This study presents a machine learning model for predicting representative surface distresses (crack, durability, patching, joint spall) in concrete pavements, focusing on South Korean examples. It thoroughly analyzes specific distress types using time series data to understand their development over time, aiming to surpass traditional regression methods in forecasting pavement conditions. The research fills a gap by applying machine learning algorithms to detailed long-term data, enhancing the accuracy of distress progression predictions, which is crucial for efficient pavement management. A notable aspect of this study is the use of particle filtering, recognized for its effective resampling in analyzing time series data. To validate predictions, we compared the results from particle filtering with those from traditional regression models, long short-term memory (LSTM) networks, and Deep Neural Networks (DNNs). The accuracy varied significantly, with differences ranging from 3.32% to 23.64%, indicating particle filtering’s suitability for time-series-based pavement condition predictions. These findings are especially relevant in the context of current image-based machine learning and AI research in pavement distress detection and prediction. This research offers a comprehensive reference that is especially valuable due to the lack of studies using long-term usage data, thereby making a significant contribution to pavement management research and practice.

Structural characteristics influence assessment of fatigue cracking behavior. In the assessment of asphalt pavements, the asphalt structure and practical conditions must be considered. This study analyzes changes in the elastic modulus of the pavement of different asphalt mixtures amid aging and moisture damage through fatigue cracking tests. A model to predict the tensile strain at the bottom of the pavement layer is developed through a structural analysis based on the material properties. The results are comparatively analyzed using the Mechanistic-Empirical Pavement Design Guide to predict the fatigue crack life. The test results indicate that moisture damage significantly influences the material properties of asphalt pavement and can accelerate pavement damage as the asphalt ages. The coefficient values of the proposed fatigue-life prediction model can be used to predict the fatigue life depending on the age of the asphalt and its moisture damage after aging. The degree of fatigue damage can be predicted by calculating the tensile strain using the regression equation and elastic modulus according to the aging and moisture damage.

Global oil prices are increasing, and the current demand for the fuel is outpacing the supply of traditional crude oil sources. Therefore, the petroleum industry has applied great effort to extract more valuable products such as fuel from heavy oil sources such as Canadian oil sands and Venezuelan heavy oils. One refining process that uses heavy oil sources is the solvent deasphalting (SDA) process. SDA extracts most oil components, leaving residual products with more asphaltenes compared to the conventional asphalt binder for road pavement. In this study, the physical and chemical properties of the residual products, known as pitch, have been investigated to evaluate their applicability as a binder for asphalt pavement. From the various tests, it was found that the pitch is too hard and brittle to be used for asphalt pavement due to its very high viscosity. Therefore, the pitch was modified with vegetable-oil-based additives, after which it exhibited similar basic material properties and rheological behaviours to those of conventional asphalt binder, indicating that the modified pitch could be used as a binder for asphalt pavement.

Energy harvesting is one of the techniques of high interest for approaching the global energy problem without depleting natural resources. Energy-harvesting technology from the road is a new research area, because the energy surrounding road space is available in many different forms, such as wind, solar, thermal, and mechanical energy. The goal of this study is to determine the possibility of an energy-harvesting technology for pavement that absorbs the solar radiation, thus increasing the internal temperature. There is a temperature difference maintained between the atmospheric temperature and the pavement surface. This temperature difference is tapped and converted into electrical energy using a thermoelectric (TE) module device. The TE module device's system captures energy from this temperature difference, based on the Seebeck effect. This paper describes various application procedures for pavement. The system focuses on the development of an energy-harvesting system for energy use. The present research indicates that the limited simple system in this study can be used to capture heat energy from pavement, and shows promise for supporting power from waste solar energy in roads. Also, the TE module can be placed within road space, whereas solar panels have to be exposed to sunlight.

A pothole is one of the distresses in asphalt pavement caused by the presence of water in the asphalt pavement and the presence of traffic passing over the affected area. Recently, lots of potholes were observed due to heavy rain in Korea. Thus, the indirect tensile strength ratio (TSR) is commonly used based on the AASHTO T 283 procedure to evaluate the moisture susceptibility of an asphalt mixture; however, TSR cannot be used as a representative index for the mechanical behavior of the moisture-conditioned asphalt mixture. In this study, the dynamic modulus │E*│ laboratory test is applied as a replacement test for the TSR in order to assess the moisture susceptibility of four different asphalt mixtures. The dynamic modulus test is used to determine the % of retained stiffness, a term that was referred to as the dynamic modulus ratio (DMR). The results of both TSR and DMR conducted on the same mixtures are compared and statistically analyzed. The logistic regression model was used to evaluate the correlation between TSR and DMR. The correlation between TSR and DMR at 20°C is significant. However, there was no relation between TSR and DMR at other temperature ranges (5°C, 40°C, 54.4°C) because there was different viscoelastic behavior at different temperature.

As part of the research to evaluate the Warm-Mix Asphalt (WMA) performance for use in Korea, an extensive testing program has been conducted on the warm-mix asphalt technology that is newly developed in Korea, along with Hot Mix Asphalt (HMA). This research program consists of Accelerated Pavement Test (APT) and laboratory test. This paper presents the rutting and fatigue performance test results of both WMA and HMA. The rut development due to trafficking loading was evaluated using APT with 8.2 ton loading at 40°C temperature. The transverse profile was measured periodically at each point per test section as a function of mixture types. In order to investigate the fatigue performance, APT applied trafficking loading under wet and dry condition. The very stiff base is likely to complicate the planned fatigue cracking test, in that a huge number of APT repetitions will be generally required before any distress occurs. In this study, therefore, the fatigue test was conducted at 20°C with adding water into the aggregate base layer to accelerate the distress after the given trafficking loading. Cores were taken to be tested in the laboratory after construction of the test track as well as after completion of APT testing on and off the wheel path. The air voids were measured for all cores and dynamic modulus test and fatigue test in indirect testing mode were conducted. Based on the limited data obtained from this study, it is concluded that WMA mixture performs comparable to HMA mixture in terms of rutting and fatigue resistance.

PURPOSES: In this study, flood mitigation effect of drainage asphalt concrete pavement were analyzed by a SWMM 5.0 program in order to evaluate the low impact development (LID) based on the drainage asphalt concrete pavements. METHODS: In order to determine the porosity parameters of drainage asphalt concretes, the specimen mixtures were manufactured using the conditions presented in the previous study. The numerical simulation was conducted using the SWMM 5.0 program considering the flood mitigation effect of drainage asphalt concrete pavements. The effect of flood reduction can be observed when drainage asphalt concrete pavements were applied to Mokgamcheon watershed. The flood mitigation effect analysis of Mokgamcheon watershed as well as continuous simulation of subwatershed runoff were performed through this study. RESULTS : The analysis of drainage asphalt concrete pavements was carried out for evaluating the effect on runoff, resulting in: the peak flow decreases up to 1.26~9.53% after drainage asphalt concrete pavements applied in the SWMM 5.0 program furthermore, the discharge decreases up to 0.55~4.11%. CONCLUSIONS: As a result, the reduced peak flow and discharge were found through the SWMM 5.0 program. It can be concluded that the flood is effectively reduced when the drainage asphalt concrete pavements are used.

South Gobi road of 240-km flexible pavement was constructed from UKHAA KHUDAG to GASHUUN SUKHAIT in South Gobi, Mongolia in 2011. However, due to the heavy traffic and severe weather condition, early distresses have occurred from a length of 100-km flexible pavements in South Gobi road after one year service life. In order to enhance crack and rutting resistances and to improve paving quality control in South Gobi road, polymer modifier is selected to reduce rutting at high temperature and cracking at low temperature and warm-mix asphalt (WMA) additive is selected to reduce the mixing and compacting temperatures and provide better compaction on the road and the ability to haul paving mix for longer distances. This paper adopted comprehensive asphalt tests to evaluate physical and rheological characteristics, and crack potential at low temperature for use in a South Gobi road. Laboratory tests were performed on asphalt binder with a polymer modifier and warm-mix asphalt additive by conducting the following tests: softening test, ductility test, Superpave (TM) test and cold bending test. These test results of asphalt binder with SBS polymer modifier and warm-mix asphalt additive were significantly more positive than those of typical asphalt binder. On the basis of test results, it can be concluded that the asphalt binder with SBS polymer modifier and WMA additive is stronger and less susceptible to rutting and crack than typical asphalt binder used in South Gobi.

PURPOSES: The liquid-type chemical warm-mix asphalt (WMA) additive has been developed. This study evaluates the basic properties of the additive and the mechanical properties of WMA asphalt and mixture manufactured by using the newly developed chemical additive. METHODS: First, the newly developed WMA additive was applied to the original asphalt by various composition of additive components and dosage ratio of additive. These WMA asphalt binders were evaluated in terms of penetration, softening point, rotational viscosity, and PG grade. Based on the binder test results, one best candidate was chosen to apply to the mixture and then the mechanical properties of WMA mixture were evaluated for moisture susceptibility, dynamic modulus, and rutting and fatigue resistance. RESULTS : According to the binder test, WMA asphalt binders showed the similar properties to the original asphalt binder except the penetraion index of WMA additive was a little higher than original binder. From the Superpave mix design, the optimum asphalt content and volumetric properties of WMA mixture were almost the same with those of hot mix asphalt (HMA) mixture even though the production and compaction temperatures were $30^{\circ}C$ lower for the WMA mixture. From the first set of performance evaluation, it was found that the WMA mixture would have some problem in moisture susceptibility. The additive was modified to improve the resistance to moisture and the second set of performance evaluation showed that the WMA mixture with modified chemical additive would have the similar performance to HMA mixture. CONCLUSIONS : Based on the various laboratory tests, it was concluded that the newly developed chemical WMA additve could be successfully used to produce the WMA mixture with the comparable performance to the HMA mixture. These laboratory evaluations should be confirmed by applying this additive to the field and monitoring the long-term performance of the pavement, which are scheduled in the near future.

Warm-mix asphalt（WMA） technology was applied for asphalt mixture,plant-produced porous WMA using LEADCAP additive（porous WMA-LEADCAP） test section was built and compacted at 30℃ lower than porous hot-mix asphalt（porous HMA） test section.Marshall mix designs were conducted for porous WMA-LEADCAP mixture and porous HMA mixture in terms of Marshall stability,Cantabro loss and dynamic stability.The workability,compactablity and surface quality of porous WMA-LEADCAP pavement were investigated,and the engineering properties of plant-produced porous WMA-LEADCAP mixture and plant-produced porous HMA mixture were evaluated based on indirect tensile strength test and dynamic immersion test.Analysis result shows that LEADCAP additive does not affect polymermodified asphalt in terms of penetration,softening point,viscosity,ductility,toughness and tenacity.Porous WMA-LEADCAP pavement has similar field density,permeability and smoothness compared with standard porous HMA pavement.Plant-produced porous WMA-LEADCAP mixture is equivalent to plantproduced porous HMA mixture in indirect tensile strength,toughness and stripping resistance.4tabs,4figs,9refs.

PURPOSES: This study is to investigate the Hot In-Place recycling asphalt mixture in Korea using field produced materials. METHODS: Hot In-Place reclaimed asphalt mixture was investigated to evaluate the mixture properties based on various test results such as Marshall Test, Indirect Tensile Test, TSR, and Wheel Tracking Test. These test values were compared with domestic standard specification. RESULTS: The result of the laboratory experiment indicates that the Hot In-Place Reclaimed(HIR) asphalt mixture produced at the field constrution site was satisfied all of the test criteria such as Indirect tensile test, Marshall and TSR test, and wheel tracking test. During the test, the research team found that current HIR system is required an extention of mixing time to improve quality and to reduce variation of sample to sample. Although the current HIR mixture was passed the test criteria, there is a potential capability to enhance the mixture properties as extend mixting time. CONCLUSIONS: Based on these laboratory test results, It would be concluded that domestic HIR mixture`s properties were satisfied all standard specification related with evaluation of recycling asphalt mixtures. Based on this case study result, there is a chance to save construction cost and increase the usage of reclaimed asphalt concrete in the future.

A number of warm-mix asphalt (WMA) technologies are used to reduce the temperature at which the asphalt mixtures are produced and compacted, apparently without compromising the performance of the pavement. The main objective of this study is to determine whether the use of an innovative wax-based LEADCAP WMA additive influences the performance of the asphalt mixture, which is produced and compacted at significantly low temperatures. The WMA pavement using LEADCAP additive (WMA-LEADCAP) along with a control HMA pavement was evaluated with respect to their performances of rutting resistance, crack resistance, and viscoelastic property based on the laboratory dynamic modulus test, indirect tensile strength test, and in-door accelerated pavement test (APT) results. With the limited data carried out, the LEADCAP additive is effective in producing and paving asphalt mixture at approximately 30°C lower temperature than a control HMA mixture, and the performances of WMA-LEADCAP pavement are comparable to a control HMA pavement.

PURPOSES : Recently, the mechanistic-empirical overlay pavement design program that is linked with Korea Pavement Research Program (KPRP) has been developed. This paper focused on establishing the framework and developing the program for the asphalt overlay design over the existing asphalt concrete pavement. METHODS : The overlay pavement design program developed in this study was investigated to assess the sensitivity to various pavement conditions, such as the damage level and thickness of existing layers. In addition, the actual overlay design on currently performing pavement was carried out as a practical example. RESULTS : From the sensitivity analysis, it was found that the thickness and damage level of existing asphalt layer mostly affect the overlay design results. In addition, under the same condition, the overlay pavement would better perform in cold region. From the overlay design with the actual condition, it is noted that the overlay thickness varies depending on the given condition. CONCLUSIONS : Based on various evaluations, it was concluded that the overlay design program developed in this study is a reliable and reasonable tool to be used in the actual pavement design.

PURPOSES : This study evaluated the field applicability and laboratory performance of warm-mix asphalt (WMA) as an alternative technology in asphalt pavement. METHODS : The pilot road using two different types of WMA mixture and one HMA mixture was constructed in Waegwan-Seokjeok road construction site and the mixtures were sampled at the asphalt plant for laboratory testings. The field applicability was assessed in environmental aspects, such as emission, and in aspects of constructibility using the existing equipment and procedure, i.e., thickness and density measurement. The laboratory testings included the moisture susceptibility test by AASHTO T283, dynamic modulus test, triaxial repeated load permanent deformation test, and the fatigue test. RESULTS : The temperatures for production and compaction of WMA were lower than those for HMA and therefore, the noxious gas emission were significantly reduced. The field density of WMA pavements was similar or better than that of HMA pavement. From the laboratory testings, it was found that WMA mixtures exhibit comparable performance to HMA mixture in moisture susceptibility, permanent deformation, and fatigue performance. CONCLUSIONS : With these results, it would be concluded that WMA could replace the existing HMA technology without any significant issue. To support this conclusion, it is necessary to track the long-term performance of WMA in pilot road.

Several warm-mix asphalt (WMA) technologies have been developed and implemented worldwide. Because of the reduced production and compaction temperatures of WMA mixtures, WMA technology can reduce energy consumption, carbon dioxide emission, and asphalt oxidation as well as extend the paving season, increase hauling distance, and create a better working environment. A wax-based WMA additive called low-energy and low–carbon-dioxide asphalt pavement (LEADCAP), has been developed by the Korea Institute of Construction Technology and Kumho Petrochemical and is the first WMA additive developed in South Korea. This paper introduces the characteristics of this newly developed WMA additive and presents the performance evaluation of WMA with LEADCAP. To evaluate the performance of the WMA mixture with LEADCAP additive, the Superpave ® mix design, moisture susceptibility test, and mechanical test were performed. Common hot-mix asphalt and a WMA mixture with Sasobit additive were also evaluated for comparison. Sasobit is also a wax-based additive and is well-known. Mechanical tests included the dynamic modulus test, the direct tension fatigue test, and the triaxial repeated loading permanent deformation test. From the limited data obtained in this study, it was concluded that LEADCAP could be effectively used in WMA mixtures and that the performance of WMA with LEADCAP could be expected to be comparable to that of hot-mix asphalt and WMA with Sasobit additive.

A number of warm mix asphalt (WMA) technology has been developed to allow asphalt mixtures to be produced and compacted at a significantly lower temperature. This eco-friendly technology has been spread so quickly in the world. Recently, an innovative WMA additive has been developed to reduce mixing and paving temperatures applied in asphalt paving process by Korea Institute of Construction Technology (KICT) and Kumho Petrochemical in Korea. It is named low energy and low carbon-dioxide asphalt pavement (LEADCAP), which is an organic additive of a wax-based composition including crystal controller and artificial materials. In this study, WMA mixtures using LEADCAP additive along with the control hot mix asphalt (HMA) mixtures were evaluated with respect to their moisture susceptibility and rutting resistance in the laboratory. The WMA pavement using LEADCAP additive along with a conventional HMA pavement were evaluated with respect to their density and air void in the field trials. Based on the limited laboratory and field test results, WMA mixtures using LEADCAP additive is superior to HMA mixtures in the moisture susceptibility and rutting resistance. The LEADCAP additive is found effective in producing and compacting WMA mixtures that are comparable to HMA mixtures.

Warm-mix asphalt(WMA) technology has been developed to allow asphalt mixtures to be produced and compacted at a significantly lower temperature. The WMA technology was identified as one of means to lower emissions for and has been spread so quickly in the world. Recently, two innovative WMA additives has been developed to reduce mixing and paving temperatures applied in asphalt paving process in Korea. Since the first public demonstration project in 2008, many WMA projects have successfully been constructed in national highways. In 2010, the WMA field trial was conducted on new national highway construction under Dae-Jeon Regional Construction Management Administration. The two different WMA loose mixtures(WMA and WMA-P) and a HMA mixture were collected at the asphalt plant to evaluate their mechanical performance in the laboratory. The Third-scale Model Mobile Loading Simulator(MMLS3) was adopted to evaluate rutting resistance and moisture damage under different traffic and environmental conditions. In this study, plant-produced WMA mixtures using two WMA additives along with the conventional hot mix asphalt(HMA) mixtures were evaluated with respect to their rutting resistance and moisture susceptibility using MMLS3. Based on the limited laboratory test results, plant-produced WMA mixtures are superior to HMA mixtures in rutting resistance and the moisture susceptibility. The WMA additive was effective for producing and compacting the mixture at lower than the temperature for the HMA mixture.