Draftversion1

GuidelinesforPerformanceMonitoringOttaseal
resurfacingsinthePacificIslandCountries

PreparedfortheWorldBank|September2011

OttaSealsVisserandHenning

Guidelines for Performance Monitoring Otta seal resurfacings in the

PacificIslandCountries
DraftReport.
PreparedfortheWorldBank

Preparedby

DrAlexTVisserandDrTheunis
F.P.Henning

Approvedby

DrAlexTVisser

Position

Consultant

Position

Consultant

Signature

Signature

Date

Date

This Report has been prepared in accordance with the brief provided by the Client and has relied upon the information
collected at or under the times and conditions specified in the Report. All findings, conclusions or recommendations
containedwithintheReportarebasedonlyontheaforementionedcircumstances.Furthermore,theReportisfortheuse
oftheClientonlyandnoresponsibilitywillbetakenforitsusebyotherparties.

DocumentControl
Version

Date

Preparedby

Reviewedby

September2011

ATV&TFPH

ATV

212RoosStreet
Meyerspark,0184,SouthAfrica
P+27829222927
Ealex.visser@up.ac.za

OttaSealsVisserandHenning

ExecutiveSummary
The Objective for this assignment is to assist the World Bank by developing guidelines for
monitoring the performance of Otta seals resurfacings in the Pacific Islands countries Kiribati
and Tonga. This is a new technology in the region, and the outstanding performance of this
surfacing in other regions needs to be confirmed or modified. To respond to the Objectives
of the Assignment, the following actions were taken:
(i) Review procedures for long-term monitoring of experimental road seals;
(ii) Develop best practice guidelines for monitoring the newly constructed Otta seals. This
includes documenting the road condition before sealing.
This report presents the best practice guideline for the visual assessment of the existing
road, as well as the newly constructed Otta seal. Monitoring schedules, which include GPS
linked photographs, are provided to collect the required information as economically as
possible. Forms to be used at the time of construction to capture construction information,
and for the visual inspections are provided.
Conclusions
The inspection protocol requires that the newly constructed Otta seals be visually inspected
at the following frequency after construction: 2 weeks, 3 months, 6 months, 1 year and
thereafter at an annual frequency unless significant deterioration requires a revised
schedule.
The protocol developed is appropriate for capturing the condition of the roads prior to
resealing, as well as during the life of the Otta seal. Unexpected distress of the Otta seal can
then be related to the prior road condition.
Recommendations
It is strongly recommended that the procedures be implemented with the Otta seal reseal
programme in the Pacific Islands. This requires urgent training of the local staff to perform
the inspections.

OttaSealsVisserandHenning

TableofContents
Page

ExecutiveSummary

1.0

Introductionandbackground

2.0

GuidelinesforperformancemonitoringOttaseals

2.1
2.2
2.3
2.4
2.5
2.6
2.7
2.8
2.9

Introduction
Attributes to be monitored
Site naming and numbering protocol
Marking and recording of sections
Description of defects to be monitored
Monitoring schedule
Additional data requirements
Field survey requirements
Data submission

3.0

ConclusionsandRecommendations

2
2
2
3
3
5
12
12
12
13

14

Acknowledgements

Appendices

14
15

Appendix A Consultants Terms of Reference

Appendix B Field forms

Figures
Figure 1

Site start and end positioning

OttaSealsVisserandHenning

Abbreviations
ACV
ADB
AusAID
dbst
DLO
EoI
FAO
GIS
GoT
IDA
ICB
IFR
IT
km
LTD
LCB
LTA
LTD
LTS
MER
MFNP
MLSNR
MoT
MoTW
MoW
NCB
NDC
NSPF
PM
PMO
PMS
PSC
RAMS
RM
sbst
SMEC
SoE
TA
TIUDP
TOP
ToR
TSCP
TTSR
vpd
WB

Aggregate Crushing Value

Asian Development Bank
Australian Aid
double bitumen surface treatment
Direct Labour Organisation
Expression of Interest
Food and Agriculture Organisation of the United Nations
Geographic Information System
Government of Tonga
International Development Agency
International Competitive Bidding
Interim Findings Report
Information Technology
Kilometres
Land Transport Division
Local Competitive Bidding
Land Transport Authority
Land Transport Division
Land Transport Services
Minor Emergency Maintenance
Ministry of Finance and National Planning
Ministry of Lands, Survey and Natural Resources
Ministry of Transport
Ministry of Transport and Works
Ministry of Works
National Competitive Bidding
Nukualofa Development Corporation
National Strategic Planning Framework
Periodic Maintenance
Prime Ministers Office
Pavement Management System
Public Service Commission
Road Asset Management System
Routine Maintenance
single bitumen surface treatment
Snowy Mountains Engineering Corporation
State Owned Enterprise
Technical Assistance
Tonga Integrated Urban Development Project
Tongan Paanga, the local currency
Terms of Reference
Transport Sector Consolidation Project
Tonga Transport Sector Review
vehicles per day
World Bank

