Prioritisation and Optimum Allocation of Funds for Pavement

Maintenance and Rehabilitation

Abstract: India is in need for the development of fund optimization models for the decision
support system to find the budget required to maintain the pavements above threshold
performance level. Pavement management system deals with optimum utilization of available
funds to provide a good quality riding to the road-users. In India a huge lump sum of money
is invested for the construction of National Highways but maintenance and timely
rehabilitation is another aspect to be looked into with utmost sincerity to extend the service
life of the pavements. The main objective of the present study is to minimize the budget
required for maintaining all the pavement sections of the road network above the threshold
PCI. The other objective includes maximization of the benefit delivered to the road users by
attaining highest serviceable PCI under constrained budget available for maintenance and
rehabilitation of road infrastructure. The constraint-based single objective optimization
program has been developed in GAMS (General Algebraic Modelling System) through
Necessary Fund Model and Budget Bound Model. The applicability of the models has been
illustrated using a case study for the National Highway road network of Telangana state in
India. The present study reveals that for maintaining a road for threshold condition ≥ 50 and ≥
60 the minimum budget required are 17.83 and 24.16 crores respectively. But it is always
desirable to keep threshold condition ≥ 80 i.e. in a very good condition. Thus, for PCI value of
80 or more the minimum fund required is 35.82 crores.
Keywords: Budget Bound Model (BBM); National Highways; Necessary Fund Model
(NFM); Pavement Management System; Pavement Condition Index.

1. INTRODUCTION

The phenomenon of pavement deterioration is a never-ending process characterised by the

complex interaction between traffic load, age and environment creating a severe impact on
both structural and functional condition of the road network. Thus, the deterioration process
can never be eliminated but can be efficiently handled by proper investment for maintenance
and rehabilitation activities which is the highest need of the hour. An efficient transport
system is an essential prerequisite for the overall economic development of the country. A
significant amount of resources is devoted to the construction and maintenance of road and
hence the resultant road network has an asset value that represents a considerable proportion
of national wealth. Consequently, the road sector started a considerable contribution towards
the Gross National Product as the road network of India has expanded fivefold from 1947 till
date. The existing road network is now showing signs of distress, premature failure and
extensive deterioration due to cumulative effect of inadequate maintenance and structural
deficiencies. With the reduced availability of funds, the task of maintaining and preserving
our highways assets are becoming increasingly complex day by day.
Preservation of this road network is posing serious problems due to the rapid growth in
demand for road transportation on important corridors, the basic weakness of the road
network is the adoption of the policy of stages construction, strengthening cannot be properly
implemented due to lack of funds and lack of enforcement measures and consequent heavy
overloading. The rate of pavement deterioration increases with time and hence compared to
early maintenance which is based on preservation, late maintenance is estimated to triple
agency and user costs. The design of maintenance programs is therefore crucial for pavement
managers. The present study covers two different aspects in the design of pavement
maintenance programs namely the selection of maintenance alternatives and the optimal
allocation of available funds. The paper is divided into two main sections which are model
based optimization program.

2. RESEARCH OBJECTIVE

The need of the present study is to incorporate a completely new approach of mathematics in
the modelling world of optimization problems and implementing the same on a network of
National Highways in order to simplify the optimization process with the essence of simple
mathematics. The main goal of the study presented is to develop an optimization strategy to
create a maintenance priority index for all the road sections based on Pavement Condition
Index which will help the highway maintenance engineer for efficient and effective planning
for pavement maintenance at network level. On the other hand, various options for
maintenance treatments has been taken into consideration to frame the single objective
optimization program. The GAMS (General Algebraic Modelling System) software has been
used which is a high-level modelling system for mathematical optimization designed for
modelling and solving linear, nonlinear, and mixed-integer optimization problems. In order to
incorporate the mathematical approach in the optimization world becomes the key point of the
present research. In this study, Necessary Fund Model (NFM) and Budget Bound Model
(BBM) have been formulated to generate a comprehensive maintenance program for all the
road sections. A case study from Yadgiri-Warangal NH-202 has been adopted to demonstrate
the applicability of the models. The model output is represented as a set of planning strategies
along the planning horizon.

