Item 33: At_Grade_Other (Number of Intersections, Type -Other)

A continuously operating (i.e. all day), flashing yellow signal should be considered as an "at-grade/other" type of control.

Access points to large traffic generators (e.g., shopping centers, malls, large work sites, office parks, apartment complexes, etc.) should be included in the evaluation for this Data Item.

Special treatment is required when a Sample Panel section begins and/or ends with a traffic control device (i.e., Data Items 31, 32, and 33). This is accomplished by doing the following as illustrated in Figure 4.45:

• Choose a statewide direction for inventory purposes (e.g., South to North, West to East, etc.);
• Choose a statewide rule to either always count the beginning curb only or the ending curb only, but never both.

Roundabouts (see Figure 4.20) should be coded under this Data Item.

The sum of Data Items 31, 32, and 33 should be equal to the total number of intersections on the section.

Item 34: Lane_Width (Lane Width)

Lane width should be coded according to where the pavement/shoulder surface changes, or to the pavement lane striping (if the shoulder and pavement surface are the same).

Where there is no delineation between the through-traffic lane and the shoulder or parking lane, or where there is no centerline, estimate a reasonable split between the actual width used by traffic and the shoulder or parking lane based on State/local design guides.

When striping is placed inside the edge of the pavement (within approximately one foot) to keep traffic from breaking the pavement edge, ignore the striping and measure from the pavement edge to the center of a single centerline stripe. Or if double centerline striping exists, measure to the center of the two stripes.

If more than one lane exists, measure all lanes in the inventory direction and use the average value to the nearest foot. If lane widths vary over the extent of the sample section, use the predominant width(s) for measuring and reporting purposes.

In Figure 4.45, the number of through lanes is 2; deducting 10 feet for parking on each side, which is either striped or from design practices, would leave width for two 18 foot lanes.

Item 35: Median_Type (Median Type)

Median: The portion of a divided highway separating the traveled way for traffic in opposing directions.The principal functions of a median are to:

• Minimize interference of opposing traffic;
• Provide a recovery area for out-of-control vehicles;
• Provide a stopping area in case of emergencies;
• Provide open or green space;
• Minimize headlight glare from opposing vehicles;
• Provide width for future lanes;
• Provide space for speed-change lanes and storage areas for left- and U-turn vehicles; and
• Restrict left turns except where median openings are provided.

Turning lanes or bays are not considered medians unless the turning lanes/bays are cut into an existing median at intersections, site entrances (e.g., a shopping center), etc; a continuous turning lane is not a median.

Item 36: Median_Width (Median Width)

Enter '99' where the median width is 100 feet or greater.

The edge of through lane is determined by paint stripping, difference in pavement/shoulder construction material, or according to traffic use. If the median is raised or a ditch, do not add the contour as part of the median width measure.

For measurement purposes, ignore turning bays cut into the median.

Item 37: Shoulder_Type (Shoulder Type)

If the shoulder type varies over the extent of the section, code the predominant type. If left and right shoulder types differ on a divided facility, code the right shoulder type as the predominant type.

If there is a shoulder in front of a barrier curb, code this Data Item and Data Item 38 (Shoulder Width); do not code the area behind a barrier curb as a shoulder.

Disregard mountable curbs for HPMS reporting purposes. If there is a shoulder either in front of or behind a mountable curb, code this Data Item and Data Item 38 (Shoulder Width).

If a bike lane abuts the through lane, there cannot be a shoulder unless it is used as a combined shoulder/bike lane (sometimes indicated by signage or symbols on the pavement). If a bike lane or parking is completely separated from the roadway, it should not be considered.

If the section has parking abutting the through lane, there cannot be a shoulder. If there is parking on one side of a divided roadway and a shoulder or a curb on the other side, code this Data Item, Data Item 38 (Shoulder Width), and Data Item 40 (Peak Parking) accordingly. A shoulder cannot exist between a traffic lane and a parking lane.

Figure 4.49: Bituminous (Code '2')

Figure 4.50: Stabilized (Code '4')

Figure 4.51: Combination (Code '5')

Figure 4.52: Earth (Code '6')

Item 38: Shoulder_Width_R (Right Shoulder Width)

Do not include parking or bicycle lanes in the shoulder width as further illustrated in Figures 4.56-4.58.

