# Optimization of Bituminous Road Surfacing Rehabilitations Based on Optimization of Road Asset Value
## 1 Introduction  
Road infrastructure management is usually based on pavement management system (PMS) methods. The key principles of functioning PMS are data collection and management procedures, diagnostic methods for assessing Pavement Serviceability (PS) and bearing capacity, pavement and rehabilitation design methods and decision-making procedures to create strategic and operational rehabilitation plans [1; 2; 3; 4]. Road data collection and database management rely on diagnostic devices. These devices such as Profilograph GE, Skiddometer, Videocar, Roadscanners, Georadar, Thermal Diagnostics, and for needs of Bearing Capacity--Falling Weight Deflectometer can collect a large amount of data in a short time. This data is subsequently processed and stored. When performed continuously over the span of several decades, this data can be used to derive pavement performance models (PPM), this method is known as long-term pavement performance monitoring [5] and is an alternative to pavement performance modeling [6] with accelerated pavement testing facilities described in other author's publications [7; 8]. The bearing capacity is the operational capability of a pavement. Falling Weight Deflectometer, described in [9], is used to measure the deflection bowl after a falling weight impact and through back-calculation, the stiffness of pavement layers is evaluated and residual life expectancy of the pavement can be assessed [10; 11]. New in-motion techniques and equipment (TSD-Traffic Speed Deflectometer) for measuring bearing capacity are being developed, yet undesirable downsides of this approach persist [12]. Pavement design and pavement overlay design methods are usually empirical or mechanistic-empirical depending on the standards used in a given country [13; 14; 15]. Optimalpavement structure, materials, and overlay thickness are chosen by cost-benefit analysis [16]. The optimization criterion is usually based on a comparison of the price and life expectancy of rehabilitation and user costs for individual technologies and the year of rehabilitation [17]. The innovation of the proposed method is the use of asset value instead of road user cost in the Life-Cycle Cost Analysis (LCCA) [18; 19; 20] that precedes CBA [21] The optimization method for overlay timing and costs is described in Section 3. The implementation output of this method is an operational rehabilitation plan of specific sections. These section rehabilitation plans can be used for subsequent prioritization or optimization on a road network level creating short medium or long-term network-level rehabilitation plans [22; 23; 24]. The added value of this method is the incorporation of asset management, as a systematic method based on the principle of asset value assessment and thereby achieving effective road network management [25; 26; 27; 28; 29]. The proposal of an optimal rehabilitation plan thus consists not only of calculations of the economic efficiency of rehabilitation technology variants but also of the total asset value of road sections. The assessment of asset value has a wider scope than just road user and road administrator costs, thus, substituting road user costs with an asset value in the LCCA and CBA transfers this broader scope into the road administrator rehabilitation plans [30; 31; 32]. Implementation of Asset Value into the pavement rehabilitation optimization process requires the creation and implementation of new calculation methodologies and functions. Asset value differs depending on the stakeholder and his viewpoint [33]. Asset valuation is the financial expression of economic means which are expected to lead to an increase in financial and economic benefits for stakeholders [34; 35; 36]. The presented method uses Socio-Economical value, which represents the community and road user point of view, and the road administrators' point of view focuses on asset technical condition and operational capacity.