pp-ci-gg-006 road maintenace and repair

DOCUMENT NO. REV.

PT Caltex Pacific Indonesia PP-CI-GG-006 A

DATE : December, 2003

SHEET : 1 OF 23

PREPARED BY EBM

CHECKED BY RQS PROCEDURE

APPROVED BY

ROAD MAINTENANCE AND REPAIR

PT. CALTEX PACIFIC INDONESIA

REV DATE PAGES DESCRIPTION PREP’D CHK’D APP’D

A ALL ISSUED FOR CONSTRUCTION

TABLE OF CONTENTS

1. GENERAL

1.1 Scope

1.2 References

1.3 Terminology

2. EXECUTION

2.1 Road Network Inventory

2.2 Routine Inspection

2.3 Rating a Road

2.4 Interpretation of a Condition Rating

2.5 Road Defects Identification and Causes for Class A Roads

2.6 Road Defects Identification and Causes for Class B and C Roads

2.7 Surface and Subsurface Drainage

2.8 Slopes and Embankments

2.9 Pavement Marking

2.10 Vegetation Clearing

2.11 Traffic Control Through Work Areas

3. HEALTH, ENVIRONMENT AND SAFETY

4. TRAFFIC ANALYSIS

4.1 General

4.2 Traffic Growth Rate

4.3 Equivalent Standard Axle Load

5. ECONOMIC ANALYSIS

5.1 General

5.2 Present Worth of Costs (PWOC)

5.3 Discussion of Basic Factors

5.4 Staged Construction

5.5 Cost Effective Measure

6. ATTACHMENTS

ATTACHMENT # 1: Pavement Rating Form

ATTACHMENT # 2: Road Network Inventory

PT. CALTEX PACIFIC IN DONESIA Road Repair and Maintenance Procedure PP-CI-GG-006 Rev. 0

April, 2004 Page 2 of 22

ATTACHMENT # 3: Axle Factor

ATTACHMENT # 4: Growth Factor

ATTACHMENT # 5: Example Worksheet for ESAL

ATTACHMENT # 6: Typical Road Defects Photographs


1. General

One of the essential activities required to ensure the expected returns on the amount of investments in road infrastructures is effective maintenance. Delayed and inappropriate maintenance works not only entail expensive repairs but also result to economic losses due to slowed down operation.

1.1. Scope

This procedure aims to facilitate an orderly process of operating, maintaining and repairing Duri field road network. It includes a system of monitoring performances and controlling maintenance and repair works.

It seeks to assist decision makers by way of providing information which road need immediate attention and how and which ones can be deferred.

That information can be acquired monthly by a combination of a systematic road inspection to identify road defects and causes, a method of rating a road, and a yearly monitoring of traffic count.

All of this information will make up a Road Network Inventory, which then can be used together with the requirements of Road Maintenance and Repair Specification SP-CI-GG-005 to formulate appropriate alternatives.

Finally, a method of economic analysis in Section 3 illustrates how to determine the most economical of these alternatives thus help justify and account its implementation.

1.2. References

1.2.1. Related Specification

The following specifications and procedures shall form part of this procedure unless otherwise modified herein. § SP-CI-GG-005 Road Maintenance and Repair Specification § SP-CI-RL-002 Road Pavement Specification § PP-CI-GG-007 Traffic Control Procedure § CP-050GN-RL-078 General Road Classification § SP-CI-DR-002 General Sewer and Drainage Systems § SP-CI-CI-001 Earthwork

1.2.2. Terminology

Road maintenance is a work performed to keep a pavement, under normal conditions of traffic and normal forces of nature, as nearly as possible to its as-constructed condition.

Road repair is a work performed to restore a road in bad condition into good condition.



2. EXECUTION

2.1. Road Network Inventory

Road Network Inventory shall be used as a tool to monitor, control and plan for road maintenance and repairs.

Diligent recording of all maintenance and repair made to a pavement is an essential part of this Procedure. Pavement history including date, maintenance/ repair description, cost, expected and actual performance, contractor name, current defects and affected lengths shall be incorporated in the Road Network Inventory.

Operations shall develop, own and maintain the Road Network Inventory, which should be updated every two months.

Attachment #2 typifies a Road Network Inventory.

