VISUAL ASSESSMENT MANUAL

FOR THE CALIBRATION OF

HDM-4
PAVEMENT PERFORMANCE
PREDICTION MODELS

November 2011

Prepared for: Prepared by:

Ethiopian Roads Authority Africon
P O Box 905
PRETORIA
0001

Version 1.0
 Table of Contents
Page
1. INTRODUCTION ................................................................................................ 3

2. LOCATION AND LENGTH OF SECTIONS........................................................ 3

3. SEAL TYPE ........................................................................................................ 4

4. WIDTH ................................................................................................................ 4

5. SURFACE DEFECTS ......................................................................................... 4

5.1 SURFACE DISINTEGRATION................................................................................ 4
5.1.1 SURFACE CRACKS .............................................................................................................. 4
5.1.2 RAVELLING ........................................................................................................................... 5
5.1.3 MECHANICAL DAMAGE ....................................................................................................... 6
5.1.4 SHOVING/SLIPPAGE OF THE SURFACING ........................................................................ 6

5.2 BINDER CONDITION .............................................................................................. 7

5.3 BLEEDING / FLUSHING ......................................................................................... 7

6. STRUCTURAL DEFECTS .................................................................................. 9

6.1 MEASUREMENT OF CRACKS .............................................................................. 9
6.2 BLOCK OR REFLECTIVE CRACKING ................................................................ 10
6.3 STRUCTURAL CRACKS ...................................................................................... 10
6.3.1 LONGITUDINAL CRACKS ................................................................................................... 10
6.3.2 CROCODILE CRACKS ........................................................................................................ 13

6.4 THERMAL / TRANSVERSE CRACKS.................................................................. 14

6.5 OTHER CRACKS .................................................................................................. 15
6.5.1 PARABOLIC CRACKS ......................................................................................................... 15

6.6 PUMPING .............................................................................................................. 16

6.7 PATCHING ............................................................................................................ 17
6.7.1 SKIN PATCHING ................................................................................................................. 17
6.7.2 STRUCTURAL PATCHING.................................................................................................. 18

6.8 POTHOLING .......................................................................................................... 18

6.8.1 POTHOLING – POTHOLES AND STRUCTURAL FAILURES............................................. 18
6.8.2 POTHOLING - DELAMINATION .......................................................................................... 19
6.8.3 EDGE BREAKS ................................................................................................................... 20

7. FUNCTIONAL EVALUATION .......................................................................... 20

7.1 DRAIN CONDITION .............................................................................................. 20
7.2 DRAIN TYPE ......................................................................................................... 21
7.3 SURFACE DRAINAGE.......................................................................................... 21
7.4 UNPAVED SHOULDERS ...................................................................................... 21

8. COMMENTS ..................................................................................................... 22

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9. BACK OF THE ASSESSMENT FORM ............................................................ 22

10. RUTTING .......................................................................................................... 23

11. ROUGHNESS ................................................................................................... 24

12. TRAFFIC ACCOMMODATION AND TRAFFIC MANAGEMENT..................... 24

Appendix A: HDM Calibration Evaluation Form

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1. INTRODUCTION
ERA will soon start condition assessments on approximately 40 HDM-4 calibration
sections. A visual form containing HDM-4 input was developed to be used in the
field when collecting condition data.

This manual should be used when visual data must be collected in the field. The
layout for the form deals with Surfacing, Structural and Functional evaluations. A
defect is first briefly described, and the way the measuring should be done is
described thereafter. Photographs are also included to help the assessor to identify
the defects. The evaluation form is attached as Appendix A.

This manual is intended for use as long as the monitoring of the calibration sections
continues. Separate reports provide detail about establishing of the calibration
sections, and the background to the HDM-4 calibration and road deterioration
modelling.

2. LOCATION AND LENGTH OF SECTIONS

Refer to the list of calibration sections available from the Road Management Team.

Each calibration section is 300m long and is surveyed in both directions. Six 50m
half width sections are surveyed in both the positive and negative direction, giving a
total of 12 sub-sections to be surveyed for each of the calibration sections. Surveys
should start at the zero chainage and should follow the direction. The figure below
schematically illustrates the sub-sections for Section 1.

