Maintenance Quality Assurance

Program Manual

Kansas Department of Transportation

Bureau of Construction and Maintenance
2007
 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

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 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

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 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

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 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:

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

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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:

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 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

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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

4
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.

District XXX - Overall MR 86

95
100
90 85 83
90
Category MR Value

80 72
70
60
50
40
30
20
10
0
Maintenance Categories

Travelway Shoulders Roadside Drainage Traffic Guidance

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

District XXXX Traffic Guidance - MR 83

99
100
90
80
66 67
Element MR

70
60 58

50
40
30
20
10
Rating Elements

Warning/Regulatory Signs All Other Signs

Guardrail/Attenuators/Barriers Pavement Markings & Striping
“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.

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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

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7
8
 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

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No pothole ≥ 36 in in area and 1-1/2 Potholes are holes in the road surface that allow water to
inches in depth. 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

MR Criteria Description & Measurement

The sample passes if the sample meets ♦ Alligator cracks – cracks caused by traffic that
all the following MR criteria: normally occur in the wheel path areas. The first sign
of alligator cracking is usually one or more
1. Areas of alligator cracking do not longitudinal parallel cracks in the wheel path. After
exceed a total of 25 ft2. repeated traffic loading the cracks connect, forming
many sided, sharp-angled pieces that develop a
2. For any one lane, the cumulative pattern resembling the skin of an alligator. The
length of unsealed transverse and pieces are usually less than one foot on the longest
longitudinal cracks ≥ ¼ inch in width side.
is < 120 ft.
3. Areas of unsealed block cracking ≥ For alligator cracking, inspect to see if areas of
¼ inch in width does not exceed a alligator cracking exceed a total of 25 ft2.
total of 120 ft2.

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 ♦ Transverse cracks – Cracks that extend across
pavements approximately perpendicular to the
Sealed cracks that fail are considered centerline.
unsealed cracks for inspection purposes.
♦ 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

MR Criteria Description & Measurement
90% of the travelway wheel path Rutting is longitudinal depressions in the wheel paths
length is free of ruts ≥ ½ inch in depth. 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.

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 Flexible Pavement: Deformations
MR Criteria Description & Measurement
The total area of shoving, bumps and Deformation is the presence of shoving, bumps, and
depressions > 1-½ inches in depth is depressions.
not more than 25 ft2. ♦ 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

2
> 1-1/2 inches in depth is > 25 ft in area.

Rigid Pavement: Potholes/Spalling

MR Criteria Description & Measurement
The sample passes if the sample ♦ Potholes are holes in the road surface that allow water
meets all the following MR criteria: to penetrate and undermine the underlying travelway
base.
1. No pothole ≥ 36 square inches in
area and 1-1/2 inches in depth.
Place a straight edge across the pothole area to
2. 90% of the travelway surface is free determine if at least 36 square inches of the pothole
of spalls. 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.

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 Rigid Pavement: Cracking

MR Criteria Description & Measurement

For any one lane, the length of ♦ “D” cracks – a series of fine crescent shaped hairline
unsealed cracks ≥ ¼ inch in width cracks, which usually parallel a joint or major crack. “D”
does not exceed 53 feet. 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.
Sealed cracks that fail are considered
♦ Longitudinal cracks – cracks that run parallel to the
unsealed cracks for inspection
pavement centerline.
purposes.
♦ 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

MR Criteria Description & Measurement

For any one lane, 90% free of faulting Faulting is a condition (caused by loss of foundation
greater than ≥ ¼ inch in height. 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

MR Criteria Description & Measurement

90% of the travelway construction These criteria require that 90% of the joints in rigid
joints have joint material functioning as pavement have joint material that restricts the intrusion of
intended. 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.
Note: This does not include the
travelway-shoulder longitudinal joint. ♦ 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.

12
 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.

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 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

MR Criteria Description & Measurement
90% of travelway-shoulder separation ♦ On asphalt highways, separation between the travelway
does not exceed ¼ inches in width and and shoulder (an edge joint crack) will often resemble
joint material is functioning as longitudinal cracking. Separation is caused by poor
intended. 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

MR Criteria Description & Measurement
The sample passes if the sample The description of various types of cracks for both asphalt
meets all the following MR criteria: and concrete has been described in the previous MR
criteria for “Travelway”.
1. For any one shoulder, the length
of unsealed cracks/ transverse
For any one shoulder, the length of unsealed
joints and block cracking ≥ ¼ inch
cracks/transverse joints ≥ ¼ “ in width (the width of a
in width does not exceed 100 feet.
pencil), should not exceed 100 feet.
2. For any one shoulder, areas of
alligator cracking do not exceed a Areas of alligator cracking should not exceed a total of 25
total of 25 ft2. ft2per shoulder.
3. For any one shoulder, areas of
block cracking do not exceed 100 Areas of block cracking should not exceed a total of 100 ft2
ft2. per shoulder.
Sealed cracks/transverse joints that
fail are considered unsealed for
inspection purposes.

