Potholes on urban expressways are a critical pavement maintenance problem because they threaten driving safety, generate vehicle-damage claims, and require repeated emergency repairs. However, network-level evidence integrating climate, traffic, maintenance execution, and detection practice remains limited. This study addressed this gap through a stage-1 empirical assessment of pothole occurrence and pavement maintenance response on the Seoul urban expressway network. The novelty lies in integrating six years of operational data, including pothole repair records, compensation cases, monthly rainfall, monthly average temperature, route-level traffic volume, maintenance budget and execution records, detection pathways, and repeated pothole locations. A total of 28,821 pothole repairs were recorded between 2020 and 2025, with Olympic-daero (11,330 cases), Dongbu Trunk Road (6,594 cases), and Gangbyeonbuk-ro (5,067 cases) accounting for approximately 79.8% of the total. The compensation burden was also concentrated, with 158 cases and a total payout of KRW 48,592,000. Pothole occurrence showed a clear dual-season pattern, with high counts during the thawing period and a stronger summer peak, increasing from 1950, 3100, and 3773 cases in June, July, and August when rainfall rose from 174.60 mm to 333.68 mm and 352.15 mm, respectively. Traffic remained consistently high (48,576–96,700 vehicles/day) but varied by only approximately 5.1% annually, indicating that climate governed outbreak timing, while traffic acted mainly as a chronic aggravating factor. Artificial intelligence (AI)-based Camera Detection System (CDS) detection contributed to 54.3% and 57.2% of external detections in 2024 and 2025, respectively, while repeated repairs accounted for 3,957 cases across 783 locations (13.7% of total repairs). These findings support seasonal preventive maintenance, route-based prioritization, AI-assisted detection, and hotspot-focused management.

This study identifies critical ESG decision factors for road pavement maintenance during the design phase, which dictate approximately 80% of infrastructure performance outcomes. A two-stage analytical framework was employed. First, the fuzzy-Delphi method filtered 72 industry indicators into 20 core factors based on expert consensus (defuzzification value≥0.7). Second, a revised importance-performance analysis prioritized these factors across five regional types (urban, mountainous, rural, coastal, and expressway) using a 10-member expert panel. Results revealed distinct regional priorities: urban areas emphasized low-noise construction, mountainous areas focused on ecological restoration, coastal areas prioritized durability, and expressways required worker safety system integration. Climate risk assessment (G10) and pollution prevention (E19) emerged as priorities across all regions. These findings prove that ESG evaluation in road maintenance must incorporate weighted regional differentiation rather than uniform criteria. Policy recommendations include implementing mandatory regional ESG checklists in design guidelines and establishing BIM-integrated performance-tracking systems.

도로 관리는 교통 시스템과 국가 경제에 중대한 영향을 미치며, 이에 따라 도로 유지관리는 시민들의 삶의 질을 향상시 키는 데 중요한 역할을 한다. 따라서 체계적인 유지관리는 도로 안전성과 경제적 효율성을 높이는 데 필수적이다. 기존 의 도로 관리 방식은 대부분 반응적이며, 종이 문서를 기반으로 이루어져 정보 손실, 데이터 손상, 검색의 어려움 등의 여러 제한점을 가지고 있다. 이러한 문제를 해결하기 위해 본 논문에서는 3D 모델과 관련 데이터를 일대일 매핑하여 자 동으로 입력할 수 있도록 하는 BIM (Building Information Model)을 활용한 접근 방식을 제안한다. 본 연구는 주로 BIM 생성을 위해 널리 사용되는 Autodesk Revit을 활용하여 3D 도로 모델을 생성하고, 도로의 손상 정보 (길이, 폭, 보수 면 적, 보수 부피, 유지보수 이력 등)를 통합 관리하는 방법을 연구한다. 하지만 Revit은 디지털 정보를 3D 모델에 자동으로 가져오는 기능이 없기 때문에, Visual Programming 도구를 이용하여 유지관리 기록 정보를 BIM으로 자동 입력하는 방 법을 개발하였다. 이를 통해, 사용자가 특정 도로 손상 모델을 선택하면 해당 손상의 통합 이력을 표시할 수 있는 새로 운 통합 이력 관리 시스템을 구축하였다. 이러한 접근 방식은 종이 문서 기반의 기록 방식에서 발생하는 데이터 손상, 기록량 증가, 특정 데이터 검색의 어려움 등의 문제를 해결할 수 있으며, 신속하고 정확한 의사 결정을 지원한다. 본 연 구는 BIM을 활용한 도로의 통합 이력 관리 시스템 구축을 통해 새로운 방향성을 제시한다.

