PURPOSES: This paper presents the noise reduction effect of asphalt concrete pavement using steel slag aggregate. METHODS: Steel slag aggregates induce various mechanical effects because of their high stiffness and specific gravity. It is also known that the noise reduction effect is due to its high specific gravity and porous nature. In this study, the noise reduction in a steel slag asphalt concrete pavement section was measured and analyzed. RESULTS : On average, an asphalt concrete pavement with steel slag reduces road traffic noise by about 2 dB(A). In addition, the analysis of sound pressure levels by frequency showed lower sound pressure levels in steel slag asphalt concrete pavement than general HMA in all frequency ranges (from low to high frequencies). An analysis of the benefits with regard to noise, by assuming a road-traffic noise reduction of 2 dB(A) with asphalt concrete pavement using steel slag, shows that the noise abatement cost approach can save 1.6 million won a year over soundproof wall costs. In addition, the noise damage cost approach results in cost savings (with regard to noise) of between 19 and 60 million won per year depending on the population density. CONCLUSIONS: The use of steel slag aggregate as an asphalt concrete mixture material not only improves the mechanical performance but also has a noise reduction effect. It is expected that the steel slag asphalt concrete pavement can reduce the environmental burden by utilizing resources and provide a safer and more comfortable pavement condition to the road users.

PURPOSES : The purpose of this study is to analyze the magnitude of shoving of asphalt pavement by junction type between airport concrete and asphalt pavements, and to suggest a junction type to reduce shoving. METHODS : The actual pavement junction of a domestic airport, which is called airport “A”was modified by placing the bottom of the buried slab on the top surface of the subbase. A finite element model was developed that simulated three junction types: a standard section of junction proposed by the FAA (Federal Aviation Administration), an actual section of junction from airport “A”and a modified section of junction from airport“ A”. The vertical displacement of the asphalt surface caused by the horizontal displacement of the concrete pavement was investigated in the three types of junction. RESULTS: A vertical displacement of approximately 13 mm occurred for the FAA standard section under horizontal pushing of 100 mm, and a vertical displacement of approximately 55 mm occurred for the actual section of airport “A”under the same level of pushing. On the other hand, for the modified section from airport“ A”a vertical displacement of approximately 17 mm occurred under the same level of pushing, which is slightly larger than the vertical displacement of the FAA standard section. CONCLUSIONS: It was confirmed that shoving of the asphalt pavement at the junction could be reduced by placing the bottom of the buried slab on the top surface of the subbase. It was also determined that the junction type suggested in this study was more advantageous than the FAA standard section because it resists faulting by the buried slab that is connected to the concrete pavement. Faulting of the junctions caused by aircraft loading will be compared by performing finite element analysis in the following study.

PURPOSES: In order to apply high-speed weigh-in-motion (HS WIM) systems to asphalt pavement, three high-durability asphalt concrete mixtures installed with a WIM epoxy are evaluated. METHODS: In this study, dynamic stability, number of loading repetitions to reach the rut depth of 1 mm, and rut depth measurements of three asphalt mixtures at 60℃ were compared using an Asphalt Pavement Analyzer (APA). Laboratory-fabricated material and field core samples were prepared and tested according to KS F2374. RESULTS : Through the laboratory tests, it was found that all three modified asphalt mixtures (stone-mastic, porous, and semi-rigid) with WIM epoxy showed favorable permanent deformation results and passed the dynamic stability criterion of 3000 loading repetitions per 1 mm. In addition, it was confirmed that the modified SMA mixtures cored from the field construction yields satisfactory rutting testing results using the APA. Finally, the epoxy used for the HS WIM installation shows good adhesion with the three asphalt mixtures and permanent deformation resistance.

Dynamic modulus of Asphalt Concrete (|E*|) is one of the most important input parameters is used to design pavement structure according to mechanical-empirical Pavement design of the United State of America. Because of its importance, there has been a lot of research on predictive models of (|E*|) as well as sensitive analysis of input parameters influences dynamic modulus in order to find out which one is the most influence on (|E*|), basing on that, the most reasonable quality control and quality assurance can be applied to ensure quality of work is under control. This paper presents sensitive analysis of input parameters influence (|E*|) of dense asphalt concrete in Viet Nam according to some predictive models of dynamic modulus of the United State of America by applying Monte Carlo simulation method.

