Article 2

International Journal of Pavement Engineering
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Optimization method of network level pavement
maintenance planning based on benefit maximization
subject to budget constraints
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Journal: International Journal of Pavement Engineering

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Manuscript ID GPAV-2021-0502
Manuscript Type: Research Article

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Highway pavement maintenance, Maintenance planning model,

Keywords: Maintenance benefit, Optimization scheme, Heuristic optimization
algorithm
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URL: http://mc.manuscriptcentral.com/gpav E-mail: GPAV-peerreview@journals.tandf.co.uk

Page 1 of 39 International Journal of Pavement Engineering
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Optimization method of network level pavement maintenance
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planning based on benefit maximization subject to budget constraints
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9 Abstract: Considering that the decision-making and planning of large-scale
10 highway network under the condition of limited funds, there are some problems
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12 such as complex algorithm of feasible solution of maintenance scheme and low
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efficiency of optimization process, a heuristic maintenance planning optimization
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15 algorithm based on budget is introduced. This paper focuses on the performance
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17 prediction, the determination of treatment measures and the optimization of the
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optimal scheme. Firstly, through the analysis of the technical process of prediction
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20 and treatment measures, the pavement performance degradation models of
21 pavement condition index(PCI), riding quality index(RQI) and rut depth
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23 index(RDI) based on treatment level are established. Then, based on the
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characteristics of pavement performance degradation in China, the concept of
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26 maintenance benefit based on pavement performance index is proposed, and the
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28 cost-benefit optimization model of highway asphalt pavement is established.
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29 Finally, taking Lian-Xu highway network in a case study, the optimization model
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31 is calculated by using the system algorithm, and the optimal scheme of treatment
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measures and fund allocation for the maintenance section of the large-scale
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34 highway network is realized under the condition of limited funds, so as to verify
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36 the feasibility of the optimization model.
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Keywords: Highway pavement maintenance; Maintenance planning model;
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40 Maintenance benefit; Optimization scheme; Heuristic optimization algorithm
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43 1. Introduction
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46 As the outcome of a country’s economic and social progress, the highway system is a
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48 reflection on national modernization of its road transportation and automobile industry.
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Highways make an irreplaceable contribution to road transportation, economic and social
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53 development all over the world. In addition, highway networks have become one of the
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55 major public assets in many countries(Augeri et al. 2019). As for China, forty years of
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57 reform and opening-up have witnessed great achievements in transportation. By the end
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60 of 2020, China had a total road mileage of 5,198,100 kilometers, of which highways stand
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International Journal of Pavement Engineering Page 2 of 39
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3 at 160,000 kilometers. In terms of the annual investment in highway construction, it
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amounted to 134.79 billion yuan, accounting for 55.44% of the total investment in road
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8 construction.
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10 In recent years, China’s highway construction has shifted from construction-
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maintenance balance toward more of a maintenance-oriented model. With the ever-
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15 expanding scale and lifespan of highway infrastructure, funding requirements for
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17 pavement maintenance are increasing. The major challenge facing transportation
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19 administration at all levels is to obtain maximum value from limited maintenance budgets
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22 (Wang 2019). Since the 1980s, Pavement Management System (PMS) has been serving
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24 as a useful software to assist transportation administration in providing the best pavement
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26 maintenance planning scheme(Lin et al. 2016, Sultan 2016). The rationality and accuracy
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of its method and model will directly influence the optimization scheme for maintenance
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31 sections and budget allocation made by the decision-making system (Bannour et al.
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33 2021).
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Since the first batch of project management systems was invented, the priority
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38 ranking method has been widely applied in decision support systems for pavement
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40 maintenance by various nations. This method prioritizes maintenance sections, after the
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42 weight calculation and assessment of influencing factors, such as pavement condition,
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45 traffic volume, and road class(Kabir et al. 2021, Choi 2015). However, when the method
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47 is carried out in the decision-making for complex highway networks on large scales, it
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49 fails to achieve maintenance planning lasting for many years, because of the complexity
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of calculation. Meanwhile, the result obtained from this method is no guarantee of the
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54 best maintenance scheme(Li et al. 2019). Later on, with the boom of computer
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56 technology, information technology has been gradually applied to road asset management
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systems, thus stimulating the wide application and advance of methods for maintenance
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3 planning. At present, there exist two categories of optimization methods, i.e.,
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mathematical programming methods and artificial intelligence methods(Gao and Wu
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8 2013). Indeed, the former traditional methods are no longer suitable for the optimization
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10 of large-scale highway networks because of their low calculation efficiency, while that
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problem is well overcome by artificial intelligence with its powerful processing capacity.
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15 So far, however, artificial intelligence methods still involve some problems, such as slow
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17 learning speed of algorithms, poor network settings, easily reaching network paralysis,
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19 and failure to obtain the optimal solution (Lssa et al. 2021, Marcelino et al. 2021).
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22 Therefore, this paper proposes an optimization method for maintenance planning

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24 with a budget-based heuristic algorithm, taking into account the above-mentioned
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26 planning method and characteristics of network-level pavement maintenance, like its
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large scale and budget constraints. On the basis of the pavement condition index, this
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31 method combines the pavement performance prediction model with treatment conditions.
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33 Then all the maintenance strategies for the maintenance sections within the planning
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period are determined year by year. The costs and benefits are calculated accordingly.
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38 After that, based on the given budget and the established optimal model, an optimal
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40 solution for maintenance scheme is obtained, which can yield the maximum maintenance
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42 benefit. Finally, a case study is conducted on three highways in the Lian-Xu Highway
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45 network, with a total length of 391 km. Meanwhile, in this paper, an optimization model
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47 is applied to system decision-making. Hence, decision values of maintenance sections
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49 throughout the planning period are obtained, including the treatment measure schemes,
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optimal fund allocation, and prediction effect of performance. The numerical results of
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54 this case indicate that the model is feasible and effective. Therefore, it can be applied to
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56 highway network-level pavement maintenance management planning. The findings
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management of China’s highway assets.
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9 2 Methodology framework and key performance indicators
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13 2.1 The methodology framework of maintenance planning
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15 Using a heuristic algorithm based on budgets, the optimization method of maintenance
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18 planning proposed in this paper is an innovation, because it addresses problems in
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20 iterative method of dynamic programming, which is complex in calculation and thus
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22 time-consuming(Mathew and Isaac 2014). This method makes it possible to find the
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optimal solution from all the treatment schemes collected in a relatively short time. The
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27 following flow chart explains the procedure in detail.
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30 (1) The first step is to determine variants of treatment measures at time t=1:
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Based on the initial values of pavement performance and conditions of treatment
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36 measures, the number of treatment variants can be obtained, denoted as X1, including a
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38 variety of treatment schemes, such as P1, P2…P5. The costs and benefits corresponding
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to these treatments are then calculated.