2.2. Routine Inspection

Early detection and correction to minor defects are most important maintenance activity. This will avoid simple defects to develop into serious ones if not soon corrected.

Every two months of routine inspection to identify road defects and their causes will help establish the remedial action required.

Inspector shall rate the road, identify defects and causes, determine urgency and recommend the cost-effective action to take.

The following section explains how to rate a road while Section 2.5 tells how to identify road defects and causes.

2.3. Rating a Road

Rating a road is a rational method on how to rank roads according to their condition. The results can then be used as a basis to plan maintenance or repair, prioritization and budgeting, which are the objectives of the Road Network Inventory.

In addition to identification, Inspector shall assign numerical values to each type of road defects.

Attachment #1 exemplifies a rating form. In this rating form, lower values are assigned to less serious defects and higher values to more serious defects.

A rating of zero indicates that the pavement is relatively free of defects. A rating of less than 5 would require maintenance only while a rating of 5 or 10 would indicate serious defect requiring repair.

After each defect has been rated, individual ratings are added. The sum is then subtracted from 100 and the result is the condition rating for that particular piece of road.

It is important that pavements are evaluated in a consistent manner.



2.4. Interpretation of a Condition Rating

The absolute value assigned by the condition rating will help indicate the type and degree of maintenance or repair work necessary.

As a general rule, for asphalt pavement for instance, if the condition rating is between 80 and 100, minor maintenance works are all that is required.

If the condition rating falls below 80, repair works such as an overlay will be necessary.

Major reconstruction may be necessary if the condition rating is below 30.

2.5. Road Defects Identification and Causes for Class A Roads

Effective maintenance and repair involves the identification of pavement defects and its causes. Most of these causes include inadequate foundation, improper drainage and poorly mixed materials.

The following sub-sections provide information on the types of defects and causes commonly found on class A roads. Road Maintenance and Repair Specification, SP-CI-GG-005 prescribes the minimum requirements to maintain or repair these defects.

Attachment 6 shows Typical Road Defects

2.5.1. Corrugations and Shoving

Corrugations and shoving are pavement defects characterized by distortions and unevenness.

These defects are mainly caused by instability of the asphalt layers. Mixtures too rich in asphalt, or mixtures that has too high proportion of fine aggregate contribute to this instability. Other causes include rounded and smooth-textured aggregates combined with asphalt cement that is too soft.

Corrugations and shoving may also be caused by excessive moisture, contamination caused by oil spillage, or lack of curing time between placing seal treatments.

Also, this type of distress is common at intersections as a result of braking forces of stopping and turning vehicles.

2.5.2. Alligator Cracking

Alligator cracking are interconnected cracks forming a series of small polygons resembling an alligator’s skin.

Probable causes include poor drainage, inadequate base and fatigue due to repetitive loads.

Alligator cracking can be grouped as follows:



Alligator Cracking Without Surface Distortion

Alligator Cracking With Distortion of Intact Surfaces

Alligator Cracking with Broken Surfaces

Alligator Cracking with Surface Distortion and Pumping

2.5.3. Edge Cracking

Edge cracking without surface distortion is usually caused by lack of shoulder support. In some cases, the base layer may be of insufficient quality or thickness to support the traffic loads. Poor drainage is also a frequent cause.

Alligator cracking can be grouped as follows:

Edge Cracking without Surface Distortion

Edge cracks with Distortion But Still Intact Surfaces

Edge Cracks with Broken Surfaces

Edge Cracks with Surface Distortion and Pumping

2.5.4. Joint Cracking

Joint cracks occur where the shoulder or paved wedge separates from the mainline pavement or along weak seams of adjoining pavement spreads in the surface layers.

Joint cracking can be grouped as follows:

• Joint Crack at Pavement Edge

This stress is caused by wetting and drying action beneath the shoulder surface caused by conditions that trap water and allow it to stand along and seep through the joint between the shoulder and the mainline surface.

• Joint Crack at Lane Joints

A weak seam between adjoining pavement courses causes joint cracking at lane joints.

2.5.5. Random Cracking

Causes of random cracking are numerous, and in its early stages, difficult to determine. Consequences range from severe, such as deep foundation settlement, to slight such as construction error.



