure the area as a square or rectangle. Use of a straight edge and a marker to outline the area may be helpful. If BOTH depth and area are greater than the criteria limits, then this characteristic does not meet the desired maintenance condition goal.

♦ Spalling is cracking and breaking or chipping of the

pavement. To estimate spalling, measure the longitudinal distance of spalled areas in each lane. Fail if the total longitudinal measure exceeds 53 feet per lane As a general rule of thumb, fail if ≥ 53 feet of travelway length has spalls.

12

Rigid Pavement: Cracking


For any one lane, the length of unsealed cracks ≥ ¼ inch in width does not exceed 53 feet.

Sealed cracks that fail are considered unsealed cracks for inspection purposes.

♦ “D” cracks – a series of fine crescent shaped hairline cracks, which usually parallel a joint or major crack. “D” cracks are generally observed in the eastern half of the state or where limestone has been used for one-half or more of the total aggregate.

♦ Longitudinal cracks – cracks that run parallel to the

pavement centerline. ♦ Transverse cracks – Cracks that extend across

pavements approximately perpendicular to centerline. ♦ Corner breaks – cracks of approximately 45 degree at

the slab corner that connect the transverse and longitudinal joints.

Measure the length of unsealed cracks, ≥ ¼ inch in width (the width of a pencil). A passing segment should not exceed 53 ft in any one lane for the 0.1-mile sample segment. Only measure that portion of an unsealed crack that is ≥ ¼ inch in width, not the entire crack.

Rigid Pavement: Faulting


For any one lane, 90% free of faulting greater than ≥ ¼ inch in height.

Faulting is a condition (caused by loss of foundation material or inadequate load transfer) where there is a difference in elevation of two slabs at a joint or crack. As a general rule of thumb, the sample fails if either of the following occurs: 1. For any one lane, there are more than 2 full-length

faults at a transverse joint or crack ≥ ¼ inch in height. 2. There is more than 53 feet of longitudinal joint

separation or longitudinal cracks with faults ≥ ¼ inch in height.

Rigid Pavement: Joint Sealant


90% of the travelway construction joints have joint material functioning as intended.

Note: This does not include the travelway-shoulder longitudinal joint.

These criteria require that 90% of the joints in rigid pavement have joint material that restricts the intrusion of water. Typical types of joint material damage are extrusion, hardening, splitting, or complete loss of joint sealant/ material. Weed growth in the joint is not approved. ♦ If the below situations don’t apply, figure total linear feet

of joint and check 90% criteria. ♦ For a 2-lane road with 1 longitudinal joint and 15 ft.

transverse joints, the goal is not met if there is ≥ 137 ft.

13

of joint material damage. ♦ For a 3-lane road with 2 longitudinal joint and 15 ft.

transverse joints, the goal is not met if there is ≥ 232 ft. of joint material damage.

♦ For a 4-lane road with 3 longitudinal joint and 15 ft. transverse joints, the goal is not met if there is ≥ 326 ft. of joint material damage.

14

Maintenance Rating Criteria for Shoulders

Definition of Shoulders. The Shoulder is that portion of the roadway that extends from the travelway out to where shoulder slope meets the sideslope. For asphalt and concrete roads with continuous 15-foot asphalt overlays or 15-foot continuous concrete pours, the shoulder begins at the edge of the travelway (See the previous definition of travelway). For rating purposes unpaved shoulders must be ≥ 2 feet in width, with a slope ≤ 2 inches per foot. Unpaved shoulders less than 2 feet in width or with a slope > 2 inches per foot will not be rated as “Shoulders”, but will be rated with “Roadside”. A 6’-7’ turf shoulder with a 2’-3’ rock wedge is defined as a turf shoulder. Maintenance Rating Criteria for Shoulders. The “Shoulders” maintenance category includes MR criteria for both paved and unpaved shoulders.

Paved Shoulders: Joint Separation


90% of travelway-shoulder separation does not exceed ¼ inches in width and joint material is functioning as intended.

♦ On asphalt highways, separation between the travelway and shoulder (an edge joint crack) will often resemble longitudinal cracking. Separation is caused by poor adhesion at the paving seam or shoulder sub-base movement.

♦ On concrete highways, a longitudinal travelway-shoulder joint with joint material will typically exist.

For any one shoulder – fail if total ≥ 53 feet of travelway-shoulder separation is ≥ ¼ inch or the joint material is not restricting the intrusion of water. Typical types of joint material damage are extrusions, hardening, splitting, or complete loss of joint sealant/material. For any one shoulder – fail if ≥ 53 feet.

Paved Shoulders: Cracking



1. For any one shoulder, the length of unsealed cracks/ transverse joints and block cracking ≥ ¼ inch in width does not exceed 100 feet.

2. For any one shoulder, areas of alligator cracking do not exceed a total of 25 ft2.

3. For any one shoulder, areas of block cracking do not exceed 100 ft2.

Sealed cracks/transverse joints that fail are considered unsealed for inspection purposes.

The description of various types of cracks for both asphalt and concrete has been described in the previous MR criteria for “Travelway”. For any one shoulder, the length of unsealed cracks/transverse joints ≥ ¼ “ in width (the width of a pencil), should not exceed 100 feet. Areas of alligator cracking should not exceed a total of 25 ft2per shoulder. Areas of block cracking should not exceed a total of 100 ft2 per shoulder.

15

Paved Shoulders: Drop-Off / Build-Up


Vertical elevation difference between the travelway and shoulder is not greater than 3 inches when transitioning from travelway pavements with an edge sloped at 45 degrees or flatter and 1 1/2 inches in depth when transitioning from travelway pavement with an edge more vertical than 45 degrees.

No build-up causing the shoulder to be ≥ ½ inch higher than the travelway pavement.

Fail if any portion of the travelway-shoulder vertical elevation is >3 inches when transitioning from travelway pavements with an edge sloped at 45 degrees or flatter and 1 1/2 inches in depth when transitioning from travelway pavement with an edge more vertical than 45 degrees. Fail if there is any build-up causing the shoulder to be > ½ inch higher than the travelway pavement .

Paved Shoulders: Deformations


For any one paved shoulder length (on one side), fail if ≥ 27 ft of paved shoulder length has deformations > 1-1/2 inches.

For paved shoulders, deformation is the presence of potholes, shoving, bumps, rutting, faulting, and depressions.♦ Potholes are holes in the shoulder surface that allow

water to penetrate the underlying shoulder base. ♦ Rutting is the presence of longitudinal depressions

parallel to the centerline. ♦ Shoving is irregularities of the pavement surface

resulting from lateral movement or shoving of pavement materials by traffic.

♦ A shoulder depression or bump is a deviation from the shoulder design grade.

♦ Faulting is a condition (caused by loss of foundation material or inadequate load transfer) where there is a difference in elevation of two slabs at a joint or crack.

♦ Edge raveling (the wearing away of the paved shoulder surface edge caused by dislodging of aggregate particles or the loss of asphalt binder (weathering)) is not being evaluated. Determine the normal shoulder width. If less than 12 inches of broken asphalt at the outside edge, consider the deterioration as edge raveling. If 12 inches or more, then inspect for cracks, potholes, deformations, etc.

For depressions or bumps, a string line may be needed to measure the depth.

16

Paved Shoulder Drop-Off and Unpaved Shoulder Edge Ruts

Fail if > 3.0 inches when 45º or flatter. Fail if > 1.5 inches where steeper than 45º

17

Unpaved Shoulders: Edge Ruts


Unpaved shoulder area is free of edge ruts > 3 inches when transitioning from travelway pavements with an edge sloped at 45 degrees or flatter and 1 1/2 inches in depth when transitioning from travelway pavement with an edge more vertical than 45 degrees.

The presence of certain deep edge ruts can be both a safety and drainage problem. Fail if any portion of the unpaved shoulder has edge ruts >3 inches in depth when transitioning from travelway pavements with an edge sloped at 45 degrees or flatter and 1-1/2 inches in depth when transitioning from travelway pavement with an edge more vertical than 45 degrees.

Unpaved Shoulders: Drainage (Slope, Erosion, & Distortions)



1. For any one shoulder, fail if ≥ 53 feet of unpaved shoulder length has any wheel ruts or depressions (not edge ruts) > 3 inches in depth.

2. There is no occurrence of a level or a negative slope.

It is important that rain water move effectively from the road surface to the ditch. The presence of deep wheel ruts and depressions can cause ponding, which can saturate the sub-base. Visually inspect the unpaved shoulder for areas where the slope appears to be level or a negative slope (slope toward the paved shoulder or travelway) exists. Inspect suspect areas using a level. Note: The cross slope on shoulders may be negative on the high side of a super-elevated curve.