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44 (2) The second step is to predict the performance values for the next year (t=2):
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47 According to the proposed prediction model, the pavement performance value of
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49 each section for the next year is predicted.
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(3) The third step aims to determine variants of treatment measures at time t=2:
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56 On the basis of the pavement performance values in the last year and conditions
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58 of treatment measures, the number of treatment variants is denoted as X2, including a
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3 variety of treatment schemes, such as P1, P2…P5. The corresponding costs and benefits
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are calculated.
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9 (4) Variants of treatment measures at year n can be determined.
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12 The procedure is carried out then by repeating the above second and third steps
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until the end of planning period (t=n). Xn stands for the number of treatment measures
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17 (might include many treatment schemes ranging from P1 to P5).
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20 (5) Based on the whole planning period n, the variants of treatments for the first
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22 maintenance section can be calculated, denoted as N1. The equation is:

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26 N1=X1· X2· X3· X4 …Xn (1)
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29 (6) By repeating the above five steps, the number of treatment variants for the
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(7) Within the planning period (n years), the variable combinations of the treatment
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36 measures for n maintenance sections can be obtained using the following
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38 equation. The corresponding costs and benefits are then calculated.
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N= N1· N2· N3· N4 … Nn (2)
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45 (8) Finally, it is necessary to optimize schemes. Considering the given budget, the
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47 optimal solution with the greatest maintenance benefits is selected by the
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49 optimization model.
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15 Initial values of pavement conditions
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20 Determination of treatment variants X1 at year t=1 and calculation of costs and benefits
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Prediction of the performance values for the next year (t=2)
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28 Repeating these
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29 Determination of treatment variants X2 at year t=2 and calculation of costs and benefits
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34 Determination of treatment variants X3, X4… Xn within planning period n in order
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36 and calculation of costs and benefits
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39 The variants of treatments for the first maintenance section (N1=X1· X2· X3· X4 …Xn)
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41 can be obtained and corresponding costs and benefits are calculated.

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43 Repeating the above steps
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46 Treatment variants for the section 2, 3, …, n can be obtained in order, denoted as N2, N3,
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48 N4 …, and Nn, and calculating costs and benefits.
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51 The variable combinations of the treatment measures for n maintenance sections
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53 can be obtained (N= N1· N2· N3· N4 … Nn) and costs and benefits are calculated.
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57 Scheme optimization: the best scheme is selected based on optimization model.
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3 Figure. 1 The procedure of optimization method for budget-based maintenance planning
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2.2 Key performance indicators and segmentation of maintenance pavements
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9 For the purpose of network maintenance decision-making and planning, the key
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pavement performance indicators involved in the calculation of pavement maintenance
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14 planning must be confirmed at first. In this paper, in accordance with China’s Highway
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16 Performance Assessment Standards, key pavement performance indicators that represent
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the real state of pavements were selected preliminarily, including Pavement Condition
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21 Index (PCI), Riding Quality Index (RQI), Rutting Depth Index (RDI), Skidding
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23 Resistance Index (SRI), Pavement Structure Strength Index (PSSI), and the overall
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25 Pavement Quality Index (PQI).

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28 When determining the maintenance sections in a road network, sections with
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30 analogous conditions, structures, and traffic loads were homogenized, since maintenance
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32 measures of different properties vary during the implementation of planning(Cui 2016,

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Han 2013). In this paper, the overall index, PQI, was used to divide sections. Based on
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37 the five grades of road conditions, i.e. “excellent”, “good”, “fair”, “poor” and “very poor”
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39 (sections with the same grade was deemed as analogous), highway network was divided
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into several standard treatment sections less than 1000m, which would serve as the
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44 minimum treatment units in network maintenance planning at later periods. The
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46 classification process is illustrated in Figure 2.
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26 Figure. 2 The determination of sections in maintenance planning
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29 2.3 Types of treatments and corresponding costs

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course, of top and middle surface course, of the whole surface course, and of the surface
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39 and base course. Meanwhile, the corresponding costs and treatment conditions were
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41 specified in each level of treatment measures, as is showed in Table 1.

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Table1 Asphalt Pavement maintenance types in China

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46 Maintenance
47 Unit costs
Description Treatment condition
48 grade （¥/m2）
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50 𝑃𝐶𝐼<80 𝑎𝑛𝑑 𝑅𝑄𝐼≥80 𝑎𝑛𝑑 𝑅𝐷𝐼≥80 𝑎𝑛𝑑
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53 P1 Thin overlayer 65
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3 𝑃𝐶𝐼<70 𝑎𝑛𝑑 ((𝑅𝑄𝐼≥70 𝑎𝑛𝑑 𝑅𝑄𝐼<80) 𝑜𝑟
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5 Top layer milling and (𝑅𝐷𝐼≥70 𝑎𝑛𝑑 𝑅𝐷𝐼<80)) 𝑎𝑛𝑑 𝑃𝑆𝑆𝐼≥70；
6 P2 134
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resurfacing 𝑆𝑅𝐼<70 𝑎𝑛𝑑 ((𝑅𝑄𝐼≥70 𝑎𝑛𝑑 𝑅𝑄𝐼<80) 𝑜𝑟
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10 (𝑅𝐷𝐼≥70 𝑎𝑛𝑑 𝑅𝐷𝐼<80)) 𝑎𝑛𝑑 𝑃𝑆𝑆𝐼≥70
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12 𝑃𝐶𝐼<70 𝑎𝑛𝑑 𝑅𝑄𝐼≥70 𝑎𝑛𝑑 𝑅𝐷𝐼≥70 𝑎𝑛𝑑
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14 Top and middle layer 𝑃𝑆𝑆𝐼≥65；
15 P3 298
16 milling and resurfacing 𝑃𝐶𝐼≥70 𝑎𝑛𝑑 (𝑅𝑄𝐼< 70 𝑜𝑟 𝑅𝐷𝐼<70) 𝑎𝑛𝑑
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𝑃𝑆𝑆𝐼≥65
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20 Whole asphalt surface
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22 P4 Milling and 467

23 𝑃𝑆𝑆𝐼<70
24 resurfacing
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26 Whole asphalt surface
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（ three layers ） + (𝑃𝐶𝐼<70 𝑜𝑟 𝑅𝑄𝐼<70 𝑜𝑟 𝑅𝐷𝐼<70) 𝑎𝑛𝑑

29 P5 625
30 𝑃𝑆𝑆𝐼<70
upper-base milling and
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repaving
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36 3 Pavement performance prediction
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39 Pavement performance prediction is an essential part of highway pavement maintenance
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41 planning. An accurate and scientific prediction directly affects the decision-making of