2.5.6. Reflection Cracking

Reflection cracking is caused by vertical and horizontal movements in the pavement beneath overlays that result from expansion and contraction with temperature or moisture changes. Reflection cracking is very apparent where plant mix has been placed over Portland cement concrete pavement or where old alligator cracks have propagated up through an overlay or patch.

2.5.7. Slippage Cracking

Slippage cracks are crescent-shaped cracks that usually point in the direction of traffic movement. They result from insufficient bond between the surface and underlying courses, caused by dust, oil, dirt, water, or no tack coat between the two courses.

2.5.8. Transverse Cracking

A transverse crack follows a course approximately at right angles to the pavement centerline, usually extending across the full pavement width. Transverse cracking can be a result reflection cracking and stresses induced by contraction of the pavement.

2.5.9. Potholes

Potholes are caused by water penetrating the surface and causing the base and subgrade to become wet and unstable. They also may be caused by a surface that is too thin or that lacks sufficient asphalt content, lacks sufficient base, or has too many or too few fines.

Cracked surface, high shoulders and pavement depressions causing ponding water oftentimes starts the formation of potholes.

Potholes occur most frequently during rainy season. Consequently it is often necessary to repair during these poor weather conditions.

Sound judgment should be exercised when making repairs during poor weather conditions.

2.5.10. Raveling

Raveling is caused by a dry brittle surface brought about by dirty, dusty, or soft aggregate; lack of compaction of surface during construction; too little asphalt in mix or excessive heating during mixing.

2.5.11. Channeling or Rutting

Heavy loads and high tire pressures, subgrade settlement caused by saturation, poor construction methods, or asphalt mixtures of inadequate strength cause channeling or rutting.

Channeling can be grouped as follows:

• Channels with Intact Surface

• Channels with Disintegrated Surface



2.5.12. Upheaval

Swelling of expansive soils causes upheaval. Poor drainage mainly contributes to this swelling of expansive soils.

2.6. Road Defects Identification and Causes for Class B and Class C Roads

Defects in Road Class B and C are mainly potholes and rutting.

Poor drainage usually leads to these defects.

2.7. Surface and Sub-Surface Drainage

Proper drainage is an essential feature of a pavement. If the road does not shed off water quickly, surface will become soft and ruts or potholes will quickly appear.

2.8. Shoulders

Not only shoulders are provided to increase safety and to accommodate vehicle emergency parking, they must also withstand encroachment of moving vehicles and be able to serve as temporary driving lanes during maintenance or repair activities.

For minimum protection against the damaging effects of occasional heavy vehicles it is recommended that design Equivalent Standard Axle Load (ESAL) for shoulders be at least 10 percent of the design ESAL for the design lane.

In addition, shoulder must be able to provide lateral resistance to road structure and prevent water intrusion to pavement subgrade.

Schedule maintenance or repairs when shoulders hold water, or when defects prevent the use of shoulder as a safety lane or when defects threaten the structure of the pavement or shoulder.

2.9. Slopes and Embankment

Embankment slopes must be provided with 3 horizontal: 1 vertical slope or flatter.

Edge of shoulder should be rounded to help errant vehicles regain control.

2.10. Pavement Marking

Pavement markings that were damaged due to repair works must be restored into its original condition.

2.11. Vegetation Clearing

Road maintenance must include clearing of vegetation that create ‘blind spots’ at curves and intersections or obstruct view to road signs.

2.12. Traffic Control Through Work Areas

CONTRACTOR must control traffic through work areas in a safe and expeditious manner.

All work areas shall comply with Section 13, Work Zones of Duri Field Traffic Control Procedure, PP-CI-GG-007.



3. HEALTH, ENVIRONMENT AND SAFETY

Materials should be selected in terms of highest return of investment and most importantly, good environmental stewardship. Use of highly recyclable materials such as asphalt not only conserves our natural resources but also is also cost effective because of its low maintenance cost and high residual value or reusability.

4. TRAFFIC ANALYSIS

4.1. General

Estimates of the number of vehicles and types must be obtained periodically to monitor actual traffic loading and make adjustments in maintenance and repair strategy if necessary. One representative traffic count shall be provided for each road class.