This study evaluates adhesion strength under various conditions to ensure adhesion performance during asphalt-pavement maintenance. The adhesion performance of a tack coat varies under various conditions. Therefore, to evaluate its curing behavior, several tests, i.e., evaporation residue rate, tracking, tack-lifter, and shear bond strength tests, were conducted based on the type, amount, and curing time of the tack coat.The result of the evaporation residue rate test shows that, except for the SSC tack coat, RSC-4 and modified tack coats require similar curing times, even though the modified tack coats have a lower moisture content. Additionally, based on the evaporation residue rate, the tracking and track-lifter test results show that approximately 75% curing is required to prevent the loss of the tack coat during asphaltpavement maintenance. After maintenance work is completed, the shear bond strength was measured to evaluate the curing properties of the tack coat. The results show that the amount applied, curing degree, and shear bond strength are proportional, whereas the modified tack coat indicate a significant difference in the strength increase rate depending on the curing degree. Additionally, when dust is attached to the surface of the tack coat, the difference in strength exceeds 20%, depending on the attachment ratio.To achieve the best adhesion performance by the tack coat during maintenance work, the loss of the tack coat should be prevented by implementing the exact curing time determined experimentally, regardless of whether the tack coat is modified, and the surface where the tack coat is applied should be cleaned before application.

PURPOSES : The purpose of this study was to evaluate the common performance of asphalt pavements, determine the timing of preventive maintenance, and determine the optimal timing of application of the preventive maintenance methods by analyzing PMS data. METHODS : Using PMS data on asphalt pavement performance on highways, we derived the major damage factors and evaluated them according to the public period and traffic level. Among the factors evaluated, we determined those that could be improved by preventive maintenance, calculated the amount of change annually, and derived the timing of the application of the preventive maintenance method through correlation analysis. RESULTS : Among highway PMS data factors, crack variation was found to affect preventive maintenance, which increased rapidly after five years of performance. Traffic analysis showed that changes increased rapidly in the fifth, sixth, and seventh years when AADT exceeded 20,000, exceeded 10,000, and was under 10,000, respectively. Analysis of the amount of crack variation according to the pavement type showed that crack variation increased rapidly in the overlay section compared to the general AP section. CONCLUSIONS : Crack variation is the performance factor that was expected to be effective in preventive maintenance, and the PMS data showed that the initial application time of the preventive maintenance method varied by one year, depending on the traffic volume.

PURPOSES : In this study, a method to use magnesium phosphate ceramic (MPC) concrete for the surface maintenance of airport pavements with jointed concrete is developed. METHODS : To investigate the application of a material incorporated with MPC for the surface maintenance of airport pavements with jointed concrete, structures with various cross-sections and thicknesses were constructed. The cross-section of the structure was modeled for the surface maintenance of four types of pavements and typical pavement construction processes, such as cutting, cleaning, production and casting, finishing, hardening, and joint reinstallation. Subsequently, the hours required for each process was determined. RESULTS : The MPC concrete used for the surface maintenance of airport pavements with jointed concrete demonstrate excellent performance. The MPC concrete indicates a compressive strength exceeding 25 MPa for 2 h, and its hydration heat is 52.9 ℃~61.2 ℃. Meanwhile, the crushing and cleaning performed during the production and casting of the MPC require a significant amount of time. Specifically, for a partial repair process, a total of 6 h is sufficient under traffic control, although this duration is inadequate for a complete repair process. CONCLUSIONS : MPC concrete is advantageous for the surface maintenance of airport pavements with jointed concrete. In fact, MPC concrete can be sufficiently constructed using existing concrete maintenance equipment, and partial repair works spanning a cross-sectional area of 11 m2 can be completed in 1 d. In addition, if the crushing and cleaning are performed separately from production and construction, then repair work using MPC concrete can be performed at a larger scale.