Unpaved Shoulders: Vegetation


The sample passes if it meets the MR criteria for the appropriate type shoulder (aggregate, turf):

For any one shoulder, 90% of aggregate shoulders are free of vegetation.

For any one shoulder, 80% of turf shoulders are covered with suitable vegetation (weeds are not suitable vegetation).

On any one shoulder, aggregate shoulders should be 90% free of vegetation. Fail if ≥ 53 ft of either aggregate shoulder has vegetation. Note: If the vegetation in the aggregate shoulder is weeds that have been sprayed, then the criteria are met. For any one shoulder, turf shoulders, fail if ≥ 106 ft of the shoulders are bare ground or covered with weeds or other undesired vegetation. Note that a turf shoulder with a rock wedge is still considered a turf shoulder. Aggregate wedges on turf shoulders do not need to be covered with vegetation.

18

Maintenance Rating Criteria for Roadside

Definition of Roadside. Roadside is that area between the outside edges of the shoulder and

the right-of-way line. For roads with no shoulders, the roadside is that area between the outside edge of the paved travelway and the right-of-way line. The roadside also includes interchange areas and half of the median on divided highways. Raised medians (the channeling islands at intersections) will not be inspected. See the “Inspection of Divided Roads” section on page 32 for additional guidance on inspecting divided roads.

Maintenance Rating Criteria for Roadside.

Roadside: Vegetation and Weed Control


The samples passes if the sample meets all the following MR criteria:

1. For any one side, 90% of vegetation < 12 inches in height for a distance of 1 mower- width.

2. Vegetation on the right-of-way at intersections and curves is at a height that provides adequate sight distance.

3. 90% of the area around guardrails is free of vegetation > 6 inches in height.

Grass and vegetation are mowed in order to maintain roadside aesthetics and promote the safety of motorists. Measure the height of vegetation from the ground where the plants are growing.

♦ For any one side, fail if ≥ 53 ft of roadside length has vegetation ≥ 12 inches in height for a distance of 1 mower- width.

♦ Inspect for adequate sight distance at intersections and curves. If adequate sight distance is not provided, determine if vegetation height is the cause.

♦ Inspect the area around guardrails to see if more than 10% of this area has vegetation greater than 6 inches in height. If weeds around guardrails > 6 inches in height are sprayed, the sample still fails if the 10% threshold is exceeded.

Roadside: Litter/Debris


100% of site has no more than 10 pieces of 12-inches in diameter sized litter or debris (or its equivalent size), readily visible from the shoulder.

Litter and debris are composed of trash, wastepaper, carcasses, etc., which detract from a clean, neat appearance and the safety of the traveling public. Readily visible litter or debris is defined as that which can be easily seen from the shoulder or the travelway edge (for roads without shoulders). Scan the roadside and median for any readily observable litter and debris. If more than 10 pieces of 12-inches in diameter sized litter or debris (or its equivalent size) are present, the desired maintenance condition is not met.

19

Roadside: Fencing


100% of KDOT-maintained fencing functioning as intended.

Fences are used to “delineate access control” for a highway by serving as a boundary marker. Fences with broken wires, missing wires, missing post or not otherwise presenting a satisfactory appearance will fail. If temporary repair has been made and meets the above mentioned criteria it will pass.

Roadside: Brush/Tree Control



1. 100% of travelway is free of encroachment of tree limbs 15’ or less vertically.

2. 100% of the right-of-way is free of dead trees capable of falling on the roadway.

3. 100% of signs, intersections, and curves are free of brush and tree encroachment.

Scan the 0.1-mile sample site for any tree limbs (from trees within or outside the Right-of-Way), which appear to have a vertical clearance of 15 feet or less. Scan the 0.1-mile sample site for any dead trees, within the Right-of-Way, capable of falling on the roadway. Dead trees outside the Right-of-Way that could fall on the roadway would not cause the sample to fail. However, these dead trees should be noted on the inspection form. Verify that there are no trees and brush restricting adequate sight distance or obscuring traffic control devices.

Roadside: Slope Erosion



1. For any one side, 75% of the right-of-way length is free of erosion problems (slides, washouts > 6 inches in depth, ruts > 6 inches in depth).

2. No edge drop-off adjacent to the paved travelway where no shoulder exists.

3. For any one shoulder, fail if > 53 feet of edge drop-off adjacent to paved or unpaved shoulder.

4. 90% of the edge drop-off adjacent to paved side road and entrances does not exceed 3 inches.

5. No occurrence of a level or negative slope adjacent to the paved travelway or paved shoulders.

Scan the 0.1-mile sample site for erosion problems, such as slides, washouts > 6 inches in depth, and ruts > 6 inches in depth. Fail if ≥ 132 ft of right-of-way length (on one side) fails to meet the desired maintenance condition. For no shoulder situations, fail if any portion of the edge drop-off adjacent to the travelway is >3 inches in depth when transitioning from travelway pavements with an edge sloped at 45 degrees or flatter and 1 1/2 inches in depth when transitioning from travelway pavement with an edge more vertical than 45 degrees. For paved or unpaved shoulder situations, fail if > 53 ft of edge drop-off adjacent to any one paved or unpaved shoulder has edge ruts >3 inches in depth when transitioning from shoulder material with an edge sloped at 45 degrees or flatter and 1 1/2 inches in depth when transitioning from shoulder material with an edge more vertical than 45 degrees. Measure total length of entrance edge and determine if greater than 10%. Where there are stair-step pavement lifts, the sample edge drop-off is the depth of the combined lifts (not just one step). Visually inspect the roadside adjacent to the paved travelway or paved shoulders for areas where the slope appears to be level or a negative slope (slope towards the paved travelway or paved shoulders) exists.

20

Paved or Unpaved Shoulder

Fail if > 3.0 inches when 45º or flatter. Fail if > 1.5 inches when steeper than 45º.

No Shoulder

Fail if > 3.0 inches when 45º or flatter. Fail if > 1.5 inches when steeper than 45º.

21

Roadside: Side Roads & Entrances


The sample passes if the sample meets all the following MR criteria for the appropriate type side road and entrance (paved or unpaved):

Paved

1. 100% of all paved side roads and entrances are free of a vertical drop-off ≥ 1-1/2 inches in height from the abutting pavement surface.

2. Paved side roads and entrances have a satisfactory surface condition (free of potholes ≥ 36 sq inches in area and 1-1/2 inches in depth; 80% of paved side roads and entrances are free of deformation & bumps > 1-½ inch in depth.

Unpaved

1. 100% of all unpaved side roads and entrances are free of a vertical drop-off ≥ 2 inches in height from the abutting pavement surface.

2. 100% of unpaved side roads and entrances (gravel, aggregate, etc.) have a satisfactory surface condition (free of ruts, deformations, and bumps > 3 inches in depth).

Side roads and entrance approaches extend from the edge of the travelway to the normal right-of-way line. For the purposes of the Maintenance QA Program, an intersecting state road is considered a side road. Additionally, paved median crossovers and mailbox turnouts are inspected. Determine the type of side roads and entrances (paved, unpaved, or both) in the sample. For median crossovers, inspect only the paved ones. Paved ♦ For paved side roads and entrances, measure the

vertical drop-off from the abutting pavement surface to see if there are any instances of drop-off ≥ 1-1/2 inches in height.

♦ For potholes, place a straight edge across the pothole area to determine if at least 36 square inches of the pothole area is ≥ 1-1/2 inches. To determine the area of a pothole, measure the area as a square or rectangle. Use of a straight edge and a marker to outline the area may be helpful. If BOTH depth and area are greater than the criteria limits, then this rating element does not meet the desired maintenance condition.

♦ Deformation is the presence of shoving, bumps, ruts, & depressions. Shoving is irregularities of the pavement surface resulting from lateral movement or shoving of pavement materials by traffic. A pavement depression or bump is a deviation from design grade. Ruts are longitudinal depressions in the wheel paths.

Determine the total side road and entrance area. Multiply this area by 0.20 (20%) to obtain the area allowed below the desired maintenance condition. Measure the depth of each occurrence and total the square footage of all occurrences that are ≥ 1-½ inches in depth. For depressions or bumps, a string line may be needed to measure the depth. Compare this cumulative area (where the MR criteria is not met) with the allowable 20% area.

Unpaved ♦ For unpaved side roads and entrances, measure the

vertical drop-off from the abutting pavement surface to see if there are any instances of drop-off ≥ 2 inches in height.

♦ Measure the depth of ruts, deformations, and bumps to see if there are any instances > 3 inches in depth.