4.2. Traffic Growth Rate

Traffic growth, and in some cases, no growth or decline must be anticipated when determining structural requirements of the pavement.

Traffic Growth Rate Factor (TGF) can be found by the following formula:

TGF1 r+( ) n 1−

r=

Where: r = rate/ 100 and is not zero.

If growth rate is zero, Traffic Growth Rate Factor = Design Period

Design Period The selected period in years, for which the pavement is designed to support the cumulative effects of traffic.

Example:.

growth rate r 2%=

design period n 15= years

TGF1 r+( ) n 1−

r=

TGF 17.293=

4.3. Equivalent Standard Axle Load

Equivalent Standard Axle Load (ESAL) is the number of equivalent 18000 lb (80 kN) single axle loading to be used for design.

The following terms apply:



Axle Factor The number of equivalent 18000 lb (80 kN) single-axle loading contributed by one passage of an axle. Figure 4.3a illustrates how to get axle-factor.

Vehicle Factor The number of equivalent 18000 lb (80 kN) single-axle loading contributed by one passage of a vehicle. Figure 4.3b shows how to determine vehicle factor.



These steps outline the procedure to calculate ESAL:

a) Determine the number of each type of vehicle expected on the design lane during the first year of traffic.

In some locations where more loaded trucks travel in one direction and less empty trucks in the other, take the critical lane.

b) Get each vehicle’s axle loading distribution.

c) Obtain the corresponding Axle Factor for each axle loading from Attachment #3.

d) Find the Vehicle Factor by multiplying the results of steps b and c above.

e) Get the Traffic Growth Rate Factor (TGF) from Section 4.2.

f) Calculate ESAL by multiplying the results of steps a, d and e and sum the values.

Attachment # is an example worksheet showing the calculation of ESAL.



5. ECONOMIC ANALYSIS

5.1. General

Presented in this section is a method on making economic comparisons between the appropriate alternatives generated under Section 2.1 Road Network Inventory.

All costs to the user, both direct and indirect, caused by delays associated with maintenance and repair should be included in the analysis.

5.2. Present Worth of Costs (PWOC)

In this method all future costs are discounted to the present worth of costs by using an acceptable discount rate. The maintenance/ repair option, which produces the lowest expected Present Worth of Cost should be selected.

Figure 3.2 graphically illustrates while Equation 3.2 mathematically represents the Present Worth of Cost.

Figure 3.2:

Equation 5.2:

PWOC = A + E1 1/(1+r)n1+ E2 1/(1+r)n2 + …….+ Ek 1/(1+r)nk - S /(1+r)n Where:

A = Initial construction cost

E1, E2…, Ek = Cost of future maintenance or repair including other relevant costs.

n = Analysis period

n1, n2, …nk = The number of years after initial construction that future work is

performed.

r = Discount rate

S = salvage value

5.3. Discussion of Basic Factors

3.3.1. Analysis Period



To compare alternative designs, it is necessary to select a period of time for which the analysis of these alternatives is to be made.

The analysis period is this period over which the different remedial options are compared and during which all relevant cost items are taken into account.

3.3.2. Construction Cost

Generally all initial construction costs including shoulder and drainage feautures should be included in the analysis.

3.3.3. Discount Rate

The use of present worth of cost method requires the selection of a suitable discount rate. This rate is dependent on various factors, including:

• The effective rate of borrowing money, and

• The rate of return that money can earn if invested.

3.3.4. Salvage Value

Recent road technology including recycling of materials especially gravel and bituminous materials emphasizes the need to include its salvage value in the economic analysis.

However, this value is dependent on various factors, including:

• The anticipated uses of the material at the end of the analysis period such as:

o Recycling of the material

o Removing the material

o Re-use of the material as a foundation of the new road

o Abandoning of the road

• The volume, type, age and expected life of the material

The term S in Equation 5.2 represents the salvage value of the last overlay or other activity of the pavement. It is based on the assumption that the last activity would extend the life of the pavement beyond the Analysis Period.

The salvage value may be calculated as a straight line proportion of the extended life of the last activity.

In this case,

Salvage value, S = (1-Y/X) Ek

Where:

Y = number of years between a maintenance or repair activity and the end of analysis period.



X = estimated service life, in years, of a maintenance or repair activity.