Code the predominant width where it changes back and forth along a roadway section.

Ensure that the total width of combination shoulders is reported.

Include rumble strips and gutter pans in shoulder width.

This width should be measured from the outer edge of the right-most through lane to the outer edge of the shoulder.

Item 39: Shoulder_Width_L (Left Shoulder Width)

Do not include parking or bicycle lanes in the shoulder width measurement.

Code the predominant width where it changes back and forth along a roadway section.

Ensure that the total width of combination shoulders is reported.

Include rumble strips and gutter pans in shoulder width.

This width should be measured from the outer edge of the left-most through lane to the left-most edge of the inside shoulder.

Item 40: Peak_Parking (Peak Parking)

Code this Data Item to reflect the permitted use, even if the section is not formally signed or striped for parking.

If parking is observed beyond the shoulder or the pavement-edge where there is no shoulder, use code '3.'

If parking lanes are legally used for through-traffic or turning lanes during the peak period, code the appropriate in-use condition.

Interstates and Freeways are usually assigned a code '3.'

Item 41: Widening_Obstacle (Widening Obstacle)

Enter any combination of the codes (e.g. if there are Historic and Dense development obstacles, code "EA" or "AE" for this Data Item). There is no requirement for the ordering of the codes; a code should not be used more than once in a sequence of codes (e.g. "AEA").

Code "X" cannot be used with other codes (e.g. "XE")

This item provides for the coding of obstacles which may prevent or limit the ability to widen the roadway surface within approximately 100 feet of the outer edge of the through lanes that are present in either direction of the section.

Figure 4.62: Cemetery (Code "E") Obstacle Example

Source: PennDOT.

Figure 4.63: Major Rail Line (Code "B")
Obstacle Example

Source: TxDOT, Transportation Planning and Programming Division.

Item 42: Widening_Potential (Widening Potential)

Code this item based on how feasible it is to widen the existing road based on the presence of obstacles as identified in Data Item 41 (Widening Obstacles), and the proximity of the obstacle to the roadway.  Consider medians, areas already within the existing right-of-way, and areas outside existing right- of- way to be available for widening.
Do not consider restrictions due to current right-of-way width, or projected traffic.
Narrowing lanes via restriping, resulting in an additional lane on a multilane facility does not constitute Widening Potential. 
The cost of adding capacity to sections or corridors with limited Widening Potential is assumed to be significantly more costly than other more routine capacity improvements.
If Data Item 41 (Widening Obstacle) is coded as “X”, then this data item should be coded as ‘9’ lanes.  If Data Item 41 (Widening Obstacle) is not coded as “X”, then this data item should be coded, at most, ‘8’ lanes.

Figure 4.64: Widening Potential of 9 lanes (Max)

Source: PennDOT.

Figure 4.65: No Widening Potential

Source: PennDOT.

Item 43: Curves_A through Curves_F (Curve Classification)

This information may be available from construction plans, GIS databases, and contracts for other data collection activities such as International Roughness Index (IRI) or pavement data, and video log.

The primary goal is to populate curve data for each paved sample on the applicable functional system. There are 6 classes of curvature (i.e., Curve Class A through Curve Class F). The beginning and ending points will remain constant for each of the data items; however the values for these data items will reflect the length of that particular curve class. Furthermore, the sum of the values for each of the 6 curve class Data Items must be equal to the total length of the entire sample.

Each curve and tangent segment is coded as a separate curve; segments are summed by curve class to obtain the total length in each class. Report the sum of the class lengths for each of the six curve classes (in units of miles); the sum of all curve lengths must equal the Sample Panel section length.

This example depicts a Sample Panel section for which the HPMS software would expect 4 records reported in the Sections dataset as depicted below:

2009|45|SCXXX|0|5.69|CURVES_A|5.69|1.75|||

2009|45|SCXXX|0|5.69|CURVES_B|5.69|1.25|||

2009|45|SCXXX|0| 5.69|CURVES_C|5.69|1.87|||

2009|45|SCXXX|0| 5.69|CURVES_E|5.69|0.82|||

Since no data exists for curve classes D and F in this example, there would not be a record reported for either class. Moreover, the value for Curve Class C is calculated by adding the values for both Curve Class C parts together. The beginning and ending points are consistent throughout all records within the sample. The sum of all of the Curve Class lengths must equal the total length of the Sample Panel section.

Item 44: Terrain_Type (Terrain Type)

When coding this Data Item, consider the terrain of an extended length of the roadway upon which the sample is located rather than the grade on the specific Sample Panel section by itself. The extended roadway section may be several miles long and contain a number of upgrades, downgrades, and level sections. For long samples, such as rural freeway samples extending between interchanges, the extended roadway section and the Sample Panel section may be the same.

Figure 4.67 Level Terrain (Code '1') Example

Source: PennDOT.

Figure 4.68 Rolling Terrain (Code '2') Example

Source: PennDOT.

Figure 4.69 Mountainous Terrain (Code '3') Example

Source: PennDOT.

Item 45: Grades_A through Grades_F (Grade Classification)

This information may be available from construction plans, GIS databases, and contracts for other data collection activities.

Each grade and flat segment is to be coded as a separate segment; segments are typically measured between vertical points of intersection (VPI) and summed by grade class to obtain the total length in each class. The sum of all of the Grade Class lengths must equal the total length of the Sample Panel section.

Item 46: Pct_Pass_Sight (Percent Passing Sight Distance)

Item 47: IRI (International Roughness Index)

IRI should be measured on an annual cycle for the NHS and on the 2-year maximum cycle for all other required sections. Existing IRI values should continue to be reported until they are replaced by new measured values.

Structures and railroad grade crossings are to be included in the measurement of surface roughness.

IRI should be consistently measured and reported for the same direction and lane, which typically is the outermost (right) lane. The practice of measuring the "worst" lane is discouraged in cases where the outermost (right) lane is not measured.

For purposes of national-level data consistency, IRI sections reported in HPMS should not exceed 0.10 mile in length. It is understood and acceptable that sections less than 0.10 mile be reported in HPMS which can result from short collection sections, route termini, and intersections, etc.

The average of the right and left quarter-car IRI should be reported as Mean Roughness Index (MRI) for this data item. This is not to be confused with the half-car IRI, which is computed by averaging the profile data for the left and right wheel paths, and then applying the quarter-car simulation to the average data.

Default values or values obtained by other means or conversions that are not directly obtained from measured road profiles are not to be used. However, when a pavement improvement is made on an applicable section, a temporary value for the improved section reflecting a reasonable average value for new pavement may be provided until replaced by a measured value. States are encouraged to use data from State or local pavement management systems when they are available, are current, and when they meet HPMS reporting requirements.

If a measured IRI value is reported for a section, a PSR value for that section is not required. A Sample Panel section must have either PSR or IRI reported.

FHWA has adopted AASHTO Standard R 43-07 as the preferred method of providing IRI data for the HPMS. Additional guidelines, including R 43-07, are found in the Pavement Data Guidance contained in Chapter 5.

Item 48: PSR (Present Serviceability Rating)

PSR is not required if IRI is reported for a section. A Sample Panel section must have either PSR or IRI reported.

If sufficiency ratings of pavement condition are available, they may be used after a correlation between the sufficiency rating scale and the PSR scale or other rating factors has been developed.

If there are no current PSR, PSI, or sufficiency ratings that can be adapted, the section can be rated using values in the following Table 4.4. Estimates to the nearest tenth within the applicable range should be made (e.g., 2.3 as opposed to 2.323). Where different lanes have different pavement condition ratings, code PSR consistent with IRI data collection practices.

Item 49: Surface_Type (Surface Type)

Item 50: Rutting (Rutting)

This data is to be collected on a two year cycle.   
For purposes of national-level data consistency, rutting sections reported in HPMS should not exceed 0.10 mile in length.  It is understood and acceptable that sections less than 0.10 mile be reported in HPMS which can result from short collection sections, route termini, and intersections, etc.
A rut is defined as a longitudinal surface depression in the wheel path and it may have associated transverse displacement.
Rutting is to be reported for all AC surface types as identified in Table 4.5.

Item 51: Faulting (Faulting)

This data is to be collected on a two year cycle.

Every joint should be measured in the right wheel-path over a section and the average reported.

AASHTO R36-04 specifications or the LTPP protocol are to be followed for the collection of these data.

Faulting is to be reported for Surface Type codes '3', '4', '9', and '10' as identified in Table 4.5.

See Chapter 3 for a description of the metadata reporting requirements for this Data Item.

Item 52: Cracking_Percent (Cracking Percent) 

Reporting should be consistent with IRI inventory direction and lane.

This data is to be collected on a two year cycle.

All severity levels of associated cracking should be considered and reported.

This should be reported as the percent of actual pavement with fatigue cracking. The LTPP protocol says to include fatigue cracking and longitudinal cracking in the wheel path that has associated random cracking (any cracks in the wheel path that have a quantifiable area). For jointed PCC sections, exclude corner breaks, D-cracking, and Alkali Silica Reactivity (ASR) cracking that may occur on a slab.

This should be the best estimate of the area with fatigue cracking and it is not expected that each portion of fatigue cracking in a section will actually be measured.

Figure 4.78: AC Chicken Wire/Alligator Fatigue Type Cracking in Wheel path

Source: LTPP Distress and Identification Manual, June 2003

Figure 4.79: AC Low Severity Fatigue Type Cracking

Source: LTPP Distress and Identification Manual, June 2003

Figure 4.80: AC Moderate Severity Fatigue Type Cracking

Source: LTPP Distress and Identification Manual, June 2003

Figure 4.81: AC High Severity Fatigue Type Cracking

Source: LTPP Distress and Identification Manual, June 2003

Item 53: Cracking_Length (Cracking Length)

This data is to be collected on a two year cycle.

This is a summation of the lengths of all of the transverse cracks in each mile section. Transverse cracking is a length per mile value; fatigue cracking is an area. This should be the best estimate of the length with transverse cracking and it is not expected that each portion of transverse cracking in a section will actually be measured. Note that transverse reflection cracks may occur in composite, AC surfaced sections over transverse joints as well as over transverse cracks-either case should be considered and reported for this data item.

A crack should be at least 6 feet long to be counted.

AASHTO R 55-10 (and associated PP 67-10 and PP 68-10 as applicable) or the LTPP distress identification manual should be followed as a guide for use in reporting cracks at any and all severity levels (sealed and unsealed). Reporting should be consistent with IRI inventory direction and lane.

Examples of Procedures to Estimate Cracking Length

Consider only the primary cracking and not smaller transverse cracking that may occur adjacent to main transverse crack when estimating the length of transverse cracking in a segment. To convert to length per mile, using an example of 500 ft of transverse cracking in a 2,000 foot section converts to 1,300 feet of transverse cracking.

[(5,280/2,000)*500 ft = approximately 2.6 (rounded) * 500 ft = approximately 1,300 ft.]

Rounding in feet is acceptable.

AASHTO PP44-01 or the LTPP distress identification manual should be used in identifying and reporting cracks at any and all severity levels. Reporting should be consistent with IRI inventory direction and lane.

Item 54: Year_Last_Improv (Year of Last Improvement)

Reporting should be consistent with IRI inventory direction and lane.

0.5 inch or more of compacted pavement material must be put in place for it to be considered a surface improvement.

Completion date is the actual date the construction ended or the date when the project was opened to traffic.

Retain the coded improvement year until another improvement affecting the surface is completed.

Item 55: Year_Last_Construction (Year of Last Construction)

Reporting should be consistent with IRI inventory direction and lane.

Reconstruction is the replacement of the existing pavement structure with an equivalent or increased structure. Although recycled materials may be used in the new pavement structure, reconstruction usually requires the complete removal and replacement of at least the old pavement surface, and often also the base.

If a new pavement surface were placed without first removing the old pavement surface, the resulting pavement should be considered an overlay (surface improvement, not construction), even if the existing pavement was rubblized prior to placing the new pavement surface.