I rapporten utreds hur begreppet restvärde kan användas vid investeringar i vägar ochväghållning för att analysera tekniska lösningar eller utforma krav för upphandling.Syftet är att utarbeta ett ramverk med principer som knyter samman ekonomiska övervägandenoch teknisk dimensionering, som i sin tur kan bidra till mer optimala investeringari vägar ur ett långsiktigt perspektiv. Rapporten är avgränsad till investeringar ivägkroppen, men paralleller dras till andra områden.Inledningsvis granskas begreppet och vilka behov som föreligger. Restvärde kan sägasspegla framtida nytta med en väganläggning minus kostnader för förvaltning. För deflesta tillämpningar kan nyttan antas lika medan väghållarkostnaderna påverkas av olikatekniska lösningar. Därmed reduceras problemet till att främst fokusera på kostnader förframtida drift och underhåll. I rapporten redogörs för hur nedbrytning kan prognosticerasoch åtgärdsbehov förutsägas. Denna information ligger sedan till grund för ettramverk för bedömning av framtida kostnader för drift och underhåll av vägar. Slutligenutarbetas förslag på hur denna kostnadsuppskattning och tillhörande restvärdesbedömningkan tillämpas inom upphandling på funktion, ersättningsmodeller samt meroptimerad väghållning ur LCC-synvinkel.

This report deals with a concept applying residual value estimations to applications in optimisation and procurement of road construction and maintenance. The purpose is to develop a framework and concept for tieing together technical and economical considerations in order to contribute to more optimised construction and maintenance of roads in a long-term perspective. This report is limited to investments in the pavement. Initially, the term residual value and its application in this context is investigated. Then, possibilities for prediction of pavement deterioration and performance are presented. These models are also linked to prediction of maintenance needs. Finally, a concept for cost predictions is developed with corresponding residual value applications, for example performance procurement, payment models, as well as more optimised pavement management from a life cycle perspective.

The objective of this project is to collect and deliver high quality road data primarily for development of performance prediction models. The monitoring of LTPP-sections started in 1984 on commission of the Swedish Road Administration. The aim is primarily focused on road deterioration caused by heavy traffic. The project started with a limited amount of sections but the number of sections has increased to 655 sections distributed over 66 sites, still active and inactive, in year 2007. Of budget reasons an overview resulted in a decrease of monitoring sections with 25 %. In the year 2007 there were still 345 active LTPP-sections distributed over 36 sites. Road data from this project has been used for developing models for predicting the cumulative number of load applications to the initiation of cracking for flexible pavements and to develop models for predicting crack propagation in flexible pavements. Crack initiation was defined as the first appearance of cracking in the wheel paths.

The objective of this project is to collect and deliver high quality road data primarily for development of performance prediction models. The monitoring of LTPP-sections started in 1984 on commission of the Swedish Road Administration. The aim is primarily focused on road deterioration caused by heavy traffic. The project started with a limited amount of sections but the number of sections has increased to 655 sections distributed over 66 sites, still active and inactive, in year 2006. Of budget reasons an overview resulted in a decrease of monitoring sections with 25 %. In the year 2006 there were still 359 active LTPP-sections distributed over 36 sites. Road data from this project has been used for developing models for predicting the cumulative number of load applications to the initiation of cracking for flexible pavements and to develop models for predicting crack propagation in flexible pavements. Crack initiation was defined as the first appearance of cracking in the wheel paths.

Today the Swedish Road Administration (SRA) regularly follows up the condition of the state roads by means of road surface measurements. It is mainly rut depth (mm) and roughness expressed in the measure International Roughness Index (IRI, mm/m) that is the bases for assessment of the road surface condition. Based on these measurements it can generally be said that the condition of the roads neither have considerably improved nor become considerably worse over the years. The trend however looks a bit different in the different SRA Regions. At the same time it is also yearly investigated how content or discontent the road users are with the maintenance of the state roads. The road users are asked about their opinion on the operation and maintenance of the roads in general as well as more specifically about their opinion concerning rutting and unevenness, i.e. the factors that are followed up by measurements. The general tendency, except for the last year, is the percentage of satisfied road users is decreasing. The percentage of satisfied road users is also low. This applies not least that the professional drivers. The agreement between the objective measurements of the condition of roads (or rather the condition measures that are used) that are done and the opinions given by the road users is not very good. There is reason to go deeper into this question and examine what requirements and expectations the road users have on the roads/road surface condition and also what measures are needed to describe the condition in a satisfactory way.