OttaSealsVisserandHenning

1.0

Introductionandbackground

The Objective for this assignment is to assist the World Bank by developing guidelines for
monitoring the performance of Otta seals resurfacings in the Pacific Islands countries Kiribati
and Tonga. This is a new technology in the region, and the outstanding performance of this
surfacing in other regions needs to be confirmed or modified. To respond to the Objectives
of the Assignment, the following actions were taken:
(i) Review procedures for long-term monitoring of experimental road seals;
(ii) Develop best practice guidelines for monitoring the newly constructed Otta seals. This
includes documenting the road condition before sealing.
This report presents the best practice guideline for the visual assessment of the existing
road, as well as the newly constructed Otta seal. Monitoring schedules, which include GPS
lined photographs, are provided to collect the required information as economically as
possible.
The purpose of the monitoring programme is to relate the condition and attributes of the
existing road surface to the performance of the Otta seal. For example, if an existing road is
badly cracked, and cracks reflect through the Otta seal, then this aids the fundamental
understanding of the performance. However, if the old road did not have any cracks, but
cracks appear through the Otta seal, then the Otta seal materials and construction have to
be reviewed. Ultimately this information may be used to develop performance models for
Otta seals to be incorporated into HDM4.

OttaSealsVisserandHenning

2.0

GuidelinesforperformancemonitoringOttaseals

2.1

Introduction

The performance monitoring of the road lengths constructed with Otta seals will consist of a
visual inspection and GPS linked photographs shortly before the reseal, construction
information and then visual inspections and GPS linked photographs during the life of the
Otta seal. The fixed information at the time of construction is only collected once, whereas
the visual inspections are done regularly.
The fixed information and required information on construction/environment consists of the
following:
Location of the road section (start and end position) in terms of road number or name
and GPS coordinates
Terrain type (flat, rolling, mountainous)
Approximate traffic count
Road width and length of Otta seal
Type of binder and application rates for new Otta seal
Source and type of aggregate
Date of construction
Environmental conditions during and immediately following construction
Appendix B shows the construction data sheet, to be completed by the construction
supervisor. Supporting laboratory sheets for the aggregate and binder would be useful.
2.2

Attributes to be monitored

A three point degree of severity is used, where-as the actual extent (such as length or area)
of the defects are recorded.
Date and time of monitoring, and climatic conditions at the time of monitoring, e.g. sunshine,
overcast, road wet or damp, as this may affect the visual interpretation of defects (for
example, when the road is damp cracks show more clearly than when dry).
Condition of the old or new surfacing
Surface and binder condition - surface texture, aggregate loss, binder
bleeding/flushing, brittle binder
Cracking longitudinal, transverse, crocodile
Structural defects -potholes/patching, edge break/repairs, shoulder drop-off
Drainage on the surface and along the road.
An overall engineering perspective of the Otta seal is also provided. It is not relevant for the
existing road surface prior to the reseal. This perspective will follow generally accepted
quality nomenclature, namely Very Good (VG), Good (G), Fair (F) and Poor (P). In addition a
suffix description denoting the reasons for the surfacing not being VG is used. The suffixes
are bleeding (+), stone loss from the surfacing (-) and if some parts exhibit bleeding and
other stone loss, then variable (v) is used. These descriptors will be corroborated by the
photos.
These details are captured on the field sheet shown in Appendix B for every 1 km length of
the project. A typical subsection length is 100 m. A GPS linked photograph of the section
must be taken every 100 m along the length of the road in both the positive and negative
direction (looking forward and looking backward). The description and photo gallery of the
2

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condition attributes are discussed in the section 2.5. Also shown in Appendix B is a
completed field sheet.
2.3

Site naming and numbering protocol

When a system of road and section numbers exists, these will be used to uniquely identify
the location of the Otta seal projects. However, such a system may not exist, and a
description will then be used to identify the project, for example, start at Foloha Village and
end at Taufaahau Road. GPS coordinates will also be taken at the start and end of the
section on the centreline.
Every 100 m subsection is marked and numbered with (spray paint) after construction of the
Otta seal to assist with subsequent visual assessments by using the km distance, e.g. 2.4 for
the 100 m section starting at km 2.4.
2.4

Marking and recording of sections

The positioning and marking of sections are extremely important given the following reasons:

All observations and results have to be traced back to the correct sections;
People involved with the establishment of the sections may not remain involved with
the on-going assessment of the sections. It has to be possible to re-establish
sections in exactly the same position as before;
Temporary marking may fade or covered due to resurfacing or rejuvenation
treatments. It has to be possible to re-establish site in its original positions.