3. METHODOLOGY

The classical mathematical formulation through adoption of GAMS is presented and extended
to incorporate an easy and simple algebraic approach to solve optimization problems. This
optimization study will be based on the calculation of Pavement Condition Index parameter
that will quantify the distresses of the pavement and will also classify the condition category
of the pavement. This study follows the sequential steps from data collection to the
optimization model generation. In between the selection of maintenance alternatives and their
associated costs constitutes the main framework of the study. One objective function is to find
out the minimum cost required to maintain the pavement in a level of good service quality.
The minimization of cost program is solved under a set of constraint depicting the original
condition of the pavement stretch in terms of its age and previous condition. In this study the
minimum fund required to maintain the pavement above the threshold limit of PCI ≥ 80, 60,
50 was computed to render maximum net benefit to the road users. On the other hand, the
condition of the pavement achieved was determined under budget constraint scenario.

4. PAVEMENT CONDITION INDEX

The functional deficiencies of the pavements are revealed in the form of different types of
surface distresses. Pavements suffer a wide variety of distresses resulting in gradual
deterioration and lead to serious impact and reduction of the ride quality. The extent and
severity of all these distresses are quantified using a parameter called PCI which is also used
to follow the deterioration of a road network over a period of time. The PCI value of ‘0’
denotes the worst possible condition and ‘100’ yields the best scenario. It deals with the
conditions lying on the surface only as they are the symptoms of underlying problems and
need to be properly diagnosed before any maintenance decision is undertaken. The PCI
provides a wide aspect for the overall measure of the state of a road network and can help
prioritize specific road maintenance and rehabilitation requirements. The PCI measures two
conditions namely the type and extent and severity of pavement surface distresses, the
smoothness and ride comfort of the road. A PCI is used to identify immediate maintenance
and rehabilitation needs, estimate the pavement condition over time, develop a network
preventive maintenance strategy, generate the road maintenance budgets, evaluate pavement
materials and designs etc.

To identify the distress severity based on the distress density

To determine the Deduct Value as per Appendix C of PAVER™ (1982) Technical

Manual, TM 5-623

To compute the Total Deduct Value (TDC) by adding up the Deduct value for all
distresses

To find the Corrected Deduct Value (CDV) corresponding to the Total Deduct Value
Figure C-20. Corrected deduct value curves for asphalt-surfaced pavements

To identify the distress severity based on the distress density

To compute Pavement Condition Index PCI = 100-CDV

 Fig I: Steps for PCI calculation
Table I: PCI range for classification of condition category of pavements

PCI Range 100-85 85-70 70-55 55-40 40-25 25-10 10-0

Condition Very Very
Excellent Good Fair Poor Failed
Category Good Poor

6. Optimization Framework

The preliminary purpose of maintenance phase in a Pavement Management System is to

determine the cost required in providing various level-of-serviceability for a given type of
pavement. This is an important feedback to planning, design and construction. So,
maintenance management requires careful planning and implementation as well as efficient
reporting of maintenance practices and problems.
A PMS can provide effective tools and methods that can assist decision makers in
formulating optimum strategies for providing and maintaining a serviceable pavement
network over the planning horizon. Two scenarios are considered in the decision support
model. In the first, decision model named as Necessary Fund Model (NFM), the minimum
budget for the M&R activities that are required to maintain the pavement in a specified
condition is computed. In the second model, named Budget Bound Model (BBM), the
available budget is distributed in such a manner that the best possible M&R actions for all the
pavement sections can be computed. The optimal M&R strategies are found out using both
the models. The models are implemented on a network size of 493 flexible pavement sections,
representative of a subset network in Yadgiri-Warangal NH in the state of Andhra Pradesh, in
India.
Reliable pavement performance models are crucial in identifying the optimal maintenance
strategies. The performance of the pavement depends on the sequence of M&R actions. In this
optimization problem, decision variables (timing and type of maintenance treatments) are
integer values and hence the optimization problem is formulated as a mixed integer
programming problem. The problem features and constraints are modelled through a suitably
specified directed network and solved using General Algebraic Modelling System (GAMS)
software. Deterministic pavement performance prediction model is used to evaluate the
condition of the pavement

7. Problem statement
The important features of the proposed optimization problem are: The model should consider
pavement performance while assessing the merits of maintenance and rehabilitation actions.
The dynamic nature of the performance of the pavement is to be captured. The finite horizon
optimization problem should consider each section of the road network and the deterioration
model is applied for the condition assessment of the sections. All feasible combinations of
maintenance strategies are to be considered so that the solution is global optimum. The choice
of best optimum M&R strategy should be identified from the optimization results.
The identification of pavement management program is one of the main tasks of a highway
engineer. The pavement M&R program should contain the following: type of M&R for all
sections in the entire analysis period, the time for application for these maintenance strategies,
and budget and other resources required for all the sections in the entire analysis period. The
requirements of the above information and other constraints like the threshold level for
maintenance, limitations in the number of maintenance strategies in a year etc. made the
pavement management optimization problem complicated. Sometimes biased judgement also
leads to wrong decision making. Thus, application of optimization program helps pavement
managers in the trade-off between budget and network performance.