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 Paved Shoulders: Drop-Off / Build-Up
MR Criteria Description & Measurement
Vertical elevation difference between the Fail if any portion of the travelway-shoulder vertical
travelway and shoulder is not greater elevation is >3 inches when transitioning from travelway
than 3 inches when transitioning from pavements with an edge sloped at 45 degrees or flatter
travelway pavements with an edge and 1 1/2 inches in depth when transitioning from
sloped at 45 degrees or flatter and 1 1/2 travelway pavement with an edge more vertical than 45
inches in depth when transitioning from degrees.
travelway pavement with an edge more
vertical than 45 degrees.
Fail if there is any build-up causing the shoulder to be > ½
No build-up causing the shoulder to be ≥ inch higher than the travelway pavement .
½ inch higher than the travelway
pavement.

Paved Shoulders: Deformations

MR Criteria Description & Measurement
For any one paved shoulder length (on For paved shoulders, deformation is the presence of
one side), fail if ≥ 27 ft of paved potholes, shoving, bumps, rutting, faulting, and depressions.
shoulder length has deformations > 1- ♦ Potholes are holes in the shoulder surface that allow
1/2 inches. 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.

15
 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

16
 Unpaved Shoulders: Edge Ruts

MR Criteria Description & Measurement

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

MR Criteria Description & Measurement

The sample passes if the sample It is important that rain water move effectively from the road
meets all the following MR criteria: surface to the ditch. The presence of deep wheel ruts and
depressions can cause ponding, which can saturate the
1. For any one shoulder, fail if ≥ 53 sub-base.
feet of unpaved shoulder length has
any wheel ruts or depressions (not
Visually inspect the unpaved shoulder for areas where the
edge ruts) > 3 inches in depth.
slope appears to be level or a negative slope (slope toward
2. There is no occurrence of a level the paved shoulder or travelway) exists. Inspect suspect
or a negative slope. 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

MR Criteria Description & Measurement

The sample passes if it meets the MR On any one shoulder, aggregate shoulders should be 90%
criteria for the appropriate type free of vegetation. Fail if ≥ 53 ft of either aggregate
shoulder (aggregate, turf): shoulder has vegetation.
Note: If the vegetation in the aggregate shoulder is weeds
For any one shoulder, 90% of that have been sprayed, then the criteria are met.
aggregate shoulders are free of
vegetation.
For any one shoulder, turf shoulders, fail if ≥ 106 ft of the
For any one shoulder, 80% of turf shoulders are bare ground or covered with weeds or other
shoulders are covered with suitable undesired vegetation.
vegetation (weeds are not suitable
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.

17
 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

MR Criteria Description & Measurement

The samples passes if the sample Grass and vegetation are mowed in order to maintain
meets all the following MR criteria: roadside aesthetics and promote the safety of motorists.
Measure the height of vegetation from the ground where the
1. For any one side, 90% of plants are growing.
vegetation < 12 inches in height
for a distance of 1 mower- width. ♦ For any one side, fail if ≥ 53 ft of roadside length has
vegetation ≥ 12 inches in height for a distance of 1
2. Vegetation on the right-of-way at mower- width.
intersections and curves is at a
height that provides adequate ♦ Inspect for adequate sight distance at intersections and
sight distance. curves. If adequate sight distance is not provided,
determine if vegetation height is the cause.
3. 90% of the area around guardrails
is free of vegetation > 6 inches in ♦ Inspect the area around guardrails to see if more than
height. 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

MR Criteria Description & Measurement

100% of site has no more than 10 Litter and debris are composed of trash, wastepaper,
pieces of 12-inches in diameter sized carcasses, etc., which detract from a clean, neat
litter or debris (or its equivalent size), appearance and the safety of the traveling public. Readily
readily visible from the shoulder. 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.

18
 Roadside: Fencing
MR Criteria Description & Measurement
100% of KDOT-maintained fencing Fences are used to “delineate access control” for a highway
functioning as intended. 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

MR Criteria Description & Measurement
The sample passes if the sample Scan the 0.1-mile sample site for any tree limbs (from trees
meets all the following MR criteria: within or outside the Right-of-Way), which appear to have a
vertical clearance of 15 feet or less.
1. 100% of travelway is free of
encroachment of tree limbs 15’ or Scan the 0.1-mile sample site for any dead trees, within the
less vertically. Right-of-Way, capable of falling on the roadway. Dead trees
outside the Right-of-Way that could fall on the roadway
2. 100% of the right-of-way is free of would not cause the sample to fail. However, these dead
dead trees capable of falling on trees should be noted on the inspection form.
the roadway.
3. 100% of signs, intersections, and Verify that there are no trees and brush restricting adequate
curves are free of brush and tree sight distance or obscuring traffic control devices.
encroachment.

Roadside: Slope Erosion

MR Criteria Description & Measurement

The sample passes if the sample meets Scan the 0.1-mile sample site for erosion problems, such
all the following MR criteria: as slides, washouts > 6 inches in depth, and ruts > 6
inches in depth. Fail if ≥ 132 ft of right-of-way length (on
1. For any one side, 75% of the right- one side) fails to meet the desired maintenance condition.
of-way length is free of erosion
problems (slides, washouts > 6 For no shoulder situations, fail if any portion of the edge
inches in depth, ruts > 6 inches in drop-off adjacent to the travelway is >3 inches in depth
depth). when transitioning from travelway pavements with an edge
sloped at 45 degrees or flatter and 1 1/2 inches in depth
2. No edge drop-off adjacent to the when transitioning from travelway pavement with an edge
paved travelway where no shoulder more vertical than 45 degrees.
exists.
3. For any one shoulder, fail if > 53 For paved or unpaved shoulder situations, fail if > 53 ft of
feet of edge drop-off adjacent to edge drop-off adjacent to any one paved or unpaved
paved or unpaved shoulder. shoulder has edge ruts >3 inches in depth when
transitioning from shoulder material with an edge sloped at
4. 90% of the edge drop-off adjacent 45 degrees or flatter and 1 1/2 inches in depth when
to paved side road and entrances transitioning from shoulder material with an edge more
does not exceed 3 inches. vertical than 45 degrees.
5. No occurrence of a level or Measure total length of entrance edge and determine if
negative slope adjacent to the greater than 10%. Where there are stair-step pavement
paved travelway or paved lifts, the sample edge drop-off is the depth of the combined
shoulders. 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.

19
 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.

20
 Roadside: Side Roads & Entrances

MR Criteria Description & Measurement

The sample passes if the sample Side roads and entrance approaches extend from the edge
meets all the following MR criteria for of the travelway to the normal right-of-way line. For the
the appropriate type side road and purposes of the Maintenance QA Program, an intersecting
entrance (paved or unpaved): state road is considered a side road. Additionally, paved
median crossovers and mailbox turnouts are inspected.
Paved
1. 100% of all paved side roads and Determine the type of side roads and entrances (paved,
entrances are free of a vertical unpaved, or both) in the sample. For median crossovers,
drop-off ≥ 1-1/2 inches in height inspect only the paved ones.
from the abutting pavement
surface. Paved
2. Paved side roads and entrances ♦ For paved side roads and entrances, measure the
have a satisfactory surface vertical drop-off from the abutting pavement surface to
condition (free of potholes ≥ 36 sq see if there are any instances of drop-off ≥ 1-1/2 inches
inches in area and 1-1/2 inches in in height.
depth; 80% of paved side roads ♦ For potholes, place a straight edge across the pothole
and entrances are free of area to determine if at least 36 square inches of the
deformation & bumps > 1-½ inch pothole area is ≥ 1-1/2 inches. To determine the area
in depth. of a pothole, measure the area as a square or
rectangle. Use of a straight edge and a marker to
Unpaved outline the area may be helpful. If BOTH depth and
1. 100% of all unpaved side roads area are greater than the criteria limits, then this rating
and entrances are free of a vertical element does not meet the desired maintenance
drop-off ≥ 2 inches in height from condition.
the abutting pavement surface.
♦ Deformation is the presence of shoving, bumps, ruts, &
2. 100% of unpaved side roads and depressions. Shoving is irregularities of the pavement
entrances (gravel, aggregate, etc.) surface resulting from lateral movement or shoving of
have a satisfactory surface pavement materials by traffic. A pavement depression
condition (free of ruts, or bump is a deviation from design grade. Ruts are
deformations, and bumps > 3 longitudinal depressions in the wheel paths.
inches in depth).
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.