Ek = cost of future maintenance or repair activity

As an example, to calculate the salvage value of an overlay costing $50,000 placed 7 years before the end of the Analysis Period is as follows:

Y=7

X=15

Ek = $50,000

Salvage Value S = (1-7/15) 50,000 = $26,500.

5.4. Staged Construction

Planned staged construction should also be considered when generating alternatives. This method presumes that the second stage will be constructed before the first stage shows serious signs of distress.

5.5. Cost Effective Measures

The result of economic analysis seeks to find the most cost effective measures, either maintenance or repair strategy, planned staged construction or a pavement design that would last longer offsetting future maintenance and repair.



ATTACHMENT #1 PAVEMENT RATING FORM

(Please double-click to open file)

R O A D I D E N T I F I C A T I O NC O O R D I N A T E SL E N G T HW I D T HR O A D C L A S SP A V E M E N T T Y P ED A T E

N o t e : A r a t i n g o f " 0 " i n d i c a t e s n o d e f e c tD E F E C T S S C O R I N G R A T I N G

T r a n s v e r s e C r a c k s … … … … … … … … . . 0 - 5

L o n g i t u d i n a l C r a c k s … … … … … … … … 0 - 5

A l l i g a t o r C r a c k s … … … … … … … … … . . 0 - 1 0

S h r i n k a g e C r a c k s … … … … … … … … … 0 - 5

R u t t i n g … … … … … … … … … … … … … . . 0 - 1 0

C o r r u g a t i o n s … … … … … … … … … … … . 0 - 5

R a v e l i n g … … … … … … … … … … … … … . 0 - 5

S h o v i n g a n d P u s h i n g … … … … … … … … 0 - 1 0

P o t H o l e s … … … … … … … … … … … … . . 0 - 1 0

E x c e s s A s p h a l t … … … … … … … … … … . 0 - 1 0

P o l i s h e d A g g r e g a t e … … … … … … … … . .

0 - 5

D e f i c i e n t D r a i n a g e … … … … … … … … … .

0 - 1 0

O v e r a l l R i d i n g Q u a l i t y … … … … … … … …

0 - 1 0

S U M O F D E F E C T S … … .

C O N D I T I O N R A T I N G = 1 0 0 - S U M O F D E F E C T SC O N D I T I O N R A T I N G =

P r e p a r e d b y : _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _A p p r o v e d b y : _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _

P A V E M E N T R A T I N G F O R M



ATTACHMENT # 2 : ROAD NETWORK INVENTORY


Duri Field Road Network InventoryEvery Two Months Report

Area Road Name

Class Total Length

Defects Length Affected

Condition Rating

Usage Rating

Priority Rating

Previous Maintenance/ Repair Work



ATTACHMENT 4




ATTACHMENT #5 Example Worksheet for ESAL

Vehicle TypeNumber of

Vehicles per year

Vehicle Factor

2% Growth Factor for 15

yearsESAL

Col.1 Col.2 Col. 3 Col. 4 Col. 5= Col.2 x Col. 3 x Col. 4

2 Axle, 4-tire 1000000 0.003 17.29 518702 Axle, 6-tire 500000 0.21 17.29 18154503 Axle, 4-tire 300000 0.61 17.29 3164070

ESAL for 15 year design period = 5031390



ATTACHMENT#6

1) Corrugations and Shoving

2 Alligator Cracking

a) Alligator Cracking without Surface

Distortion

b.) Alligator Cracking with Distortion of

Intact Surfaces



d.) Alligator Cracking with Broken Surfaces

e.) Alligator Cracking with Surface

Distortion and Pumping

3. Edge Cracking

a.) Edge Cracks without Surface Distortion

b). Edge Cracks with Distortion of

Surfaces

c.) Edge Cracks with Broken Surfaces

d.) Edge Cracks with Surface Distortion

and Pumping



4. Joint Cracking

a.) Joint Crack at Lane Joints

5. Random Cracking

a.) Narrow Cracks

b.) Wide Cracks

6. Reflection Cracking

7.) Slippage Cracking



8.) Potholes

a.) Potholes in Surface Treatment

r.) Potholes in asphalt concrete

9. Raveling

10.) Channeling or Rutting

11.) Upheaval

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