Recycled Concrete Aggregate (RCA) is different from natural aggregate because of RCA’s cement paste and contaminants that cause low density and high porosity. In many cases, these properties of RCA that lead to poor engineering qualities are the major reasons that RCA is not recommended as aggregate for Hot Mix Asphalt (HMA). In this research, the performance of HMA mixtures with RCA is quantitatively evaluated using various tests to verify the applicability of RCA as aggregate for HMA material. For this verification, the Indirect Tensile (IDT) strength test, Kim test, wheel tracking test, and tensile strength ratio test accompanied by fundamental material property tests were performed on asphalt mixtures with four types of aggregate blends. In addition, asphalt mixtures with RCA, whose binder contents were determined from the Superpave mix design method, were utilized and evaluated against Marshall design criteria in order to effectively reflect both field specifications and field compaction conditions in South Korea. As a result of this study, it is observed that the study asphalt mixtures with RCA (Mixes II and III) show good performance compared to the asphalt mixture with natural aggregate only (Mix I) in terms of indirect tensile strength ratio, deformation strength, rut depth, and IDT strength, whereas Mix IV, which consists of coarse and fine RCA, does not exhibit good performance. By evaluating the Marshall test properties of each mixture, it is also concluded that the dynamic loading in the Marshall test compaction method possibly causes friction in the RCA of the asphalt mixtures and, therefore, leads to an underestimation of the engineering properties of HMA with RCA.

In every city, low-volume roads and parking lots are composed of dense-graded pavements that increase storm-water runoff; however, urban flooding problems can be prevented if an appropriate pavement system is achieved. One preferable solution to this problem for low volume roads and parking lots is to use permeable interlocking block pavement. To determine the storage capacity of this kind of pavement, a series of material property tests were performed such as specific gravity, void ratios, and porosity etc., which was further used to calculate the water storage capacity of the pavement. And rainfall simulation tests were performed to evaluate surface runoff, delay time, storage capacity, and outflows over two hours. A regression analysis showed that the water storage capacity measurement from rain simulation tests agreed with the storage capacity calculation depending on laboratory materials-properties tests, based on their high correlation and coefficient values, each within the 95% confidence interval.

In concrete block pavement, individual blocks are laid in a predetermined pattern to create a surface interlocked with joint filler that has some discontinuities rather than continuous paving. The overall structural stability is guaranteed by minimizing the rotation and displacement of the blocks. In this paper, dynamic dropped loading tests were conducted to evaluate the load dispersion capacity of concrete block pavement with various block shapes and different laying patterns. The results showed that the vertical deflection increased logarithmically with increasing load pressure. No significant shape-dependent differences in load dispersion were observed, except for the stack pattern. The herringbone pattern showed the best performance of the three different laying patterns that were studied. In all laying patterns, the ratio of stress transferred from the applied pressure on the surface to the base tended to decrease exponentially as the applied pressure increased, consisting of three phases. Whereas the herringbone pattern had the highest load dispersion capacity in Phase 1 (${\sigma }_0<0.2\mathrm{MPa}$ ), the difference between the patterns decreased as the applied pressure increased in Phase 2 ($0.2\mathrm{MPa}\le {\sigma }_0\le 0.6\mathrm{MPa}$ ), and in Phase 3 (${\sigma }_0>0.6\mathrm{MPa}$ ) the ratio became constant even though the applied pressure increased. The block shape did not exert a significant influence on the load distribution capacity.

In order to make bicycling more popular, which generates no CO₂ emission, the construction and connection of a bike road network are very necessary. Among various bike path pavement construction methods, this study chose a roller compacted concrete method that uses low cement and is environment-friendly. Roller compacted concrete, a durable paving material that can carry heavy traffic loads, has been developed as a fast, economical construction method. This study is to investigate the mechanical performance of the roller compacted concrete as a bike path road pavement. Through an analysis of the experimental results, mechanical performance and compaction rate under different compaction methods were studied for the field application. Based on the observations from compressive strength tests, it is recommended that the mixes for the low cementitious materials-based roller compacted concrete pavement have the cementitious binder content greater than 250 kgf/m³. In order to provide appropriate workability the water content should be at least greater than 120 kgf/m³ when the binder content is greater than 250 kgf/m³. When the compaction method suggested herein is applied it is strongly recommended that the low cement based roller compacted concrete pavement has its compaction ratio greater than 93%.