A Novel Approach for Allocation of Maintenance Resources

to Maximize Safety Improvement of Road Network in

Developing Countries
* ** ***
Uma Bhawsar , Pradeep Kumar Agarwal , Kamlesh Kumar Ahirwar
Abstract

The limited resources available generally cannot meet the maintenance need
of road network in developing countries. Inadequate maintenance of road
network is hazardous to road safety causes road accidents which leads to
socioeconomic losses significantly in developing countries. Thus, there is an
urgent need to adequately maintain the road network to ensure that the
roads operate safely. However, a critical review of the literature indicates
that most of the approaches for allocation of maintenance resources are
complex methods and it don’t resolves the road safety aspects. Therefore,
this study presents a novel approach to resolve the problem of resource
allocation to road maintenance to maximize safety improvement of road
network by developing maintenance program. This approach presents a
mathematical model which determines the improvement in safety due of
maintenance activities to be carried out at different sections and
maintenance resources are allocated to different activities in order of their
effectiveness in improving safety in the road network with in the constraint
of limited resources available for maintenance. Thus it results maximum
safety improvement of road network. Safety condition of the section is
assessed by accident hazards associated with different injury type. Various
maintenance components and distress conditions are also identified
affecting road safety. Further, their relative importance also determined
using AHP (Analytical Hierarchical Process) method. The entire approach is
also explained by using a set of real data of highways in northern India. This
approach will ultimately be useful for allocation of maintenance resource,
improving safety on road network.

Keywords: Road safety, Road maintenance, Effectiveness of maintenance

program, Analytical hierarchical process
*
Professor, Department of Civil Engineering, Oriental College of Technology, Bhopal, Madhya Pradesh, India
462021.
**
Professor, Department of Civil Engineering, Maulana Azad National Institute of Technology, Bhopal,
Madhya Pradesh, India 462003.
***
B.Tech Student, Department of Civil Engineering, Maulana Azad National Institute of Technology, Bhopal,
Madhya Pradesh, India 462003.
Correspondence to: Dr. Pradeep Kumar Agarwal, Department of Civil Engineering, Maulana Azad National Institute
of Technology, Bhopal, Madhya Pradesh, India 462003. E-mail Id: pka9@yahoo.in.

© ADR Journals 2017. All Rights Reserved.

Bhawsar U et al.
Introduction
A well maintain road network maintenance work is
a vital factor in keeping a nation’s transportation
infrastructure economically sustainable and safe for
users. The convention model of
maintenance works in developing nation often
depends on the occurrence of functional failure
before remedial actions are taken (IRC 82) [1].
Inadequately maintained roads constrain mobility;
significantly raise vehicle operating
degradation in road safety and their associated
human and property costs (World Bank) [2]. The
road safety degradation is the vital consideration it
cause road accidents and further leads to
socioeconomic losses significantly in developing
countries. Epitomical, maintenance resources
should be allocated in order to achieve the best
results in the aspects of improvement in safety and
maintenance condition of road network. But real
scenario it can’t happen because of the available
methods are follows complex procedures and are
not resolving road safety as such extend including
constraint of resources
.A critical review of literature indicated that most of
the approaches for maintenance resources
allocation are more complex and generally do not
consider the safety improvement criteria for road
network maintenance [3-6]. Resource allocation
process needs the highly complicated mathematics
and is not easily understand by practicing engineers
[7, 8]. Hence, there is the urgent need is to develop
a novel approach for allocation of maintenance
resources to maximize safety improvement of road
network in developing countries. Further it is
required that the an novel approach which can
easily understood by planner, practical engineers
and government and allocate maintenance
resources improve safety of road
maximally.
J. Adv. Res. Auto. Tech. Transp. Sys. 2017; 2(1&2)
This study presents a novel approach for
allocation of maintenance resources by
formulation of maintenance program .It is a
carrying mathematical model considering maintenance
condition and safety condition of section to
maximize safety improvement of road
network. The proposed approach also
illustrated considering a numerical example of
costs, a real road network of India. This article consist
of four section. The first section presents the
introduction and need of the study. The
second section presents the proposed
approach for road safety improvement.
Analysis and results using proposed approach
and discussions on obtained results presented
in third section. The last section presents the
important conclusions drawn based on this
study. It is expected that this study may be
useful for allocation of maintenance resources
to maximize safety improvement of road
network in developing countries.
Proposed Approach for Safety
Improvement of Road Network
The novel approach for allocation of maintenance
resources to maximize safety improvement of road
network is presented in following sections. The
objective of the proposed approach is to select the
set of maintenance activities for implementation
which results in the maximum improvement in road
safety in the road network under the constraints of
resources available for maintenance. A
maintenance program is developed in this approach
to determine a set of activities which will improve
the various distresses conditions, maintenance
component conditions and safety hazardous
condition of each road section leading to
improvement in the respective section which
network
ultimately impacts the safety condition of the road
network [9,
8
J. Adv. Res. Auto. Tech. Transp. Sys. 2017; 2(1&2)
10]. The study identifies four critical distress
conditions affecting road safety. Further, sub
maintenance component of each of these four
critical distress condition are identified which need
to be maintain to improve road safety The details of
each of four critical distress condition and sub
maintenance components and their relative
importance (weight) improving road safety are
presented in Figure1.
Figure 1.Framework for Maximum Safety Improvement in Road Network
9
Bhawsar U et al.
Figure1 presents the framework for
proposed approach for maximum safety
improvement in the road network. The
weights of maintenance component and
distress condition are determined using a
well-known technique Analytical Hierarchical
Process (AHP)) [11].These weights are also
presented within bracket in Figure 1.
Bhawsar U et al.
This study proposes a mathematical
formulation to determine safety improvement
due to implementation of maintenance activity
at section S developed considering
improvement in the maintenance component
J. Adv. Res. Auto. Tech. Transp. Sys. 2017; 2(1&2)
condition, distress condition and safety
hazardous condition of sections in the road
network. Safety Improvement Index of a
maintenance activity at section S (SIIaS) is
develop in this study and presented in Eq. (1).
(1)