2.4.1

Site establishment and positioning

The original site establishment involves the following actions:

Mark and fix the start and end positions. The start and end position of the test sites
shall be marked at the road centre by either;
a) 200mm long, 12mm diameter reinforced rod; or,
b) 200mm long, 20mm diameter galvanised tube.
For both options the rod/tube shall be driven flush with the road surface (see
photograph in Figure 1). When the section needs to be re-established these rods
could be found using a metal detector;
Determine the exact start and end positions using GPS along with digital
photographs.

Figure1:Sitestartandendpositioning
3

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2.4.2

Site Marking

Every 100m subsection needs to be marked using:

a) spray paint to indicate the position of the subsection;
b) and a roof nail in the centre for re-establishment of the subsections; and,
c) Spray paint to indicate the sub-section number (km distance) according to the
numbering process discussed in previous section.
2.4.3

Site Diagrams

Site diagrams need to be drawn for each site and attached to the construction data sheet
indicating the following:
a)
b)
c)
d)
e)
f)
g)

Site name and description information;

Position of start and end point (GPS co-ordinates);
Lane widths;
Shoulder widths;
Kerb locations or any other structure (as appropriate);
Lane configuration;
Reference to known points adjacent to test section.

OttaSealsVisserandHenning

2.5

Description of defects to be monitored

Defect

Surface texture

Aggregate
loss/loose stones

Description / Likely Cause

Definition of the Extent Measurement

Photos
Degree
Over-all Surface and Binder Condition
Texture is important for road Coarse (1) The Only the worst part of the
has
a section is rated.
surfaces as it provides the surface
required skid resistance for course appearance
significant The extent of the lowest
vehicle tires, especially in wet with
conditions. Texture loss may stones being visible texture rating is quantified by
the actual size of the patch
occur on Otta seals due to on the surface
(2)
containing low texture (to the
stones being lost from the Medium
surface or bitumen rising to There are some nearest 1 metre) Where a
stones exposed to number of smaller smooth Medium texture (medium)
the top of the surface.
provide skid. This areas exist, the total areas of
degree is still being these parts have to be
classified
as assessed.
acceptable texture
(see photo)
Fine (3) The
surface
has
a
smooth appearance
with most of the
stones being level
with the surface
Stone loss may occur for a Minor (1) only a Only the worst part of the
number of reasons including: limited number of section is rated.
insufficient binder; vehicles stones are loose.
The extent of the worse
performing
turning (see photo)
movements;
insufficient Medium (2) loose affected area is quantified by
can
be the actual size of the patch
binding between stones and stones
bitumen. This attribute is observed on most containing stone loss (to the
nearest 1 metre) Where a
evaluated after construction, of the section.
as loose material is swept Serious
(3)
number of smaller affected Loose Chip (minor)
5

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Defect

Binder
bleeding/flushing

Description / Likely Cause

Definition
Degree
back onto the road until no complete
further material is accepted by stones
the bitumen.
The surface layer has a fatty
appearance
with
binder
starting
to
cover
some
aggregates. It could also be
an indication that the binder
application rate was too high,
or more aggregate should
have been worked into the
binder at the time of
construction.
Otta
seals
should initially appear a little
fatty.

of
loss

the Extent Measurement

Photos

of areas exist, the total areas of

these parts have to be
assessed.

Minor (1) The

surface is starting
to have a fatty
appearance.
Medium (2) The
bitumen is starting
to cover some of
the stones.
Serious (3) Most
of the stones are
being covered by
the bitumen.

Only the worst part of the

section is rated.
The extent of the worse
affected area is quantified by
the actual size of the patch
containing bleeding (to the
nearest 1 metre). Where a
number of smaller affected
Bleeding (Medium)
areas exist, the total areas of
these parts have to be
assessed.
If
continuous,
indicate the length affected.