The “direction of survey” refers to the direction of increasing kilometres and thus
identifies the position of the 300m calibration section uniquely.

A 1/3, Section 1
300m

50m Evaluation sub-sections:

Positive direction
0.00-0.05 0.05-0.10 0.10-0.15 0.15-0.20 0.20-0.25 0.25-0.30 km

0.05-0.00 0.10-0.05 0.15-0.10 0.20-0.15 0.25-0.20 0.30-0.25 km

Negative direction

Sub-sections for Calibration Section 1

As indicated in the figure, there are some 12 sub-sections per calibration section, ie
12 condition assessment forms have to be completed per calibration section.

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3. SEAL TYPE
Record the seal type, eg 13 BR for 13mm single seal with bitumen rubber binder.

4. WIDTH
The width of each 50 m sub-section is entered on the evaluation form. The width is
the sum of the lane and the shoulder in one direction only. For dual carriageways
the slow lane (and shoulder) is surveyed and the width includes the slow lane and
the shoulder.

It is recommended that the area of the sub-section be calculated and recorded

on the form once the width has been measured. This will assist raters to
ensure that the total area of some distresses does not exceed the area of the
sub-section.

5. SURFACE DEFECTS
This section discusses the surfacing defects to be assessed and recorded. Surface
disintegration, binder condition and bleeding / flushing are dealt with.

5.1 SURFACE DISINTEGRATION

Surface disintegration can be subdivided into the next distress types: surface
cracks, ravelling, mechanical damage and shoving.

5.1.1 Surface Cracks

Description: Surface cracks are caused by the natural aging of the binder. It
manifests as shrinkage cracks of the surface material. It can easily be identified for
it has a distinct pattern often referred to as a crow’s foot. These cracks are normally
only fine hairline cracks, but if a road is left without any maintenance, it can develop
into “wide” cracks.

HDM Measurement: Surface cracks normally manifest as fine cracks situated in the
same location. It is therefore only possible to measure the total area affected. The
measurement of the area should be noted as the total area, in m2, of the sub-section
for three types of surface cracking:
• Narrow cracking
• Wide cracking
• Sealed cracking

See Table 1 for a definition of ‘Narrow cracking’ and ‘Wide cracking’ and the
measurement of cracking.

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 Surface Cracks

5.1.2 Ravelling
Description: Ravelling is defined as the loss of surfacing material, which can result
from one of or a combination of the following factors:

• Construction faults like over chipping or not enough binder material,

• Oxidation or aging of binder due to ultraviolet from the sun,
• Turning movement of heavy vehicles.

The assessor has to indicate whether the loss is active or stable (ie inactive,
occurred in the past but is now not continuing).

Active Ravelling: Aggregate loss is a continuing process that occurs because of two
reasons. Firstly the application rate of the binder was too low and poor adhesion
causes the stone to strip. Secondly the binder hardens due to oxidation and loses
its resilience. Subsequently loss of aggregate starts occurring and worsens with an
increase in seal age or traffic.

Stable Ravelling: No continuing aggregate loss is visible. Ravelling occurred earlier

during the seal life and stabilized after some time due to embedment of aggregate or
due to the application of diluted emulsion.

HDM Measurement: The ravelled area to be evaluated is only a 1 metre wide strip,
situated 0,5 m from the edge of the lane, or 0,5m from the yellow line. (Can also be
interpreted as rating only the outer wheel path.) The measurement is expressed as
the area affected by ravelling in this 1 metre strip, for each of Active and Stable
ravelling, ie length times width. The maximum area is thus 50m x 1m = 50 m2 (then
considered 100% ravelled).

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 Ravelling

5.1.3 Mechanical Damage

Description: This distress is usually caused by accidents, farming equipment, or
loss of cargo. This includes damage caused to a seal on the sides of the road
during the blading of the shoulders.

HDM Measurement: The damage is recorded as the total area affected in m2, as
well as the number of occurrences. In case of single scratches, the area affected is
considered as the length (in m), multiplied with a width of 0.5m. (The % area
affected will be calculated later).