Further, Eq.1 can be expanded as follows:

maintenance activities is to be determine as

Where c is the maintenance component, it successive order of SIIaS values. Higher values
varies c = c1, c2, c3…..c22 (Figure 1); d Distress of safety improvement index will have higher
condition affecting road safety, here, d = d1, d2, priority and lower values of Safety
Improvement Index will have lower priority in
d3, d4 (Figure1). XaS = 1 ,if maintenance activity a
the road network. Priority sequences of
is implemented on Section S, zero, otherwise; Wc
maintenance activities confirm the order of
= weight of maintenance component (c)
maximum safety improvement and required
(Figure1); MCIcS = Maintenance component resources for corresponding maintenance
condition index of maintenance component c of
activities confirm optimal use of available
the section S (Eq. (2)); DCIdS = Distress condition resources for maintenance so that we can
index of distress condition d of section S when accomplish objectives of this approach. Then,
maintenance activity a apply for maintenance
component c (for details refer Eq.
effectiveness ( p) of this maintenance program
also determines and is explained in Eq. (7). It
(6)); Wd = weight of distress condition d (see
justifies the optimal selection of maintenance
Figure1); ead = effectiveness of maintenance
programs with different resource availability
activity a for improving road safety of distress
for maintenance considering maintenance
condition d, the values are user defined; SHIS =
condition improvement by differing before and
Safety hazardous index of the section S (Eq.
after application of maintenance activities.
(5)).
Determination of MCIcS, SHIS, DCIad and p are
After determining safety improvement index explained as follows:
(SIIaS) values; a maintenance program is
Maintenance Component Condition
formulated for allocation of available
maintenance resources to maximizing safety Index (MCIcS)
improvement as considering priority of the
From the meticulous literature review total
maintenance activities which can be decided
twenty two maintenance components are
on the basis of safety improvement index
identified which affect the safety [12-16].
(SIIaS) values and required resources for The Maintenance component condition
completion of that maintenance activities in
index (MCIcS) of maintenance component c
the road network. For the formulation of the
of section S is determined by Eq. (2).
maintenance program the priority of