22

Maintenance Rating Criteria for Drainage

Definition of Drainage. Drainage is a system for collection and distribution of surface runoff

(the ability to divert water away from the driving surface). Highway drainage systems include ditches and ditch linings, culverts, under drains, edge drains, curb & gutter, pipes, wash checks, and backslope drains.

Maintenance Rating Criteria for Drainage.

Drainage: Curb and Gutter



1. 80% of curb and gutter length is free of structural distress.

2. 80% of the pavement/gutter joint length is flush or filled with joint material.

3. 100% free of obstructions that would severely impede drainage flow.

Curbs and gutters are open drainage channels that direct the flow of water from the road surface and roadside area to an outlet. Curbs and gutters also include median curbs and asphalt curbs on the outside of a shoulder. Measure total linear feet of curb and gutter on each side to determine allowable percentages. ♦ Inspect curbs and gutters for structural distress –

settlement or section misalignment greater than 1 inch, spalling, unsealed cracking, etc.

♦ Inspect the pavement/gutter joints to see that they are

flush and filled with joint material. ♦ Visually inspect curbs and gutters for obstructions

impeding drainage flow. Fail if not 100% free of obstructions.

Drainage: Ditch


80% of the ditch length, on any one side, is free of scour in excess of 6 inches, siltation, vegetation, or debris that may obstruct runoff.

Ditches protect slopes and roadways from erosion and drain the road base to prevent saturation and loss of support. Roadside and median ditches are trough-shaped channels oriented parallel to the roadway direction of travel. Outfall ditches flow perpendicular to the direction of travel. In the 0.1-mile sample, inspect all ditches for blockage, standing water, or obstructions (from dirt, rocks, vegetation, debris, siltation, scour in excess of 6 inches, etc.). Fail if more than 20% of the length of the ditch, on any one side, does not meet the desired maintenance condition. Note that for drainage in a ditch, 2-3 inches of water in a ditch shortly after a rain is acceptable. Look for signs of possible obstructions, willows, dead areas where vegetation has been under water, etc. to help determine if the ditch is holding water.

23

Drainage: Erosion Control Devices


90% of the length of paved ditch linings or aggregate ditch linings, to include flumes, backslope drains and wash checks, are structurally sound and functioning as intended.

Paved ditches may be lined with asphalt and concrete. Unpaved ditches may be lined with aggregate. ♦ Check paved ditches (to include flumes, backslope

drains and wash checks) for cracks, breaks, spalling, misaligned sections, joint separation, undermining (loss of underlying soil), and other structural deficiencies along the length of the ditch lining.

♦ Checked unpaved ditch linings (to include flumes,

backslope drains and wash checks) for disruptions in the flowline, erosion, excessive vegetation growing through the aggregate lining, and other structural deficiencies along the length of the ditch lining. Count total number of wash checks and determine if 90% are functioning correctly.

Excessive vegetation is vegetation that obstructs the flow of water to the extent that the water is flowing around the vegetation and causing erosion outside the aggregate lined ditch.

Fail if more than 10% of the length of the ditch lining does not meet the desired maintenance condition.

Drainage: Culverts & Pipes



1. 75% of the opening for each pipe or culvert is unobstructed.

2. The pipe/culvert is functioning as intended.

Culverts & Pipes are drainage structures for lateral or transverse drainage (of water underneath and away from the highway). Culvert drainage structures are 20 feet and less in roadway length, measured as spans in the direction of traffic. Culvert types include: corrugated metal pipe, metal arch, multiplate, timber, reinforced concrete pipe, and concrete box culverts. ♦ Inspect to see if 75% of the opening for each pipe or

culvert is open and unobstructed. ♦ Inspect for dips in the road over the pipe indicating

structural problems. Inspect to see if joints are intact. Inspect for evidence of flooding, to include erosion, scouring, settlement, trash, brush, or debris at the ends. Inspect for physical damage. Based on these inspections, determine if the pipe/culvert is functioning as intended.

Note: Damage to culverts will be allowed as long as it does not affect the intended purpose of the structure. Wings can be broken at the box culvert as long as there are no other maintenance issues, such as erosion, loss of material from behind the wing, etc.

24

Drainage: Edge & Under Drains


100% of edge & under drains are functioning as intended, with markers and rodent screens in place.

Edges drains and under drains are small slotted or perforated pipe, normally surrounded by a granular backfill, used to drain excess water from the roadway subgrade or sub-base. These drains usually empty water into the ditch with a plain pipe. Rodent screens cover the pipe outlet to discourage animal nesting. The outlets for under drains are marked with steel and wood guideposts 30 inches above the ground with the top 6 inches painted red. The outlets for edge drains are marked with either a guidepost (if no concrete flume is protecting the outlet) or a 1 ft x 3 inch stripe perpendicular to the roadway centerline near the outside edge of the shoulder (if a concrete flume is present). ♦ Inspect edge and under drain openings to determine if

these openings are unobstructed, structurally sound, and appropriately marked. Check to see if rodent screens are undamaged, securely attached, and functioning as intended.

Drainage: Inlets



1. 75% of the cavity of each structure is free of debris and operating as intended.

2. The inlet grate and access cover are present, where applicable.

3. The unit is structurally sound.

Drainage inlets are structures through which the water enters drainage culverts and pipes. A grate or access cover is used to trap/prevent entry of sticks or floating debris and for general safety reasons.

For multi-lane, divided highways, there are two separate samples – one in each direction of travel. Median inlets will be rated with the sample that the outlet pipe drains to.

♦ Measure the opening of the drainage inlet and

determine if at least 75% of the opening is clear of obstruction.

♦ Where applicable, inspect that grates and access covers are present, correctly sized, unbroken, and in place.

♦ Inspect for structural deterioration of drainage inlets, evidence of flooding (e.g., driftwood, scour), and drainage inlet settlement.

25

Maintenance Rating Criteria for Traffic Guidance

Definition of Traffic Guidance. Traffic Guidance is all KDOT-maintained signs, pavement markings, pavement striping, longitudinal barriers, object markers, and other devices placed on, over, or adjacent to the highway system to regulate, warn, or guide traffic. Maintenance Rating Criteria for Traffic Guidance.

Traffic Guidance: Warning/Regulatory Signs

(including object markers) MR Criteria Description & Measurement

100% of warning and regulatory signs are reflective, readable, free of graffiti, securely mounted at the proper height, plumb (no more than 3 inches in 4 feet of post length in any direction), and correct for the intended purpose. 4 inch x 6 inch wooden posts will have breakaway holes drilled.

Regulatory signs advise of traffic laws or regulations. Regulatory signs include the following type signs: stop signs, yield signs, speed limit signs, reduce speed limit signs, no turn signs, no U-Turn signs, road & bridge closed signs, one-way signs, do not enter signs, weight limit signs, wrong way signs, keep right or left signs, permanent and temporary “Do Not Pass” and “Pass with Care” signs, etc. Warning signs advise of potentially hazardous conditions. Warning signs include the following type signs: left and right reverse curve signs, left and right winding road signs, cross road and side road signs, T-intersection and Y-intersection signs, stop ahead signs, yield ahead signs, merge signs, pavement width transition signs, divided highway signs, narrow and one lane bridge signs, hill signs, ramp speed signs, advisory speed signs, railroad advance warning signs, low clearance signs, animal or pedestrian crossing signs, etc. Only existing signs (both permanent and temporary) and obviously missing signs (such as stop and yield signs) will be rated. Inspect “stop” and “stop ahead” signs on side roads. ♦ Inspect to see if all warning and regulatory signs are

reflective, securely mounted (bolts are snug and sign is not flapping), visible and legible, free of graffiti, plumb (no more than 3 inches in 4 feet of post length in any direction), and serving their intended purpose.

♦ Inspect to see if all 4 inch x 6 inch wooden posts have breakaway holes drilled.

♦ Sign heights are measured from the near edge of the edge line. Inspect to see if all warning and regulatory signs are a minimum of 5 ft on rural roads, a minimum of 6 ft on non-interstate controlled access roads and interstates, and a minimum of 7 ft for urban roads. Overhead signs should be mounted so that the height from the sign bottom to the highest point on the roadway is a minimum of 17 feet.

Object markers are used to mark obstructions adjacent to the roadway. Type 1 object markers consist of nine 3-inch diameter yellow reflectors mounted on an 18-inch diamond-

26

shaped panel. Type 2 object markers consist of three yellow reflectors or buttons arranged vertically. Type 3 markers consist of vertical rectangles with alternating black and reflective yellow stripes sloping downward. ♦ Inspect to see if object markers are reflective, visible,

undamaged, plumb (no more than 3 inches in 4 feet of post length in any direction), and a minimum of 4 feet above the pavement surface (for post-mounted object markers).