Prediction models that describe changes in the condition of various portions of a road structure constitute valuable tools for evaluating service life and economics of a road structure or of a surfacing measure. Prediction models also constitute the core of planning systems - Pavement Management Systems - which are based on changes in the condition of various road structures and asphalt layers depending on traffic and time. The prediction model discussed in this report describes the magnitude of wear of pavement and of rut formation created by vehicles with studded tyres. The model is based on the results and experiences gathered during the last twenty years of work at VTI (the Swedish National Road and Transport Research Institute) with the objective of developing and evaluating the wear resistance of asphalt wearing courses. The objective was to develop a computer based prediction model for the rut formation that is caused by wear from studded tires. The model should both provide a prediction of the wear resistance of the wearing course based on data regarding the type of wearing course, the properties of component materials, and a model of the rut profile based on data for type of road, amount traffic, etc. In the first stage, the model was limited to include wearing courses of type ABT (dense-graded asphalt concrete) and ABS (stone matrix asphalt). However, these two types of wearing courses are by far the most common road surfaces on medium to high trafficked roads in Sweden. During the following years the wear model has been validated and calibrated a couple of times. A new updated version of the model was developed during year 2006. In this latest version a few new road types have been added to the model, 2+1 roads and roads with extremely narrow lanes. In the new version it is also possible to use Prall data as input to the model. Prall data is the output from a laboratory wear testing device.

EU-projektet FORMAT (Fully Optimised Road Maintenance) ingick i EU:s femte ramprogram; "Task 2.2.2/11, Road infrastructure pavement maintenance management" under "Uthållig rörlighet och förändring". Projektet startade den 1 februari 2002 och pågick i tre år.

Den översättning och sammanfattning som redovisas i detta VTI notat har delats upp i två delar; Praktisk guide för optimerat vägunderhåll och Teknisk slutrapport.

FORMAT-projektet hade följande tekniska och vetenskapliga målsättningar: - Ta fram bättre fungerande, innovativa underhållsåtgärder och metoder som minskar trafikstörningar, i form av köbildning och förbättrad säkerhet, i samband med vägarbeten - Utveckla en heltäckande "cost-benefit" analys som tar hänsyn till alla viktiga aspekter av vägunderhåll, inklusive trafikantkostnader - Utveckla strategier, för säkerheten vid vägarbeten, som omfattar utformningen av vägavstängningar och tidpunkten för åtgärdens genomförande på ett sådant sätt att säkerheten för trafikanter och vägarbetare maximeras - Föreslå metoder, tillvägagångssätt och utrustning för mätning av vägars tillstånd i normal körhastighet för att minimera antalet störande vägavstängningar som krävs för insamling av tillståndsdata.

The Swedish concept "procurement of function" corresponds to performance contracting in Anglo-Saxon countries. The substance is that principal and agent signs a contract over the construction and maintenance of a specific project based on the services provided to future users, i.e. based on performance of the asset. This is in contrast with contracting base on technical qualities of the new road. VTI has reserved funds to provide an overview of current knowledge in this context. Four separate contributions, together with a short summary, are included in this report. One conclusion is that the experiences of this contractual form are much larger in other countries than in Sweden. We therefore have a lot to learn, not least from our closest neighbours Finland and Norway. International experiences indicate a large and growing interest in this form of contracting and provides reason for further development. A second conclusion is that Sweden in general and VTI in particular has important information of direct relevance for the development of efficient performance contracts. This knowledge must, however, typically be structured and organised along other lines than when the original research was undertaken. The institute should therefore seek to adapt the collection of information of relevance for performance contracts so that it fits in to this new framework. This includes issues such as the measurement of road surface quality and assessment of the additional costs for providing better surface quality on the one hand and the user benefits of improved quality on the other.

Målsättningen med projektet är att samla in, bearbeta och leverera högkvalitativa data, primärt till utveckling av tillståndsförändringsmodeller. Uppföljningen av observationssträckor (100 meter långa) har, på uppdrag av Vägverket, pågått sedan 1984. Inriktningen är i första hand fokuserad på nedbrytningen som orsakas av tung trafik. De första åren utfördes mätningar på ett begränsat antal sträckor. Antalet har sedan, efterhand som projektet fortskridit, utökats och uppgick vid utgången av år 2005 till 655 stycken fördelade över 66 olika objekt, ingående i det statliga belagda vägnätet. Under årens lopp har antalet bevakade sträckor ändrats så till vida att några utgått och andra tillkommit. En översyn av samtliga sträckor gjordes i början av år 2000. Antalet som fortsättningsvis skulle bevakas, minskades med en fjärdedel. Förändringarna gjordes dock på sådant sätt att högkvalitativa och användbara data fortfarande erhålls från de sträckor som är kvar i uppföljningsprogrammet. Idag är 359 aktiva, fördelade över 36 objekt.

Konceptet Long Life pavements har uppmärksammats under senare år både i USA och i Europa. Den grundläggande idén är att förlänga asfaltskonstruktionens livslängd från 20 år till upp mot 50 år eller mer. Det nya beläggningskonceptet diskuterades vid en TRB-session år 2001. Det mesta av innehållet i denna rapport härrör från denna session.

Prediction models that describe changes in the condition of various portions of a road structure constitute a valuable tool for evaluating the service life and economics of a road structure or of a surfacing measure. Prediction models also constitute the core of planning systems - Pavement Management Systems - which are based on changes in the condition of various road structures and asphalt layers depending on traffic and time. The prediction model discussed in this report describes the magnitude of wear of pavement and of rut formation created by vehicles with studded tyres. The objective was to develop a computer based prediction model for the rut formation that is caused by wear from studded tires. The model shall both provide a prediction of the wear resistance of the wearing course based on data regarding the type of wearing course, the properties of component materials, and a model of the rut profile based on data for type of road, traffic load, etc.