Mechanical Damage

5.1.4 Shoving/Slippage of the Surfacing

Description: Slippage of only the surfacing layer in large areas. No previous
indications such as parabolic cracks have to be visible. Shoving is usually repaired

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 by removing large areas of the surfacing, proper patching and careful selection of a
resurface type.

HDM Measurement: The shoving is recorded as the total area affected in m2, as
well as the number of occurrences. (The % area affected will be calculated later).

5.2 BINDER CONDITION

Record the degree of the binder condition according to the following 5-point scale
(only the anchor values of Degree1, 3, and 5 are shown, but a 5-point rating scale
shall be used).

5.3 BLEEDING / FLUSHING

Record the degree of the binder condition according to the following 5-point scale
(only the anchor values of Degree 1, 3 and 5 are shown, but a 5 point rating scale
shall be used).

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 Degree 1 bleeding / flushing

Degree 3 bleeding / flushing

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 Degree 5 bleeding / flushing

6. STRUCTURAL DEFECTS
This section discusses all the structural defects that could occur on a calibration
section namely, cracks, pumping, patching and potholing.

A few of the next described defects could actually be included under surfacing
defects but are rated under this heading because the general description is more
applicable in this section. The defect is as follow:

Potholing - Delamination: The same as surfacing failures.

6.1 MEASUREMENT OF CRACKS

Cracking are subdivided into block/reflective cracking, structural cracking, thermal
cracking and other cracking (as well as surfacing cracking as discussed above).

The following definitions are applicable for all the different cracking types.

TABLE 1: THE MEASUREMENT OF CRACKS

ITEM ASSESSMENT
Area (of distress) Sum of areas circumscribing manifest distress (line cracks are
assigned a width dimension of 0.5m), and expressed as
percentage of carriageway area.
All cracking Narrow and wide cracking inclusive
Narrow cracking Interconnected or line cracks of 1 to 3 mm crack width, or faint
crocodile and surfacing cracks with no spalling and deformation/
movement
Wide cracking Interconnected or line cracks of 3 mm width or wider, or open
crocodile and surfacing cracks with spalling, deformation/
movement
Sealed cracking All above-mentioned cracking but a crackseal was applied to seal
the existing cracks.

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 Cracked area if not The outer dimension of the cracked area with a minimum width
line cracks of 0.5m. The total area affected is expressed as percentage of
the carriageway area for the sub-section.

6.2 BLOCK OR REFLECTIVE CRACKING

Description: Reflective cracking is cracks originating from the pavement layer
(stabilised bases) and after time reflects through the surface. Block cracks are
interconnected cracks forming a series of blocks, approximately rectangular in
shape, ranging in size from approximately 300 mm to 3m.

HDM Measurement: The spacing of the blocks is a good indication of the

mechanism and the progress of this defect. It is therefore categorized in spacing
intervals < 0.5 m, 0.5 - 2.5 m, > 2.5 m. The measurement of the area should be
noted as the total area, in m2, of the sub-section for three types of block/reflective
cracking:

• Narrow cracking
• Wide cracking
• Sealed cracking

For ease of recording, only the total area of each crack spacing category has to be
recorded. (The % will be calculated later.)

Other cracks within the blocks are rated as indicated in Table 1.

Block or Reflective Cracking

6.3 STRUCTURAL CRACKS

Structural cracking is divided into longitudinal cracks and crocodile cracks.

6.3.1 Longitudinal Cracks

Longitudinal or line cracking must furthermore be rated in one or more of the
following categories:

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6.3.1.1 Longitudinal - Edge Cracking
Description: This is caused by poor lateral support of the shoulders. Edge cracks
often increase in width to more than 3mm without rapid deterioration thereafter.
More than one crack running parallel to the edge is often observed. Edge cracks
are normally not an indication of the structural performance of the pavement.
Include only longitudinal cracks within 200 mm from the edge of the pavement.

HDM Measurement: Measure and record the total area of cracking, as discussed in
Table 1, but use an influencing width of 0,2 m instead of 0,5 m.

The measurement of the area should be noted as the total area, in m2, of the sub-
section for three types of longitudinal edge cracking:

• Narrow cracking
• Wide cracking
• Sealed cracking

For ease of recording, only the total length of each crack type (narrow, wide and
sealed) has to be recorded. (The area and % will be calculated later, based on the
0.2m influencing width.)

6.3.1.2 Longitudinal - in Wheel Track

Description: These cracks, confined to the wheel tracks, are usually the first sign of
crocodile cracking development and are load associated.

HDM Measurement: Measure and record the total area of cracking, as discussed in
Table 1, ie using an influencing width of 0,5 m.

The measurement of the area should be noted as the total area, in m2, of the sub-
section for three types of longitudinal wheel track cracking:

• Narrow cracking
• Wide cracking
• Sealed cracking

For ease of recording, only the total length of each crack type (narrow, wide and
sealed) has to be recorded. The area and % will be calculated later, based on the
0.5m influencing width.

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 Wide Longitudinal Cracking

6.3.1.3 Longitudinal - Irregular

Description: These cracks are not confined to the wheel paths, and are usually
caused by sub-grade deficiencies (settlement or slipping of embankments,
shrinkage of active clays etc). It is therefore not load associated. Crack widths
easily progress beyond 3 mm.

HDM Measurement: Measure and record the total area of cracking, as discussed in
Table 1, ie using an influencing width of 0,5 m.

The measurement of the area should be noted as the total area, in m2, of the sub-
section for three types of longitudinal irregular cracking:

• Narrow cracking
• Wide cracking
• Sealed cracking

For ease of recording, only the total length of each crack type (narrow, wide and
sealed) has to be recorded. (The area and % will be calculated later, based on the
0.5m influencing width.)

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 Longitudinal - Irregular Cracking

6.3.2 Crocodile Cracks

Crocodile cracks must furthermore be rated in one or more of the following
categories:

6.3.2.1 Crocodile Cracks - in Wheel Track

Description: These cracks are generally caused by fatigue of the pavement layers -
and are, therefore, load associated. The cracks consist of interconnected or
interlaced cracks, forming a series of small polygons, where the average diameter is
less than 300 mm and the appearance resembles the skin of a crocodile.

HDM Measurement: Measure and record the total area of cracking, as discussed in
Table 1.

The measurement of the area should be noted as the total area, in m2, of the sub-
section for three types of crocodile wheel track cracking:

• Narrow cracking
• Wide cracking
• Sealed cracking

For ease of recording, only the total area of each crack type (narrow, wide and
sealed) has to be recorded. (The % will be calculated later.)

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 Crocodile Cracking - Wheel Track

6.4 THERMAL / TRANSVERSE CRACKS

Description: Thermal or transverse cracks are described as unconnected cracks
running transversely across the pavement. Cracking is mainly caused by settlement
next to drainage structures, shrinkage of thick surfacing layers and the reflection of
shrinkage cracking in cemented pavement layers.

HDM Measurement: Measure and record the total area of cracking, as discussed in
Table 1.

The measurement of the area shall be noted as the total area, in m2, of the sub-
section for three types of thermal / transverse cracking:

• Narrow cracking
• Wide cracking
• Sealed cracking

For ease of recording, only the total length of each crack type (narrow, wide and
sealed) has to be recorded. (The area and % will be calculated later, based on the
0.5m influencing width).

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 Thermal or Transverse Cracking

6.5 OTHER CRACKS

Other cracks to be rated are parabolic and map cracking.

6.5.1 Parabolic Cracks

Description: Parabolic cracks are usually caused by the lateral movement of a fill or
the failure of a fill. They are also referred to as slip cracks, and often have a
difference in height between the sides of the crack, which occurs at the tension zone
between the two areas. They normally require major maintenance.

HDM Measurement: Measure and record the total area of cracking, as discussed in
Table 1.

The measurement of the area shall be noted as the total area, in m2, of the sub-
section for three types of parabolic cracking:

• Narrow cracking
• Wide cracking
• Sealed cracking

For ease of recording, only the total length of each crack type (narrow, wide and
sealed) has to be recorded. (The area and % will be calculated later, based on the
influencing width of 0.5m).

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 Parabolic Cracks with Structural Failure

6.6 PUMPING
Record the degree of pumping according to the following 5-point scale. Only the
anchor values of Degree 1, 3 and 5 are shown, but us a 5-point scale to rate the
seriousness of the pumping.

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 Pumping degrees 1(top photograph); 3 (middle photograph) and 5 (bottom
photograph)

6.7 PATCHING
A patch is a repaired section of pavement and two kinds of patching must be
recorded, namely skin patching and structural patching. In cases where the
surveyor is unsure of the type of patch, record as a structural patch.

For the HDM assessments, all other surface and/or structural defects that
appear within a patch shall be recorded under the relevant distresses on the
form.

6.7.1 Skin Patching

Description: Skin patches are edge repair and surface repairs without removal of
the base. The deficiency repaired could include deformation, cracking, stripping,
edge break etc.

HDM Measurement: Measure and record the total area of skin patching, as well as
the number of skin patches.

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6.7.2 Structural Patching
Description: Structural patches are patches where base material has been removed
and reconstructed and are usually straight sided. The reason for the patch could be
the correction of a pavement deficiency (eg structural failure) or reinstatement of
service trenches.

HDM Measurement: Measure and record the total area of structural patching, as
well as the number of structural patches.

Structural Patching

6.8 POTHOLING
Three different types of potholing are grouped under this heading namely: Potholes,
Edge breaks, Delamination.

6.8.1 Potholing – Potholes and Structural Failures

Description: Potholes can be described as bowl shaped depressions/holes resulting
from the loss of wearing course and base course material.

HDM Measurement: Measure and record the total area of potholes, as well as the
number of potholes. Structural failures shall also be included in the HDM
measurement of area and number of potholes. Note that a standard pothole is
defined as having an area of 0.1m2, and the number of potholes thus equals
the area divided by the standard area.

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 Potholing - Potholes

6.8.2 Potholing - Delamination

Description: Delamination can only occur between two surface layers or between a
prime layer and the surface layer. No damage to the base layer should be
observed. This distress often occurs on dense surfacing as the result of shrinkage
cracking of the most recent surfacing, poor preparation before reseal or lateral
moisture movement between surfacing layers. It is also referred to as “Surfacing
failure”.

HDM Measurement: Measure and record the total area of delaminations, as well as
the number of delaminations.

Potholing - Delamination

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6.8.3 Edge breaks
Description: Edge breaking is dependent on the lane width, vehicle movement and
shoulder support. It either develops from the edge of the road inwards or progresses
from line cracking, which developed within the outer 300 mm of the surfaced area.

Note the following: In HDM assessments, edge breaking should not be

recorded as potholes, even if it extends into the outer wheel path.

HDM Measurement: Measure and record the total area of edge breaking, as well as
the average depth (in mm) of edge breaking.

Edge break

7. FUNCTIONAL EVALUATION
The following must be recorded here:

7.1 DRAIN CONDITION

The condition of the side drains has a definite influence on the condition of the
pavements. Good side drainage will ensure pavement layers are not saturated with
water, while poor side drainage condition will allow the pavement layers to become
saturated and thus prone to accelerated deterioration. Maintenance of the drainage
systems of roads is as important as maintenance of the pavements.

The condition of drains is recorded on a five point scale, as follows:

• 0 – Excellent: Drain condition is excellent, as good as new, well maintained,

ensures that water drains away from the road within 2 hours
• 1 – Good: Drain condition is good, well maintained, slightly silted, ensures
that water drains away from the road within 1 day
• 2 – Fair: Drain condition is fair, shape and maintenance is fair, therefore
some siltation, vegetation, and the water only drains away in 1 week

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 • 3 – Poor: Drain condition is poor, shape is poor, maintenance is poor with
obstructions in the drain and water drains away in one month only
• 4 – Very poor: Drain condition is very poor, water will not drain away at all

7.2 DRAIN TYPE

The type of side drains is recorded on an eight point scale, as follows:

• 0 - Fully lined and linked: The surface of the drain is fully lined with either
concrete or stone pitching,
• 1 - Surface lined: The surface of the drain is lined with either concrete or
stone
• 2 - V-shaped, hard: A V-shaped drain excavated in hard material (eg rock)
• 3 - V-shaped, soft: A V-shaped drain excavated in soft material (eg soil)
• 4 – Shallow, hard: A shallow drain excavated in hard material (eg rock)
• 5 – Shallow, soft: A shallow drain excavated in soft material (eg rock)
• 6 - No invert, overgrown: Drain is overgrown, and has no invert
• 7 - No drainage effects: No drains are provided

7.3 SURFACE DRAINAGE

The surface drainage of a road is a measure of the general anility of the road to
keep the riding surface clear of water. This is related to the speed at which the
water runs off during rain and to the extent of the ponding of water during and after
rain. It is an important factor which affects the skid resistance and the volume of
water sprayed on to other vehicles. The function of good surface drainage is also to
keep the road surface clear of grid washed onto the road from verges. Overall
drainage, including side drains should be assessed as part of surface drainage.
Surface drainage includes only the area up to the two metres from the outside edge
line (paved and unpaved shoulders).

The table provides only ratings for 1, 3 and 5, while ratings of 2 and 4 can also be
used for Adequate to Warning (2), and Warning to Inadequate (4).

7.4 UNPAVED SHOULDERS

The unpaved shoulder is rated in terms of the availability of the shoulder as a safe
recovery area. Several problems might render the unpaved shoulder unsafe, for
example:
• The erosion of the shoulder by water

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 • Wearing out by traffic
• Elevational differences between edge of carriageway and shoulder
• The width of the shoulder is too narrow
• The cross-sectional slope of the shoulder is too steep
• Sight distances are obstructed by vegetation

DEGREE DESCRIPTION

Shoulder can be safely used as stopping area at the posted speed limit.
Safe

Problems may be expected if the shoulder is use as stopping area at the posted
Warning
speed limit (routine maintenance required).

Shoulder definitely unsafe to be used as stopping area at the posted speed limit.
Unsafe

The table provides only ratings for 1, 3 and 5, while ratings of 2 and 4 can also be
used for Safe to Warning (2), and Warning to Unsafe (4).

8. COMMENTS
Note any comments of importance to the specific calibration sub-section, that are
not covered in the ratings recorded on the form.

9. BACK OF THE ASSESSMENT FORM

The back of the assessment form contains a calculation sheet. It can be used to
record areas for the following as the rater moves along the sub-section from start to
end:
• mechanical damage,
• shoving/slippage,
• surface cracks (narrow, wide and sealed),
• ravelling (active and stable),
• block / reflective cracking of the three spacings and narrow, wide and sealed
• crocodile cracking – wheel track (narrow, wide and sealed),
• patching (skin and structural) (and ticks to obtain the total numbers)
• potholing (potholes, edge breaks, delaminations) (and ticks to obtain the total
numbers)

and lengths for

• longitudinal cracking for edge, wheel track and irregular cracking (narrow, wide
and sealed),
• thermal/transverse cracking (narrow, wide and sealed),
• parabolic cracking (narrow, wide and sealed)

Note that the sum of the areas of narrow cracking, wide cracking and sealed
cracking cannot be more than the area of the sub-section (as calculated
earlier when the width of the sub-section was measured and recorded). In
order to check this, the following areas have to be added together:

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 • total area of surface cracks (narrow, wide and sealed),
• total area of block / reflective cracking of the three spacings and narrow,
wide and sealed,
• total area of crocodile cracking – wheel track (narrow, wide and sealed),
• total length of longitudinal edge cracking x 0.2,
• total length of longitudinal wheel track cracking (narrow, wide and sealed)
x 0.5,
• total length of longitudinal irregular cracking (narrow, wide and sealed) x
0.5,
• total length of thermal/transverse cracking (narrow, wide and sealed) x 0.5,
and
• total length of parabolic cracking (narrow, wide and sealed) x 0.5

The above is equivalent to saying that the total area of cracking cannot be
more than 100%. There is however one exception: when other cracking types
occur within the block/reflection cracked areas.

The total active loss and stable loss areas cannot exceed 50 m2 (50 meter
length x 1 meter width).

10. RUTTING
Rutting will be taken with a straight edge complying with the following requirements.

• The shape and the width of the wedge shall be fixed during all years of the
surveys
• The length of the straight edge shall be 2m
• Positioning of the straight edge relative to the road, a flexible position is
recommended, seeking the maximum rut depth.
• The positioning of the wedge measurement. Sometimes a non-traffic
associated rut could develop due to environmental effects. It is commonly
found with cross sections that consist of a seal widened width. It is important
to measure what is being predicted.
• The interval of measurements shall be every 10 metres. Ensure that
measurements are performed at the same positions every year.

Description: Rutting can be described as depressions in a longitudinal direction in

the wheel path. Rutting results from overstressing of the layers due to overloading.
It can also occur due to the densification of the subgrade.

Measurements, in millimeters, are taken at 10m intervals over the length of the
calibration sections in both positive and negative directions. In case of a paved
shoulder the edge of the straight-edge is placed on the outside of the yellow line
otherwise it is placed at the edge of the tar.

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11. ROUGHNESS
Longitudinal profile measurements shall be taken in the two wheel paths of the two
lanes. The ARRB Walking Profilometer shall be used to record the longitudinal profile
of each wheel path over the full calibration section length.

Both the wheel path’s International Roughness Index (IRI) and lane IRI, ie IRL shall
be reported. Data must be collected and stored at intervals not greater than 250mm
and reported for 10m intervals and 50m sub-sections.

Each wheel path must be measured with three repeated runs (from start to end),
which satisfy the following requirement (on a 100m length):

IRI +- 4.303 s /1.732

where: IRI is the mean roughness of three runs in IRI m/km, s is the standard
deviation of three roughness values in IRI m/km. As mentioned above, both the
wheel path’s International Roughness Index (IRI) and lane (IRL) are to be reported.

12. TRAFFIC ACCOMMODATION AND TRAFFIC MANAGEMENT

For protection of staff and equipment involved in the surveys of calibration sections, all
the necessary temporary road signs shall be used to close the lane temporarily. The
surveys shall be done first in the one lane, until completed, before the lane closure is
moved to the other side of the road. Surveys shall only be conducted behind the lane
closure.

All temporary road signs, devices, sequences, layouts and spacings shall comply with
the requirements set out in the ERA guidelines and any other guidelines of the relevant
authorities and on the Drawings or as instructed by the Survey Team Leader. The
nominal sizes of temporary road signs, shall be as follows:

(i) Circular-type signs: 1200mm diameter

(ii) Triangular-type signs: 1500mm side length

Temporary delineators shall comply with the following requirements:

(i) They shall be manufactured from a flexible material and shall comply with
relevant specifications. The blade portion of the delineator shall be positively
affixed to a base unit which in turn shall be stable on its own or be stabilized by
means of sandbags when used on the road.

(ii) The blade shall be retro-reflectorised, with Class I yellow sheeting on the side
facing oncoming traffic.

(iii) It shall be nominally 800 mm high x 200 mm wide and the bottom edge of the
delineator shall not be more than 200 mm above the road surface.

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 (iv) The delineators shall be subject to the approval of the Survey Team Leader.

(v) The maximum spacing between centres of delineators shall be as shown on the
Drawings or as directed by the Survey Team Leader.

(vi) Traffic cones made of a fluorescent red-orange or red plastic material, shall be
used only at short-term lane deviations during daylight. Cones used on all
deviations shall be 750 mm high.

As mentioned the survey will be done on one half of the roadway at a time. Traffic
accommodation will therefore have to be done in half-widths. The survey team shall
not be allowed to work on both lanes simultaneously.

Surveying and closing of lanes will only be done during daylight time. All equipment,
vehicles and other traffic control devices, shall be removed before nightfall, and
normal operating conditions on the road shall be as per normal.

