Highway Design Data Existing Pavement Evaluation
THEORIES AND PROCEDURES ON VISUAL ROAD
CONDITION (ROCOND) ASSESSMENT
Road Condition (RoCond) Survey Objectives:
 Record, describe and measure the condition of
the road at the time of rating
 Provide a sequence of recorded condition that
can be analyzed to indicate performance trends
 Provide condition data for analysis in the
Pavement Management System (PMS), Routine
Maintenance Management System (RMMS), and
eventually for budgeting in the Multi-Year
Programming System (MYPS).
PROCEDURES IN ROCOND ASSESSMENT
I. Survey Preparation
• Survey schedule and form a survey team.
• Survey instruments, survey forms, service
vehicle, etc.
• Prepare survey gadgets, food and water.
SURVEY EQUIPMENT: MEASURING TOOLS AND SAFETY
GEARS
Procedures in RoCond Assessment
II. RoCond Survey Activities
a) Ensure the observance of proper road safety
precaution, before and during the survey.
b) Establish RATING SEGMENTS along the entire
road sections.
c) Establish the GAUGING LENGTH for every rating
segment created and mark every 100m distance
thereafter within the segment.
d) Mark the measured distances with paint along
the edge of the pavement or other adjacent
permanent references in increasing direction.
These markings will be the basis of the conduct
of surveys for the succeeding years to avoid re-
measurement of distances and shorten the
duration of survey.
e) Start assessing, measuring and recording the
distresses found along each segment in
accordance with RoCond Procedures and
Guidelines.
ROAD CONDITION SURVEY LANE DESIGNATION:
GENERAL RULE:
If there are road widening in both outer lane. The
designation of Lane number will change.
I. RATING SEGMENTS
Segmenting Procedure
GENERAL RULE:
Assessment of segments designated as between
consecutive kilometer posts of homogenous surface
types but should not exceed 1300-meters.

a.) If the distance between two (2) consecutive
kilometer posts exceeds 1300m of homogenous
surface type, adopt the 1000 meters rating segment
and the remaining length should be considered as
another segment.
b.) Change in Surface Type
c.) Change in No. of Lanes
d.) Distinct change in the condition of pavement
e.) Segments of asphalt and concrete with length less
than 50m are considered not assessable except for
gravel/earth which are assessed (regardless of length)
f.) Segment with less than 50m in length which has the
same surface type before or after a kilometer post could
be added to the adjacent segment.
g.) Committed or ongoing projects within the
carriageway are considered not assessable segment
and should be segmented in its entirety (regardless of
length)
h.) Bridges, regardless of length, are considered not
assessable segment (should always be cut). The limit or
length of bridge is measured at the back of the back wall
of both abutments.
The limit or length of bridge is measured at the back of l.) Unaffected lanes of on-going projects should be
the back wall of both abutments assessed.
* for road with on-going widening

Note:
For Temporary Bridges (Bailey & Timber) and Steel Deck,
adopt the preceding road surface type in the RoCond
Assessed Surface Type:
assessment form.
Concrete
Assessed Lanes:
i.) If there are missing LRPs on a road that is already
2-lanes (Lanes 1 & 2)
established in the RBIA, adopt the chainage in the RBIA.
*Also indicate in the COMMENT’s FIELD the scope of
the on-going project and the affected lane/s

m.) Unaffected lanes of on-going projects should be

assessed.
• For roads with on-going asphalt overlay

j.) If the road does not have any existing LRP both in the
field, adopt 1000 meter rating interval (for
homogeneous surface type).

Assessed Surface Type:

Concrete
Assessed Lanes:
2-lanes (Lanes 1 & 4)
k.) Rating segments with the same number of lanes but *Also indicate in the COMMENT’s FIELD the scope of
have a varying carriageway width the on-going project and the affected lane/s

n.) Multi-surface rating segments should not be

assessed throughout the whole carriageway.
Assessed Surface Type: II. GAUGING LENGTH
Asphalt General Rule:
Total No. of Lanes: • Gauging length are measured and positioned at the
4-lanes start of a paved segments (Asphalt and Concrete) only
Assessed Lanes:
2-lanes (Lanes 2 & 3)
*Also indicate in the COMMENT’s FIELD the surface per
lane

o.) Rating segments with distinct difference in condition

between the lanes.