10
J. Adv. Res. Auto. Tech. Transp. Sys. 2017: 2(1&2)
Where CCcS
, c&c ɛ 1- 22 (2)
= Component condition of
maintenance component c of section S; TCcS =
Total condition of maintenance component
maintenance component c of section S.
This MCIcS will give exact idea of maintenance
component condition of different section of
road network .This indices are normalized for
comparison, they varies between 0-1.
Safety Hazardous Index (SHIS)
Safety hazardous index of section S
determining by considering the impact of the
different injury types i; i may be fatal injury,
grievous injury, minor injury and no injury. SHIS
is determining by three steps. Firstly accident
condition index introduce for determining the
accident condition on different section of road
network and it is determine using Eq. (3).
(3)
Where ACIiS = Accident condition index for
injury type i at a section S, NAiS = Number of
accident of injury type i occurring at the
section S; TAS =Total accident occurring at the
section S and i = injury type i i.e. fatal injury,
grievous injury, minor injury and no injury.
Then, overall condition of safety evaluated
considering the impact of each injury type i
i.e. it is estimated by multiplication of
accident condition index of that individual
injury type and the weight of that injury type
presented in Eq. (4)
(4)
Where OAIS= Overall accident condition index
of the section S; WiS = Weight of an injury type
i in contributing accident hazards at a section
Bhawsar U et al.
S.The weights of different injury type are
Fatal Injury, Grievous Injury, Minor Injury
and No Injury are 0.658, 0.299, 0.024 and
0.019 respectively. These weights for
different injury type i are determined based
on cost of different injury type.
The weight will be dynamic in nature and will
depend upon the cost of no injury accidents,
since cost of no injury accident will depend
upon type of vehicle damaged in the accident.
Further, the normalization of the above
indices is needed for easy comparison of
values for various sections. Hence, safety
hazardous index can be expressed by Eq. (5).
(5)
Where Max OAIN = Maximum value of
overall accident condition index of road
section in the road network.
It is noted that values of indices are
normalize so that comparison of values of
indices for various sections at network level
will be easy. The values of these indices
varying between 0-1.
Distress Condition Index (DCIdS)
There are four distress conditions (d)
identified affecting road safety. The distress
condition index (DCIdS) of distress condition
d of section S when maintenance activity a
apply for maintenance component c is
determine using Eq. (6).
(6)
Where for distress condition d1, I = 1, j = 6;
for d2, I = 7 j = 11; for d3, I = 12 j = 16; for d4,
I = 17, j = 22 (Figure 1).
11
 Bhawsar U et al. J. Adv. Res. Auto. Tech. Transp. Sys. 2017; 1(1&2)

Effectiveness of Maintenance Program Analysis and Results Using Proposed

of the Road Network Approach

The effectiveness of the maintenance program The proposed novel approach for allocation of
for the selected of set of maintenance activities maintenance resources to maximize safety
on basis of and resource availability can improvement of road network is briefly
determine maintenance component condition illustrated considering a numerical example of a
of network Before and After implementation of real road network of the North India. This road
maintenance activities in the network is network comprises of ten sections of the two
differentiated using Eq. (7). National Highways, as given in Table 1. Total four
types of maintenance component
(7)
considered in this study i.e. rutting surface (RTS),
pothole surface (PTS), cracked surface
Where MCIcSB = Maintenance component (CSS) and shoulder edge drop off (EDS). The
condition index of maintenance component c detail of length, width and distress data of four
of section SBefore improvement by a maintenance component conditions and no. of
maintenance program; MCIcSA = Maintenance accident of different injuries type at considered
component condition index of maintenance sections are presented in Table 1. A survey of
component c of section S After improvement the network data considered in present
by a maintenance program; AR= Available numerical example was done by Aggarwal et al.
resource for maintenance activities. [17]. It may be noted down source of the data
in no way has any impact on the approach
proposed.
Table 1.Details of Input Data for Analysis Using Proposed Approach
Sectio Name LS AS Maintenance component No. of accidental injuries
2
n of (m) (m ) condition
(S) road RTAS PTAS CSAS EDLS FIS GIS MIS NIS
2 2 2
(m ) (m ) (m ) (m)
S1 NH-58 11000 77000 770 0.0 1540 0.0 15477 7738 19346 27084
S2 NH-58 12000 84000 2520 0.0 3360 0.0 16837 42092 28118 24077
S3 NH-58 20000 140000 7000 2800 11200 400 28139 112558 56279 37425
S4 NH-58 19000 133000 3990 0.0 5320 0.0 27298 4368 47562 24800
S5 NH-58 12000 84000 2520 1680 5880 240 16834 117836 12786 58918
S6 NH-58 14000 98000 5880 980 7840 140 19698 118187 157582 47275
S7 NH-58 10000 70000 4200 700 4200 1200 14070 52761 70349 105523
S8 NH-72 13000 48100 2405 0.0 3367 650 18291 118890 95112 118890
S9 NH-72 14000 98000 7840 1960 9800 700 19659 35386 88465 44232
S10 NH-72 18000 126000 12600 1260 12600 900 25326 12663 3546 2279
NH= National Highway; LS= length of section S; AS= area of the section S; RTAS = Rutting area of section S;
PTAS = Pothole area of section S; CSAS = Crack surface area of section S; EDLS = Shoulder edge drop length of
section S; FIS =Fatal Injury at section S; GIS =Grievous Injury at section S; MIS =Minor Injury at section S; and
NIS =No Injury at section S.

12
J. Adv. Res. Auto. Tech. Transp. Sys. 2017; 1(1&2) Bhawsar U et al.

Determination of Maintenance out using the Eq. (2). For the normalization
Component Index (MCIcS) the indices value obtained using Eq. (2)
divided by maximum index value of each
Using the input data given in Table 1, the maintenance component type individually so
determination of maintenance component that indices lie in between 0-1. The various
indices of four maintenance component at MCIcS values obtained after normalization is
different sections in road network was made presented in Table 2.
Table 2.Analysis and result for maintenance component condition (MCIcS)
of sections in road network
Section Maintenance component condition (MCIcS) of section S
Rutting condition Pothole condition Crack surface Shoulder edge drop
index ( RTIS) index (PTIS) index (CSIS) off index (EDI S)
S1 0.1 0 0.2 0.0
S2 0.3 0 0.4 0.0
S3 0.5 1 0.8 0.2
S4 0.3 0 0.4 0.0
S5 0.3 1 0.7 0.2
S6 0.6 0.5 0.8 0.1
S7 0.6 0.5 0.6 1.0
S8 0.5 0 0.7 0.4
S9 0.8 1 1 0.4
S10 1 0.5 1 0.4

Determination of safety hazardous by using Eq. (3) and Eq.(4) respectively. SHIS
index (SHIS) is determining using Eq. (5). The obtain
results SHIS with respect to sections are
Using the input data from Table 1, the ACIiS and presented in Table 3.
OAIS value of different sections are determined
Table 3.Analysis and Result for Safety Hazardous Index (SHI S) of Sections in Road Network
Section SHIS Section SHIS
S1 0.419 S6 0.337
S2 0.483 S7 0.262
S3 0.499 S8 0.325
S4 0.434 S9 0.309
S5 0.500 S10 1.000

Determination of Safety Improvement define as AaS = maintenance activity a at section

Index (SIIaS)
In present numerical example only four
maintenance activities considered for four
maintenance components respectively it is
S (AaS) for maintenance component c i.e. RTRS=
rutting repair at section S for RTS; PTRS = pothole
Repair at section S for PTS; CSRS = cracking repair
at section S for CSS and EDRS =

13
Bhawsar U et al. J. Adv. Res. Auto. Tech. Transp. Sys. 2017; 1(1&2)

shoulder edge drop off repair for EDS. From
the Eq. (1), we need to define the ead (it is user
define value) so for present numerical example
a matrix [ead] is formed which shows
effectiveness of maintenance activity a for
improving road safety of distress condition d
when activity a implemented for improving
maintenance component c at section S. Figure
2 shows the assumed value of effectiveness
only for present numerical example.

Figure 2.Effectiveness of maintenance activity for a Improving Road Safety of Distress Condition d.

By collaborating all the require data and safety improvement index of maintenance
putting values in Eq. (1) the SIIaS values are activities at section S in the road network
obtained for the given road network. Details of presented in Table 4.
Table 4.Analysis and Results for Safety Improvement Index (SIIaS) of Maintenance
Activities in the Road Network
-4 -4
No. AaS SIIaS(10 ) S.No. AaS SIIaS(10 )
1 RTR1 0.0804 18 EDR6 0.0156
2 CSR1 0.0239 19 RTR7 1.3045
3 RTR2 0.648 20 PTR7 0.6588
4 CSR2 0.1289 21 CSR7 0.1946
5 RTR3 2.3923 22 EDR7 0.1257
6 PTR3 2.9006 23 RTR8 1.2474
7 CSR3 0.5711 24 CSR8 0.2605
8 EDR3 0.0461 25 EDR8 0.0601
9 RTR4 0.5824 26 RTR9 3.163
10 CSR4 0.1158 27 PTR9 2.3963
11 RTR5 1.1508 28 CSR9 0.5898
12 PTR5 2.3249 29 EDR9 0.1000
13 CSR5 0.4006 30 RTR10 13.4234
14 EDR5 0.0369 31 PTR10 4.0677
15 RTR6 1.939 32 CSR10 2.0025
16 PTR6 0.9795 33 EDR10 0.3234
17 CSR6 0.3857

Formulation of Maintenance Program approach section. The resource required for

the application of maintenance activity for
The procedure of the formulation of particular maintenance component condition
maintenance program using proposed improvement depends upon quantity of
approach explained earlier in proposed distress condition, SOR rate of maintenance

14
J. Adv. Res. Auto. Tech. Transp. Sys. 2017; 1(1&2) Bhawsar U et al.

activity. The SIIaS values obtained using Eq. assigned; cumulative of required resourced
(1) are ranked in order of highest to lowest, also determined . Firstly, maintenance
it decides the priority order of maintenance program is formulated when there is no
activities and required resource for constrain of available resources. The results
corresponding maintenance activities are obtain from analysis are presented in Table 5.
Table 5.Analysis and Result for of Formulation of Maintenance Program for
When No Constraint of Available Resources
-4 -4
PaN AaS SIIaS (10 ) RR CR PaN AaS SIIaS (10 ) RR CR
1 RTR10 13.4234 3124800 3124800 18 CSR3 0.5711 481600 18557040
2 PTR10 4.0677 667800 3792600 19 CSR5 0.4006 252840 18809880
3 RTR9 3.163 1944320 5736920 20 CSR6 0.3857 337120 19147000
4 PTR3 2.9006 1484000 7220920 21 EDR10 0.3234 65700 19212700
5 PTR9 2.3963 1038800 8259720 22 CSR8 0.2605 144781 19357481
6 RTR3 2.3923 1736000 9995720 23 CSR7 0.1946 180600 19538081
7 PTR5 2.3249 890400 10886120 24 CSR2 0.1289 144480 19682561
8 CSR10 2.0025 541800 11427920 25 EDR7 0.1257 40880 19723441
9 RTR6 1.939 1458240 12886160 26 CSR4 0.1158 228760 19952201
10 RTR7 1.3045 1041600 13927760 27 EDR9 0.1000 51100 20003301
11 RTR8 1.2474 596440 14524200 28 RTR1 0.0804 190960 20194261
12 RTR5 1.1508 624960 15149160 29 EDR8 0.0601 47450 20241711
13 PTR6 0.9795 519400 15668560 30 EDR3 0.0461 29200 20270911
14 PTR7 0.6588 371000 16039560 31 EDR5 0.0369 17520 20288431
15 RTR2 0.6480 624960 16664520 32 CSR1 0.0239 66220 20354651
16 CSR9 0.5898 421400 17085920 33 EDR6 0.0156 10220 20364871
17 RTR4 0.5824 989520 18075440
PaN denotes the priority of maintenance activity ain the entire road network considered; RR = required
resources (in INR) and CR= cumulative resources (in INR).

As stated earlier there is scare of available case of available resources 15 million has
resources for road maintenance so for detail been considered. The formulation of
illustration of formulation of maintenance maintenance program using proposed
program under available resources constrain a approach will be as presented Table 6.
Table 6.Analysis and Result for Formulation of Maintenance Program for When
Available Resources are 15 million INR
-4 -4
PaN aS SIIaS(10 ) RR CR PaN aS SIIaS (10 ) RR CR
1 RTR10 13.4234 3124800 3124800 8 CSR10 2.0025 541800 11427920
2 PTR10 4.0677 667800 3792600 9 RTR6 1.939 1458240 12886160
3 RTR9 3.163 1944320 5736920 10 RTR7 1.3045 1041600 13927760
4 PTR3 2.9006 1484000 7220920 11 RTR8 1.2474 596440 14524200
5 PTR9 2.3963 1038800 8259720 12 PTR7 0.6588 371000 14895200
6 RTR3 2.3923 1736000 9995720 13 EDR10 0.3234 65700 14960900
7 PTR5 2.3249 890400 10886120 14 EDR3 0.0461 29200 14990100