Bleeding (Minor)
Brittle binder

With time, bitumen oxidises as

a result of hot weather and
ultraviolet radiation. Over time
is hardens and becoming
more brittle, which affects the
ability to resist traffic forces.

Stick a screw driver Full section is assessed.

into the bitumen to
observe
its
plasticity.
Minor (1) The
bitumen
still
appears fresh and
under tension still
pulls strings
Medium
(2)

bitumen starts to
6

Dry brittle Surface (medium)

OttaSealsVisserandHenning

Defect

Description / Likely Cause

Definition of the Extent Measurement

Degree
have
a
dry
appearance. When
put under tension it
easily breaks.
Serious
(3)

Completely dry and

without any sticking
or plasticity left.

Surface damage/
construction
damage

Damage to the surface as a

result of construction faults, or
mechanical damage such as
loads falling off trucks etc.
This
is
an
unusual
occurrence, but needs to be
separated from normal traffic
deterioration.

Minor (1) There The extent of the affected area

are minor signs of is quantified by the actual size
damage on the of the area/ patch
surface.
Medium
(2)

surface
is
completely
removed
from
Mechanical/Construction
areas and base
damage (medium)
material is exposed.
Serious (3) There
are
significant
damage
to
the
surface and road
pavement.

Photos

OttaSealsVisserandHenning

Longitudinal

Cracks running parallel to

road centre line, normally as a
result of a construction joint,
or a refilling of a trench.

Transverse

As the name indicates, these

are orientated perpendicular
to the centreline.
Many
attributes exist but have the
common causing factor of
relative movement in the
pavement
layers.
It
is
common where there are
large trees next to the road.

Cracking
Minor (1) only The length of each cracked
hair line cracks that area has to be recorded
started
breaking
through
on
the
surface (less than 1
mm wide)
Medium
(2)

Cracks starts to
become significant
(more than 1 mm)
Serious
(3)

Longitudinal
crack
(serious)
Significantly
wide
cracks with signs of
secondary defects
starting to come
through. (photo)
Minor (1) only The length of each cracked
hair line cracks that area has to be recorded
started
breaking
through
on
the
surface (less than 1
mm wide).
Medium
(2)

Cracks starts to
become significant
(more than 1 mm).
Serious
(3)

Significantly
wide
Transverse crack (serious)
cracks with signs of
secondary defects
starting to come
8

OttaSealsVisserandHenning

through (photo).
Crocodile

These are numerous cracks

closely spaced and mostly
occur in the wheel tracks.
Load associated, therefore
caused
by
fatigue
of
pavement layers.

Minor (1) only The length of each cracked

hair line cracks that area has to be recorded.
started
breaking
through
on
the
surface
Medium
(2)

Cracks starts to
become significant
and there are early
Crocodile cracks (minor)
signs of material
being pumped to
the surface (top
photo).
Serious
(3)

Significantly
wide
cracks with signs of
secondary defects
starting to come
through
(bottom
photo).

Potholes/patching

Cavity in the pavement due to

the loss of material. Normally
a secondary defect to other
distresses such as cracking.
Obviously there will be no
potholes before resealing, but
potholes may occur in the
Otta
seal.
Maintenance
protocols should ensure that
potholes are repaired within 3

Structural Defects
Minor (1) a Count the number of total
pothole/patch
no potholes and/or patches on the
bigger than a mans section.
hand. Just broke
through the surface
with limited depth.
Medium
(2)

Approximately the
size of a mans
head,
some
9

Crocodile cracks (serious)

OttaSealsVisserandHenning

Edge break/repairs

days of being reported. The material loss has

surface area of a patch would been taking place.
be recorded.
Serious
(3)
Significantly larger
than a mans head
and
significant
depth
due
to
material loss.
Breaking of the surface close Minor (1) a Measure
no effected.
to the edge of the road. break/patch
Manifests as a cavity due to bigger than four
lack of support from shoulder fingers and limited
material
and
vehicles depth.
travelling close to the edge of Medium (2) a
break/patch
the road.
approximately eight
fingers wide and
deeper
than
2
fingers

the

total

length

Edge Break patch (Serious)

Serious
(3)

Significant
width
into the pavement
surface and deeper
than a golf balls
height.
Shoulder drop-off

Through water and traffic

movement on the shoulder,
the material loosens and
washes away. This leaves a
gap between the edge of the
surface and shoulder, and
thus loss of edge support.