• The location of the gauging lengths should remain the

same as in the previous year, unless there is a valid
reason to move the location of gauging length.

Assessed Surface Type:

Asphalt
Total No. of Lanes:
4-lanes
Assessed Lanes:
2-lanes (Lanes 1 & 4)
If the gauging length is moved then the new
*Also indicate in the COMMENT’s FIELD the condition
position/offset must be recorded and the reason for
per lane
moving should be indicated in the comments field,
however it should generally be kept constant from year
to year to ensure measurements are comparable.

Asphalt - 50m gauging length

 EDGE BREAK
• Defined as fretting along the edge of the pavement
• Assessed over the total length of the segment
• Edge Break less than 20 mm wide is not rated
• The severity of Edge Break is rated in three
categories:
Slight (S) – 20 to 74mm
Moderate (M) – 75 to 200mm
Large (L) – greater than 200mm
Concrete - First ten-slabs gauging length

III. ROAD DISTRESSES/DEFECTS

A. FLEXIBLE PAVEMENT (ASPHALT)

PATCHES
• Defined as a
RUTTING
successfully executed
• Defined as a
permanent repair with a
longitudinal depression
surface condition similar
that forms in the wheel
to the surrounding
paths of a road under
pavement
traffic loading
• Assessed over the
• Measurements are
total area of segment
taken in both wheel
• Defective patches are not rated as patches but the
paths of two lanes at
defects within the patch are rated under the applicable
10, 20, 30, 40 and
defects (ex. Cracks, potholes/base failure)
50m from the start of
• The length of patches is recorded per width category
the gauging length.
POTHOLES/BASE FAILURE
• Defined as the holes of
various shapes and sizes
in the pavement surface
reaching the base
coarse/unbound layer.
• For rating purposes,
severe cracking with
base failure/settlement/ depression shall also be
considered as potholes.
• Potholes/Base failures are recorded as the number of
potholes equivalent to 0.25 m2 per pothole. The total
area of potholes for the first 100m multiply by 4 to get
the no. of potholes.
• Assessed over the total area of segment.
SURFACE FAILURE
• Defined as loss of the
wearing course layer.
These failures can be
caused by surface
delamination or mechanical
damage.
• Assessed over the total
area of segment
• Surface Failures are
recorded as the number of surface failures equivalent to
0.25 m2 per surface failures. The total area of surface
failures multiply by 4 to get the no. of surface failures.

WEARING SURFACE
• This rating includes both Raveling and Bleeding
• Raveling is the loss or disintegration of stones,
typically occurring in the wheel path
• Bleeding/Flushing is the occurrence of excessive
bitumen on the surface of the pavement
• Assessed over the total area of segment
• Split or Cut the rating segment to separate the
portion with base failure (at least 50m length)

SEVERITY:
• Minor 'M' = Surface still relatively smooth with only
some loss of fine aggregate or in the case of bleeding
there are some signs of excess binder.
• Severe 'S' = Surface rough or pitted with both fine
and coarse aggregate lost or in the case of bleeding
the surface is covered with excess binder with skid
resistance poor.
PAVEMENT CRACKING TRANSVERSE CRACKS
• Assessed over the total area of segment Cracks running transversely across the
• Rated according to the type of cracking, i.e. pavement.
Longitudinal, Crocodile, or
Transverse Crackings
Severity:
 Wide Cracks (>3mm)
 Narrow Cracks (<=3mm)
• Cracks that have been sealed are still rated as cracks
and adopt narrow severity.
• Reflection cracks are still considered as cracks.

LONGITUDINAL CRACKS
Cracks running parallel
along the centerline of the
pavement.

A. RIGID PAVEMENT (CONCRETE)

CROCODILE CRACKS
Cracks consisting
of interconnected
cracks forming small
polygons resembling FAULTING (TRANSVERSE JOINTS)
a crocodile hide. • Defined as the difference in the levels of abutting
concrete slabs
• Assessed within the first 10 transverse joints
• Ten transverse joints are measured in each wheel path
• The measurements are taken using the 1.2m straight
edge and measuring wedge. The straight edge is placed
on the 10mm feet and the appropriate scale on the
wedge is used
• In the case of continuously reinforced concrete, which
has no joints, the Faulting should be rated as 0.
 JOINT SEALANT DETERIORATION
• Defined as an elastic joint sealant in joints
• Assessed within the first 10 slabs
• Ten joints, both Transverse and Longitudinal, are
inspected for the length of deterioration of the sealant.
• The length of deterioration is recorded in meters
• In the case of Continuously Reinforced Concrete
Pavement (CRCP), which has no joints, the joint sealant
deterioration should be rated as 0.

