PURPOSES : Asphalt concrete pavement is damaged by various causes such as traffic and environmental loads. The distressed pavement should be maintained by various methods to provide a comfortable and safe pavement for the driver. This study evaluates the effect of adding a mixing procedure to enhance the mixture quality in the hot in-placement recycled asphalt pavement method, which is an asphalt-pavement maintenance method. METHODS: Various test methods such as Marshall stability and dynamic stability, were employed to estimate the recycled asphalt mixture with and without an additional mixing, using the hot in-placement recycled asphalt pavement method. RESULTS : The mixture samples used in this study were taken before and after the addition of the mixer in the hot in-placement recycled asphalt pavement method (HIR) at field construction sites in GongJu and JinJu in South Korea. The test results of both mixtures satisfied the asphalt-mixture standard specifications. CONCLUSIONS: This study confirmed that adding a mixer in the HIR method results in a well-mixed new asphalt mixture, rejuvenator, and reclaimed asphalt mixture.

PURPOSES: The purpose of this study is to evaluate the mechanical properties of a cold-recycling asphalt mixture used as a base layer and to determine the optimum emulsified-asphalt content for ensuring the mixture’s performance. METHODS: The physical properties (storage stability, mixability, and workability) of three types of asphalt emulsion (CMS-1h, CSS-1h, and CSS-1hp) were evaluated using the rotational viscosity test. Asphalt emulsion residues, prepared according to the ASTM D 7497-09 standard, were evaluated for their rheological properties, including the G*/sinδand the dynamic shear modulus (|G*|). In addition, the Marshall stability, indirect tensile strength, and tensile-strength ratio (TSR) were evaluated for the cold-recycling asphalt mixtures fabricated according to the type and contents of the emulsified asphalt. RESULTS: The CSS-1hp was found to be superior to the other two types in terms of storage stability, mixability, and workability, and its G*/sinδ value at high temperatures was higher than that of the other two types. From the dynamic shear modulus test, the CSS-1hp was also found to be superior to the other two types, with respect to low-temperature cracking and rutting resistance. The mixture test indicated that the indirect tensile strength and TSR increased with the increasing emulsified-asphalt content. However, the mixtures with one-percent emulsified-asphalt content did not meet the national specification in terms of the aggregate coverage (over 50%) and the indirect tensile strength (more than 0.4 MPa). CONCLUSIONS : The emulsified-asphalt performance varied greatly, depending on the type of base material and modifying additives; therefore, it is considered that this will have a great effect on the performance of the cold-recycling asphalt pavement. As the emulsified-asphalt content increased, the strength change was significant. Therefore, it is desirable to apply the strength properties as a factor for determining the optimum emulsified-asphalt content in the mix design. The 1% emulsified-asphalt content did not satisfy the strength and aggregate coverage criteria suggested by national standards. Therefore, the minimum emulsified-asphalt content should be specified to secure the performance.

PURPOSES: The main distress of asphalt pavements in monsoon climate regions are caused by water damage and plastic deformation due to repeated rain season and increased heavy vehicle traffic volume. In this study, the mechanical properties of polymer-modified warm mix asphalt (PWMA) materials are evaluated to use in monsoon climate regions such as Indonesia. METHODS: Comprehensive laboratory tests are conducted to evaluate moisture resistance and permanent deformation resistance for three different asphalt mixtures such as the Indonesian conventional hot-mix asphalt (HMA) mixture, the polymer-modified asphalt mixture, and the polymer-modified warm mix asphalt (PWMA) mixture. Dynamic immersion test and indirect tensile strength ratio test are performed to evaluate moisture resistance. The wheel tracking test is performed to evaluate rutting resistance. Additionally, the Hamburg wheel tracking test is performed to evaluate rutting and moisture resistances simultaneously. RESULTS: The dynamic immersion test results indicate that the PWMA mixture shows the highest resistance to moisture. The indirect tensile strength ratio test indicates that TSR values of PWMA mixture, Indonesian PMA mixture, and Indonesian HMA mixture show 87.2%, 84.1%, and 67.9%, respectively. The wheel tracking test results indicate that the PWMA mixture is found to be more resistant to plastic deformation than the Indonesian PMA. The dynamic stability values are 2,739 times/mm and 3,150 times/mm, respectively. Moreover, the Hamburg wheel tracking test results indicate that PWMA mixture is more resistant to plastic deformation than Indonesian PMA and HMA mixtures. CONCLUSIONS: Based on limited laboratory test results, it is concluded that rutting resistance and moisture susceptibility of the PWMA mixture is superior to Indonesian HMA and Indonesian PMA mixtures. It is postulated that PWMA mixture would be suitable for climate and traffic conditions in Indonesia.

PURPOSES : The purpose of this study is to analyze the performance life of hot central plant recycling (HCPR) and hot in-place recycling (HIR) pavements applied to the National Highway for the past 20 years and compare it with conventional hot-mix asphalt (HMA) pavement. METHODS: In order to analyze the performance life of recycling asphalt pavements, a comprehensive literature review was conducted to investigate the government law and official system for the use of recycling asphalt pavement in Korea and foreign countries. Next, the application information of using a hot central plant recycling and hot in-place recycling pavements in the national highway is collected from the database of pavement management system (PMS) and then their field condition is visually surveyed. Finally, the performance life of recycling asphalt pavements in the national highway is analyzed and compared with conventional hot-mix asphalt pavement. RESULTS: Institutions are encouraging the promotion of using recycled asphalt pavement through various legal systems in Korea as well as abroad. Based on analysis results for the average performance life of hot central plant recycling pavement applied to the national highway, the average performance life is estimated to be 10.2 years. However, the average performance life of in-place recycling pavement is estimated to be 6.5 years. However, it is expected to increase performance life after the HIR construction system is modified. CONCLUSIONS : Based on the limited data analysis of the performance life of recycled asphalt pavements, HCPR shows similar performance life to conventional asphalt pavement but HIR shows shorter performance life than conventional asphalt pavement. However, it is noted that all performance life data is very limited and it should be monitored and analyzed further.

PURPOSES : This research was a laboratory study for evaluating the Reclaimed Asphalt Pavement (RAP) mixture added developed rejuvenator for warm mix recycling. Waste asphalt mixtures occupy about 18.2% of construction wastes in Korea. Moreover, most rejuvenators were imported from Europe or the U.S. Therefore, improving usage of RAP with a developed rejuvenator material provides environmental protection at a reduced cost. METHODS : The specimen used for this experiment was performed by only using RAP. A suitable rejuvenator for Target PG was then added. In addition, a conventional rejuvenator was selected to compare performance and specimens introduced with the same procedure as the developed rejuvenator was prepared. In order to evaluate rutting resistance and water susceptibility, we conducted a deformation strength test, a tensile strength ratio test, and a dynamic immersion test with the prepared mixtures. RESULTS: Laboratory test results indicated that both the developed additive and conventional additive improved performance of the recycled asphalt mixtures compared to mixtures without the rejuvenator. In addition, the deformation strength test and TSR test results satisfied standards for domestic recycling asphalt mixtures. The dynamic immersion test showed that the developed rejuvenator has superior scaling resistance than the conventional rejuvenator. CONCLUSIONS : In terms of rutting resistance and moisture susceptibility, the warm mix recycled asphalt mixtures with the developed rejuvenator appeared to effectively recovered performance.

PURPOSES : The pole electrode method damaged the concrete pavement on inserting the electrode into the pavement surface. This study examined the feasibility of the flat electrode method to observe the concrete pavement instead of the pole electrode method and analyzed the resistivity characteristics of the concrete by performing laboratory tests. METHODS : The resistivity of the concrete specimens manufactured with three different mixing ratios (38.50%, 39.50%, and 40.50%) were measured using the pole and flat electrode methods according to the concrete age (7 and 28 days) and electrode spacing (20 mm, 30 mm, and 40 mm). RESULTS : In both pole and flat electrode methods, the resistivity increased with increasing fine aggregate proportion regardless of the concrete age. The resistivity measured at a concrete age of 28 days was slightly larger than that measured at 7 days. In the case of a concrete age of 7 days, the resistivity measured by the flat electrode method was larger than that measured by the pole electrode method. The difference disappeared at 28 days. CONCLUSIONS: The results suggest that the flat electrode method can replace the pole electrode method because the resistivity measured by both methods was similar. Hence, the development of a technology to apply the flat electrode method to actual concrete pavement is necessary.

PURPOSES: The objective of this study is to verify the effect of fiber grid reinforcement on the long-term performance of asphalt pavement overlaid on old concrete pavement by performing field investigation, laboratory test, and finite element analysis. METHODS : The reflection cracking, roughness, and rutting of fiber grid reinforced overlay sections and ordinary overlay sections were compared. Cores were obtained from both the fiber grid reinforced and ordinary sections to measure bonding shear strength between the asphalt intermediate and asphalt overlay layers. Fracture energy, displacement after yield, shear stiffnesses of the cores were also obtained by analyzing the test results. Finite element analysis was performed using the test results to validate the effect of the fiber grid reinforcement on long-term performance of asphalt pavement overlaid on the old concrete pavement. The fatigue cracking and reflection-cracking were predicted for three cases: 1) fiber grid was not used; 2) glass fiber grid was used; 3) carbon fiber grid was used. RESULTS : The reflection-cracking ratio of fiber grid reinforced sections was much smaller than that of ordinary sections. The fiber grid reinforcement also showed reduction effect on rutting while that on roughness was not clear. The reflection-cracking was not affected by traffic volume but by slab deformation and joint movement caused by temperature variation. The bonding shear strength of the fiber grid reinforced sections was larger than that of the ordinary sections. The fracture energy, displacement after yield, and shear stiffnesses of the cores of the fiber grid reinforced sections were also larger than those of the ordinary sections. Finite element analysis results showed that fatigue cracking of glass or carbon fiber grid reinforced pavement was much smaller than that of ordinary pavement. Carbon fiber grid reinforcement showed larger effect in elongating the fatigue life of the ordinary overlay pavement compared to glass fiber grid reinforcement. The binder type of the overlay layer also affected the fatigue life. The fiber grid reinforcement resisted reflection-cracking and the carbon fiber grid showed the greater effect. CONCLUSIONS: The results of field investigation, laboratory test, and finite element analysis showed that the fiber grid reinforcement had a better effect on improving long-term performance of asphalt pavement overlaid on the old concrete pavement.

PURPOSES:The objectives of this study are to develop a new cold-applied crack sealant and to evaluate its properties and field applicability by comparing with other conventionally used crack sealants.METHODS :A new cold-applied crack sealant was developed by using neoprene latex to improve material properties. The fundamental properties such as viscosity, residue %, penetration, and softening point of the developed crack sealant were tested by TxDOT criteria to evaluate crack sealing capability. Moreover, the performance of the developed cold-applied crack sealant was evaluated under both laboratory and field conditions. In the laboratory, the bond property was evaluated using the developed cold-applied crack sealant and conventional hotapplied crack sealant by the bond-properties test standardized under ASTM D 6690. In the field, test sections were constructed on three areas: a trunk road, bus-only lane, and motorway, with the developed crack sealant and three conventional crack sealants. After construction, early field-inspection was performed on the test sections.RESULTS AND CONCLUSIONS :Overall, the developed cold-applied crack sealant demonstrates reasonable storage stability, durability, and bond property compared to conventional hot-applied crack sealants. From the test sections, it was established that the developed cold-applied crack sealant does not pose construction issues. Moreover, the early performance was verified through field inspection. However, as the field inspection was conducted a week after the construction, it is necessary to conduct an inspection of performance from a long-term point of view.

PURPOSES :This study aims to develop a sealant for use in the installation of Weigh-In-Motion (WIM) sensor for asphalt concrete or cement concrete pavements.METHODS:In order to investigate the properties of various sealants that were mixed with latex and carbon fiber, various test methods were adopted, such as bituminous bond strength test, softening point test, and cone penetration test. To evaluate moisture susceptibility, the BBS test was conducted under moist condition. The bond strength ratio (BSR) was calculated based on tensile strength ratio method.RESULTS :The sealant’s properties significantly varied according to the amount of latex or carbon fiber. The usage of latex marginally enhanced the cone penetration test result, notwithstanding reduced asphalt content. This implies that the sealant will be proper cold temperature reason. Moreover, the addition of latex and carbon fiber evidently increased the softening point. This indicates that the tendency of the material to flow at elevated temperatures is encountered during service. With the addition of latex and carbon fiber, the moisture susceptibility measured with BSR improved marginally, while the bond strength under dry condition decreased marginally. Sealant F displays the highest bond strength and BSR under limited test conditions.CONCLUSIONS :According to the proportion of latex and carbon fiber mixed, properties of sealant, such as softening point, cone penetration, and BSR varied marginally. This indicates that the sealant has to be applied considering the environmental condition, to improve service life.

인도네시아는 전체 도로의 약 96%가 아스팔트 포장으로 되어 있으며, 최근 지역 간의 경제교류 활성화 및 국민에 삶에 질을 높이기 위해 기초 기반시설인 도로 건설에 많은 예산을 투자하고 있다. 하지만 년 중 약 6개월 동안 비가 내리는 몬순기후 및 과적차량, 그리고 급격한 교통량 증가로 인해 소성변형과 포트홀, 골재 박리와 같은 수분에 의한 조기 파손이 빈번히 발생하고 있다. 또한 인도네시아는 아스팔트 플랜트가 인도네시아 전역에 고르게 분포되어 있지 않아 원거리 공사의 경우, 아스팔트 혼합물의 포설 및 시공온도를 관리하는데 어려움이 있다. 본 연구에서는 인도네시아의 기후 및 교통하중을 고려하여 아스팔트 포장의 성 능 및 공용수명을 향상시키고, 특히 수분에 대한 저항성을 증진시켜, 몬순기후에 적합한 중온 개질 첨가제 를 개발하였으며, 인도네시아 현지에 적용하여 현장 적용성 평가를 수행하였다. 본 연구는 한국건설기술연 구원과 인도네시아 국가 연구기관인 도로연구소(IRE, Institute of Road Engineering)와 국제 공동연구로 추진되었으며, 연구 결과, 몬순기후용 중온 개질 아스팔트 포장 기술은 인도네시아의 고온다습한 기후에서 아스팔트 포장의 소성변형 및 포트홀과 같은 수분에 대한 저항성이 높은 것으로 평가 되었다. 인도네시아에서 사용 중인 일반 아스팔트 바인더는 고온 등급이 64℃이며 수분에 대한 저항성이 낮아 인도네시아에 적용하기에는 한계가 있다. 이를 극복하기 위해 본 연구에서는 인도네시아 일반 아스팔트 바인더에 수분에 대한 저항성 증진을 위한 화학적 요소와 폴리머 그리고 중온화 첨가제를 혼합하여 고온 및 수분에 대한 저항성이 높은 기술을 개발하였다(그림 1). 개발 기술의 현지 적용성 평가를 위해 WEST JAVA 섬에 위치한 Jatibarang 및 Subang 지역에 시험포장을 수행하였으며, 동시에 인도네시아 현지에 서 품질평가를 수행하였다. 인도네시아 현지 품질 평가 수행 결과 몬순기후용 중온 개질 아스팔트 기술이 인도네시아 현지 개질 아스팔트 품질기준에 부합하였으며, 시험포장 또한 성공적으로 수행되었다. 시험포 장 배합설계는 아스팔트 함량이 5.2%,시, 생산온도 144℃, 다짐온도 120℃였다. 향후 지속적인 추적조사 를 통해 소성변형, 포트홀 등 수분에 대한 파손에 대한 평가가 필요할 것으로 판단된다.

몽골은 지역간에 경제교류 활성화 및 국민에 삶에 질을 높이기 위해 기초 기반시설인 도로 건설에 많은 예산을 투자하고 있다. 하지만, 급격한 교통량 증가 및 도로포장 기술의 부재로 인하여 도로포장이 공용 수명에 이르지 못하고 조기에 파손이 발생하고 있다. 특히, 년 중 5개월 이상이 영하에 온도를 나타내는 환경하중과 중차량에 의해 몽골에 아스팔트 포장에서는 시공 후 1~2년 후에 저온균열이 발생하고 있으나 이에 대한 해결방안을 찾지 못하고 있는 실정이다. 또한, 겨울철이 상대적으로 길어 일 년 중 아스팔트 포 장을 시공할 수 있는 기간이 약 4~5개월에 불과해 몽골 도로건설 확장에 큰 장애가 되고 있다. 본 연구에 서는 극한지역인 몽골에 기후조건, 차량하중 조건 및 시공조건을 고려한 극한기후 맞춤형 중온화 개질 첨 가제를 개발하여 현지에 적용하는 연구를 수행하였다. 현재 몽골에서 사용하고 있는 아스팔트 바인더에 공용성 등급은 PG 58-22로서 저온에서 아스팔트 바 인더의 유연성을 확보하기 위해 극저온 오일과 폴리머 첨가제를 사용하였으며 아스팔트 포장 시공 시 작 업성과 다짐도를 확보하기 위해 중온화 첨가제를 함께 사용하여 극한기후 맞춤형 중온화 개질 첨가제를 개발하였다(그림 1). 그 결과 극한기후 맞춤형 중온 개질 아스팔트 바인더의 공용성 등급이 PG 64-34로 향상되어 몽골 아스팔트 포장에서 발생하는 저온균열에 대한 저항성이 우수할 것으로 평가되었다. 극한기후 맞춤형 중온 개질 아스팔트 바인더의 작업성 및 현장 다짐도를 평가하기 위해 몽골 현지 울란 바토르 시의 외곽도로 시험 시공을 성공적으로 완료하였다(그림 2). 현장 배합설계 결과, 극한기후 맞춤 형 중온 개질 아스팔트 혼합물의 최적 아스팔트 함량은 6.4%로 결정되었으며 공극률은 4.5%로 나타났다. 극한기후 맞춤형 중온화 개질 첨가제는 아스팔트 함량에 4.0%(무게비)를 첨가하였다. 극한기후 맞춤형 중온 개질 아스팔트 혼합물의 생산 및 다짐온도는 가열 아스팔트 혼합물보다 약 30℃ 낮은 온도에서 수행 되었다. 시공 완료 후, 비파괴 현장 다짐 밀도 측정 장비를 사용하여 다짐도를 측정한 결과 다짐도는 약 98%인 것으로 측정되었다. 향후 극한기후 맞춤형 중온 개질 아스팔트 포장에 대한 지속적인 추적조사를 실시하여 저온균열 발생 및 기타 포장 파손에 대한 공용성 평가가 필요할 것으로 판단된다.

PURPOSES: The national highways and expressways in Korea constitute a total length of 17,951 km. Of this total length of pavement, the asphalt pavement has significantly deteriorated, having been in service for over 10 years. Currently, hot in-place recycling (HIR) is used as the rehabilitation method for the distressed asphalt pavement. The deteriorated pavement becomes over-heated, however, owing to uncontrolled heating capacity during the pre-heating process of HIR in the field. METHODS: In order to determine the appropriate heating method and capacity of the pre-heater at the HIR process, the heating temperature of asphalt pavement is numerically simulated with the finite element software ABAQUS. Furthermore, the heating transfer effects are simulated in order to determine the inner temperature as a function of the heating system (IR and wire). This temperature is ascertained at 300 ℃, 400℃, 500℃, 600℃, 700°℃, and 800℃ from a slab asphalt specimen prepared in the laboratory. The inner temperature of this specimen is measured at the surface and five different depths (1 cm, 2 cm, 3 cm, 4 cm, and 5 cm) by using a data logger. RESULTS: The numerical simulation results of the asphalt pavement heating temperature indicate that this temperature is extremely sensitive to increases in the heating temperature. Moreover, after 10 min of heating, the pavement temperature is 36%~38% and 8%~10% of the target temperature at depths of 25 mm and 50 mm, respectively, from the surface. Therefore, in order to achieve the target temperature at a depth of 50 mm in the slab asphalt specimen, greater heating is required of the IR system compared to that of the gas. CONCLUSIONS : Numerical simulation, via the finite element method, can be readily used to analyze the appropriate heating method and theoretical basis of the HIR method. The IR system would provide the best heating method and capacity of HIR heating processes in the field.

The objective of this study was to investigate the effect of pen and group size on behavioral characteristics of Hanwoo steers. Forty-eight beef steers, all 15 months of age, were used in this study, and were assigned to 3 groups: control (4/35.28 ㎡), treatment 1 (8/70.56 ㎡), and treatment 2 (12/105.84 ㎡). In addition, behavioral characteristics were analyzed every 2 days in each month using CCTV cameras. Each behavior of the treatment group was observed significantly more frequently (p<0.05) than the corresponding behavior of the control group in summer, especially feeding behavior. In addition, no significant difference was observed between the treatment groups. Locomotion was observed for a significantly longer duration in the control group than in the treatment groups (p<0.05), and resting was observed for slightly longer in the treatment groups than in the control group. Fighting behavior, related to social status, was observed significantly more frequently in the control group than in the treatment groups (p<0.05). In winter, feeding behavior was observed for a significantly longer duration in the control group than in the treatment groups (p<0.05) On comparing the behavior of Hanwoo steers during different seasons, we found that the steers showed more resting behavior during summer and more feeding behavior and movement during winter. The above results suggest that the behavioral characteristics of Hanwoo steers depend on the pen and group size, based on the higher frequency of fighting, rubbing, and scratching observed in the treatment groups than in the control group. The results also suggest that the behavioral characteristics of Hanwoo steers depend on the environmental conditions, as shown by the seasonal differences in behavior. Under conditions of high temperature stress, Hanwoo steers showed increased lying down, drinking and grooming behavior to counter this stress. The findings of this study can be applied to management practices for animal welfare and producticon of cattle in both growing and fattening periods.

PURPOSES : Expressways experience chronic and recurring congestion, especially during weekends and holidays, because of the increased demands for leisure-related travel. The alternatives to solve chronic and recurring congestion may be three-fold: (1) physical expansion of expressway capacities, (2) road pricing, and (3) temporal and spatial distribution of traffic demands. Among these, the third alternative may be the most cost-effective method for the Korea Expressway Corporation (KEC) that can be achieved by using the existing ITS infrastructure. METHODS : KEC initiated a pilot study in which the traffic on congested expressways was managed by providing traffic condition information (i.e., travel times) of neighboring national highways for taking detours via variable message signs (VMS). This study aimed to estimate the detour rate, and the two pilot studies on Seohaean and Yeongdong expressways yielded many benefits. RESULTS: It was revealed that the total length of congestion segments decreased by 7.8 km, and the average travel speed increased by 5.3 km/h. CONCLUSIONS: Based on these findings, it was concluded that the propagation of detour information via VMSs during congestion hours can help reduce congestion on expressways and increase the benefits of the entire network.

PURPOSES: Climbing lanes on expressways managed by the Korea Expressway Corporation (KEC) have been hot potatoes due to conflicts between slow-moving vehicles such as trucks and other vehicles at the merging section as well as the less popularity with the slow-moving vehicles. In order to resolve such problems, KEC has altered existing climbing lanes to passing-type climbing lanes in 1999. The new type of climbing lanes showed an apparent improvement in mobility. For example, the speeds of vehicles using both climbing lane and other lanes improved a lot. However, there has been no clear evidence about improved safety. METHODS: This research effort was initiated to evaluate the safety of the new passing-type climbing lanes using the comparison-group(CG) method based on three-year-long traffic accident data sets before and after the change, respectively. RESULTS: The passing-type climbing lanes showed twice increased traffic accidents even though the traffic accidents on old type climbing lanes increased 1.1% during the same periods. In addition, in-depth study, the merging area of the passing-type climbing lanes was found out to be the weakest section where 43.8% traffic accidents out of total traffic accidents happened. It is noted that the merging area of the old type climbing showed only 25.0% traffic accidents. CONCLUSIONS : The new passing-type climbing lanes were found to be weak in terms of safety when compared with the old type climbing lanes. Especially, the merging area should be improved to reduce the risk of traffic conflicts between slow-moving vehicles and other vehicles.

PURPOSES: In this study, various laboratory tests were performed to investigate the suitability of wasted vinyl as a modifier of asphalt binder. METHODS: Based on the ASTM specification, variations in material properties of asphalt binder such as penetration, flash point, softening point, ductility, penetration index (PI), and performance grade (PG) with vinyl content were tested and analyzed. RESULTS: Lavoratory tests revealed that penetration and ductility of the asphalt binder increased with the vinyl content. The flash point, softening point, and PI decreased, and PG changed from 64-22 to 70-22 with increase of the vinyl content. CONCLUSIONS: Wasted vinyl modified the material properties of the asphalt binder. However, the asphalt binder with vinyl content over 6.0% was unsuitable as a pavement material.

PURPOSES : Plastic deformation is frequently made in intersection asphalt pavement at its early age due to deceleration and stoppage of vehicles. This study has been performed to provide a mechanistic basis for reasonable selection of paving method to minimize the plastic deformation at intersection. METHODS : Pavement layer, temperature, traffic volume of the intersections managed by the Daejeon Regional Construction and Management Administration were collected to calculate asphalt dynamic modulus with pavement depth by using a prediction equation suggested by the Korean pavement design guide. Performance of ordinary dense-graded asphalt pavement, polymer modified asphalt pavement, and fiber reinforced asphalt pavement was analyzed by finite element method and the results were used in a performance model to predict the plastic deformation. RESULTS : In aspect of performance, the three paving methods were usable under low traffic while the fiber reinforced asphalt pavement was the most suitable under heavy traffic. CONCLUSIONS : Reasonable paving method suitable for traffic characteristics in the intersection might be decided by considering economic feasibility.