Work on the road shall be executed as follows:

(i) The total road length which may be demarcated at any time for surveying, shall
not exceed 500m per work area, excluding transitions and signs.

(ii) The Service Provider shall not be allowed to occupy a new monitoring section
on the same road before a previous section has been totally completed.

(ii) Manually controlled two-way communication devices shall be used to control

the traffic during daylight hours.

The effective carriageway width for any two-way traffic accommodated on an existing
bituminous surfaced road shall not be less than 6.4 m. No single lane shall be less
than 3.2 m wide. Where the traffic is accommodated in half-widths, the effective lane
width for one-way traffic shall not be less than 3.2 m. The Road Management Team
shall request assistance with traffic management from the Traffic Police through ERA
at the time of preparation of the survey program.

The Survey Team Leader shall designate one staff member as Traffic Safety
Representative. The Traffic Safety Representative shall make himself available to
discuss road safety and traffic accommodation matters whenever required by the
Survey Team Leader.

The Survey Team Leader shall ensure that all his personnel, excluding those who are
permanently office bound, are equipped with reflective safety jackets and that these
are worn at all times when working on or near to the travelled way. Any person found
not wearing a reflective jacket under these circumstances shall be removed from the
calibration site until such time as he is in possession of and wearing a reflective
jacket. Reflective safety jackets shall be kept in good condition and any jackets that
are, in the opinion of the Survey Team Leader, ineffective shall be replaced
immediately.

ERA Manual for Calibration Sections.docx Page 25

 The Survey Team Leader, his personnel and visitors shall wear safety jackets at all
times when they move about the calibration sites. The safety jackets shall be orange in
colour.

All survey vehicles used on the works shall be equipped with rotating amber flashing
lights and appropriate warning boards.

Rotating lights shall have an amber lens with a minimum height of 200 mm and shall
be mounted in order to be clearly visible from all directions. The lights on vehicles
shall not be switched on while vehicles are being operated on unrestricted sections of
a public road, but shall be switched on while they are operating within the
accommodation of traffic area, as the vehicles decelerate to enter a calibration site,
and as the vehicles accelerate to the general speed when entering the road from a
calibration site. Lights on vehicles shall operate continuously while the vehicles are
parked alongside sections of road open to public traffic.

ERA Manual for Calibration Sections.docx Page 26

 Appendix A: HDM Calibration Section Evaluation Form

ERA Manual for Calibration Sections.docx

 HDM CALIBRATION SECTION VISUAL EVALUATION FORM

Section Nr Sub-section: km from km to Seal type

Road Chainage Direction Assessor
Width (m) Date
SURFACING AREA of SUB-SECTION = 50 x …………………. = ………………………. m2
Mechanical Damage Total area (m2) Number
Shoving / Slippage Total area (m2) Number
Surface Cracks Total Narrow Crack Area (m2)
Total Wide Crack Area (m2)
Total Sealed Crack Area (m2)
Ravelling Active loss Total Area (m2)
Stable Total Area (m2)
Binder Condition Degree
Bleeding / Flushing Degree

STRUCTURAL Total Total Total

Narrow Wide Sealed
Crack Crack Crack
Block / Reflective Cracks area (m2) Area (m2) Area (m2)
Spacing < 0.5m
Spacing 0.5 -2.5m
Spacing > 2.5m
Total Total Total Total Total Total
Narrow Narrow Wide Wide Sealed Sealed
Length Crack Crack Crack Crack Crack
Longitudinal Cracks (m) area (m2) Length Area (m2) Length Area (m2)
Edge Cracking
Wheek Track (road)
Irregular (Sub-grade)
Thermal (Transverse)
Crocodile Cracks (wheel track)
Other cracks (Parabolic / Slip)
Pumping Degree
Patching Skin Patching (m2) Number
Structural Patching (m2) Number
Potholes and structural failures (m2) Number
Delamination (m2) Number
Edge Breaks Area (m2) Depth (m)

Drain Condition (degree)

Drain Type
Surface Drainage Rating
Unpaved Shoulders Rating Nov-11

ERA Manual for Calibration Sections.docx