SPALLING (JOINTS)
• Defined as the mark
left of chipped
-off concrete at
joints. • Assessed
over first 10 slabs
• The transverse joint
at the start of the
slab and the adjacent
Longitudinal joint are
rated
• Two width measurements (mm) and a length
measurement (m) are taken at
each occurrence of spalling.
The width measurements are
taken at one third of the length
from each end of the spalling
SHATTERED SLAB
• Cracking along the joints
• Shattered slabs are defined as slabs that are severely
should be rated under cracking
cracked and need to be re-blocked.
• In the case of a Continuously
• Assessed over the total area of segment.
Reinforced Concrete Pavement
• Slabs normally considered shattered if a slab is
(CRCP), which has no joints,
damaged to an extent where it needs to be re-blocked.
the spalling value is equal to 0.
Slabs may have only one (1) severe crack but with base
failure and/or settlement/displacement are considered
shattered slabs.
• The number of shattered slabs within the carriageway
area is recorded.
• In the case of continuously reinforced concrete
pavement where there is no transverse joint, assume the
4.5m slab length as one shattered slab.
WEARING SURFACE DEFECTS
• Defined as the disintegration or loss of concrete from
the surface of the pavement (Scaling, Polishing and
Temperature cracks).
Severity (Minor and Severe)
• Polishing occurs when the surface mortar and texturing
worn away to expose coarse aggregate. For severity,
use only Minor (surface still relatively smooth).
• Temperature cracks (series of cracks that extend only
into the upper surface of the slab) are not considered
as cracks but can be considered as wearing surface
defects.
• Assessed over the total area of segment
• The length of wearing surface defects are rated per
slab width.
• The severity is rated as follows:
 Minor “M” = Surface still relatively smooth with
only some loss of fine aggregates.
 Severe “S” = Surface rough or pitted with both
fine and coarse aggregate loss.
The severity to be adopted is the predominant severity.
 MULTIPLE CRACKS

PAVEMENT CRACKING
TRANSVERSE CRACKS
• Assessed over the total area of segment
Cracks running transversely across the pavement.
• Rated according to the type of cracking, i.e.
Nominal Width = 0.5-m
Longitudinal, Multiple, and Transverse Cracks
- Hairline cracks are not considered as cracks
- Temperature cracks (series of cracks that extend only
into the upper surface of the slab) are not considered
as cracks but can be considered as wearing surface
defects.
- The severity of the cracking, i.e. Wide Cracks (>3mm)
or Narrow Cracks (<=3mm)
- The length of the distress is measured in meters
- For concrete pavement, cracks that have been sealed
are still considered as crack and adopt narrow severity.
- In the case of continuously reinforced concrete
pavement where there is no transverse joint, assume the
4.5m slab length as one cracked slab.

LONGITUDINAL CRACKS
Cracks running parallel along
the centerline of the
NUMBER OF CRACKED SLABS
pavement.
The number of Cracked Slabs is also recorded excluding
Nominal Width = 0.5-m
Shattered Slabs.
C. UNSEALED PAVEMENT (GRAVEL AND EARTH) Even size distribution with sufficient plasticity to
• Unsealed Roads are either Gravel or Earth bind the material – no significant oversize material (not
Roads. bigger than 2 inches in diameter).
• Gravel Roads have been surfaced with an
imported gravel.
• Earth Roads might have been formed using in-situ
material.
• There is no gauging length in Gravel Roads.

Loose material or stones clearly visible

A. GRAVEL THICKNESS
 Refers to the thickness of the imported gravel
layer.
Poor particle size distribution with excessive
 Earth Roads have no imported gravel and
oversize material. Plasticity is high enough to cause
therefore are rated as 0 mm.
slipperiness or low enough to cause excessive loose
 Occasional test holes might be required to be
material resulting in loss of traction
dug to determine the gravel thickness.