21
 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

MR Criteria Description & Measurement
The sample passes if the sample Curbs and gutters are open drainage channels that direct
meets all the following MR criteria: the flow of water from the road surface and roadside area to
an outlet. Curbs and gutters also include median curbs
1. 80% of curb and gutter length is and asphalt curbs on the outside of a shoulder.
free of structural distress.
Measure total linear feet of curb and gutter on each side to
2. 80% of the pavement/gutter joint determine allowable percentages.
length is flush or filled with joint
material. ♦ Inspect curbs and gutters for structural distress –
3. 100% free of obstructions that settlement or section misalignment greater than 1 inch,
would severely impede drainage spalling, unsealed cracking, etc.
flow.
♦ 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
MR Criteria Description & Measurement
80% of the ditch length, on any one Ditches protect slopes and roadways from erosion and drain
side, is free of scour in excess of 6 the road base to prevent saturation and loss of support.
inches, siltation, vegetation, or debris Roadside and median ditches are trough-shaped channels
that may obstruct runoff. 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.

22
 Drainage: Erosion Control Devices
MR Criteria Description & Measurement
90% of the length of paved ditch Paved ditches may be lined with asphalt and concrete.
linings or aggregate ditch linings, to Unpaved ditches may be lined with aggregate.
include flumes, backslope drains and
wash checks, are structurally sound ♦ Check paved ditches (to include flumes, backslope
and functioning as intended. 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

MR Criteria Description & Measurement
The sample passes if the sample Culverts & Pipes are drainage structures for lateral or
meets all the following MR criteria: transverse drainage (of water underneath and away from
the highway). Culvert drainage structures are 20 feet and
1. 75% of the opening for each pipe less in roadway length, measured as spans in the direction
or culvert is unobstructed. of traffic. Culvert types include: corrugated metal pipe,
metal arch, multiplate, timber, reinforced concrete pipe, and
2. The pipe/culvert is functioning as concrete box culverts.
intended.
♦ 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.

23
 Drainage: Edge & Under Drains
MR Criteria Description & Measurement
100% of edge & under drains are Edges drains and under drains are small slotted or
functioning as intended, with markers perforated pipe, normally surrounded by a granular backfill,
and rodent screens in place. 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
MR Criteria Description & Measurement
The sample passes if the sample Drainage inlets are structures through which the water
meets all the following MR criteria: enters drainage culverts and pipes. A grate or access cover
is used to trap/prevent entry of sticks or floating debris and
1. 75% of the cavity of each for general safety reasons.
structure is free of debris and
operating as intended. For multi-lane, divided highways, there are two separate
samples – one in each direction of travel. Median inlets will
2. The inlet grate and access cover be rated with the sample that the outlet pipe drains to.
are present, where applicable.
3. The unit is structurally sound. ♦ 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.

24
 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 Regulatory signs advise of traffic laws or regulations.
are reflective, readable, free of graffiti, Regulatory signs include the following type signs: stop
securely mounted at the proper height, signs, yield signs, speed limit signs, reduce speed limit
plumb (no more than 3 inches in 4 feet signs, no turn signs, no U-Turn signs, road & bridge closed
of post length in any direction), and signs, one-way signs, do not enter signs, weight limit signs,
correct for the intended purpose. 4 wrong way signs, keep right or left signs, permanent and
inch x 6 inch wooden posts will have temporary “Do Not Pass” and “Pass with Care” signs, etc.
breakaway holes drilled.
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-

25
 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)

MR Criteria Description & Measurement

The sample passes if the sample Guide signs display directions, distances, route numbers,
meets all the following MR criteria: recreational areas, and geographic or cultural information.
Guide signs include the following type signs: destination
1. 90% of guide signs are reflective, signs, park and ride signs, rest area signs, scenic view
readable, free of graffiti, securely signs, recreational area signs, historical marker signs, exit
mounted at the proper height, plumb direction signs, route marker signs, hospital signs, direction
(no more than 3 inches in 4 feet of signs, advance turn arrow signs, etc.
post length in any direction), and
correct for the intended purpose. 4 ♦ Inspect to see if guide signs are reflective, visible and
inch x 6 inch wooden posts will have legible, free of graffiti, securely mounted (bolts are snug
breakaway holes drilled. and signs are not flapping), plumb (no more than 3
2. 75% of all delineators are reflective, inches in 4 feet of post length in any direction), and
mounted to the proper height, plumb serving their intended purpose.
(no more than 3 inches in 4 feet of
post length in any direction), ♦ Inspect to see if 4 inch x 6 inch wooden posts have
undamaged, and correct for the breakaway holes drilled.
intended purpose.
♦ 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,