Traffic Guidance: All Other Signs (Guide Signs & Delineators)



1. 90% of guide signs are reflective, readable, free of graffiti, securely mounted at the proper height, plumb (no more than 3 inches in 4 feet of post length in any direction), and correct for the intended purpose. 4 inch x 6 inch wooden posts will have breakaway holes drilled.

2. 75% of all delineators are reflective, mounted to the proper height, plumb (no more than 3 inches in 4 feet of post length in any direction), undamaged, and correct for the intended purpose.

Guide signs display directions, distances, route numbers, recreational areas, and geographic or cultural information. Guide signs include the following type signs: destination signs, park and ride signs, rest area signs, scenic view signs, recreational area signs, historical marker signs, exit direction signs, route marker signs, hospital signs, direction signs, advance turn arrow signs, etc. ♦ Inspect to see if guide signs are reflective, visible and

legible, free of graffiti, securely mounted (bolts are snug and signs are not flapping), plumb (no more than 3 inches in 4 feet of post length in any direction), and serving their intended purpose.

♦ Inspect to see if 4 inch x 6 inch wooden posts have

breakaway holes drilled. ♦ Sign heights are measured from the near edge of the

edge line. Inspect to see if the signs meet the following height criteria:

Minimum Height

Rural Routes 5 ft Controlled Access (Interstate or Non-Interstate) Shoulder-Mounted 6 ft ≥ 30 ft from Travelway Edge 5 ft Overhead Signs (Min. Clearance) 17 ft

♦ Count the number of guide signs in the sample. For

multiple signs mounted on a post, count each individual sign. Inspect each sign for deficiencies. Divide the number of deficient guide signs by the total number of guide signs in the sample. If more than 10% of all guide signs are deficient, the condition criteria is not met.

♦ Delineators are retroreflective devices mounted on posts, guardrails, or barriers at the roadside, in series,

27

to indicate the roadway alignment. Delineators are effective aids for night driving and foul weather and are to be considered as guidance devices rather than warning devices.

♦ Do not inspect or rate red top, yellow top, and right-of-

way markers. ♦ Inspect to see if each post, guardrail, and barrier

delineator is reflective, undamaged, and functioning as intended. Inspect to see if each post is plumb (no more than 3 inches in 4 feet of post length in any direction). Inspect to see if each post delineator is mounted so that the top of the reflecting head is 48” ± 3” above the elevation of the near roadway edge. The flexible, plastic delineators can not meet this 48” ± 3” height requirement if the base is properly driven into the ground. Inspect flexible, plastic delineators for defects in reflectivity, plumb, damage, that they serve the intended purpose, and that the base is properly driven into the ground.

♦ Count the total number of road delineators in the

sample, including the delineators in the guardrail or on barriers. Inspect each delineator for deficiencies. Divide the number of deficient delineators by the total number of delineators. If more than 25% of the delineators in the sample do not meet the criteria, then the rating element does not meet the desired maintenance condition.

Traffic Guidance: Guardrail / Attenuators / Barriers



1. 95% of continuous steel beam guardrails are free of dents, rust, or missing/damaged parts that degrade its intended purpose. Height to center bolt is 21” + 3”.

2. 95% of all cable guardrails are taut, free of protruding parts, and properly secured.

3. 100% of attenuators are functioning as intended.

4. 100% of all concrete barriers are properly aligned and free of structural distress.

Guardrails are longitudinal barriers constructed of continuous steel beams that provide for redirection of errant vehicles. Measure the length for each section of continuous steel beam guardrail. Inspect each guardrail section length for missing parts (offset blocks and connection hardware) or rails; dents or rust that decrease structural integrity; posts in good condition; and the height-to-center bolt is 21 inches + 3 inches measured from the ground at the face of the guardrail. Inspect guardrail posts for adequate soil levels. Inadequate soil levels about guardrail posts can degrade their intended function. Rate delineators attached to guardrails as part of the Traffic Guidance “All Other Signs” rating element. Please note that there are guardrail designed without bolts in the end sections and, thus, should not be failed for missing parts (i.e. bolts) or incorrect for the intended purpose. The bolts are just through the block and posts and not through the rail.

28

Cable guardrails are typically 2 or 3-strand cable systems that provide for redirection of errant vehicles. ♦ Measure the length of each section of cable guardrail.

95% of each cable guardrail section length should be taut, have posts in good condition, free of protruding parts, and properly secured at the ends.

Impact attenuators are highway devices designed to absorb energy and reduce the crash impact in case of an accident where a vehicle hits an object, such as the end of a concrete barrier, concrete bridge pier or abutment, bridge ends, and overhead sign supports. ♦ Inspect to see if 100% of all impact attenuators are

structurally sound (e.g., plastic barrel systems are free of cracks; metal components are free of severe corrosion), have adequate drainage to prevent trapping of water and deicing chemicals, are free of vandalism, are not missing parts, and are properly aligned.

Concrete barriers are concrete devices designed to prevent vehicular penetration from the travelway to areas behind the concrete barrier. ♦ Inspect to see if 100% of all concrete barriers in the 0.1-

mile sample are free of missing sections, properly aligned, not severely cracked or structurally distressed.

Traffic Guidance: Pavement Markings & Striping

MR Criteria Description & Measurement The sample passes if the sample meets all the following MR criteria: 1. 95% of all pavement markings and

striping is functioning as intended, not faded, and in neat lines.

2. Two or more consecutive raised/ recessed pavement markers are not missing.

Pavement Striping consists of center line stripes, lane lines, no passing zone stripes, edge line stripes, channelizing lines, etc. Pavement Markings consist of diagonals in medians, gore markings at interchanges, turning lane and pavement arrow markings, word and symbol markings, special markings (e.g., crosswalk lines, railroad crossing, school zone, etc.), and raised/recessed pavement markers. Pavement Markers (raised/recessed) are reflectorized or non-reflectorized markers placed on the travelway to supplement pavement markings in an effort to provide additional delineation at night and in inclement weather conditions. ♦ Determine the cumulative length of pavement striping

and pavement markings. Count the center line stripes as one stripe. For example, when inspecting on a 2-lane road, there is a total of 3 stripes (2 edge stripes and 1 center line stripe). Multiply this cumulative length by 0.05 (5%) to determine the length allowed where the desired maintenance condition is not met.

♦ Inspect to see if the pavement striping and pavement markings are, not faded, and neat. Compare the cumulative length of pavement striping and markings

29

that do not meet the criteria with the 5% length allowed. Inspect raised/recessed pavement markers to see if they are free of debris and functioning as intended. Inspect to see that 2 or more consecutive markers are not missing.

30

Evaluation Procedures

Survey Frequency. Maintenance Quality Assurance inspections will be conducted once per year in October. Choosing the segments. At KDOT headquarters, thirty (30) 0.1-mile sample segments will be randomly selected from the CANSYS database for each Maintenance SubArea. These sample segments will be converted from county mileage to reference post mileage and will be placed on Sample Mileage Logs for distribution to the QA inspection teams. Field Inspections. Each sample site is located using the reference post mileage information from the Sample Mileage Log and the vehicle’s Distance Measuring Instrument (DMI). When the site is reached, the start point is marked and the vehicle is driven to the end point, which is also marked. The vehicle is parked in a safe area. The Maintenance QA inspectors walk the sample (facing the on-coming traffic) and make objective assessments of pass/fail compliance of the rating elements with the Maintenance Rating criteria. When inspecting a sample site, check all features of the rating element even if you find one that would cause a rating element to fail. This will provide additional information to the SubArea manager on other possible issues in the sample. Entries for each maintenance rating element are recorded on the Maintenance QA Inspection Form (e.g., “1” = Pass, “0” = Fail, and “N/A” = Not Applicable). Upon Completion. Upon completion of the Maintenance QA inspections, the QA inspectors make two copies of each completed QA inspection form. On a weekly basis, these inspectors will send the original forms to the Bureau of Construction and Maintenance. Maintain one copy of each form for eventual distribution to the Subarea maintenance supervisors. The remaining copy of each form will serve as a backup data source in case the original are lost in mailing prior to data entry and MR calculations. These copies will also allow discussion of ratings or comments that need clarification. Once MR calculations are completed and the original forms placed in storage, these copies may be destroyed. The original forms will be maintained for a one-year period. Analysis of the Data. KDOT Headquarters will enter the inspection results into a database. MR values will be calculated at the State, District, Area, and SubArea levels for each rating element and each maintenance category. An overall MR Value will also be calculated at each level. The results will be stored for historical and analytical purposes. KDOT Headquarters will prepare and distribute MR reports (described in a separate section).