B. MATERIAL QUALITY
 The Material Quality of the imported material or
Poorly distributed range of particle sizes, zero
exposed sub-grade is rated for Gravel roads.
or excessive plasticity, excessive oversize material
 The in-situ Material Quality is rated for Earth
Roads.
 Local knowledge of the roads must be used, if
the surveyors know the road is problematic after
rains, then this must be considered when rating
the condition
CONDITION SCORE:
1 – GOOD MATERIAL QUALITY
2 – FAIR MATERIAL QUALITY
3 – POOR MATERIAL QUALITY
4 – BAD MATERIAL QUALITY
C. CROWN SHAPE Extensive Ponding – Water tends to flow on the road
 Crown Shape is determined to be the height of
the center of the road above the edge of the
road
 This determines the ability of the road to shed
water from it surface

CONDITION SCORE:
1 – GOOD MATERIAL QUALITY
2 – FAIR MATERIAL QUALITY
3 – POOR MATERIAL QUALITY
4 – BAD MATERIAL QUALITY D. ROADSIDE DRAINAGE
 Roadside drainage is determined to be the
>2% crossfall – no significant ponding height of the side of the road above the side
drains or adjacent ground level.
 This determines the ability of the roadside
drainage to remove water away from the side of
the road.
 Includes side drains, turn out drains or side
slopes.

CONDITION SCORE:
1 - Road edge well above side drains/ground level – well
defined side drains or sufficient side slopes to drain
Crossfall mostly <2% - some unevenness water.

2 - Road edge level with side drains/ground level –

ineffective side drains, water can cross the road in many
places.

3 - Road edge slightly below ground level – no side

drains or totally blocked side drains, some ponding of
No crossfall – Depressions common and drainage water.
impeded

4 - Road edge well below ground level – road serving

as a drain to surrounding areas.

OTHER ITEMS: SIDE DRAINS

 Side Drains are assessed over the entire length
of the segment.
 Side Drain condition can change regularly with
maintenance and storms, therefore local
knowledge is important when rating this item.
 Side Drains provide for drainage of the road and
shoulders.
  Side Drains are assessed for Asphalt and
Concrete.
 The chosen condition should reflect the average
condition of the drains for that segment.

OTHER ITEMS: SHOULDERS

1. Unsealed Shoulder
2. Sealed Shoulder (Asphalt Surfaced and Concrete
Shoulders)
Note: If there are both Sealed and Unsealed Shoulder
on the same side of the road then the following rules
apply:
 If the Sealed Shoulder is 0.5m in width or wider
then rate the Sealed Shoulder.
 If the Sealed Shoulder is less than 0.5m wide
and there is no Unsealed Shoulder then no
shoulder is rated.
 If the Sealed Shoulder is less than 0.5m wide
and there is an Unsealed Shoulder then the
Unsealed Shoulder is rated
SEALED SHOULDERS
• A shoulder is deemed sealed if the seal width (asphalt
or concrete) extends more than 0.5m width beyond the
edge line.
• Only the sealed area within the first 2.0m width is
rated. Shoulders are generally constructed up to a
maximum of 2m width, beyond 2m is classified as
parking.
• Defects (potholes, unsuccessfully patched, deformed,
faulty or stripped) within the sealed shoulder are not
rated under the individual items.
ASPHALT DISTRESSES WEIGHT FACTOR Concrete VCI Formula

VCI CATEGORIES

Asphalt VCI Formula

ROAD CONDITION WITH RECOMMENDED TREATMENT

MEASURES

CONCRETE DISTRESSES WEIGHT FACTOR

Concrete VCI Formula

GRAVEL DISTRESSES WEIGHT FACTOR

WHAT IS HIGHWAY DRAINAGE? inlets used for drainage of storm water
from the road surface. The
- Drainage refers to the system of
recommended minimum longitudinal
providing ways to remove water from a
slope is 0.50%.
pavement.
- A good drainage system refers to Cross slope requirements vary based on
collection, conveyance, removal and road surface conditions:
disposal of water running the surface,
- 1.5% or 2.5% for cement or asphalt
the water coming as precipitation in the
- 3% to 4% for gravel roads in normal
form of rainwater.
cases.
IMPORTANCE OF HIGHWAY DRAINAGE - Longitudinal slope affects stormwater
flow time and drainage inlet efficiency;
- Drainage facilities, therefore, should be
recommended minimum slope is
given the same careful consideration as
0.50%.
required for pavement and other road
- For slopes greater than 4%, both sides
facilities
of the side ditch/canal and shoulder
CLASSIFICATION OF HIGHWAY should be paved to prevent increased
DRAINAGE water velocity scouring.

- Surface Drainage INLET

- Subsurface Drainage
- Placed only if the selected road uses a
- Slope Drainage
road style with a curb. inlet are placed
- Drainage of the Structures
at low point along the road curb, spaced
SURFACE DRAINAGE from high point based on the maximum

- Surface drainage means the drainage inlet spacing defined on the Pavement

of surface water produced by rainfall on Drainage Design Standard. The

a roadway and from areas other than maximum spacing for curb inlet and

the right-of-way manhole is 20 m

SURFACE SLOPES MANHOLE

- Cross slopes under normal cases is - Placed at inlet location at offset based

1.5% or 2.5% for cement concrete or on the horizontal and longitudinal

asphalt concrete pavement and 3% to placement offset defined on the

4% for gravel roads Pavement Drainage Design Standard

- The longitudinal slope not only exerts a APPURTENT STRUCTURES

large influence on the time of
- Storm drain runs are connected by
concentration of storm water, but it also
appurtenant structures such as inlets,
affects the percentage of inflow into
 manholes, and junction boxes. Inlets
allow water to enter the storm drain,
manholes allow access to storm drains
for inspection and maintenance
purposes, and junction boxes are
underground chambers which join two
or more runs together or connect
conduits of differing type, size, and/or
shape
The Highway Capacity Manual (HCM)
uses levels of service to evaluate traffic
service quality, ranging from A (least
congested) to F (most congested).
- Level of service definitions vary by
facility type
SUBSURFACE DRAINAGE
- Subsurface drainage is intended to
reduce the groundwater level and to
intercept and drain water infiltrating
from the adjoining areas and road
surface or rising from the subgrade.
- Whenever practicable the water table
should be prevented from rising to
within 0.60 m below the bottom of the
sub-base.
- Subsurface drainage aims to lower
groundwater levels and remove water
from adjoining areas, road surfaces, or
subgrades.
- Drainage is more critical for asphalt
roads, as submerged asphalt can lose
50-75% of its dry strength.
- Roads prone to inundation should
preferably not be asphalted, and efforts
should be made to keep the water table
below 0.60 m from the sub-base
bottom.
- Efficient permanent drainage during
and after construction is essential, and
subgrade or sub-base waterproofing
can be beneficial.
- Subgrade drains are used to lower
groundwater tables where high grades
are impractical, while intercepting
drains address wet spots caused by
seepage through permeable strata.
- Proper backfill around pipe under
drains allows rapid flow while
preventing infiltration by adjacent soils
SLOPE DRAINAGE
- Slope drainage is constructed to protect
slopes from erosion or stability decline
which is caused by surface water on the
cuts, fills and natural slopes, or by
ground water oozing to the slope
surface.
DRAINAGE OF STRUCTURES
- Drainage of structures is for the
purpose of removing stored water from
the backfill of structures and surface
runoff on bridges caused by rainfall.
SURFACE RUN-OFF CALCULATIONS HIGHWAY DRAINAGE DITCH DESIGN

INLETS
Q - The peak discharge of water is the
- Inlets are provided at regular intervals
maximum expected quantity of water that will
to collect surface water and convey
accumulate at a particular location for a given
them to the storm drains.
storm. The peak discharge is the water that
- Inlet spacing should be calculated on
runs over the surface and is not absorbed by
the basis of collection of runoff.
the soil and vegetation.
- The distance of the first inlet from the
crest is calculated as follows:

Cr - The runoff factor accounts for the

dissipated water during a storm. During a
storm, some of the water will dissipate due to
evaporation, transpiration, absorption by
vegetation, ponding, and percolation into the
soil. The runoff factor is the ratio that
represents the proportion of surface runoff to
the total amount of water falling on the area. DRAINAGE RECCOMENDATIONS

- Proper drainage facilities are essential

and should be given careful
I - In order to determine the peak discharge of
consideration, similar to pavement and
water, information about the rainfall intensity is
other road facilities.
needed. Some storms provide light rainfall for
- Water is a significant contributor to
only a few minutes whereas others provide
highway deterioration, directly or
heavy rain for extended periods of time.
indirectly.
- The main goal of highway drainage is to

Ad - The drainage area is the total area from maintain competent drainage

which runoff can be expected. This area can conditions to prevent highway

be determined from topographical maps, deterioration caused by surface water

satellite reconnaissance, or other sources infiltration and groundwater rising.