8. Necessary Fund Model

In the Necessary Fund Model (NFM) model, the necessary funds needed to ensure a desired
condition level of pavement section with minimal cost is considered. The NFM model was
used to determine the necessary minimum funds needed to hold the road network above the
desired condition level. The objective function is to minimize the total maintenance cost
during the analysis period which can be represented as follows-
N I ´j

Minimize ∑ ∑ ∑ c j lⅇ ni W i Y nij ……………………………………………(i)

n=1 i=1 j=1

where, n = N denotes the total no. of years in the analysis period

i = I denotes total no. of pavement sections
j = J represents different M&R strategies in each of the period of analysis years which
includes Do Nothing, Patch Work, Surfacing or Thick overlay and Rehabilitation with
Bituminous concrete.
cj = cost of M&R action j per lane-km (crores Rs.)
leni = length of each pavement section in m
Wi = Width of each pavement section in m
Ynij = binary indicator variable (decision variable) indicating whether action j is selected in the
year n for the pavement section i
Ynij = 1, if action j is applied to a pavement section i in the year n
 = 0, otherwise
The maintenance options considered for these roads are routine maintenance, resurfacing,
strengthening and rehabilitation. Routine maintenance is the most frequent maintenance
activities that are scheduled to arrest fast rate of deterioration. During routine maintenance,
the cracks are sealed and the potholes are filled. Routine maintenance also includes restoring
drainage, maintaining edges and other preliminary surface defects of minor importance. The
resurfacing is considered to be a treatment that will not strengthen the pavement but it
involves Chip Sealing, Slurry Sealing, tack coat, liquid seal coat, micro surfacing and thin hot
mix asphalt overlay etc. The Strengthening involves laying of Dense Bituminous Macadam
(DBM), layers of thick WBM course and Premix Carpet. The rehabilitation action includes
laying of Water Bound Macadam granular as base course and providing a thin pre-mixed
carpet with seal coat as the surface course that will not only add to the structural life of the
pavement but will also rejuvenate its condition and enhance the durability of the pavement.
The rehabilitation work includes the routine maintenance also. The routine maintenance
includes works like shoulder dressing, removing the silt and debris from side drains etc. In the
necessary fund scenario, the strategy with minimum maintenance cost is chosen from all the
possible alternatives. The maintenance cost is the total cost of maintenance required for
keeping all the pavement sections above the threshold PCI level specified in the constraint.
The above-mentioned maintenance cost is considered for the entire analysis period from 2019
to 2023 (5 years). The threshold value of PCI can be varied according to the need and the
budget availability.
Table II Costs for maintenance treatments

Maintenance Options Costs (in Rs. Per sq. meter)

Do Nothing 0
Routine Maintenance 80
Resurfacing 163
Strengthening 285
Rehabilitation 1580

9. Budget Bound Model

The Budget Bound Model (BBM) is used to plan the maintenance programme under the given
constraints and to maximize the benefit to the road users. The objective function is to
maximize the total benefit (i.e. benefit area) during the analysis period. The benefit area is
calculated as the area under the performance curve between the time periods as stated below
is the objective function-
N I J́
Maximize ∑ ∑ ∑
n i j
( PC I +2 PC I ) Y
¿ 0
nij …………………………………………… (ii)

where, PCIni = Pavement Condition Index of the pavement section i at the end of year n,
PCI0 = Pavement Condition Index after giving maintenance.
BAnij = benefit area under performance curve of section i after the application of j th M&R
action in nth year,
BAnij = (PCIni+PCI0)/2, i.e. sum of average PCI for a particular year for each pavement
section in the network.
Among all the possible strategies, the strategy that maximizes the objective function subjected
to the constraints is recommended as the optimal strategy. The benefits are quantified in a
manner that reflects the improvement in pavement performance (PCI) under different
maintenance actions. The effectiveness of the alternative is considered as the area below the
performance curve. The area below the performance curve at each period depends on the
average PCI maintained all throughout the year, M&R actions and age. The objective function
is subjected to financial, engineering and problem constraints. The maintenance cost of the
strategy should not exceed the total budget available during the analysis period. BA nij is the
yearly overall benefit considering both structural and functional condition of the pavements.
Since the strategies are not exogenously specified, the benefits are calculated for each
pavement section for each period following the sequence of actions due to the selected
strategy. Thus, the objective function is formulated to capture the dynamics of the problem.