Maintenance Quality Assurance Inspection Form

Purpose. The Maintenance QA Inspection Form is used to record whether each rating element meets the desired Maintenance Rating. Thus, the form is the foundation of the data analysis process and contains all of the information needed to calculate the MR values. Inspection Form Heading. The Maintenance QA inspectors will affix a pre-printed heading label to each inspection form. This heading label will have the following information:

♦ Date - Enter the date the actual inspection was completed for a sample. ♦ District - The district where the sample is located (preprinted on label). ♦ Area - The Maintenance Area where the sample is located (preprinted on label). ♦ SubArea - The Maintenance SubArea where the sample is located (preprinted on

label). ♦ County - The county number and abbreviation where the sample is located (preprinted

on label).

31

♦ Inspection Team - Enter the QA inspection team member names. ♦ Sample # - The unique sample number associated with a specific 0.1-mile sample

segment (preprinted on label). ♦ Route - The route type and route number (e.g., I-435, K-96, etc.) – preprinted on label. ♦ Direction of Travel - For divided highways only, the direction of travel on the sample

(e.g., EB, NB, etc.) – preprinted on label. ♦ Beginning/Ending Reference Point - The beginning and ending reference point

mileage of the sample (preprinted on label).

All the above items (except for the date and the Inspection Team) will be computer-generated on the QA inspection form label. Categories and Rating Elements. The inspection form lists each maintenance category (e.g., Travelway) and the associated rating elements (e.g., flexible pavement rutting). Additionally, the Maintenance Rating criteria is provided for each rating element. Inspection Results. Based upon a walking inspection of the sample, each rating element is evaluated based upon the MR criteria. If the MR criteria is met, a “1” is circled in the “Meets Desired Conditions” column. If the MR criteria is not met, a “0” is circled in the “Meets Desired Conditions” column. If the rating element is a man-made structure that does not exist or have the potential to exist within a sample segment, then an “N/A” (Not Applicable) is circled in the “Meets Desired Conditions” column. For example, if there are no warning signs, regulatory signs, or object markers for Traffic Guidance within a given inspection sample, a “N/A” would be circled in the “Meets Desired Conditions” column. If potholes are not observed in a flexible pavement for Travelway, then a “1” is circled in the “Meets Desired Conditions” column, because there is a potential for potholes (not a man-made structure) to be present. To assist the QA inspection team, those rating elements that can not have a “N/A” rating are missing that option on the inspection form.

For rating elements with multiple MR criteria, circle the failing criteria. On the QA inspection form, circle whether the travelway is “Flexible” or “Rigid”. On the QA inspection form, circle whether the Shoulder “Exists” or “Does Not Exist”. If the sample has no shoulders, skip the remainder of the shoulder section on the form.

Comments. There is a “Comments” section for recording special information, such as safety concerns, unusual observation, reasons for failure, and trends. Because the Maintenance QA Program is an evolving program, the “Comments” section will also allow the QA inspectors to document needed changes to the program, such as revisions of the MR criteria or inspection techniques. Unusual Conditions. If the team observes any unusual condition, report the condition immediately to the SubArea maintenance supervisor.

Inspection of Divided Road Two Separate Samples. For multi-lane, divided highways, there are two separate samples – one in each direction of travel. The inspection of the travelway and shoulder maintenance categories is essentially the same as that of an undivided road sample. The inspection of rating elements for roadside, drainage, and traffic guidance may require the QA inspector to decidewhich rating elements belong to which sample. The following guidance is intended to assist in this process: ♦ If a median is present, longitudinally divide the median in half -- one half of the median with

one sample and the other half with the other sample. This should assist in inspecting many of the “Roadside” rating elements. ♦ If a paved median crossover is present, divide the crossover in half -- one half of the

crossover with one sample and the other half with the other sample. This should assist in inspection of the “Side Roads & Entrances” rating element.

32

♦ Median inlets will be rated with the sample that the outlet pipe drains to.

♦ Signs in the median will be inspected with the sample corresponding to the direction of the

traffic that the sign is applicable. ♦ Guardrails will be inspected for that part that applies to the sample that is being inspected.

Shoulder/No Shoulder Guidance If the sample segment has greater than 264 ft of shoulders (on one side), the sample will be considered to have shoulders on that side. If the sample has greater than 264 ft of no shoulders (on one side), the sample will be considered to have no shoulders on that side.

Handling of Unusual Inspection Occurrences

During the inspection, the QA inspection team may come across some unusual occurrences. Use the following for guidance on handling some of these unusual situations: ♦ Sample is “under construction” (construction signs are up). Do not inspect the

sample. Pick another sample from the list of extra samples provided in the Sample Mileage Log. ♦ Sample lands on a bridge. If a sample lands partially on a bridge and a road, then inspect

a 0.1-mile segment where the pavement surface is the same -- starting either at the end of the bridge or the end of the bridge approach slab (nearest the road portion of the sample segment). If that selected 0.1-mile segment overlaps with another sample, then inspect a 0.1-mile segment starting at the other end of the bridge. If that 0.1-mile segment overlaps with another sample segment, then select another sample segment from the Sample Mileage Log.

If a sample lands completely on a bridge, then inspect a 0.1-mile segment where the pavement surface is the same -- starting at the end of the bridge or the end of the bridge approach slab (choosing the bridge end nearest the original sample segment). If that selected 0.1-mile segment overlaps with another sample, then inspect a 0.1-mile segment starting at the other end of the bridge. If that 0.1-mile segment overlaps with another sample segment, then select another sample segment from the Sample Mileage Log.

If two sample segments land on a bridge, treat one of the sample segments using the guidelines above. For the second sample segment, select another sample segment from the Sample Mileage Log.

Note that asphalt and concrete shoulders adjacent to concrete approach slabs will

not be inspected. Curbs at bridge ends will be inspected.

♦ Sample has a portion of rigid pavement and a portion of flexible pavement. Determine if the sample segment is more rigid pavement or more flexible pavement. Inspect a 0.1-mile sample segment starting at the majority pavement type and moving in the direction of that majority pavement. ♦ Samples with Intersections and Adjacent Ramps. Ramps are not to be inspected. See

the diagram on page 34 for determining the right-of-way line for inspection purposes. ♦ Variances in Urban Undivided Roads – 2 lanes, 2 wide lanes, 3 lanes, & 4 lanes. For

each 0.1-mile of undivided roads, there is only one sample – regardless of the number of lanes. Inspect the sample using the MR criteria outlined for each rating element. ♦ Sample has a paved median crossover or mailbox turnout. Inspect paved median

crossovers and mailbox turnouts using the “Side Roads and Entrances” rating criteria. In the “Comments” section, identify as “paved median crossover” or “mailbox turnout”.

33

♦ Sample has composite shoulders adjacent to concrete pavement (e.g., 2-foot

bituminous with the remainder aggregate). Inspect both the paved and unpaved portions and make pass (“1”) and fail (“0”) ratings for all the shoulder rating elements. Indicate type of “composite shoulder” in the “Comments“ section. ♦ Sample has one paved shoulder and one unpaved shoulder. Inspect both the paved

and unpaved portions and make pass (“1”) and fail (“0”) ratings for all the shoulder rating elements. Indicate “1 paved shoulder and 1 unpaved shoulder” in the “comment” section. ♦ Sample is City Connecting Link. Contact the Area Maintenance Superintendent and

determine what rating elements are maintained by the state and what rating elements are being maintained by some other governmental jurisdiction. Inspect only those rating elements maintained by the state. Identify, in the rating element “Comments” section, who maintains those rating elements not maintained by the state. If the state does not maintain any rating elements or does not maintain the travelway, pick another sample from the list of extra sample segments provided in the Sample Mileage Log. Note that the sample is “Not State Maintained” or “Does Not Maintain Travelway” in the “Comments” section. ♦ Sample overlaps Subarea, Area, or District Boundaries. Inspect a 0.1-mile sample

starting at the end of the subarea boundary and moving in the direction of that subarea. If that 0.1-mile segment overlaps with another sample segment, then select another sample segment from the Sample Mileage Log. ♦ KDOT forces are performing maintenance action. Sample segments undergoing

maintenance action by KDOT forces should be inspected. Pass the rating element that KDOT forces are currently working on. For example, if KDOT forces are fixing the pothole, don’t fail the sample segment for potholes. ♦ Raised medians. Do not evaluate raised medians (channeling islands).

♦ Urban Areas. Parking areas will not be inspected. The white line for a two-lane road, if

present, will be inspected. ♦ Samples in Another District. Both District Two & District Four maintain segments of

highway geographically within District One. Samples of these highway segments will be considered part of and inspected with the appropriate District Two and Four subareas.