26
 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

MR Criteria Description & Measurement
The sample passes if the sample Guardrails are longitudinal barriers constructed of
meets all the following MR criteria: continuous steel beams that provide for redirection of errant
vehicles.
1. 95% of continuous steel beam Measure the length for each section of continuous steel
guardrails are free of dents, rust, beam guardrail. Inspect each guardrail section length for
or missing/damaged parts that missing parts (offset blocks and connection hardware) or
degrade its intended purpose. rails; dents or rust that decrease structural integrity; posts in
Height to center bolt is 21” + 3”. good condition; and the height-to-center bolt is 21 inches +
3 inches measured from the ground at the face of the
2. 95% of all cable guardrails are guardrail.
taut, free of protruding parts, and
properly secured.
Inspect guardrail posts for adequate soil levels. Inadequate
soil levels about guardrail posts can degrade their intended
3. 100% of attenuators are function. Rate delineators attached to guardrails as part of
functioning as intended. the Traffic Guidance “All Other Signs” rating element.
4. 100% of all concrete barriers are
properly aligned and free of
structural distress. 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.

27
 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 Pavement Striping consists of center line stripes, lane lines,
meets all the following MR criteria: no passing zone stripes, edge line stripes, channelizing
lines, etc.
1. 95% of all pavement markings and
Pavement Markings consist of diagonals in medians, gore
striping is functioning as intended,
markings at interchanges, turning lane and pavement arrow
not faded, and in neat lines. markings, word and symbol markings, special markings
(e.g., crosswalk lines, railroad crossing, school zone, etc.),
and raised/recessed pavement markers.
2. Two or more consecutive raised/
recessed pavement markers are Pavement Markers (raised/recessed) are reflectorized or
not missing. 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

28
 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.

29
 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).

30
 ♦ 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.

31
 ♦ 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”.

32
 ♦ 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.

33
Right-of-Way Diagram Associated with Ramps

34
35
36
 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).

37
♦ 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).

38
 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
39
 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 Total # * # PASS ** MR Wt Total # x Wt # PASS x Wt
Pavement (“1”) (% Passed)
(280/300) x 100 = 300 x 9= 280 x 9 =
Potholes 300 280 93 *** 9 2700 2520
Cracking (200/300) x 100 = 300 x 8= 200 x 8 =
300 200 67 8 2400 1600
Rutting (290/300) x 100 = 300 x 8= 290 x 8 =
300 290 97 8 2400 2320
Deformations (250/300) x 100 = 300 x 7= 250 x 7 =
300 250 83 7 2100 1750
(8190/9600) x 100 =
Totals 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 Total # * # PASS ** MR Wt Total # x Wt # PASS x Wt
Pavement (“1”) (% Passed)
Potholes/ (87/100) x 100 = 100 x 9= 87 x 9 =
Spalling 100 87 87 *** 9 900 783
Cracking (78/100) x 100 = 100 x 8 = 78 x 8 =
100 78 78 8 800 624
Faulting (86/100) x 100 = 100 x 7 = 86 x 7 =
100 86 86 7 700 602
Joint Sealant (84/100) x 100 = 100 x 8 = 84 x 8 =
100 84 84 8 800 672
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

40
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 Category Wt x

Factor Category MR 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

41
 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..

42
 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).

2
[Z 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.

43
 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.

44
 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

45
 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.

46
 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.

47
 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.

48
 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.

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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

51
 Traffic Guidance: Warning/Regulatory Signs
(including Object Markers)

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

52
 Traffic Guidance: Warning/Regulatory Signs
(including Object Markers)

Regulatory Signs

One Way Sign Divided Highway Parking/Stopping Prohibition

Sign Sign

Parking/Stopping Prohibition Signs

Emergency Parking Weight Limit Signs

Signs

53
 Traffic Guidance: Warning/Regulatory Signs
(including Object Markers)

Regulatory Signs

Truck Route Sign

Weight Station Sign

Keep Off Median Sign Road Closed Sign

54
 Traffic Guidance: Warning/Regulatory Signs
(including Object Markers)

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

55
 Traffic Guidance: Warning/Regulatory Signs
(including Object Markers)

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

56
 Traffic Guidance: Warning/Regulatory Signs
(including Object Markers)

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

57
 Traffic Guidance: Warning/Regulatory Signs
(including Object Markers)

Warning Signs

Crossing Signs

58
Traffic Guidance: Warning/Regulatory Signs
(including Object Markers)

59