10. CONSTRAINTS
10.1 Non-negativity and definitional constraints
Ynij is the decision variable. It is a binary variable which is equal to 0 or 1. If the particular
action or the maintenance strategy is selected, the Ynij is 1, else it is 0. Y nij >= 0, Ynij is a
binary variable equal to 0 or 1. In each year n, at least one action (including Do Nothing) and
at most one action will be chosen for each of the pavement section. That is, the total Ynij
should be equal to 1 for each of the pavement sections in each year. ∑𝑌𝑛𝑖𝑗 = 1 for all 𝑛 and 𝑖
10.2 Age of Pavement
When a rehabilitation action is applied, it is assumed that the pavement is likely to perform
like a new pavement. Therefore, the age of the pavement is reset to zero immediately after a
rehabilitation action as follows:
age(n+1) i = (ageni +1); if action j in year n is other than rehabilitation,
age(n+1) i =1; if action in year n is rehabilitation.
10.3 Analysis Period
The road stretches of Yadgiri-Warangal NH-202 adopted in the present study is under the
National Highways Development Project (NHDP) Phase-IV. The data of the condition states
for the pavement is of the year of 2018. The optimization is done for short term planning. So,
the analysis period is limited to 5 years, in the present study from 2019 to 2023.
10.4 PCI after M&R action
The performance of the pavement will be improved due to the implementation of maintenance
actions. The PCI of the pavement after maintenance actions will be higher than the PCI value
before the treatment. The PCI of the pavement after maintenance action is the quantified value
of the increase in pavement performance after the treatment. The jump in the PCI value in the
performance curve of the pavement depends on the maintenance strategy selected each year.
The PCI of the pavement sections after maintenance treatments have been adopted as a part of
“Expert Opinion Survey” to study the increase in the performance of the pavement based on
corresponding treatments. For rehabilitation, as WBM and also the surface course is
provided, it is assumed that the PCI will reach 100 and the pavement is treated as a newly
constructed pavement. The performance jump in the PCI value for the various maintenance
actions is shown below-
Table III Performance Jump for various maintenance options

Maintenance treatment options PCI0

Do Nothing (DN) PCIexisting
Routine Maintenance (RM) PCIexisting + 10
Resurfacing (RS) PCIexisting + 20
Strengthening (ST) PCIexisting + 30
Rehabilitation/Bituminous Concrete (BC) PCIexisting + 100

10.5 Number of maintenance actions in the analysis period

The number of rehabilitation action in the analysis period is limited to 1, i.e. rehabilitation is
provided only once in 5 years. There is no restriction imposed for other maintenance actions
but only one treatment option is allowed to get selected in a year.
J N

∑ ∑ Y nij ≤ 1(maximum no. of heavy M&R actions) ………………………………...(iii)

j n

10.6 Minimum and maximum pavement condition

The minimum and maximum value of PCI and the PCI after M&R actions (PCI nij) is 0 and
100 respectively. The maximum PCI value after maintenance is limited to 100. The minimum
value of PCI after deterioration is 0. PCI𝑛𝑖𝑗 ≥ 0, PCI𝑛𝑖𝑗 ≤ 100
10.7 Threshold value
The minimum value of PCI after M&R action is denoted as T which is called the Threshold
value. The pavement condition at any stage after maintenance should be above or equal to the
threshold value. PCI𝑛𝑖𝑗 ≥ 𝑇
10.8 Budget constraint
The total cost of the chosen maintenance strategy should not exceed the budget available.
N I J

∑ ∑ ∑ c j lⅇn i W i ≤ B……………………………………………………………(iv)
n i j

cj = cost of M&R action j per lane-km (crores Rs.)

leni = length of each pavement section in m
Wi = Width of each pavement section in m
B = Available Budget in the analysis period (in crores Rs.)
The above constraints imposed in NFM and BBM scenarios vary and are given as:
NFM: Constraints 1, 2, 3, 4, 5, 6, 7, 8 (all except budget constraint).
BBM: Constraints 1, 2, 3, 4, 5, 6, 7, 9 (all except threshold value constraint
11. OPTIMIZATION SOFTWARE
The above mixed integer optimization problem is solved using a software called General
Algebraic Modelling System (GAMS). GAMS is a software package which makes numerical
optimization a much simple endeavour for specialist from a wide range of disciplines
(Rosenthal, 2010). GAMS is a powerful software package which takes away the need for
programming and lets users spend more time on specifying their problems accurately.
12. RESULTS AND ANALYSIS
The NFM model considers the objective of minimizing the total maintenance cost of all the
sections for 5 years of analysis period with the constraints specified. In the present study
NFM analysis is carried out under different conditions of threshold PCI values. The pavement
section deterioration trend and the corresponding performance jump in the PCI value for each
year over the entire planning horizon for the threshold PCI values ≥ 50, 60, 70, 80, 90 have
been studied. The study shows that depending on the threshold PCI to be attained at the end of
5th year the maintenance strategies gets altered every year on the basis of the increase in PCI
value for each maintenance options.
Table IV Total minimum Budget required for different Threshold Values

Threshold PCI values

Results
PCI>=50 PCI>=60 PCI>=70 PCI>=80 PCI>=90
Budget required
17.83 24.16 28.48 35.82 45.12
(in crores)

Table V Budget required in all years of planning horizon for different Threshold Values

Threshold PCI values

Analysis Year PCI>=50 PCI>=60 PCI>=70 PCI>=80 PCI>=90
Budget required (in crores)
2019 15.27 22.1 24.8 29 31.1
2020 1.08 0.86 0.76 0.74 2.35
2021 0.71 0.48 0.52 2.1 3.89
2022 0.37 0.57 0.75 3.4 3.89
2023 0.4 0.15 1.65 0.58 3.89
Table VI Maintenance strategies for a sample of 10 sections for PCI constraint ≥ 80
 THRESHOLD - PCI at the end of 5th year ≥ 80 (CONSTRAINT)
Sections
Length PCI
2018 2019 2020 2021 2022 PCI56
(m) initial
1 100 78 RM RM RM RS DN 84
2 100 84 RM DN RM RM DN 81
3 100 74 RS RM DN RM DN 81
4 100 29 RE DN DN RM DN 82
5 100 100 DN DN DN RM RM 87
6 100 100 DN DN RM DN RM 87
7 100 63 ST DN RM RM DN 80
8 100 100 DN DN RM DN RM 87
9 90 100 DN RM DN DN RM 83
10 110 83 RM DN RM RM DN 80

Deterioration & Performance Jump of pavement section

110

100
100 95
92 92
9088 85
88
84
82
PCI

8078

70

60
0 1 2 3 4 5 6
Age (in years)

Fig II Performance Jump for pavement section 1

Similarly, for all 493 sections of the road network are analysed in the same way to get the
different maintenance option strategies with the changing threshold PCI value.
The results of the BBM model with a sample of 10 pavement sections for different budget
scenarios are illustrated here. BBM model gives another outlook to the optimization program
thereby helps in efficient decision-making process for the allocation of funds for pavement
maintenance and rehabilitation. With the increase in budget the number of treatments selected
over the planning horizon increases. This model will choose higher maintenance alternatives
indicating high rate maintenance treatments but will never discard any options of high budget.
So, the pavement management decision makers need to interpret the result of BBM with high
sensitivity thereby discarding the higher budget scenarios which are absolutely the worst
options for maintenance investment decisions. The overall budget allocated for the
maintenance strategy for all the pavement sections in 5-year period is limited to Rs. 20crores,
25crores, 40crores, 50crores. The below tables show the maximum benefit obtained for
budget constraint of 25 crores only which is a representation of 10 consecutive sections.
Table VII Maintenance strategies under BBM for a sample of 10 sections

Maximized
BUDGET CONSTRAINT = Rs.25 crores Value of
sum of
average
BUDGET USED = Rs.24.99 crores PCI
Lengt PCI 1st 2nd 3rd 4th 5th
Sections PCI 56
h (m) initial Year Year Year Year Year
1 100 78 RM RM RM DN DN 70
2 100 84 RS RM RM DN DN 71
3 100 74 ST RM RM DN DN 71
4 100 29 ST RS DN DN DN 70 202500
5 100 100 DN DN RM DN DN 77 (for all
6 100 100 DN DN RM DN DN 77 493
7 100 63 ST RM DN DN DN 77 sections)
8 100 100 DN DN RM DN DN 77
9 90 100 DN DN RM DN DN 67
10 110 83 RM DN DN DN DN 70

Benefit obtained versus Budget Constraint Benefit Cost ratio versus benefit
9000
27 8635
24.51 24.65 8000 8100
25 7683
23.05
7000
23
Benefit ('0000)

B/C Ratio

6000 6129
21 20.25

5000 4930
19
17.27
17 4000

15 3000
15 20 25 30 35 40 45 50 55 150000 300000

Budget (in crores Rs.) Benefit

Fig V Variation of benefit with budget Fig IV B/C ratio versus benefits

13. SUMMARY OF NFM AND BBM RESULTS

The minimum budget required to maintain the pavement above the serviceable threshold PCI
value increases with the increase in the constraint PCI at the end of planning horizon. But the
increase in the allocated minimum fund is not the same for every 10% rise in the threshold
PCI value. In the initial cases for increasing the threshold PCI from 50 to 60 the increase in
the fund requirement is 35.5% whereas for the next 10% increase in the PCI value i.e., 60 to
70 it is increased by only 17.88%. Thereafter the fund requirement again increases by 25.77%
for rise in PCI value from 70 to 80. Hence, it is beneficial to give nominal maintenance
treatment each year than to invest huge amount at the end of serviceable life in order to
restore it back to its initial state. Thus, NFM model results give an optimum decision-making
point for the maintenance agency with respect to their requirement and fund availability. The
budget required for maintaining different PCI values are splitted up into year wise
requirement of fund. This shows that the budget required in the initial period is much higher
than that required in the subsequent years.
In BBM as the budget increases the area under the benefit curve also increases. This model
also helps to identify the maximum attainable PCI under budgetary constrictions. Higher
investment will result in higher maximization of the benefit but with furthermore increase in
budget the increase gradually declines. Hence for proper fund investment in M&R action
BBM gives a notably good result along with the PCI values at the end of planning period.

14. CONCLUSIONS

This present study presents two different models namely the Necessary Fund Model and
Budget Bound Model to solve a single objective optimization program to minimize the
maintenance cost involved with PCI as the constraint known as Threshold PCI and on the
other hand, to maximize the Pavement Condition Index under budgetary restrictions. These
two models allow maintenance and rehabilitation action to be defined for a segment of
Yadgiri-Warangal NH-202. NFM and BBM are used to ease the computational burden during
maintenance action policy selection, which would be too great if conventional approaches to
infrastructure management were simply extended. The application of NFM model also helps
to identify the most cost-effective way to make investment decisions so that the PCI value of
each segment of the road network gets maximized at the end of the planning period so as to
contribute to the benefit of the road users by allowing more traffic and less delay. From NFM
it is also observed that in case of threshold PCI ≥ 80 about 30% of the sections are maintained
above 85 which is an excellent condition of the pavement. Higher the condition of the
pavement less treatment is required in subsequent years and hence consequently the budget
involved is also less. Hence, minimal amount of fund is required in the latter half of the
planning horizon. It can also be revealed that for the PCI value increase from 50 to 60 the
budget involved increased by 35.5% then for the next 10% increase in PCI the involved
budget rises by 15.16%. So, this leads to an efficient decision-making for the pavement
engineers to what threshold value the pavement needs to be maintained for optimized
involvement of project cost in repair and rehabilitation program. BBM shows the scenario of
maximization of PCI under constrained availability of fund. As the fund available increases
from 20 crores to 30 crores the area under benefit curve also increases by 33.47%. For the
next increase by 5 crores the benefit increases by 13.82% and likewise with the further
increase in budget the increase in benefit gradually decreases which shows that the higher
involvement of fund is absolutely the worst option for the maintenance and rehabilitation
decision-making. This is because the average of the PCI of each year gets maximized
completely with a least chance to move further high. Thus, with the help of these two models
the pavement engineers can effectively conclude the maintenance and rehabilitation program
of the road that is to be done within the planning period.

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