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pavement maintenance management and cost allocation, etc.( El-Khawaga et al. 2020,
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46 Zhang et al. 2020). Therefore, in this research, pavement performance prediction models
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48 based on the levels of treatment measures were established, after analyzing the variation
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50 of pavement performance with time and its prediction, with a large amount of data
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53 collected from pavement detection.
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3.1 Trend of performance deterioration
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59 Huge amounts of pavement inspection data in China were analyzed. Material related to
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3 pavement deterioration was gathered and investigated. Based on that, the deterioration
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process of pavement performance index over time was summarized (see Figure 3), which
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8 focuses on the maintenance sections in China’s highways. Figure 3 (a) shows the
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10 performance deterioration curve of the sections without maintenance measures applied.
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As indicated in the figure, pavement deteriorates along a convex curve. That is to say, the
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15 pavement deteriorates slowly in its early years when it has higher structural strength and
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17 less influence from traffic load and environment. However, as road infrastructure ages,
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19 the associated structural damage reduces the pavement structural capacity. And the
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22 deterioration increases quickly until the pavement is destroyed(Gupta et al. 2014, Wang
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24 2018). In contrast, Figure 3(b) and Figure 3(c) illustrate the deterioration process of
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26 maintenance sections with treatment measures P1 and P2 applied respectively. At time t1
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when pavement performance index declines to the performance threshold set to meet
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31 pavement level of service, different maintenance measures are taken, such as treatment
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33 measure P1 and P2. At this time, the pavement condition is both rapidly restored and
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reset, but the two figures show significantly different trends of deterioration.
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55 （a）Deterioration curve without maintenance measures
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(b) Deterioration curve with maintenance measure P1
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46 Figure. 3 Deterioration curve of pavement performance
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50 In summary, with time the pavement deteriorates along similar zigzag lines. In
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54 deterioration, because of differences in treatment measures.
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3 3.2 The procedure for performance prediction
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6 The procedure for performance prediction of highway maintenance sections consists of
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8 four steps: applying initial values, predicting, and calculating pavement performance
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11 values, determining treatment measures and resetting pavement performance
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13 values(Sotiropoulou et al. 2016). Figure 4 illustrates the process of 4-year prediction and
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15 treatment. To begin this process, pavement performance index data, obtained from
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detection or retrieved directly from the database, is processed and then set as the initial
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20 values at time t=1. After conducting the operation symbolled as a grey ball, pavement
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22 condition deteriorates over time along the curve at this stage. Then the operation
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24 symbolled as a yellow ball is carried out, so as to predict PCI values in the next year (t=2)
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27 as well as calculate performance values. After that, the following operation symbolled as
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29 a blue ball is conducted. It means to make judgments based on pre-determined treatment

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31 threshold of pavement performance: whether to maintain asphalt pavement, and if
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34 necessary, what types of maintenance treatments are to be taken. At this time, no
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36 treatment is applied since the criteria of treatment are not met. Therefore, it is necessary
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38 to predict performance in the next year (t=3) and determine the performance threshold. It
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can be seen from the figure that pavement performance deteriorates to a point at which
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50 along a new curve. Secondly, pavement, still without any treatment measures, deteriorates
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54 predicting performance in the next year, determining the performance threshold, and
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57 deciding whether treatment measures are applicable.
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Figure. 4 The flow chart of pavement performance prediction
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26 3.3 Performance prediction model
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An attempt was made to establish the optimal decision-making model, which can be
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31 applied to assess the deterioration law of pavement conditions over time. For that purpose,
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33 the pavement performance prediction model was developed, according to the pavement
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data in Jiangsu Province. The model was based on five indices, namely, PCI, RQI, RDI,
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42 deterioration was also presented.
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46 3.3.1 The prediction model for PCI
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49 Analysis was conducted on the PCI value of highway networks in Jiangsu Province. In
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53 analysis was carried out on the typical sections with five different levels of treatment
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56 measures applied, i.e. P1, P2, P3, P4, and P5. In the end, three different levels of PCI
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58 deterioration curves over time were established synthetically (see Figure 5).
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24 Figure. 5 PCI deterioration curves over time
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28 Various pavement treatment measures bring about different effects(Yang et al.
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30 2017). Hence, in this paper, parameters of deterioration levels and deterioration models
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33 were established concerning different results of five treatment measures. Meanwhile,
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37 various maintenance measures. The specific data are presented in Table 2.
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Table 2 The relation between treatment measures and deterioration curves in PCI
42 Treatment Levels of
43 Reset values of performance Equation models
44 measures deterioration
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49 MAX(0,100-0.1500000*(((pci_pms-
50 P1 3 MAX(0,MIN(100,pci_pms+20))
51 100)/(-0.1500000))**(1/2)+1)**2)
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55 MAX(0,100-0.1500000*(((pci_pms-
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57 100)/(-0.1500000))**(1/2)+1)**2)
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3 MAX(0,100-0.0765306*(((pci_pms-
4 P3 2 100
5 100)/(-0.0765306))**(1/2)+1)**2)
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7 MAX(0,100-0.0489796*(((pci_pms-
8 P4 1 100
9 100)/(-0.0489796))**(1/2)+1)**2)
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11 MAX(0,100-0.0489796*(((pci_pms-
12 P5 1 100
13 100)/(-0.0489796))**(1/2)+1)**2)
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17 3.3.2 The prediction model for RQI
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20 Similar to the procedure of developing the PCI model, the RQI of highway networks in
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22 Jiangsu Province was investigated. Based on massive pavement detection, fitting analysis
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24 was performed on the typical section with five various levels of treatments. As a result,
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27 three different levels of RQI deterioration curves over time were established, as shown in
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29 Figure 6.
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53 Figure. 6 RQI deterioration curves over time
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57 In terms of the five different treatment measures, corresponding deterioration
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60 levels and models of maintenance sections were developed. The pavement condition was
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3 improved after applying different maintenance measures and the reset values of RQI were
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6
also given, as shown in Table 3.
7
8
9 Table 3 The relation between treatment measures and deterioration curves in RQI
10
Treatment Levels of Reset values of
11
Equation models
12
measures deterioration performance
13
14
15 MAX(0,100-0.5757762*(((rqi_pms-100)/(-
16 P1 3 100
17 0.5757762))**(1/1.551)+ 1)**1.551)
18
Fo
19 MAX(0,100-0.5757762*(((rqi_pms-100)/(-
20 P2 3 100
21 0.5757762))**(1/1.551)+ 1)**1.551)
rP
22
23 MAX(0,100-0.3416718*(((rqi_pms-100)/(-
24 P3 2 100
0.3416718))**(1/1.551)+1)**1.551)
ee
25
26
27 MAX(0,100-0.2417139*(((rqi_pms-100)/(-
28 P4 1 100
rR
29 0.2417139))**(1/1.551)+1)**1.551)
30
31 MAX(0,100-0.2417139*(((rqi_pms-100)/(-
ev
32 P5 1 100
33 0.2417139))**(1/1.551)+1)**1.551)
34
iew
35
36
37
3.3.3 The prediction model for RDI
38
39 The RDI of network-level pavement in Jiangsu Province was then investigated. Fitting
40
On
41
42
analysis was carried on the RQI of typical sections with various levels of treatment
43
44 applied. Subsequently, three different levels of RDI deterioration curves with time were
ly
45
46 established, as shown in Figure 7.
47
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24 Fig. 7 RDI deterioration curves over time
ee
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28 The levels and models of deterioration, corresponding to five treatments for
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29
30 maintenance sections, were developed. The RDI reset values were also given after the
31
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33
pavement had been repaired through different maintenance measures. The following
34
Table 4 presents detailed data.
iew
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36
37
38 Table 4 The relation between treatment measures and deterioration curves in RDI
39
40 Treatment Levels of
On
41 Reset values of performance Equation models

