## 1 Introduction
The degradation function for unevenness can be defined based on experimental tests or long-term diagnostic measurements carried out by the road administrator throughout the pavement lifecycle (20+ years). The pavement performance model is influenced by the type of asphalt binder used--such as polymer-modified, unmodified, or recycled binders--as each exhibits distinct aging, stiffness, and fatigue characteristics under traffic and environmental loads. Similarly, the choice of aggregates, including their size, shape, mineral composition, and resistance to fragmentation and polishing, plays a crucial role in the rate and nature of surface degradation. These material-specific factors directly affect the pavement's ability to resist rutting, cracking, and settlement, thereby shaping the overall progression of unevenness over time [21, 22, 23, 24]. Rigorous data collection policies, along with effective data management and evaluation practices, are essential for the development of pavement performance models and road asset management systems [25, 26, 27]. Experimental measurements of actual pavements using accelerated pavement testing facilities can serve to supplement, or ideally substitute, the long-term pavement performance monitoring, particularly because pavement deterioration models are dependent on external boundary conditions such as temperature, humidity, and loading frequency. This critical dependence has been extensively studied not only by the authors in prior work [28; 29; 30] but also broadly within the pavement research community, as documented in numerous studies on environmental and mechanical degradation mechanisms [31; 32]. Given the inherent variability in how boundary conditions affect pavement behavior, it is essential that performance models use locally calibrated deterioration functions to improve prediction accuracy. The initial definitions and implementation of pavement asset value in road network management, based on objective data, information systems, and decision-making processes, were presented in [33; 34; 35; 36]. The importance of pavement and road assets in relation to service standards and societal utility has been documented in [37; 38; 39]. Pavement asset value can also be defined as an integrated system-based approach focused on achieving optimal asset condition and utilization, including risk assessment, using a holistic perspective. Pavement asset value must be assessed within a framework using objective and measurable indicators that reflect the value and performance of assets across the full range of their benefits and technical condition [40; 41; 42; 43; 44; 45]. With the use of reliable and precisely defined deterioration trends in pavement serviceability parameters, it is possible to predict changes in asset value over time using pavement rehabilitation programs [46; 47; 48; 49; 50; 51; 52; 53]. Consequently, road network funding policies can be evaluated based on the net increase or decrease in the value of the road network. Investments in development, rehabilitation, and improvement projects can be assessed and optimized through cost-benefit analyses (CBA) [54; 55; 56; 57; 58]. The allocation and optimal use of funds can then be achieved through optimization-based decision-making methods, such as the cross-asset allocation method [59; 60; 61; 62; 63; 64].