Minor (1) High Measure

difference up to 10 affected.
mm.
Medium (2) High
difference 10 and
30 mm.
Serious
(3)

10

Edge Break patch (medium)

the

total

length

OttaSealsVisserandHenning

Drainage on the
surface

Side drains along

the road

This is often the start of edge deeper than 30mm.

break.
Drainage
Due to an uneven surface and Minor
(1)
Measure
a lack of cross fall there are a depressions
that affected.
potential for water to remain allow water ponding
on the surface.
up to 10 mm deep.
Medium
(2)

depressions
that
allow water ponding
between 10 and 20
mm deep.
Serious
(3)

depressions
that
allow water ponding
more than 20 mm
deep.
Side drains are supposed to
transport water away from the
road. Once these drains
become blocked or ineffective
it leads to ponding water next
to the road.

Minor
(1)
Measure
affected.
Occasional
ponding, as shown
in photo.
Medium
(2)

Ponding occurring
to
a
significant
depth along the
road
Serious
(3)

Ponding
permanently along
the road, with a
likelihood of flowing
over
the
road
during
heavy
showers.
11

Shoulder drop-off (medium)

the

total

length

the

total

length

Poor side drainage (Serious)

OttaSealsVisserandHenning

2.6

Monitoring schedule

The visual assessment must be conducted after all the preparatory work has been
completed, and within days before construction is started to capture the condition before
placing the Otta seal. For the first two weeks after construction there will be considerable
loose material along the road, and the construction team will continuously sweep the loose
aggregate back into the wheel paths to allow for traffic compaction. The situation will thus
change on a daily basis. After two weeks the loose material is collected and taken off-site,
and this then represents the start of a consistent condition. The following monitoring
schedule should be followed (time after actual construction):
Two weeks;
Three months;
Six months;
One year, and thereafter at an annual frequency unless significant deterioration is
reported and a revised schedule is warranted.
2.7

Additional data requirements

2.7.1

Recording of maintenance information

It is unlikely that the visual inspection monitoring team would receive any information
regarding maintenance that was carried out. If, at the time of an inspection there is
evidence that maintenance on or adjacent to the section had been carried out, this
should be noted. If it is not clear what had been done, then the local maintenance
superintendent should be approached for more information.
2.7.2

Rainfall

Rainfall records from the nearest weather station or rainfall recording centre should
be obtained on an annual basis for each of the Otta seal roads being monitored. This
information will assist in defining the climatic influences.
2.7.3

Traffic

At the time of construction an estimate is made of the traffic volume (number of

vehicles in both directions) in cases where actual traffic counts are not available.
Should traffic counts become available they should be noted on the inspection
sheets. Similarly, should traffic counts be repeated at any stage during the life of the
Otta seal these should also be noted. It would be useful if a breakdown of light
vehicles (cars, pick-ups and vans) and heavy vehicles (more than 3 ton gross vehicle
mass) is also obtained, although this is not essential.
2.8

Field survey requirements

One observer could perform the visual inspection, but it is useful to have two observers,
particularly on roads that carry fairly heavy traffic.
Equipment required:
Protective clothing and safety equipment. An additional flagman and signs may be
warranted under some traffic conditions.
Field forms, clipboard and a copy of this report for the photograph gallery.
A measuring wheel to determine position, and extent of defects.
A can of white spray paint to refresh the position markers.
12

OttaSealsVisserandHenning

A digital camera that is linked to the GPS.

2.9
Data submission

As soon as the field forms have been completed and validated, they, together with the GPS
linked photographs (in reduced size to facilitate transmission), must be submitted
electronically in scanned format to the following:

Prof Alex Visser, email alex.visser@up.ac.za

Dr Theuns Henning, email t.henning@auckland.ac.nz

The submissions must be as soon as possible so that any queries may be resolved while the
information is still fresh, and possibly even available. It will also assist in allowing input into
the programme. Procrastination may result in the forms being mislaid, or even lost, and the
information is not captured.

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OttaSealsVisserandHenning

ConclusionsandRecommendations

3.1

Conclusions

The inspection protocol requires that the newly constructed Otta seals be visually inspected
at the following frequency after construction: 2 weeks, 3 months, 6 months, 1 year and
thereafter at an annual frequency unless significant deterioration requires a revised
schedule.
The protocol developed is appropriate for capturing the condition of the roads prior to
resealing, as well as during the life of the Otta seal. Unexpected distress of the Otta seal can
then be related to the prior road condition.
3.2

Recommendations

It is strongly recommended that the procedures be implemented with the Otta seal reseal
programme in the Pacific Islands. This requires urgent training of the local staff to perform
the inspections.