42 measures deterioration
43
44 MAX(0,100-
ly
45
46 P1 3 MAX(0,MIN(100,rdi_pms+20)) 7.3693682*(((rdi_pms-100)/(-
47
48 7.3693682))**(1/0.7)+1)**0.7)
49
50 MAX(0,100-
51
52 P2 3 MAX(0,MIN(100,rdi_pms+20)) 7.3693682*(((rdi_pms-100)/(-
53
54 7.3693682))**(1/0.7)+1)**0.7)
55
56
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17
1
2
3 MAX(0,100-
4
5 P3 2 100 5.8229174*(((rdi_pms-100)/(-
6
7 5.8229174))**(1/0.7)+ )**0.7)
8
9 MAX(0,100-
10
11 P4 1 100 4.9808518*(((rdi_pms-100)/(-
12
13 4.9808518))**(1/0.7)+1)**0.7)
14
15 MAX(0,100-
16
17 P5 1 100 4.9808518*(((rdi_pms-100)/(-
18
Fo
19 4.9808518))**(1/0.7)+1)**0.7)
20
21
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22
23 3.3.4 The prediction model for SRI
24
ee
25
26 As for SRI, relevant analysis was performed on the highway networks in Jiangsu
27
28 Province. According to massive data collected from detection, fitting analysis of SRI was
rR
29
30 carried out on typical sections with various treatment measures. After that, three different
31
ev
32
33 levels of SRI curves representing deterioration over time were established (see Figure 8).
34
iew
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On
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44
ly
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Figure. 8 SRI deterioration curves over time
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18
1
2
3 Deterioration levels and deterioration models were established, based on the five
4
5
6
different treatment measures. Meanwhile, reset values of SRI were provided, which was
7
8 set after pavements was improved with various treatments taken. The specific data are
9
10 presented in Table 5.
11
12
13
Table 5 The relation between treatment measures and deterioration curves in SRI
14
15 Treatment Levels of Reset values of
16 Equation models
17 measures deterioration performance
18
Fo
19 MAX(0,100-3.0000000*(((sri_pms-
20 P1 3 100
21 100)/(-3.0000000))+1))
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22
23 MAX(0,100-1.7142857*(((sri_pms-
24 P2 2 100
ee
25 100)/(-1.7142857))+1))
26
27 MAX(0,100-1.7142857*(((sri_pms-
28
rR
P3 2 100
29 100)/(-1.7142857))+1))
30
31 MAX(0,100-1.7142857*(((sri_pms-
ev
32 P4 1 100
33 100)/(-1.7142857))+1))
34
iew
35
MAX(0,100-1.7142857*(((sri_pms-
36
P5 1 100
37
100)/(-1.7142857))+1))
38
39
40
On
41 3.3.5 The prediction model for PSSI

42
43
44 The PSSI of highway networks in Jiangsu Province was detected. Then, based on the
ly
45
46 huge amounts of data, fitting analysis was performed on the Pavement Structure Strength
47
48
Index of typical sections with various levels of treatments. Consequently, three
49
50
51 deterioration curves of different levels were established, which shows PSSI deteriorates
52
53 over time (see Figure 9).
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23 Figure. 9 PSSI deterioration curves over time
24
ee
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27 After different treatment measures were applied in maintenance sections,
28
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29
30 corresponding deterioration levels and models were given. Meanwhile, since the
31
ev
32 pavement condition was improved, the reset values of PSSI were given as well, as is
33
34 shown in Table 6.
iew
35
36
37
38
Table 6 The relation between treatment measures and deterioration curves in PSSI
39 Treatment Levels of Reset values of
40 Equation models
On
41 measures deterioration performance

