DOCUMENT NO.

REV.

PP-CI-GG-006

PT Caltex Pacific Indonesia

DATE :

PROCEDURE

December,
2003

PREPARED BY

EBM

CHECKED BY

RQS

SHEET :

OF

23

APPROVED BY

ROAD MAINTENANCE AND REPAIR

PT. CALTEX PACIFIC INDONESIA

REV

DATE

PAGES

ALL

DESCRIPTION

ISSUED FOR CONSTRUCTION

PREPD

CHKD

APPD

TABLE OF CONTENTS

1.

2.

GENERAL
1.1

Scope

1.2

References

1.3

Terminology

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

5.

6.

4.1

General

4.2

Traffic Growth Rate

4.3

Equivalent Standard Axle Load

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

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

ATTACHMENT # 3: Axle Factor

ATTACHMENT # 4: Growth Factor
ATTACHMENT # 5: Example Worksheet for ESAL
ATTACHMENT # 6: Typical Road Defects Photographs

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

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2.

Road Repair and Maintenance Procedure

PP-CI-GG-006 Rev. 0

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.

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Road Repair and Maintenance Procedure

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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 alligators skin.
Probable causes include poor drainage, inadequate base and fatigue due
to repetitive loads.
Alligator cracking can be grouped as follows:

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Road Repair and Maintenance Procedure

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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.

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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:

April, 2004

Channels with Intact Surface

Channels with Disintegrated Surface

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Road Repair and Maintenance Procedure

PP-CI-GG-006 Rev. 0

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.
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3.

Road Repair and Maintenance Procedure

PP-CI-GG-006 Rev. 0

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:
n

TGF =

( 1 + r) 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

TGF =

( 1 + r) 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:

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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 axlefactor.
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.

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Road Repair and Maintenance Procedure

PP-CI-GG-006 Rev. 0

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 vehicles 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.

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5.

Road Repair and Maintenance Procedure

PP-CI-GG-006 Rev. 0

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 + .+ E k 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

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Road Repair and Maintenance Procedure

PP-CI-GG-006 Rev. 0

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

Removing the material

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

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.

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Road Repair and Maintenance Procedure

PP-CI-GG-006 Rev. 0

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.

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Road Repair and Maintenance Procedure

PP-CI-GG-006 Rev. 0

ATTACHMENT #1 PAVEMENT RATING FORM

(Please double-click to open file)
PAVEMENT RATING FORM
ROAD IDENTIFICATION
COORDINATES
LENGTH
WIDTH
ROAD CLASS
PAVEMENT TYPE
DATE
Note: A rating of "0" indicates no
defect
DEFECTS
Transverse Cracks
..
Longitudinal Cracks

SCORING

RATING

0-5
0-5

A l l i g a t o r C r a c k s . . 0-10
Shrinkage Cracks

Rutting
..
Corrugations
.
Raveling
.
Shoving and Pushing

Pot Holes
..
Excess Asphalt
.
Polished Aggregate
..
Deficient Drainage
.
Overall Riding Quality

0-5
0-10
0-5
0-5
0-10
0-10
0-10
0-5
0-10
0-10
SUM OF DEFECTS.

CONDITION RATING =
CONDITION RATING =

100 - SUM OF DEFECTS

Prepared by: ________________________

Approved by: _________________________

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Road Repair and Maintenance Procedure

PP-CI-GG-006 Rev. 0

ATTACHMENT # 2 : ROAD NETWORK INVENTORY

(Please double-click to open file)
Duri Field Road Network Inventory
Every Two Months Report

Area

April, 2004

Road
Name

Class

Total
Length

Defects

Length
Affected

Condition
Rating

Usage
Rating

Priority
Rating

Previous
Maintenance/
Repair Work

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Road Repair and Maintenance Procedure

PP-CI-GG-006 Rev. 0

ATTACHMENT 4

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Road Repair and Maintenance Procedure

PP-CI-GG-006 Rev. 0

(Please double-click to open file)

ATTACHMENT #5
Example Worksheet for ESAL

Vehicle Type
Col.1
2 Axle, 4-tire
2 Axle, 6-tire
3 Axle, 4-tire

Number of
Vehicles per
year
Col.2
1000000
500000
300000

Col. 3

2% Growth
Factor for 15
years
Col. 4

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

0.003
0.21
0.61

17.29
17.29
17.29

51870
1815450
3164070

Vehicle
Factor

ESAL for 15 year design period =

April, 2004

ESAL

5031390

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Road Repair and Maintenance Procedure

PP-CI-GG-006 Rev. 0

ATTACHMENT#6

1) Corrugations and Shoving

2 Alligator Cracking

a)

Alligator

Distortion

April, 2004

Cracking

without

Surface

b.) Alligator Cracking with Distortion of

Intact Surfaces

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Road Repair and Maintenance Procedure

PP-CI-GG-006 Rev. 0

e.)
d.) Alligator Cracking with Broken Surfaces

Alligator

Cracking

with

Surface

Distortion and Pumping

3. Edge Cracking

a.) Edge Cracks without Surface Distortion

b).

Edge

Cracks

with

Distortion

of

Surfaces

d.) Edge Cracks with Surface Distortion

c.) Edge Cracks with Broken Surfaces

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and Pumping

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Road Repair and Maintenance Procedure

PP-CI-GG-006 Rev. 0

4. Joint Cracking

a.) Joint Crack at Lane Joints

5. Random Cracking

b.) Wide Cracks

a.) Narrow Cracks

6. Reflection Cracking

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7.) Slippage Cracking

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Road Repair and Maintenance Procedure

PP-CI-GG-006 Rev. 0

8.) Potholes

a.) Potholes in Surface Treatment

r.) Potholes in asphalt concrete

9. Raveling

10.) Channeling or Rutting

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11.) Upheaval

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