15
Bhawsar U et al.
When available resources are 15 million then
from Eq. (6), = 0.858,
= 0.307, the
effectiveness of maintenance program is
= 0.0368 per million
To illustrate the effect of resource availability
Figure 3.Effect of Available Resources (AR) on Effectiveness (ɳp) of Maintenance Program
Figure 3 shows effectiveness of maintenance
programs with different resources
availability. The graph indicates that initially
effectiveness of maintenance programs
increase and after reaching a critical value of
effectiveness resources of applied decrease
.Therefore, this approach optimal allocate
maintenance resources to improve road
safety maximally in the road network.
The case study carried out in this study showed
that allocation of maintenance resources for a
set maintenance activities can done effectively
to maximize safety improvement of road
network. The Table 2 clearly indicates that if
maintenance component conditions at the
sections are poor, higher is the value of MCIcS
at that section and vice versa; the values of
various MCIcS at section S10 are highest
because maintenance condition indices at
J. Adv. Res. Auto. Tech. Transp. Sys. 2017; 1(1&2)
seven different resource levels i.e. are 7.5
million, 10 million INR, 12.5 million INR, 10
million INR, 15 million INR, 17.5 million INR
and 20 million has been considered. The effect
of resource availability on effectiveness of
maintenance programs is determined and the
results are presented graphically in Figure 3.
section S10 are worst. Similarly, the safety
hazardous index (SHIS) of sections are depends
on the various accident types and their weight;
from the Table 3 it is that section S10 has
highest and section S7 has lowest SHIS value.
This seems to be logic as no. of fatalities on
S10 is 25326 (highest) with respect to total no
of accidents, while on S7 is 14070 (lowest), so
S10 should be maintain first. So it can be imply
that the proposed approach assessing the
maintenance component condition and safety
hazardous condition effectively. Safety
improvement index (SIIaS) value is the key of
the maintenance program which allocate the
resources for set of maintenance activities to
improve road safety maximally in the road
network because it includes maintenance
component condition and safety hazardous
condition, effectiveness of maintenance
activities and interrelationship of mentioned
16
J. Adv. Res. Auto. Tech. Transp. Sys. 2017; 1(1&2)
aspects. Then, maintenance programs are
formulated organizing as higher to lower value
of SIIaS and the selection of a the set of
maintenance activities was based on priority
order of SIIaS value and the available resources
are allocated respectively in the same priority
order. Table 6 explicitly shows that the
selection was in order of priority of value of
SIIaS and resources are allocated on the basis
of available resources. The effectiveness of
maintenance programs with different available
resources for maintenance presents the
justification of the maintenance resources
allocation to maximize the safety in the road
network. The trends of effectiveness versus
available resources in Figure 3 shows that
firstly effectiveness of maintenance program
increasing with increase in available resources
then after reaching optimal value it decrease
then it shows no variation with increase in
available resource for maintenance of given
road network .Hence Figure 3 explicitly shows
that, the approach present in this study
rationally allocates available maintenance
resources to improve road safety maximally in
the road network.
Conclusions
The important conclusions drawn based on
this study may be summarized as follows:
This approach presents a mathematical
formulation which determines the
improvement in safety due of
maintenance activities to be carried out
at different sections in the road network.
This study identified twenty two
maintenance components affecting road
safety. Further, relative importance of
the twenty two identified maintenance
components in improving road safety
condition are also determined using AHP
method.
17
Bhawsar U et al.
Safety hazardous index is also developed
in this study to assess the safety
condition of the different section by
considering accident hazards associated
with different injury type at the section.
The entire approach is also illustrated
using a set of data of road network in
northern India. The analysis results
indicated that maintenance resources
are allocated to different activities in
order of their effectiveness in improving
safety in the road network .Thus the
novel approach present in this study can
be applied for allocation of maintenance
resources to ensure maximum safety
improvement of road network with in
the constraint of limited resources
available for maintenance.
It is expected that this approach will be
useful for allocation of maintenance
resource, improving safety on road network
in the developing nation strength of the mix.
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