42
43 P1 MAX(0,100-0.5439189*(((pssi_pms-100)/(-
44
ly
3 -
45 0.5439189))**(1/1.57)+1)**1.57)
46
47 P2 MAX(0,100-0.5439189*(((pssi_pms-100)/(-
48 3 -
49 0.5439189))**(1/1.57)+1)**1.57)
50
51 P3 MAX(0,100-0.5439189*(((pssi_pms-100)/(-
52 3 -
53 0.5439189))**(1/1.57)+1)**1.57)
54
55
MAX(0,MIN(100 MAX(0,100-0.3207105*(((pssi_pms-100)/(-
56
P4 2
57
,pssi_pms+40)) 0.3207105))**(1/1.57)+1)**1.57)
58
59
60
20
1
2
3 MAX(0,100-0.2259251*(((pssi_pms-100)/(-
4 P5 1 100
5 0.2259251))**(1/1.57)+1)**1.57)
6
7
8
9 4 Optimization method
10
11
12 This paper establishes an optimization model based on a budget-based heuristic
13
14 algorithm. Through the determination of maintenance and treatment variants, the cost and
15
16 benefit calculation of the treatment variants, and the optimization of treatment variants
17
18
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19
based on budget and benefits, the maintenance variants with the best maintenance benefits
20
21 is achieved under the constraints of limited maintenance budget.
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22
23
24
4.1 Definition of treatment variants for maintenance sections
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26
27 The purpose of highway pavement maintenance planning is to determine the road sections
28
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29
30 to be maintained, the reasonable maintenance timing and the corresponding maintenance
31
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32 measures of each road section maintenance unit with the help of relevant planning
33
34 models(Shadhar and Mahjoob, Bannour et al. 2017). Therefore, based on the goal of
iew
35
36
37
maintenance planning, for each maintenance homogeneous section unit, a variant matrix
38
39 between maintenance planning time and treatment scheme type is established with the
40
On
41 planned life as the column heading and the maintenance treatment type as the row
42
43
heading, as shown in Figure 10. Each element in the matrix contains a treatment type and
44
ly
45
46 treatment year, such as V2P1 (representing that the maintenance section can take P1
47
48 maintenance measures in the second year). For a complete planning period, a maintenance
49
50 homogeneous section can adopt a variety of maintenance measure strategy combinations.
51
52
53 As shown in the figure, six treatment strategies (V2P1, V3P1, V4P1), (V2P1, V3P1,
54
55 V4P2), (V2P1, V3P2, V4P1) can be summarized. One treatment scheme combination is
56
57 called a treatment variant.
58
59
60
21
1
2
3 Therefore, the complete variants of a maintenance section are all possible
4
5
6
combinations of maintenance measures for the maintenance section during a complete
7
8 planning period.
9
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13
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22
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24
ee
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26
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28 Figure 10 Treatment variants of the maintenance section
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29
30
31 4.2 Determination of treatment variants
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32
33
34 This section is based on the above prediction and treatment technical process. For a
iew
35
36 maintenance section, when the pavement performance value decays to the treatment
37
38 standard requirements, two coping strategies can usually be adopted, namely "no
39
40
On
41
treatment" or other corresponding treatment measures (such as P1, P2, P3). As the
42
43 analysis period continues to grow, each time when the pavement performance degradation
44
ly
45 meets the treatment standard requirements and treats it, a lot of treatment variants will be
46
47
correspondingly increased at this time. Figure 11 shows the nine possible treatment
48
49
50 variants that may be adopted for the maintenance section during the five-year planning
51
52 period.
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22
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24
ee
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30 Fig 11 All treatment variants of a single maintenance section during the planning period
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ev
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34 After determining all possible treatment variants of a maintenance section, the
iew
35
36 treatment variants of all sections in the road network can be determined in turn with
37
38
reference to the above methods. As shown in Figure 12, the treatment variants of all road
39
40
On
41 sections based on the whole road network are formed by freely arranging and combining
42
43 the different treatment variables of each road section.
44
ly
45
46
47
48
49
50
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52
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23
1
2
3 Figure 12 All treatment variants of all maintenance sections in the planning period
4
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6
7
4.3 Maintenance budget-benefit model
8
9 On the basis of determining all possible treatment variants of the road network, in order
10
11
12
to find a maintenance scheme with the best maintenance benefit under the given budget
13
14 conditions. According to the characteristics of road performance decay, this paper
15
16 proposes that in an evaluation period, when the road performance value decays to the
17
18
Fo
treatment requirements, the area enclosed by the later performance attenuation curve of
19
20
21 the pavement with and without measures is taken as the evaluation value of maintenance
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22
23 benefit in the Figure 13.
24
ee
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31
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34
iew
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40
On
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43
Figure 13 Maintenance benefit model of maintenance section
44
ly
45
46
47
In order to accurately calculate the benefits that the maintenance road sections
48
49 take after taking treatment measures. Through research and analysis, the relationship
50
51 between maintenance and road performance is established, as shown in Equation (3),
52
53
Equation (4) and Equation (5):
54
55
56
57 𝑃𝑄𝐼 = 35%𝑃𝐶𝐼 + 40%𝑅𝑄𝐼 + 15%𝑅𝐷𝐼 + 10%𝑆𝑅𝐼 (3)
58
59
60
24
1
2
3 3 𝑡―1
4 𝐵𝑒𝑛𝑒𝑓𝑖𝑡𝑡 = （80%𝑃𝑄𝐼 + 20%𝑃𝑆𝑆𝐼）/(1 + 100) (4)
5
6
7 （80%𝑃𝑄𝐼 + 20%𝑃𝑆𝑆𝐼）
8 𝐵𝑒𝑛𝑒𝑓𝑖𝑡 = ∑ 𝑡 (5)
9
(1 + 1003 )
10
11
12 Where PQI, PCI, RQI, RDI, SRI and PSSI are pavement technical condition indexes;
13
Benefitt is the maintenance benefit in the t year;
14
15 Benefit is the cumulative maintenance benefit of the whole planning period.
16
17 At the same time, when calculating the cost of maintenance measures, this paper
18
Fo
19 focuses on those cost components that affect the service performance of pavement, rather
20
21 than all cost items. If the unit price of different maintenance measures, basic information
rP
22
23
24 of road sections and other data are known, the cost of the maintenance section is shown
ee
25
26 in Equation (6) (Onyango et al. 2018):
27
28
rR
29 𝐶𝑂𝑆𝑇 = 𝐿 ∗ 𝑊 ∗ 𝑈𝐶 (6)
30
31
ev
32
Where COST is the cost required to maintain the road section (yuan);
33
34 L is the length of maintenance section (m);
iew
35
36 W is the width of the maintenance section (m);
37 UC is the unit cost of maintenance measures (yuan / m2).
38
39
40
On
4.4 Heuristic optimization algorithm

41
42
43 For large-scale maintenance sections, the classical mathematical programming methods
44
ly
45 (such as linear programming and dynamic programming) is shown in the following

46
47
48 Equation (7) and Equation (8). Under the given constraint model conditions, the iterative
49
50 operation is complex and the optimization process needs to consume a lot of time.
51
52 Maximize
53
54
55 𝑛 𝑇
56 𝐵𝑒𝑛𝑒𝑓𝑖𝑡 = ∑𝑖 = 1∑𝑡 = 1𝐵𝑒𝑛𝑒𝑓𝑖𝑡𝑖𝑡 (7)
57
58
59
s.t.
60
25
1
2
3 𝑛
𝐶𝑜𝑠𝑡𝑡 = ∑𝑖 = 1𝐶𝑜𝑠𝑡𝑖𝑡 ≤ 𝑏𝑡 , 𝑡 = 1,....,𝑇 (8)
4
5
6
7 Where,i, the road section,
8
9 t, the planning year,
10 T, the length of the planning period,
11
12 n, the number of road sections,
13 b, the budget for each planning year,
14
15 In order to quickly find the best maintenance treatment scheme, this paper
16
17 proposes a heuristic optimization algorithm based on budget, as shown in the following
18
Fo
19
20 Equation(9) and Equation(10). The constraints are appropriately "relaxed", which means
21
rP
22 that the feasible solution space is allowed to break through the constraints. Of course, this
23
24 breakthrough should be required to be minimal, so that the maximum constraint condition
ee
25
26
27
is to be satisfied as a premise of planning issues, and the planning problem is solved. For
28
rR
29 this purpose, the allowable deviation variable is introduced. The results obtained by this
30
31 method are close to the linear programming solution, which can meet the requirements of
ev
32
33
engineering application, and the calculation efficiency is very high. It is suitable for large-
34
iew
35
36 scale long-term maintenance planning.
37
38 Maximize
39
40
On
41 𝑛 𝑇
42
𝐵𝑒𝑛𝑒𝑓𝑖𝑡 = ∑𝑖 = 1∑𝑡 = 1𝐵𝑒𝑛𝑒𝑓𝑖𝑡𝑖𝑡 (9)
43
44
ly
45 s.t.
46
47
48 𝑛
49 𝑏𝑡 ― 𝑑𝑡 ≤ 𝐶𝑜𝑠𝑡𝑡 = ∑𝑖 = 1𝐶𝑜𝑠𝑡𝑖𝑡 ≤ 𝑏𝑡 + 𝑑𝑡 , 𝑡 = 1,....,𝑇 (10)
50
51
52 Where d, the maximum allowable deviation from the budget for each planning year.
53
54
55 Figure 14 shows the specific optimization process and results of the heuristic
56
57 optimization model based on budget. Firstly, the algorithm takes a single maintenance
58
59 section as the unit, combines the pavement performance decay and treatment process, and
60
26
1
2
3 collects all treatment scheme variants section by section in a short time through simple
4
5
6
repeated code operation. Then, based on the above maintenance cost-benefit model, the
7
8 costs and benefits of all possible treatment variants generated by the road network
9
10 maintenance sections are calculated, and their maintenance schemes are compared and
11
12
analyzed, so as to quickly find the best maintenance scheme with the maximum
13
14
15 cumulative benefits of the planned life under the condition of meeting the given
16
17 maintenance budgets. The results of the optimization scheme give in detail the
18
Fo
19 corresponding optimal maintenance measures (including non treatment measures) for

20
21
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22 each maintenance section of the road network in the planning period.

23
24
ee
25
26
27
28
rR
29
30
31
ev
32
33
34
iew
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36
37
38
39
40
On
41
42
43 Figure 14 maintenance optimization model of maintenance section
44
ly
45
46 5. Case studies
47
48
49
5.1 Data preparation
50
51
52 In order to illustrate the applicability of the budget-based heuristic algorithm maintenance
53
54
planning optimization model in the large-scale highways network, this paper
55
56
57 demonstrates an application case. This example is composed of the Lian-Xu road network
58
59 in Jiangsu Province (specifically including three highways of Jing-Tai, Lian-Xu and Xu-
60
27
1
2
3 Ji), with a total length of 391 kilometres, two-way four lanes (single lane width of 3.75m),
4
5
6
a total of 1572 maintenance sections, and each section can use five mutually exclusive
7
8 maintenance measures (such as P1, P2, P3, P4 and P5). The original road condition data
9
10 required by the planning model is based on the actual road condition detection data of
11
12
Lian-Xu highway network in June 2020. Due to the large data, Table 7 gives the pavement
13
14
15 performance data of some sections.
16
17
18 Table 7 Pavement performance data of Highway Pavement Maintenance Planning
Fo
19
20 Section Start End
21 Lane PCI RQI RDI SRI PSSI
rP
22 number station station

23
24 1 K0 K1 R（1） 94.34 94.89 95.09 94.54 100
ee
25
26 2 K1 K2 R（1） 94.50 95.99 95.43 93.37 100
27
28
rR
3 K2 K3 R（1） 93.52 95.95 94.81 93.69 100

29
30
31 4 K3 K4 R（1） 93.57 95.94 94.98 93.99 100
ev
32
33 5 K4 K5 R（1） 92.83 96.00 94.96 94.55 100
34
iew
35
6 K5 K6 R（1） 94.71 95.90 95.00 94.03 100
36
37
38 7 K6 K7 R（1） 94.11 96.01 94.98 92.10 100
39
40 8 K7 K8 R（1） 92.01 96.09 94.87 92.54 100
On
41
42 9 K8 K9 R（1） 94.54 96.00 94.48 94.56 100
43
44
ly
45 10 K9 K10 R（1） 96.52 96.05 94.50 94.65 100

46
47 …… …… …… …… …… …… …… …… ……
48
49 1571 K389 K390 R（2） 95.38 95.18 95.88 95.33 100
50
51 1572 K390 K391 R（2） 98.85 95.31 93.99 96.68 100
52
53
54
55 5.2 Results and discussion
56
57
58 The developed calculation program (the algorithm is implemented by system
59
60 programming and introduced in other articles) is used to calculate the prepared case data
28
1
2
3 and generate the maintenance planning scheme based on the given budget.
4
5
6
7 5.2.1 Determination of optimal treatment scheme
8
9
10 For the maintenance planning of Lian-Xu highway network, the given annual budget is
11
12 10 million yuan and the analysis period is set for 5 years. Based on the optimization model
13
14 proposed above, it is calculated through the system that 67 maintenance sections
15
16
17 (including different lanes) of the whole road network need to take maintenance measures
18
Fo
19 under the condition of meeting the maximum benefits. Table 8 shows the specific
20
21 maintenance years, treatment measures, costs and benefits of some treated sections of the
rP
22
23
24 optimal maintenance scheme.
ee
25
26
27 Table 8 Relevant result information of some treated sections of the road network under
28
rR
29 the optimal solution

30 Treatment
31 Road Start End Treatment
ev
32 Cost（¥） year
Lane Benefit
33
name station station measures
34 （year）
iew
35
36
37 Lian-Xu L（1） K57 K58 P1 243750 24 2022
38
39 Lian-Xu R（1） K119 K120 P1 243750 25 2022
40
On
41 Lian-Xu R（1） K120 K121 P3 1117500 50 2022

42
43
44 Lian-Xu R（1） K121 K122 P1 243750 26 2022
ly
45
46 …… …… …… …… …… …… …… ……
47
48 Lian-Xu R（1） K117 K118 P1 243750 18 2023
49
50 Lian-Xu R（1） K184 K185 P3 1117500 38 2023
51
52
53 Lian-Xu L（1） K185 K186 P1 229.758 18 2023
54
55 Lian-Xu L（1） K263 K264 P3 558750 34 2023
56
57 …… …… …… …… …… …… …… ……
58
59
60
29
1
2
3 Lian-Xu R（1） K188 K189 P1 243750 12 2024
4
5
6 Lian-Xu R（1） K190 K191 P3 111750 25 2024
7
8 Lian-Xu L（1） K189 K190 P1 243750 12 2024
9
10 Lian-Xu L（1） K190 K191 P1 243750 12 2024
11
12
…… …… …… …… …… …… …… ……
13
14
15 Lian-Xu R（1） K104 K105 P1 243750 6 2025
16
17 Lian-Xu R（1） K107 K108 P1 243750 6 2025
18
Fo
19 Lian-Xu R（1） K109 K110 P1 243750 6 2025

20
21
rP
Lian-Xu L（1） K189 L190 P1 243750 6 2025

22
23
24 At the same time, the statistical results of the area of treatment measures taken
ee
25
26 every year within the planning period of the whole road network are shown in Table 9
27
28
rR
and Figure 15.

29
30
31
ev
32 Table 9 Statistics on the area of road network treatment measures during the five-year
33
planning period
34
iew
35 Year P1（m2） P2（m2） P3（m2） P4（m2） P5（m2）

36
37
2021 0 0 0 0 0
38
39
2022 48750 750 11441 0 0
40
On
41
2023 30000 0 5625 0 0
42
43
44 2024 63750 0 13950 0 0
ly
45
46 2025 63750 0 0 0 0
47
48
49
50
51
52
53
54
55
56
57
58
59
60
30
1
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4
5
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7
8
9
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18
Fo
19
20
21
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22 Fig 15 Area of different treatment measures for the road network every year during the
23
24 five-year planning period
ee
25
26
27
28 It can be seen from Figure 15 and table 10 that the overall road condition of Lian-
rR
29
30 Xu highway network in 2021 is good, and no treatment measures are taken. The main
31
ev
32
33
treatment measures for the maintenance sections in the next four years of the planning
34
period are P1 (Thin overlayer) and P3 (Top and middle layer milling and resurfacing), in
iew
35
36
37 which the low-level treatment measures of P1 account for a large proportion. It shows
38
39
that with the increase of service life, the pavement performance of some sections will
40
On
41
42 decline to a certain extent, but the normal pavement performance requirements can be
43
44 restored by taking relatively low-level treatment measures.
ly
45
46
47
48 5.2.2 Road performance based on different budgets
49
50
51
In order to show the performance development of the road network within the planning
52
53 period under different budget conditions. This paper selects 4 different annual budget
54
55 values of no budget, 5 million, 10 million, and 15 million as constraints, and the analysis
56
57
period is set to 15 years. The system model is calculated and the frequency distribution
58
59
60 of road network performance value of the optimal strategy under different annual budgets
31
1
2
3 is counted. Taking the pavement condition index PCI as an example, table 10, table 11,
4
5
6
table 12, table 13 and Figure 16 respectively show the frequency distribution of
7
8 “excellent”, “good”, “medium”, “inferior” and “poor” under different budgets.
9
10
11 Table 10 PCI grade distribution without budget
12
13 PCI frequency distribution values of different levels
14 Planning
15 >90 （ 80-90 70-80 60-70 <60
16 year
17 excellent）（good）（medium）（inferior）（poor）
18
Fo
19
2021 93.53% 5.77% 0.64% 0.06% 0.00%
20
21
rP
2022 88.92% 10.12% 0.77% 0.19% 0.00%

22
23
24
2023 82.90% 15.89% 0.96% 0.26% 0.00%
ee
25
26 2024 74.83% 23.06% 1.67% 0.38% 0.06%
27
28 2025 67.94% 29.05% 2.50% 0.45% 0.06%
rR
29
30 2026 61.12% 34.72% 3.40% 0.58% 0.19%
31
ev
32 2027 52.14% 41.14% 5.64% 0.83% 0.26%

33
34 2028 41.31% 47.28% 9.86% 1.09% 0.45%
iew
35
36 2029 35.17% 47.15% 15.37% 1.73% 0.58%
37
38 2030 30.48% 43.71% 22.10% 2.95% 0.77%
39
40 2031 26.79% 40.58% 27.51% 4.04% 1.09%
On
41
42 2032 25.07% 35.22% 31.06% 6.85% 1.79%
43
44 2033 24.82% 26.42% 34.60% 11.72% 2.43%
ly
45
46 2034 24.82% 15.91% 37.30% 18.19% 3.78%
47
48 2035 24.82% 9.89% 36.14% 23.70% 5.44%
49
50
51 Table 11 PCI grade distribution based on 5 million budget
52
53
54
55 Planning PCI frequency distribution values of different levels
56
57
58
59
60
32
1
2
3 year >90 （ 80-90 70-80 60-70 <60
4
5
excellent）（good）（medium）（inferior）（poor）
6
7
8 2021 93.53% 5.77% 0.64% 0.06% 0.00%
9
10 2022 89.11% 10.12% 0.77% 0.00% 0.00%
11
12 2023 83.15% 15.89% 0.96% 0.00% 0.00%
13
14 2024 75.27% 23.06% 1.67% 0.00% 0.00%
15
16 2025 68.71% 29.05% 2.24% 0.00% 0.00%
17
18
Fo
2026 62.98% 34.21% 2.69% 0.13% 0.00%

19
20 2027 55.79% 40.30% 3.65% 0.26% 0.00%
21
rP
22 2028 45.86% 46.45% 7.69% 0.00% 0.00%

23
24 2029 40.61% 46.32% 13.07% 0.00% 0.00%
ee
25
26 2030 37.13% 42.94% 19.86% 0.06% 0.00%
27
28
rR
2031 34.53% 39.62% 25.78% 0.06% 0.00%

29
30 2032 33.97% 34.78% 30.04% 1.22% 0.00%
31
ev
32
2033 34.27% 26.65% 33.64% 5.44% 0.00%
33
34
2034 34.33% 17.48% 35.31% 12.88% 0.00%
iew
35
36
2035 34.10% 12.97% 34.48% 18.27% 0.18%
37
38
39
On
41 PCI frequency distribution values of different levels

42
43 Planning
>90 （ 80-90 70-80 60-70 <60
44
ly
45 yea
47
48 2021 93.53% 5.77% 0.64% 0.06% 0.00%
49
50 2022 89.11% 10.12% 0.77% 0.00% 0.00%
51
52 2023 83.15% 15.89% 0.96% 0.00% 0.00%
53
54 2024 75.27% 23.06% 1.67% 0.00% 0.00%
55
56 2025 68.45% 29.05% 2.50% 0.00% 0.00%
57
58 2026 62.27% 34.40% 3.33% 0.00% 0.00%
59
60
33
1
2
3 2027 55.66% 39.92% 4.42% 0.00% 0.00%
4
5 2028 45.92% 45.62% 8.46% 0.00% 0.00%
6
7 2029 40.73% 45.44% 13.84% 0.00% 0.00%
8
9 2030 37.64% 42.12% 20.24% 0.00% 0.00%
10
11
2031 35.74% 38.67% 25.59% 0.00% 0.00%
12
13
2032 36.58% 33.83% 29.59% 0.00% 0.00%
14
15
2033 38.49% 25.50% 35.94% 0.07% 0.00%
16
17
18
2034 40.08% 21.53% 38.16% 0.22% 0.00%
Fo
19
20 2035 43.85% 12.33% 43.73% 0.00% 0.00%
21
rP
22
24
PCI frequency distribution values of different levels
ee
25
26 Planning
27 >90 （ 80-90 70-80 60-70 <60
28 year
rR

30
31 2021 93.53% 5.77% 0.70% 0.00% 0.00%
ev
32
33 2022 89.11% 10.10% 0.79% 0.00% 0.00%
34
iew
35 2023 83.15% 15.89% 0.96% 0.00% 0.00%

36
37 2024 75.27% 23.06% 1.67% 0.00% 0.00%
38
39 2025 68.45% 29.05% 2.50% 0.00% 0.00%
40
On
41 2026 62.07% 34.60% 3.33% 0.00% 0.00%

42
43 2027 55.76% 40.13% 4.11% 0.00% 0.00%
44
ly
45
2028 46.91% 45.02% 8.07% 0.00% 0.00%
46
47
2029 40.93% 46.03% 13.04% 0.00% 0.00%
48
49
50
2030 37.94% 41.12% 20.04% 0.00% 0.00%
51
52 2031 36.04% 39.37% 24.59% 0.00% 0.00%
53
54 2032 36.69% 34.82% 28.49% 0.00% 0.00%
55
56 2033 39.26% 32.50% 28.24% 0.00% 0.00%
57
58 2034 41.08% 32.55% 26.14% 0.00% 0.00%
59
60
34
1
2
3 2035 48.75% 29.51% 21.73% 0.00% 0.00%
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
Fo
（a）No budget conditions （b）5 million budget conditions

19
20
21
rP
22
23
24
ee
25
26
27
28
rR
29
30
31 （c）10 million budget conditions （d）15 million budget conditions
ev
32
33
34
iew
35 Fig 16 Frequency distribution of PCI grades based on different annual budget conditions
36
37
38
39 Figure 16 shows that the PCI value of pavement performance of Lian-Xu road
40
On
41 network maintenance section is in an overall declining trend with the increase of