Acknowledgements
Mr. Jeff Waters (Fulton Hogan New Zealand) is acknowledged for providing most of the
photographs for this guideline.

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Appendices

AppendixA

ConsultantsTermsofReference

AppendixB

Fieldforms

AppendixA

ConsultantsTermsofReference

ObjectivesoftheAssignment
ThepurposeofthisassignmentistoassisttheBankbyimplementinganOttasealmonitoring
programinTongaandinKiribati.

Scope
TorespondtotheObjectivesoftheAssignment,thefollowingwillberequired:
(i) DevelopaninspectionmanualforevaluatingOttasealsbasedonbestinternationalpractice
formonitoringsealsparticularlyonexperimentalsections.Theinspectionmanualshould
containphotostoassistinidentifyingthetypeandseverityofdifferenttypesofdistress.
Examplesofvisualinspectionsurveyoutcomeswithsketches/photosshouldalsobe
presented.ThismanualwillformthebasisoftheinspectionstobedoneinbothTongaand
Kiribati.
(ii) DevelopascheduleofmonitoringforTongathatiseffectiveandmanpowerefficient.
(iii) LiaisewithanotherconsultanttoconducttrainingofseveralofficialsoftheMOWtoperform
themonitoringbeforeandafterresealing.Themonitoringwouldincludedocumentingall
typesofdistressandtakingphotographsforfuturereference.
(iv) Reviewtheresultsfromthemonitoringandadjustthescheduleaccordingly.
(v) AnalyzetheresultsoftheworksandadvisetheWorldBankontheoverallsuccessofthe
program,changestothedesignandconstructionspecifications,andanyotherissuesthat
mayarise.

Deliverables
AccordingtotheTermsofReference,thefollowingdeliverablesaretobeprepared:
(i) OttaSealInspectionManualManualformonitoringOttaSealpavements.
(ii) InspectionScheduleAdetailedscheduleforinspections
(iii) PerformanceReportReportontheperformanceofthepavements,including
recommendationsforfutureimplementations.

Thisreportfulfilsthedeliverablesunder(i)and(ii).Theperformancereportwillonlybecompleted
astheOttasealperformancedatabecomeavailableoverthenextfewyears.

AppendixB

Fieldforms

Otta Seal Performance Monitoring Project

Construction Data Sheet
Project name: .
Road number or name: .
Project road length: km
Start position description/GPS coords: ....
End position description/GPS coords: ..
Average road width sealed: ..m
Approximate traffic, both directions: vehicles per day
Was the condition monitoring performed before resealing? If not, arrange before continuing.

Date of construction of reseal: .............................................201

Type of binder:
Binder application rates (litre/sq m)

First spray

Second spray

Third spray

As designed

Actual

Binder temperature at time of application: .C

Aggregate source/quarry: .....
Aggregate application rates (sq m/cub m)

First layer

Second layer

Actual

Weather conditions at time of construction:

.
Time of construction: .
Road surface temperature at time of construction: .C
Comments about climatic conditions for the two days following construction: .

Name of person completing this form:

0.4

KILOMETER DISTANCE

DIRECTION :
0.2

0.0

START KM DISTANCE :

NAME OF INSPECTOR :
/

DATE

2 0 1
1.0

ROAD

0.8

0.6

PROJECT NAME

Otta Seal Performance

Monitoring Project

SURFACE/BINDER CONDITION
POSITION
Te - Surface Texture
A - Aggregate Loss

TYPE eg. C

BL - Bleeeding/Flushing

DEGREE

Brittle binder - comment

LENGTH

1.0

0.8

0.6

0.4

0.2

0.0

COMMENTS

CRACKING
POSITION
C - Crocodile Cracking
T - Transverse Cracking

TYPE eg. C

L - Longitudinal cracking

DEGREE
LENGTH

1.0

0.8

0.6

0.4

0.2

0.0

SPACING/COMMENTS

STRUCTURAL DEFECTS
POSITION
PH - Potholes
PA - Patching

TYPE eg. C

EB - Edge Breaks/repairs

DEGREE

SH - Shoulder drop-off

LENGTH

0.4

0.6

0.8

1.0

0.6

0.8

1.0

0.2
0.2

0.4

0.0
0.0

LENGTH/DIMENSION

DRAINAGE
POSITION
On road surface
Adjacent to road

TOPOGRAPHY
VEGETATION
Swamp Areas

Road

COMMENTS

POSITION

Road

COMMENTS

Mountain/Rolling/Level
OVERALL IMPRESSION
OTTA SEAL: