Road agencies in Australia are adapting HDM-4 technology to the strategic management of their roadnetworks. There is a need to develop HDM-4 technology road deterioration (RD) models for sealed granularpavements as they comprise 95% of Australia’s rural arterial roads. Austroads has funded ARRB TransportResearch (ARRB) since 1994 to adapt HDM-4 technology to Australian conditions.Since 1994 ARRB has monitored long term pavement performance (LTPP) sites to observe roaddeterioration with traffic loading, climate and pavement type. From 1998 onwards, ARRB has alsomonitored the influence of maintenance on sealed granular pavement performance using long termpavement performance maintenance (LTPPM) sites on Australia’s arterial roads, specifically varying surfacemaintenance treatments at each site. In addition, ARRB, in an independent consulting capacity, hasperformed field data-driven RD model calibrations for a number of States.Accelerated load testing (ALT) of experimental sealed granular pavements commenced in 1999 to quantifythe influence of maintenance on relative pavement performance, under controlled conditions of loading,climate and maintenance. In 2003 ALT was used to quantify the influence of increased axle mass loadingon pavement deterioration.Historical Australian seal life and binder hardening data was available to ARRB to develop a refined binderhardening model using variables for environmental conditions, elapsed time, binder characteristics and thenominal seal size. This refined model, in conjunction with an existing distress viscosity model, allowed thedevelopment of an explicit seal life model to predict the expected life of different nominal seal sizes indifferent climates throughout Australia.This paper presents the current state-of-the-art characteristics, by means of re-calibrated default coefficients,for the RD models for roughness and rutting progression which were shown to vary with the environmentand surface maintenance treatments. The RD model re-calibration used the observational data from theLTPP and LTPPM sites in conjunction with the relative performance factors estimated for various surfacemaintenance treatments from the ALT data. The current imitations of these revised models with the abovesealed granular pavement data are stated, including those for the seal life model. As a result, the RDmodels are more responsive to changes in maintenance under a range of Australian climatic conditions.It was not possible to predict the impact of surface maintenance treatments, time and traffic on the structuraldeterioration of sealed granular pavements. Consequently, the HDM-4 structural deterioration model forsealed granular pavements could not be re-calibrated. This outcome suggests that modifications to theHDM-4 structural deterioration model are needed for sealed granular pavements.