42
43
44
pavement service life. Meanwhile, comparing the results of different budgets, it can be
ly
45
46 found that in the first 10 years of the early planning, different annual budgets have little
47
48 impact on the improvement of pavement performance, mainly because the current overall
49
50
road conditions of the Lian-Xu road network are better, and the “excellent” rate of
51
52
53 maintenance sections has reached more than 90%. As the service life of the pavement
54
55 continues to grow, the pavement performance continues to decline, and the increase in
56
57 the annual budget will significantly improve the performance of the pavement. For
58
59
60 example, in the later five years of the planning, with the increase of the annual budget,
35
1
2
3 the pavement performance PCI in the “inferior” and “poor” grade sections begin to show
4
5
6
a decreasing trend, and the “excellent” and “good” grade rates of road sections begin to
7
8 increase year by year.
9
10 In short, when the pavement performance of road network maintenance sections
11
12
decays rapidly and a large number of road sections meet the treatment requirements,
13
14
15 corresponding maintenance measures need to be taken. At this time, the more annual
16
17 budget, the faster the possibility of road condition recovery, and the better the
18
Fo
19 maintenance effect.
20
21
rP
22
23 6. Conclusions
24
ee
25
26 At present, large scale and limited budgets are challenges to highway maintenance.
27
28
rR
Considering the current situation, this paper researched how to carry out maintenance
29
30
31
planning scientifically with budget constraints, so as to obtain the optimal scheme of
ev
32
33 treatment measures and fund allocation for maintenance sections. The following
34
iew
35 conclusions can be drawn from the research:

36
37
38 (1) After analysing the pavement prediction procedure of maintenance sections, the
39
40
On
41 relationship between performance prediction and treatment measures is

42
43 established preliminarily, which is based on the rule of deterioration in pavement
44
ly
45 performance. Subsequently, according to the fitting analysis of detection data in

46
47
48 Jiangsu province, deterioration models of PCI, RQI, RDI, etc. are established,
49
50 with different treatment levels taken into consideration.
51
52 (2) The concept of maintenance benefit is proposed on the basis of pavement
53
54
55
performance deterioration curves. Then, the cost-benefit optimization model of
56
57 highway asphalt pavement maintenance is developed. It helps to develop the
58
59 optimization method of pavement maintenance planning based on benefit
60
36
1
2
3 maximization, even under the condition of limited budgets, and thus achieve
4
5
6
optimal budget allocation.
7
8 (3) A heuristic optimization algorithm is proposed. In addition, the flow chart of the
9
10 budget-based heuristic algorithm for maintenance planning is presented. It
11
12
overcomes the disadvantages in the iterative method of dynamic programming,
13
14
15 including complex calculation and huge time consumption in optimization. Even
16
17 if the budgets are limited, this algorithm makes it possible to find the optimal
18
Fo
19 solution with the greatest benefits from all the treatment schemes in a short time.
20
21
rP
22 (4) The optimization model is applied into a case study with data collected from three
23
24 highways of the Lian-Xu network in Jiangsu Province. As a result, the
ee
25
26 maintenance planning based on given budgets is formed. Meanwhile, the
27
28
rR
29
variances of pavement performance with different budgets are obtained, thus
30
31 verifying the feasibility and effectiveness of the model.
ev
32
33
34 Disclosure statement
iew
35
36 No potential conflict of interest was reported by the authors.
37
38
39
40 References:
On
41
42 Augeri, M. A., Greco, S., and Nicolosi, V., 2019. Planning urban pavement maintenance
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by a new interactive multiobjective optimization approach. European Transport
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17 Curve and Markov Chain Techniques for Pavement Performance Prediction. Arab
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39

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International Journal of Pavement Engineering

Journal: International Journal of Pavement Engineering

Manuscript Type: Research Article

Highway pavement maintenance, Maintenance planning model,

URL: http://mc.manuscriptcentral.com/gpav E-mail: GPAV-peerreview@journals.tandf.co.uk

22 Therefore, this paper proposes an optimization method for maintenance planning

to these treatments are then calculated.

22 maintenance section can be calculated, denoted as N1. The equation is:

41 can be obtained and corresponding costs and benefits are calculated.

25 Pavement Quality Index (PQI).

32 measures of different properties vary during the implementation of planning(Cui 2016,

29 2.3 Types of treatments and corresponding costs

41 specified in each level of treatment measures, as is showed in Table 1.

Table1 Asphalt Pavement maintenance types in China

22 P4 Milling and 467

（ three layers ） + (𝑃𝐶𝐼<70 𝑜𝑟 𝑅𝑄𝐼<70 𝑜𝑟 𝑅𝐷𝐼<70) 𝑎𝑛𝑑

41 planning. An accurate and scientific prediction directly affects the decision-making of

29 a blue ball is conducted. It means to make judgments based on pre-determined treatment

45 adopted accordingly. Firstly, pavements can be treated with corresponding maintenance

41 Reset values of performance Equation models

41 3.3.5 The prediction model for PSSI

41 measures deterioration performance

4.4 Heuristic optimization algorithm

45 (such as linear programming and dynamic programming) is shown in the following

19 corresponding optimal maintenance measures (including non treatment measures) for

22 each maintenance section of the road network in the planning period.

22 number station station

3 K2 K3 R（1） 93.52 95.95 94.81 93.69 100

45 10 K9 K10 R（1） 96.52 96.05 94.50 94.65 100

29 the optimal solution

41 Lian-Xu R（1） K120 K121 P3 1117500 50 2022

19 Lian-Xu R（1） K109 K110 P1 243750 6 2025

Lian-Xu L（1） K189 L190 P1 243750 6 2025

and Figure 15.

35 Year P1（m2） P2（m2） P3（m2） P4（m2） P5（m2）

2022 88.92% 10.12% 0.77% 0.19% 0.00%

32 2027 52.14% 41.14% 5.64% 0.83% 0.26%

2026 62.98% 34.21% 2.69% 0.13% 0.00%

22 2028 45.86% 46.45% 7.69% 0.00% 0.00%

2031 34.53% 39.62% 25.78% 0.06% 0.00%

41 PCI frequency distribution values of different levels

29 excellent） （good） （medium） （inferior） （poor）

35 2023 83.15% 15.89% 0.96% 0.00% 0.00%

41 2026 62.07% 34.60% 3.33% 0.00% 0.00%

（a）No budget conditions （b）5 million budget conditions

41 network maintenance section is in an overall declining trend with the increase of

35 conclusions can be drawn from the research:

41 relationship between performance prediction and treatment measures is

45 performance. Subsequently, according to the fitting analysis of detection data in

19 J Sci Eng 45,3973-3982.

22 scheme for highway asphalt pavement. Applied Mechanics and Materials,405-

29 Conference, Toronto, Canada, 55-66.

41 Science and Technology, Transactions of Civil Engineering, 1-13.

45 making methods for infrastructure management. Struct Infrastruct

22 decisions. International Symposium on Life-Cycle Engineering,5,1398-1405.

29 Wang, W. S., 2019.Application of Green Road Construction Concept in Changyi

41 and Multi-Criteria Decision Making. KSCE J Civ Eng,18,1847-1857.

45 using network flow modelling. IMA Journal of Management

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29 excellent）（good）（medium）（inferior）（poor）