In Korea, concrete pavements were first applied to highways in 1981 and as a result of continued increase in length over the past years, 2,592 km of concrete pavement network is currently in service, of which 1,399 km(54%) of concrete pavements is 10 years or older, and 233km(9%) is 20 years or older. The length of concrete pavement sections nationwide has been steadily on the rise every year (EXTRI, 2017). Approximately 54% of current concrete pavement highway network will reach the service life limit in 2025 which means around 660 billion won is needed for future pavement repair project (EXTRI, 2017). Given that concrete pavements beyond design life still have a remaining service life, it is economically advantageous to repair them before reconstruction. Asphalt overlays are a major repair method for older concrete pavements. Depending on the concrete pavement condition, thickness and mixture of asphalt overlays are determined. Service life of asphalt overlays varies by the presence, time and size of cracks in existing concrete pavements and reflecting crack at joints. Temperature change of concrete pavement is among the major reaction parameters of reflecting crack. Reflecting crack develops when asphalt bottom-up cracking by longitudinal shrinkage and expansion due to temperature change of the concrete base layer, top-down cracking by temperature difference between top and bottom of concrete, and shear stress by traffic loading are combined (Baek, 2010). Crack and joint behaviors of concrete pavement vary between the base layer and the concrete surface of composite pavement system, and different conductivity by mixture and thickness of asphalt overlay leads to temperature change of concrete base course. This study measured temperatures of each layer of diverse composite pavements in place on site and analyzed differences in temperature change of concrete base layer depending on mixture and thickness of asphalt overlays. Overlay thickness parameters were 5cm and 10cm, two values most widely used, while mixture parameters were SMA and porous asphalt. Based on temperature change of concrete surface, this study also evaluated the difference of temperature change in concrete base layer with an asphalt overlay on top. Findings from this study are expected to be utilized for studies on mechanism and modeling of reflecting crack in old concrete pavements with asphalt overlays.

Road construction and maintenance of deteriorated pavement has been continued since industrialization. Demand for aggregate with a good quality has been increasing from limited resources, but it is difficult to supply aggregates smoothly due to environmental protection regulations (Jo et al., 2015). Accordingly, efforts are being made in the road construction industry to utilize industrial products for the purpose of efficient use of resources and environmental preservation. Steel slag which contains a non-reactive CaO is used primarily as a material for embankment and soil covering depending on the expansion and environmental issues. On the other hand, steel slag shows a variety of performance improvements as including increased elasticity factors, increased indirect tensile strength, and improved plastic deformation resistance when handling the expansion issue with sufficient aging processing (Ali et al., 1991, Asi et al., 2007). In this study, the behavior characteristics of the slag asphalt concrete mixture were analyzed according to temperature to encourage the use of steel slag aggregate. Specimens with steel slag showed a higher initial strain than those with natural aggregates. But strain of specimens were nearly similar over the repeated temperature changes. The experimental results for specimens with these characteristics were less likely to cause the performance problems from temperature because the measured strains were relatively small than strain caused from other loads. In conclusion, it is necessary to design and construction process reflecting the behavior characteristics according to temperature to encourage the use of steel slag aggregate.

This paper evaluates the affection of steel slag in the asphalt mixtures for the self-healing purpose through microwave heating technique. Four different contents of steel wool fibers (SWF) were developed in hot mix asphalt and two types of aggregate were used: steel slag aggregate and normal aggregate. By using the infrared camera, the thermal distribution, as well as the optimum healing time of test samples, were recorded. All mixtures were evaluated their healing performance throughout 8 cycles. The substitution of about 30% normal coarse aggregate by steel slag is prominent due to its effect not only produces better healing performance but also enhances the whole mixture improve load-displacement trend with higher ductile behavior. The application of steel slag in HMA is a promising method which contributes toward the sustainable roadway development.

There are some places such as bridges in the heavily industrialized area where the pavement should have a strong resistance against heavy axle loading and waterproof function. In those places, many polymer-modified asphalt (PMA) pavements were applied to protect premature cracking, severe rutting and water intrusion without success. Therefore, a much tougher pavement material with waterproofing function was developed for those places. This study evaluated important properties of the special type asphalt mixture which is highly condensed to be almost void-free condition. A high-quality PMA binder with PG82-34 grade was used for preparing the mixture and the optimum binder content was determined to allow near 0% air void in the mix design. The deformation strength(SD) by Kim Test and rut depth by wheel tracking test were measured at 60℃ as high temperature properties. The flexural strength and fracture toughness was measured at -10℃ as low temperature property. The void-free AC showed the higher performance in all four properties than any other asphalt concretes which were prepared for comparison. Therefore, it was shown that the normal concern about limiting air voids within 3-5% was just an apprehension. The void-free AC can be applied for heavy duty pavement on the bridge where the water-proofing function and higher rutting and cracking resistance are required.

Tram had been widely used in South Korea until 1960s; however, introduction of automobiles made the tram disappear. KRRI (Korea Railroad Research Institute) has developed wireless tram in order to enhance transporting capacity in large city. Continuously supported and embedded track system supports load from a wireless tram. The track system is composed of concrete slab or precast concrete and groove rail. Surface of the track is usually constructed by asphalt concrete. The asphalt concrete layer is about 5 cm in depth and constructed between rails of which width is 1435 mm. Adhesion between concrete slab and asphalt concrete layer and constructability, which affects performance, were investigated through actual construction and testing at test-bed. Four different types of mixtures and structures were used. After construction, adhesion tests were performed including basic material tests. Guss-asphalt with SMA showed the best adhesion and constructability.

PURPOSES: This paper presents a mix design method for using steel slag as an aggregate for asphalt mixtures. METHODS: Steel slag has a different density and absorption rate than natural aggregates. The asphalt content was calculated according to the steel slag characteristics, and the formula for aggregate-gradation correction was presented. RESULTS: The asphalt mix was designed using the proposed equations. Using the proposed mix design method, it was possible to design the asphalt mixture according to the target-usage amount of the recycled aggregate. CONCLUSIONS: The suggested method can be used for asphalt mix design using aggregates with different densities and absorption rates. It is expected to contribute to quality improvement by ensuring accurate calculation of mixing ratios for steel slag asphalt mixtures.

PURPOSES : So far, aged cement concrete pavement on express highways has been rehabilitated mainly with asphalt concrete inlay. However, potholes were the major problem, and they shortened the life of the inlay mainly owing to the poor drainage of water once it infiltrated the interface of the concrete and asphalt. The purpose of this study is to compare the performance and economic efficiency of asphalt overlay and inlayMETHODS: Overlay and inlay were compared through accelerated pavement testing, and a life-cycle cost analysis was conducted in this study using the CA4PRS program.RESULTS and CONCLUSIONS : It was found from accelerated pavement testing that the overlay exhibited reflective crack resistance that was more than twice as effective as that of inlay. The total cost (construction cost + user cost) within the analysis period (20 years) of the overlay was 37% lower than that of the inlay.

서 론 빠른 경제성장과 함께 <2016년 국토교통부> 자동차 등록대수는 2180만을 돌파하였다. 이처럼 많은 차량들이 도로를 사용하게 됨에 따라 기존의 아스팔트도로와 콘크리트도로가 많이 노후와 되어있는 추세이며, 이에 도로의 유지.보수 관리의 중요성이 높아지게 되었으며, 유지.보수간에 가장 많이 사용되는 공법 중에 하나인 덧씌우기 공법에 사용하는 택코트의 성능을 검토하기 위해 수행되었다. 실험 방법 및 사용재료 2.1 사용재료 실험에 사용된 택코트는 일반적으로 사용되어지는 RSC-4와 택코트 필름을 사용하였으며, 부착강도를 측정하기 위해 양생시간을 동일하게 하여 Pull of test를 통해 부착강도를 측정하였다. 2.2 실험 방법 휨몰드와 마샬 몰드를 사용하여 각각 택코트 RSC-4와 필름을 사용하여 공시체를 제작하였다. 1층 다짐 후 24시간 양생 후 2차 다짐을 한 후에 48시간 부착강도를 측정하였다. 그림1은 본 실험에 사용된 시편의 제작과정이며, 그림2는 부착강도 테스트 후의 모습이다. 결과 및 고찰 3.1 동일한 양생조건에서 콘크리트 위에 부착한 택코트 종류에 따른 부착강도 그림4은 휠트래킹 몰드로 만든 콘크리트에 부착한 택코트 종류에 따른 부착강도를 나타낸 그래프이다. 3.2 동일한 양생조건에서 아스팔트 위에 부착한 택코트 종류에 따른 부착강도 그림 5는 마샬 몰드로 만든 아스팔트 공시체 위에 부착한 택코트 종류에 따른 부착강도를 나타낸 그래프이다. RSC-4의 경우에는 살포 후 30분간 상온양생을 실시하였다 결 론 일반적으로 사용되어지고 있는 택코트 인 RSC-4의 경우 유화아스팔트라는 성질 때문에 충분한 양생이 필요하여 공기가 늘어나게 되어 실제 현장에서 규정에 맞게 사용하기가 힘든 실정이다. 도로 유지.관리 공법중 하나인 덧씌우기 공법에 사용되는 택코트의 종류와 부착하는 재료에 따른 부착 강도평가 실험결과는 다음과 같다. 1) 콘크리트 위에 각각 RSC-4와 택코트 필름을 부착하여 Pull-off-test 장비를 이용하여 부착강도를 평가한 결과 각각 0.77, 0.76 으로 비슷한 결과를 나타냈다. 2) 아스팔트에 부착한 RSC-4와 택코트 필름을 부착하여 부착강도를 평가했을때와 비슷한 경향을 나타냈다. 각각 1.241, 1.304로 택코트 필름과 보호필름을 사용한 쪽이 더 높게 나타났다. 이는 공사기간을 단축시킬 수 있을 뿐만 아니라 트래피커빌리티를 고려하였을 때 택코트 필름과 보호 필름을 사용하여 더 효율적으로 유지.보수를 할 수 있을 것으로 판단된다

표층용 아스팔트 혼합물은 공극률 4%로 다져졌을 때 가장 우수한 공용성을 발휘하는 것으로 알려져 있어 밀입도 아스팔트 혼합물은 배합설계시 4%의 공극률이 얻어지는 아스팔트 함량을 최적아스팔트 함량(optimum asphalt content: OAC)으로 결정한다. 그리고 현장에서는 이 밀도의 96% 이상의 다짐도가 얻어지도록 공극률 6∼7%로 다짐한다. 하지만 이 경우 아스팔트 포장으로의 수분 침투방지를 보장할 수 없어 교량포장의 경우 상판에 방수 처리를 하도록 요구하고 있다. 따라서 아스팔트 포장의 공극률을 0%에 가깝도록 다짐하면서도 공용성을 잘 유지할 수 있다면 방수 처리공정을 생략할 수 있고 포장의 수명도 보장 할 수 있어 일거양득일 것이다. 이에 공극률이 0에 가까우면서도 아스팔트 포장으로서의 특성을 유지할 수 있도록 하기 위해서는 바인더특성을 강화하고 그에 맞도록 골재 입도를 조정하는 것이 필요하다. 본 연구에서는 이렇게 공극률이 0에 가깝도록 개발된 무공극 아스팔트 콘크리트의 중요특성 중 하나인 휨 모드에서의 저온특성으로 유사파괴인성(pseudo fracture toughness: PFT)을 구하여 비교평가 하였다. 이를 위해 보 공시체를 제조하고 영하의 저온에서 3점 휨 시험을 통해 얻어진 하중-처짐 곡선에서 PFT를 구하고 이를 일반 13mm 밀입도 아스팔트(dense-graded asphalt: DGA) 혼합물을 비롯한 개질 SMA 혼합물 등과 비교하였다. 그 결과 무공극 아스팔트 혼합물의 유사파괴인성이 DGA의 4배 이상이 되는 등 가장 우수한 것을 확인 하였다. 이는 고성능의 바인더(PG 82-34)와 그에 맞는 입도조정 때문에 저온 하에서 가장 우수한 파괴인성을 보인 것으로 추정된다. 따라서 큰 균열저항성이 요구되며 방수가 필요한 교면포장 등에 사용할 경우 우수한 성능을 발휘 할 수 있을 것으로 판단된다.

URPOSES: The objective of this study was to develop an impact resonance (IR) test procedure for thin disk-shaped specimens in order to determine the ⎢E*⎢ and phase angle values of various asphalt mixtures. METHODS: An IR test procedure was developed for evaluating thin disk-shaped specimens, in order to determine the dynamic modulus (⎢E*⎢) of various asphalt mixtures. The IR test method that was developed to determine the elastic modulus values of Portland cement concrete was evaluated, which method uses axisymmetric flexural vibration proposed by Leming et al. (1996). The IR tests were performed on three different mixtures of New York with varying nominal maximum aggregate sizes (NY9.5, NY19, and NY25) at six different temperatures (10 - 60℃). The ⎢E*⎢ values obtained from the IR tests were compared with those determined by the commonly used AASHTO T342-11 test. RESULTS AND CONCLUSIONS : The IR test method was employed to determine the ⎢E*⎢ values of thin-disk-shaped specimens of various asphalt mixtures. It was found that the IR test method when used with thin disk-like specimens is a simple, practical, and cheap tool for determining the ⎢E*⎢ values of field cores. Further, it was found the ⎢E*⎢ values obtained from the IR tests using thin disk-like specimens were almost similar to those obtained using the AASHTO T342-11 test.