 - Preventing scouring or erosion of MINIMUM SIZING AND COVER
slopes due to stormwater is vital and
requires maintaining satisfactory
drainage.
- Highway drainage also aims to prevent
traffic congestion and slip accidents
caused by water flooding on the road
surface.
SHAPE AND CROSS SECTION
- Thoroughly draining rainfall of any
intensity is desirable but not always
practical or recommended due to cost
constraints.
- Determining drainage capacity should
consider road importance, physical and
socio-economic conditions of adjacent
areas, and the economic justifiability of HIGHWAY DESIGN CONTROLS
the plan.
ANTICIPATED TRAFFIC VOLUME
- Drainage methods include mechanical
drainage with pumps and other - Highway design should consider
machinery as well as gravity drainage various factors, including traffic-related
data, financing, foundation quality,
VELOCITY LIMITS FOR CULVERTS
materials availability, right-of-way
- The minimum velocity for culverts is o/8 costs, and more.
m/s. During dry weathers flows, it may - Traffic volume is a critical factor in
become difficult to maintain its velocity. design, impacting geometric features
In such situations, it is possible to like width, alignment, and grades.
introduce a smaller channel in the - Designing a highway without traffic
bottom of the culvert to confine these information is as irrational as designing
smaller flows to a smaller cross section a bridge without knowledge of vehicle
to achieve its velocity weights and numbers it will support.
- The maximum velocity to be adopted - The road should be designed to
for piped drainage system is 5m/s. This accommodate or be easily adaptable to
is to prevent damage to culvert the estimated number of vehicles
passing through at the end of its life,
known as the design volume.
 - The assumed minimum life is typically dimensions, turning radii and off-
10-15 years for flexible pavement and tracking, resistance to motion, power
20 years for rigid pavement. requirements, acceleration
- Traffic volume is often represented as performance, and deceleration
the annual average daily traffic (AADT), performance.
with peak traffic considered at critical
HIGHWAY CAPACITY
points like intersections.
- The number of vehicles using a road - Roadway conditions encompass

determines the required number of geometric and other elements.

lanes and the need for auxiliary or - These conditions can impact a road's

speed change lanes at intersections capacity in some cases.

- In other cases, they may affect
CHARACTER OF TRAFFIC
performance measures like speed but
- A thorough knowledge of the design not the capacity or maximum flow rate
vehicle’s weight, dimensions, mobility of the road.
and other characteristics is essential for
ROADWAY FACTORS
good design. The vehicle which should
be used in design for normal operation - Number of lanes • Type of facility and

is the largest one which represents a its development environment

significant percentage of the traffic for - Lane widths

the design year. - Shoulder widths and lateral clearances

- Design speed
DESIGN SPEED
- Horizontal and vertical alignments
- The design speed is the speed - Axle loads
determined for design and correlation - Availability of exclusive turn lanes at
of the physical features of a highway intersections
that influence vehicle operation. It is the
CLASSIFICATION OF HIGHWAY
maximum safe speed that can be
maintained over a specified section of - Certain characteristics distinguish

the highway when conditions are so multilane suburban and rural highways

favorable that that the design features from expressways. Design standards

of the highway govern. for multilane highways tend to be lower

than those for expressways, although a
DESIGN TRAFFIC (VEHICLES)
multilane highway approaches
- The operating characteristics of motor expressway conditions as its access
vehicles should be considered in points and turning volumes approach
analyzing a facility. The major zero.
considerations are vehicle types and
ACCIDENT INFORMATION

- On all proposed projects, the accident

history should be analyzed, and
potentially hazardous features and
locations identified to determine
appropriate safety enhancement. A
study of accidents by location, type,
severity, contributing circumstances,
environmental conditions, and time
periods may suggest possible safety
deficiencies.