PURPOSES : The purpose of this study is to evaluate the performance of an ultra-thin asphalt pavement as a preventive maintenance approach through laboratory tests. METHODS : An ultra-thin asphalt pavement of 2 cm wearing course thickness comprising modified asphalt and aggregate is a preventive maintenance method used for asphalt pavements. A mix design was carried out to determine the optimum aggregate gradation and asphalt contents. A dynamic immersion test was performed to evaluate the water-resistance of the ultra-thin asphalt pavement. A wet track abrasion test and a cohesion test were conducted to examine the applicability of the ultra-thin asphalt pavement in surface treatment. The performance of the ultra-thin asphalt pavement was evaluated through wheel loading tests, such as Hamburg wheel-tracking and third-scale model mobileloading simulator (MMLS-3). RESULTS : An optimum binder content of 4.9% was obtained in the ultra-thin asphalt mixture from the Marshall mix design. The waterresistance tests indicated a 70% dynamic immersion coverage rate of the ultra-thin asphalt pavement. The wet track abrasion test showed an abrasion rate of 0.0107 g/cm2, and the cohesion tests indicated a 19.0 kg·cm average cohesion at 30 min of operating time and 21.4 kg·cm average cohesion at 60 min of operating time. From the Hamburg wheel-tracking test, a 16.56 mm rut depth at 20,000 wheel passing was obtained. Finally, a 5.87 mm rut depth at 300,000 number of wheel passing was detected from the MMLS-3 test. CONCLUSIONS : The water-resistance of the ultra-thin asphalt pavement satisfied the recommended guidelines of the Korean Ministry of Land, Infrastructure and Transport. In addition, the applicability of the ultra-thin asphalt pavement as a surface treatment met the standard of the International Slurry Surfacing Association. Furthermore, the deformation performance of the ultra-thin asphalt pavement was 1.5 times better than that of the straight asphalt pavement, based on the results of the wheel-loading tests. Hence, it is estimated that an ultra-thin asphalt pavement has a high performance in the preventive maintenance of asphalt pavement, even though the cracking resistance was not evaluated in this study.

PURPOSES: The objectives of this study are to analyze the current status of pothole during a rainy season and to suggest a future pavement maintenance method via pothole analysis. METHODS: Potholes are caused by moisture submerged in pavement. The pore pressure caused by traffic and environmental loads causes failure between the aggregate and asphalt binder. Thus, heavy rain is a primary pothole creator, especially in aged pavement. To prevent accidents on roadways, Gyeonggi-do has initiated a fast pothole repair program. However, the number of potholes increase every year. In this study, the current status of potholes and maintenance methods are analyzed. Based on these results, a future pavement maintenance method is suggested. RESULTS AND CONCLUSIONS : Gyeonggi-do’s pothole situation is worse than Seoul’s. Problems were founded, as follows. The amount of potholes was large, and the number increased annually. Pothole management is done at a basic level, because there is no long-term plan. Potholes occur frequently at the same site because of the poor quality of emergency repair. Finally, there is no systematic and comprehensive pavement management. Thus, pothole prevention measures are ill-prepared. Therefore, to reduce potholes and to manage high quality pavement, it is necessary to make a long-term pavement management plan.

PURPOSES: Case studies of an asphalt-overlay project with a performance-based contract method were conducted on a national highway in Korea to evaluate the effect of the method on asphalt pavement maintenance. This study evaluated the procedure of the performance-based contract method. METHODS: In this study, an asphalt-pavement maintenance project for a national highway was assessed with a performance-based contract to investigate the advantage of the new contract procedures. This is the first trial applying the performance-based contract to a pavementrehabilitation project in Korea. In the four case studies, the warranty period of the performance-based contract was designed for seven years. The research team monitored the construction site to compare the normal contract method with the performance-based contract method. The case studies’project sites were investigated after the end of the construction. RESULTS : Based on the limited case studies, the performance-based contract method could extend the service life of the asphalt pavement and reduce the pavement-maintenance budget because the quality control was well managed by the contractors. However, a few construction laws would be necessary to apply the performance-based contract method in the future. CONCLUSIONS : Using the performance-based contract, the construction company made great efforts to guarantee the warranty period and to apply the optimal maintenance method, based on the pavement distress condition. The contractor and the agency would need to understand the new performance-based contract system for it to be activated. Therefore, a proper education program for the performancebased contract system would be needed to educate the stakeholders regarding the procedures and their effects on the pavement management and maintenance.