34

Right-of-Way Diagram Associated with Ramps

37

Inspection Team & Equipment

Inspection Team Organization & Responsibilities. Each Maintenance QA inspection team will be composed of two persons with the following responsibilities:

♦ At least three weeks prior to starting the QA inspections, the inspection team members should check that they have the necessary equipment and supplies available to properly conduct the Maintenance QA inspections.

♦ At least two weeks prior to starting the QA inspections, the inspection team should

review the listing of sample segments (provided by KDOT Headquarters) for completeness and to resolve any questions. The inspection team should determine if there are sample segments under construction. If so, are there an adequate number of extra sample segments to choose from? The inspection team should prepare both an inspection schedule and efficient travel plan. On occasions, it may be necessary to schedule the inspections of samples with high traffic density during low traffic periods to provide proper safety. The inspection team should also identify, if any, sample segments that require traffic control assistance.

♦ For safety purposes, the inspection team should wear the appropriate safety clothing

and walk together, facing traffic, as they evaluate each sample. Walking together during the inspection also prevents missing items that might be overlooked by one person.

♦ The inspection team should accurately and completely collect and record the

inspection data on one QA inspection form for each sample segment. Resolve any team member differences on pass, fail, or N/A ratings prior to leaving the site. Record in the “Comments” section any safety concerns, undesirable conditions, unusual conditions, reasons for failure, trends, or any comments or recommendations to improve the QA inspection program. The credibility of the Maintenance QA Program and the usefulness of the information by maintenance managers depend upon these accurate and complete inspections.

♦ After the QA inspections have been completed, make a copy of each inspection form.

On a weekly basis, send the original inspection forms to the Bureau of Construction and Maintenance for data entry and MR calculations. Destroy the copies upon notification from the Bureau of Construction and Maintenance.

♦ After completing the QA inspections, prepare an after-action report --- identifying

inspection problems and recommendations to improve the Maintenance QA Program. Equipment & Supplies. The following is a listing of equipment and supplies necessary for the efficient and safe collection of QA inspection data:

♦ Orange pickup with four-way flashing lights, at least one yellow / amber strobe light

mounted on the vehicle’s roof, two-way radios to facilitate safety and operational communications, first aid kit, and fire extinguisher.

♦ Distance Measuring Instrument installed on the orange pickup vehicle. ♦ Safety hats and vests. ♦ Appropriate shoe wear. ♦ Metal clipboard and forms holder. ♦ Maintenance QA inspection forms. ♦ Accordion file folders to hold inspection forms. ♦ Maintenance QA Program Manual. ♦ Maintenance QA Inspection Handbook. ♦ Spray paint (for marking sample segments).

38

♦ Measuring wheel or 100-ft or more measuring tape. ♦ 25-ft measuring tape. ♦ 4-ft or more leveling device (carpenter’s level). ♦ Stringline (100 ft or more). ♦ Heavy-duty pry bar. ♦ Calculator. ♦ Camera (if available).

39

Maintenance Rating Calculations (Optional Reading)

Scope. An overall Maintenance Rating (MR) value will be calculated for individual sample segments and the sample population at the SubArea, Area, District, and Statewide. As part of that process, MR values will be calculated for rating elements and maintenance categories for individual samples and the sample population at the SubArea, Area, District, and Statewide. MR Value for a Specific Sample Segment. If there is a need to provide the MR Value for a specific sample, the MR calculations will be done similarly as outlined below. For those instances where the sample has no paved or unpaved shoulders, the MR Value of that sample will not be penalized for the absence of this maintenance category. The sample segment would receive the full possible MR value (i.e., 19) for shoulders.

Calculating the Element Maintenance Rating. For each rating element of a maintenance category, the MR for that rating element is not really a score but rather a percentage of the number of samples passing the MR criteria versus the total number of samples inspected. Divide the number of sample segments where the rating element met the desired MR condition (Pass and received a “1” rating) by the total number of segments where the rating element was applicable (present or having the potential to exist). The decimal result is then changed to a whole number by multiplying by 100 and rounding the result For a Rating Element MR = # Samples with a “Pass” for the Rating Element x 100 Total # of segments where Rating Element was applicable Calculating the Category Maintenance Rating. Each rating element has been assigned a numerical weight from 5 to 9 based on its importance within its maintenance category. The number of sample segments where the rating element was applicable (Total #) and the number of sample segments where the rating element met the Maintenance Rating condition (Passed and received a “1” rating) are multiplied by the weight (Wt) of the rating element. This is done for each of the various rating elements for a maintenance category. Total the (#Pass x Wt) column and the (Total # x Wt) column. Divide the (# Pass x Wt) total by the (Total # x Wt) total, then multiply the results by 100. The resulting number is the MR for a Maintenance Category. For a Maintenance Category MR = ∑ (# Pass x Wt) x 100 ∑ (Total# x Wt)

Example of MR Calculation for a Rating Element

& Maintenance Category Given: Maintenance Categories & Weights Travelway 0.29 Traffic Guidance 0.27

Shoulders 0.19 Drainage 0.14 Roadside 0.11

1.00 Rating Elements for Travelway

Travelway

Flexible Pavement Rigid Pavement

40

Potholes 9 Potholes/Spalling 9 Cracking 8 Cracking 8 Rutting 8 Faulting 7 Deformations 7 Joint Sealant 8

Assume 400 samples per district were taken. Let’s assume 300 of those district samples (0.1-mile in length) are asphalt roads and 100 samples are concrete roads.

Inspection Results

Travelway Flexible Pavement

Total # * # PASS ** (“1”)

MR (% Passed)

Wt Total # x Wt # PASS x Wt

Potholes

300

280

(280/300) x 100 = 93 ***

9

300 x 9= 2700

280 x 9 = 2520

Cracking 300

200

(200/300) x 100 = 67

8

300 x 8= 2400

200 x 8 = 1600

Rutting 300

290

(290/300) x 100 = 97

8

300 x 8= 2400

290 x 8 = 2320

Deformations 300

250

(250/300) x 100 = 83

7

300 x 7= 2100

250 x 7 = 1750

Totals

(8190/9600) x 100 = 85

9600

8190

* Number of total sample segments where the rating element is applicable. ** Number of sample site that PASSED the desired MR criteria (received a “1” ) *** MR Percentage - % of inspected samples that passed the MR criteria for a rating element MR for Flexible Pavement is (8190/9600) x 100 = 85

Travelway Rigid Pavement

Total # * # PASS ** (“1”)

MR (% Passed)

Wt Total # x Wt # PASS x Wt

Potholes/ Spalling

100

87

(87/100) x 100 = 87 ***

9

100 x 9= 900

87 x 9 = 783

Cracking 100

78

(78/100) x 100 = 78

8

100 x 8 = 800

78 x 8 = 624

Faulting 100

86

(86/100) x 100 = 86

7

100 x 7 = 700

86 x 7 = 602

Joint Sealant 100

84

(84/100) x 100 = 84

8

100 x 8 = 800

84 x 8 = 672

Totals (2681/3200) x 100= 84

3200

2681

* Number of sample segments where rating element is applicable. ** Number of sample segments that PASSED the desired MR criteria (received a “1”) *** MR Percentage - % of inspected samples that passed the MR criteria for a rating element MR for Rigid Pavement is (2681/3200) x 100 = 84

41

Adjusted Travelway Value. The “Travelway” category includes different types of road surfaces – flexible asphalt pavement and rigid concrete pavement. It is desirable to maintain separate statistical data for each surface type, but also to consider “Travelway” as one maintenance category. A formula (illustrated in the first Sample MR calculations) is used to pro-rate and combine these values based on the number of segments of each type, which returns the adjusted travelway value. ADJUSTED TRAVELWAY VALUE (F / T) x FMR + (R / T) x RMR where F = No. of flexible pavement samples R = No. of rigid pavement samples T = Total number of samples (F + R) FMR = MR Value for flexible pavement RMR = MR Value for rigid pavement For the example above, the adjusted Travelway MR is (300/400) x 85 + (100/400) x 84 = 85 Calculating the Overall Maintenance Rating. The Overall Maintenance Rating is a summation of the (weight factors for a maintenance category x the maintenance category MR). Overall MR = ∑ (Maintenance Category Weighting Factor x Maintenance Category MR)

Example of Overall MR Calculation

The 400 sample segments in the previous example would also be inspected with regard to the other maintenance categories – shoulders, roadside, drainage, & traffic guidance. The results would then be used to calculate a District overall MR based upon the category weightings.