PURPOSES: The new waste management policy of South Korea encourages the recycling of waste materials. One material being recycled currently is tire-derived fuel (TDF) ash. TDF is composed of shredded scrap tires and is used as fuel in power plants and industrials plants, resulting in TDF ash, which has a chemical composition similar to that of the fly ash produced from coal. The purpose of this study was to evaluate the properties of an asphalt concrete mix that used TDF ash as the mineral filler. METHODS: The properties of the asphalt concrete were evaluated for different mineral filler types and contents using various measurement techniques. The fundamental physical properties of the asphalt concrete specimens such as their gradation and antistripping characteristics were measured in accordance with the KS F 3501 standard. The Marshall stability test was performed to measure the maximum load that could be supported by the specimens. The wheel tracking test was used to evaluate the rutting resistance. To investigate the moisture susceptibility of the specimens, dynamic immersion and tensile strength ratio (TSR) measurements were performed. RESULTS : The test results showed that the asphalt concrete containing TDF ash satisfied all the criteria listed in the Guide for Production and Construction of Asphalt Mixtures (Ministry of Land, Infrastructure and Transport, South Korea). In addition, TDF ash exhibited better performance than that of portland cement. The Marshall stability of the asphalt concrete with TDF ash was higher than 7500 N. Further, its dynamic stability was also higher than that listed in the guide. The results of the dynamic water immersion and the TSR showed that TDF ash shows better moisture resistance than does portland cement. CONCLUSIONS : TDF ash can be effectively recycled by being used as a mineral filler in asphalt, as it exhibits desirable physical properties. The optimal TDF ash content in asphalt concrete based on this study was determined to be 5%. In future works, the research team will compare the characteristics of asphalt concrete as function of the mineral filler types.

In a wide spectrum of pavement rehabilitation techniques, the application of thin asphalt overlay on existing concrete pavements have shown its ability to restore the functional capacity of the pavement system as well as maintain structural capacity. Although, prior researches stated that it does not add to the structural capacity of the existing pavement, the insulation generated by the asphalt overlay can affect the behavior of the discontinuities in the continuously reinforced concrete pavement (CRCP) system by reducing the magnitude of its movement. The investigation of crack movement behaviors of the CRCP in Chungbu Expressway was conducted in 2-phases: without overlay and with overlay. Crackmeters were installed at selected crack locations and measurements were collected. In the second phase of the investigation, crackmeters were installed at the concrete layer of the CRCP before a 2-inch asphalt overlay was applied. Results have shown that the crack movements under a thin asphalt overlay have reduced by 80% which indicates an effective insulation of the CRCP.

PURPOSES : In this study, a fracture-based finite element (FE) model is proposed to evaluate the fracture behavior of fiber-reinforced asphalt (FRA) concrete under various interface conditions. METHODS: A fracture-based FE model was developed to simulate a double-edge notched tension (DENT) test. A cohesive zone model (CZM) and linear viscoelastic model were implemented to model the fracture behavior and viscous behavior of the FRA concrete, respectively. Three models were developed to characterize the behavior of interfacial bonding between the fiber reinforcement and surrounding materials. In the first model, the fracture property of the asphalt concrete was modified to study the effect of fiber reinforcement. In the second model, spring elements were used to simulated the fiber reinforcement. In the third method, bar and spring elements, based on a nonlinear bond-slip model, were used to simulate the fiber reinforcement and interfacial bonding conditions. The performance of the FRA in resisting crack development under various interfacial conditions was evaluated. RESULTS : The elastic modulus of the fibers was not sensitive to the behavior of the FRA in the DENT test before crack initiation. After crack development, the fracture resistance of the FRA was found to have enhanced considerably as the elastic modulus of the fibers increased from 450 MPa to 900 MPa. When the adhesion between the fibers and asphalt concrete was sufficiently high, the fiber reinforcement was effective. It means that the interfacial bonding conditions affect the fracture resistance of the FRA significantly. CONCLUSIONS: The bar/spring element models were more effective in representing the local behavior of the fibers and interfacial bonding than the fracture energy approach. The reinforcement effect is more significant after crack initiation, as the fibers can be pulled out sufficiently. Both the elastic modulus of the fiber reinforcement and the interfacial bonding were significant in controlling crack development in the FRA.

PURPOSES: Performance evaluation of four types of asphalt concrete overlays for deteriorated national highways. METHODS : Pavement distress surveys for crack rate and rut depth have been conducted annually using an automated pavement survey vehicle since 2007. Linear and non-linear performance prediction models of the asphalt concrete overlays were developed for 43 sections. The service life of the asphalt overlays was defined as the number of years after which a crack rate of 30% or rut depth of 15mm is observed. RESULTS: The service life of the asphalt overlays was estimated as 17.4 years on an average. In 90.7% of the sections, the service life of the overlays was 15 years or more which is 1.5 times the life of conventional asphalt concrete overlays used in national highways. The performance of the overlays was dependent on the type of asphalt mixture, traffic volume levels, and environmental conditions. CONCLUSIONS : The usage of stone mastic asphalt (SMA) and polymer-modified asphalt (PMA) for the overlays provided good resistance to cracking and rutting development. It is recommended that appropriate asphalt concrete overlays must be applied depending on the type of existing pavement distress.

Cracking is an inevitable fact of asphalt concrete pavements and plays a major role in pavement deterioration. Pavement cracking is one of the main factors determining the frequency and method of repair. Cracks can be treated with a number of preventative maintenance actions, including overlay surface treatments such as slurry sealing, crack sealing, or crack filling. Pavement cracks can show up as one or all of the following types: transverse, longitudinal, fatigue, block, reflective, edge, and slippage. Crack sealing is a frequently used pavement maintenance treatment because it significantly extends the pavement service life. However, crack sealant often fails prematurely due to a loss of adhesion. Because current test methods are mostly empirical and only provide a qualitative measure of the bond strength, they cannot accurately predict the adhesive failure of the sealant. This study introduces a laboratory test aimed at assessing the bonding of hot-poured crack sealant to the walls of pavement cracks. A pneumatic adhesion tensile testing instrument (PATTI) was adopted to measure the bonding strength of the hot-poured crack sealant as a function of the curing time and temperature. Based on a limited number of test results, the hot-poured crack sealants have very different bonding performances. Therefore, this test method can be proposed as part of a newly developed performancebased standard specification for hot-poured crack sealants for use in the future. PURPOSES : The purpose of this study was to evaluate both the adhesion and failure performance of a crack sealant as a function of its curing time and curing temperature. METHODS: A pneumatic adhesion tensile testing instrument (PATTI) was adopted to measure the adhesion performance of a crack sealant as a function of the curing time and curing temperature. RESULTS: With changes in the curing time, curing temperature, and sealant type, the bond strengths were found to be significantly different. Also, higher bond strengths were measured at lower temperatures. Different sealant types produced completely different bond strengths and failure behaviors. CONCLUSIONS: The bonding strength of an evaluated crack sealant was shown to differ depending on various factors. Two sealant types, which were composed of different raw materials, were shown to perform differently. The newly proposed test offers the possibility of evaluating anddifferentiatingbetweendifferentcracksealants.Basedonalimitednumberoftestresults,this test method can be proposed as part of a newly developed performance-based standard specification for crack sealants or as part of a guideline for the selection of hot-poured crack sealant in the future.

PURPOSES : Recently, attempts have been made to evaluate tire-pavement noise based on a measure of Mean Profile Depth (MPD). However, equivalent values of MPD appear to correspond to different levels of tire-pavement noise, which indicates that other factors such as texture wavelength need to be included to improve the accuracy of noise prediction. A single index to represent texture wavelength is proposed in this study. A consistent relationship between tire-pavement noise and texture wavelength on asphalt concrete pavement is observed. METHODS: Profile data and tire-pavement noise data were collected from a number of expressway sections in Korea. In addition, texture wavelength was defined by a Peak Number (PN), which was calculated using profile data. Statistical analysis was performed to find the relationship between the PN and tire-pavement noise. RESULTS: As a result of this study, a linear relationship between PN and tire-pavement noise is observed on asphalt concrete pavement. CONCLUSIONS: Tire-pavement noise on asphalt concrete pavement can be predicted from PN information.