District Overall MR Calculations

Category Weighting Factor

Category MR

Category Wt x Category MR

0.29 Travelway Category MR: 85 .29 x 85 = 25 0.27 Traffic Guidance Category MR: 74 .27 x 74 = 20 0.19 Shoulders Category MR: 85 .19 x 85 = 16 0.14 Drainage Category MR: 83 .14 x 83 = 12 0.11 Roadside Category MR: 75 .11 x 75 = 8

Total 1.00 Overall District MR Value 81

42

MR Reports

Maintenance Rating Reports. KDOT headquarters will prepare the following maintenance MR reports for the Kansas roads upon completion of the MR inspections, calculations, and analysis:

♦ Overall Maintenance Rating Value By State By District By Area By SubArea

♦ Maintenance Rating Value by Maintenance Category (e.g., Travelway, Shoulders,

Drainage, etc.) By State By District By Area By SubArea

♦ Rating Element Summary - Summary listing of each rating element identifying the total

number of applicable samples, the number of samples passing, and the corresponding MR percentage.

By State By District By Area By SubArea

♦ Comparison Charts of MR Values (Overall, Maintenance Category, Rating Element)

By State By District By Area By SubArea

♦ Selected Reports – Requested reports produced by sorting the data associated with

samples based upon user-defined criteria, such as SubArea, Route, County, etc.. .

43

Statistics (Optional Reading)

Sample Size Formula. The formula for determining sample size is based upon sampling by proportion. The number of samples needed is determined by the following formula: Z2 x N x p(1-p) n = -------------------------------

[A2 x N] + [Z2 x p(1-p) ] where n = Sample size needed for a desired confidence level N = Population size (the total number of 0.1-mile samples in a particular stratum or grouping)

p = Expected failure rate (% of samples that will not meet the desired level of service)

A = Desired precision, expressed in decimal form Z = Confidence Coefficient (90% confidence = 1.64 coefficient). KDOT will use a

90% confidence level. With 90% certainty, the results from inspecting “n” randomly selected samples will have a statistical precision of + “A” percentage points of what would be found if the entire population had been inspected.

Current Sampling Effort. Because of resource constraints (number of QA inspection teams, the average number of inspections per day, and the inspection period duration), the current plan is to take 30 randomly selected samples per SubArea. Thus, the above formula will not be used to determine the sample size but rather to calculate the possible precision (the value of “A”) at the various management levels (i.e., SubArea, Area, District, & Statewide).

[Z2 x p(1-p)] [N-n] A = SQRT { ---------------------------}

nN

Expected Failure Rate. The formula includes an expected failure rate to represent the percentage of sample segments that will not meet the desired Maintenance Rating. The data from the QA inspections will provide this information at the various management levels.

44

Definitions Alligator cracks - Cracks caused by traffic that normally occur in the wheel path areas. The first sign of fatigue cracking is usually one or more longitudinal parallel cracks in the wheel path. After repeated traffic loading the cracks connect, forming many sided, sharp-angled pieces that develop a pattern resembling the skin of an alligator. The pieces are usually less than one foot on the longest side. Block (map) cracks - A series of interconnected transverse and longitudinal cracks that divide the pavement into rectangular pieces with sides ranging from approximately one to twelve feet. The cracks generally intersect at approximately right angles and are caused by aging and hardening of pavement rather than loading. Beam Guardrails - Longitudinal barriers constructed of continuous steel beams that provide for redirection of errant vehicles. Cable guardrails - Longitudinal barriers, consisting of a 2 or 3-strand cable system, that provide for redirection of errant vehicles. Concrete barriers - Concrete devices designed to prevent vehicular penetration from the travelway to areas behind the concrete barrier. Corner breaks - Cracks of approximately 45 degrees at the slab corner and connect the transverse and longitudinal joints. Culverts & Pipes - Drainage structures for lateral or transverse drainage or movement of water. Culvert drainage structures are 20 feet and less in roadway length, measured as spans in the direction of traffic. Culvert types include: corrugated metal pipe, metal arch, multiplate, timber, reinforced concrete pipe, and concrete box culverts.

Curbs and Gutters - Open drainage channels that direct the flow of water from the road surface and roadside area to an outlet. Curb and gutter also includes median curbs and asphalt curbs on the outside of a shoulder. Deformation - The presence of shoving, bumps, and depressions. Shoving is an irregularity of the pavement surface resulting from lateral movement or shoving of pavement materials by traffic. Shoving is usually found in areas of accelerating and/or braking traffic, such as intersections or curves. A pavement depression or bump is a deviation from design grade. Delineators - Light retroreflecting devices mounted on posts, guardrails, or barriers at the roadside, in series, to indicate the roadway alignment. Delineators are effective aids for night driving and foul weather and are to be considered as guidance devices rather than warning devices. Ditches - Drainage devices that protect slopes and roadways from erosion and drain the road base to prevent saturation and loss of support. Roadside and median ditches are trough-shaped channels oriented parallel to the roadway direction of travel. Outfall ditches flow perpendicular to the direction of travel. Both convey water from the pavement surface. Drainage - A system for collection and distribution of surface runoff (the ability to divert water away from the driving surface). Highway drainage systems include ditches and ditch linings, culverts, under drains, edge drains, curb & gutter, pipes, wash checks, and backslope drains.

45

Definitions (cont)

Drainage inlets - Structures through which the water enters drainage culverts and pipes. A grate or access cover is used to trap/prevent entry of sticks or floating debris and for general safety reasons. “D” cracks - A series of fine crescent shaped hairline cracks, which usually parallel a joint or major crack. “D” cracks are generally observed in the eastern half of the state or where limestone has been used for one-half or more of the total aggregate.

Edge drains and under drains - Small slotted or perforated pipe, normally surrounded by a granular backfill, used to drain excess water from the roadway subgrade or sub-base. These drains are usually outleted into the ditch with a plain pipe. “Fail” Rating - The sample fails for a rating element if the sample does not meet the MR criteria for that rating element. The sample receives a “0”, with fail representing unacceptable MR for that rating element.

Faulting - A condition caused by loss of foundation material or inadequate load transfer where there is a difference in elevation of two slabs at a joint or crack. Faulted joints are common in older pavements where no sub-bases or joint dowels were used (20 ft. and 30 ft. joints). Fencing - Fences are used to “delineate access control” for a highway by serving as a boundary marker. Flexible Pavement - All travelway pavements with a bituminous wearing surface, including concrete pavements with asphalt overlays. Guide sign - Signs that display directions, distances, route numbers, recreational areas, and geographic or cultural information. Guide signs include the following type signs: destination signs, park & ride signs, rest area signs, scenic view signs, recreational area signs, historical marker signs, exit direction signs, route marker signs, hospital signs, direction signs, advance turn arrow signs, etc. Impact attenuators - Highway devices designed to absorb energy and reduce the crash impact when a vehicle hits an object, such as the end of a concrete barrier, concrete bridge pier or abutment, bridge ends, and overhead sign supports. Litter and debris - Trash, wastepaper, carcasses, etc. that can easily be seen from the shoulder or travelway edge (for roads without shoulders) and detract from the clean, neat appearance and safety of the traveling public. Longitudinal cracks - Fairly straight cracks parallel to the centerline of the roadway. Maintenance Categories - A grouping of highway rating elements and maintenance activities into like categories for the purpose of evaluating maintenance quality. The five (5) maintenance categories for the KDOT Maintenance QA Program are:

♦ Travelway ♦ Traffic Guidance ♦ Shoulders ♦ Drainage ♦ Roadside

46

Definitions (cont)

Maintenance Quality Assurance Program - A new management tool to assist maintenance managers in prioritizing maintenance projects and resources (personnel, equipment, materials, and funding). The program involves a physical inspection of randomly selected 0.1-mile sample segments using identified MR criteria for highway rating elements. Based upon the inspection results, the Maintenance Rating values for the Kansas highway system at various organizational levels (State, District, Area, & SubArea) are then calculated. Maintenance Rating criteria - A description of the maintenance goal for various rating elements. Each rating element is inspected along randomly chosen road segments to determine whether the desired conditions for the rating element are being met and given an evaluation of “pass”, “fail”, or “not applicable”. “Not Applicable” Rating - The rating “N/A” (Not Applicable) is used when a rating element does not exist or have the potential to exist in the inspection segment. For instance, if there is no guardrail, attenuators, and barriers within a given inspection segment, a “N/A” rating would be assigned to that rating element. Object marker - Used to mark obstructions adjacent to the roadway. Type 1 object markers consist of nine 3-inch diameter yellow reflectors mounted on an 18-inch diamond-shaped panel. Type 2 object markers consist of three yellow reflectors or buttons arranged vertically. Type 3 markers consist of vertical rectangles with alternating black and reflectorized yellow stripes sloping downward. “Pass” Rating - The sample passes for a rating element if the sample meets the MR criteria for that rating element. The sample receives a “1”, with pass representing acceptable MR for that rating element. Pavement Markers (raised/recessed) - Reflectorized or non-reflectorized markers placed on the travelway to supplement pavement markings in an effort to provide additional delineation at night and in inclement weather conditions. Pavement Markings - Diagonals in medians, gore markings at interchanges, turning lane and pavement arrow markings, word and symbol markings, special markings (e.g., crosswalk lines, railroad crossing, school zone, etc.), and raised/recessed pavement markers. Pavement Striping - Center line stripes, lane lines, no passing zone stripes, edge line stripes, channelizing lines, etc. Rating Element - A rating element for a maintenance category is a specific component or item comprising the highway system, such as warning and regulatory signs, guardrails, pavement markings & striping, or culverts & pipes. A rating element for a maintenance category can also be a specific quality/defect in highway system, such as potholes, cracking, or rutting in the travelway. Regulatory signs - Traffic signs that advise of traffic laws or regulations. Regulatory signs include the following type signs: stop signs, yield signs, speed limit signs, reduce speed limit signs, no turn signs, no U-Turn signs, road & bridge closed signs, one-way signs, do not enter signs, weight limit signs, wrong way signs, keep right or left signs, permanent and temporary “Pass with Care” signs and “Do Not Pass” signs, etc.

47

Definitions (cont)

Rigid Pavement - All travelway pavements with a concrete wearing surface, including bituminous pavements with a concrete overlay. Roadside - That area between the outside edges of the shoulder and the right-of-way line. For roads with no shoulders, the “roadside” is that area between the outside edge of the paved travelway and the right-of-way line. The “roadside” also includes interchange areas, half of the median on divided roads, and the channeling islands at intersections. Rutting - Longitudinal depressions in the wheel paths parallel to the centerline. Rutting may result from consolidation or lateral movement under traffic in one or more of the underlying courses, or by displacement in the asphaltic layer itself. Shoulder - That portion of the roadway that extends from the travelway out to where shoulder slope meets the sideslope. For asphalt and concrete roads with 15-foot continuous asphalt overlays or 15-foot continuous concrete pours, the shoulder begins at the edge of the travelway. Unpaved shoulders must be >= 2 feet in width, with a slope <= 2 inches per foot. Unpaved shoulders less than 2 feet in width or with a slope > 2 inches per foot will not be rated as “Shoulders”, but will be rated with “Roadside”. A 6’-7’ turf shoulder with a 2’-3’ rock wedge is defined as a turf shoulder. Side roads and entrances - approaches that extend from the edge of the travelway to the normal right-of-way line. For the purposes of the Maintenance QA Program, an intersecting state highway is considered a side road. Additionally, paved median crossovers and turnouts are inspected. Spalling - The cracking and breaking or chipping of the pavement usually along joints, edges, or cracks. Spalls may also develop where joints were sawed too green or where solid material has entered the crack during cold weather. Stratification - The management focus of the Maintenance QA Program represented by dividing the total roadway segment population into subgroups based upon type or jurisdiction of roads. For the KDOT Maintenance QA Program, the total roadway segment population is divided into the following jurisdiction subgroups for MR analysis:

♦ Maintenance Areas within Districts. ♦ Maintenance SubAreas within Areas.

Traffic Guidance - All KDOT-maintained signs, pavement markings, pavement striping, longitudinal barriers, object markers, and other devices placed on, over, or adjacent to the highway system to regulate, warn, or guide traffic. Transverse cracks - Cracks that extend across pavements approximately perpendicular to the centerline. Shrinkage of the asphalt pavement or reflection of the cracks and joints in a concrete pavement, which has been overlaid, usually causes transverse cracks.

Travelway - That portion of the roadway for the movement of vehicles, exclusive of shoulders. For undivided roads, there is a single travelway. For multi-lane, divided highways, there are two separate travelways – one in each direction of travel. Where applicable, for both asphalt and concrete roads, the travelway includes the entire 15-foot continuous pavement overlay or the entire 15-foot continuous concrete pour (not just the 12-foot travel lane). Additionally, auxiliary lanes (passing lanes, creeper lanes, turn bays/turn lanes) are included in the travelway.

48

Definitions (cont)

Warning signs - Traffic signs that advise of potentially hazardous conditions. Warning sings include the following type signs: left and right reverse curve signs, left and right winding road signs, cross road and side road signs, T-intersection and Y-intersection signs, stop ahead signs, yield ahead signs, merge signs, pavement width transition signs, divided highway signs, narrow and one lane bridge signs, hill signs, ramp speed signs, advisory speed signs, railroad advance warning signs, low clearance signs, animal or pedestrian crossing signs, etc. Weighting Factors - The weighting factors reflect the relative importance of rating elements in computing the maintenance category MR percentage. The weighting factors reflect the relative importance of the maintenance categories in computing an overall Maintenance Rating (MR) percentage.

49

Bibliography

(Optional Reading)

Bureau of Construction and Maintenance. KDOT Maintenance Manual. Kansas Department of Transportation, July 1993. Bureau of Materials and Research. Field Operations Manual – Network Optimization System Survey. Kansas Department of Transportation, May 1982 (Revised January 1999). Bureau of Traffic Engineering. KDOT Highway Sign Manual. Kansas Department of Transportation, June 17, 1998. Bureau of Transportation Planning. CANSYS Data Collection and User Manual. Kansas Department of Transportation, January 1998. Cambridge Systematics, Inc. Highway Maintenance Levels of Service – CDOT Transportation Investment Strategy Project. October 30, 1998. Eres Consultants, Inc. NCHRP 14-12, Maintenance QA Program Implementation Manual. National Cooperative Highway Research Program, January 1998. Federal Highway Administration. Manual on Uniform Traffic Control Devices. U.S. Department of Transportation, 1998 (revised 1993). Hamburg, Morris. Statistical Analysis for Decision Making. Harcourt Brace Jovanovich, Inc., New York, 1977. Highway Maintenance Division. Peer Review for Quality Highway Maintenance – 1998 Participant Booklet. Maryland Department of Transportation, 1998. Highway Maintenance Division. Peer Review for Quality Highway Maintenance – 1997 Report. Maryland Department of Transportation, 1998. Maintenance Division. Attachment B of the Request for Proposal for Inventory and Condition Assessment. Virginia Department of Transportation, 1998. Maintenance Division. Quality Evaluation Manual. Virginia Department of Transportation, September 1993. Maintenance Office. Maintenance Accountability Process Workbook. Washington State Department of Transportation, April 1997. Office of IMMS Project and Special Studies. Reference Materials LOS98. California Department of Transportation, March 1998. Office of IMMS Project and Special Studies. Supplemental Reference LOS98. California Department of Transportation, 1998. State Maintenance Office. Maintenance Rating Program Handbook. Florida Department of Transportation, July 1997.

This page intentionally left blank

50

Traffic Guidance: Warning/Regulatory Signs (including Object Markers)

Regulatory Signs

Stop Sign Yield Sign Speed Limit Sign

Minimum Speed Sign Reduce Speed Ahead Signs

No Right Turn Sign No Turn Sign No U-Turn Sign

Mandatory Movement Mandatory Turn Optional Movement

Sign Sign Sign


Regulatory Signs

2-Way Left Turn Only Do Not Pass Sign Pass With Care Sign Sign

Slower Traffic Keep Uphill Traffic Lane Signs Right Sign

Keep Right Signs Do Not Enter Sign

Wrong Way Sign Selective Exclusion Signs


Regulatory Signs

One Way Sign Divided Highway Parking/Stopping Prohibition Sign Sign

Parking/Stopping Prohibition Signs

Emergency Parking Weight Limit Signs Signs


Regulatory Signs

Truck Route Sign Weight Station Sign

Keep Off Median Sign Road Closed Sign


Warning Signs

Curve Sign Turn Sign Reverse Turn Sign

Reverse Curve Winding Road Cross Road Sign Sign

Side Road Signs T Symbol Sign

Y- Symbol Sign Stop Ahead Sign Yield Ahead Sign


Warning Signs

Signal Ahead Sign Merge Sign Added Lane Sign

Lane Reduction Transition Signs

Road Narrows Sign Narrow Bridge Signs

One Lane Bridge Divided Highway Divided Highway Ends Sign Sign Sign


Warning Signs

Two-Way Traffic Sign Hill Signs

Bump Sign Dip Sign Pavement Ends Sign

Soft Shoulder Slippery When Wet Low Clearance Sign Sign Sign

Advisory Speed Plate Exit Speed Sign No Passing Zone Sign


Warning Signs

Crossing Signs

maintenance quality assurance program manual - … · maintenance quality assurance program manual...

Documents