Characterizing the influencing factors of resuspended dust on paved roads according to the atmospheric environment and traffic conditions is important to provide a basis for road atmospheric pollution control measures suitable for various road environments in the future. This study attempts to identify factors in the concentration of resuspended dust according to the level of road dust loading and PM₁₀ emission characteristics according to atmospheric weather environment and traffic conditions using real-time vehicle-based resuspended PM₁₀ concentration measuring equipment. This study mainly focuses on the following main topics: (1) the increased level of resuspended dust according to vehicle speed and silt loading (sL) level; (2) difference between atmospheric pollution at adjacent monitoring station concentration and background concentration levels on roads due to atmospheric weather changes; (3) the correlation between traffic and weather factors with resuspended dust levels; (4) the evaluation of resuspended dust levels by road section. Based on the results, the necessity of research to more appropriately set the focus of analysis in order to characterize the resuspended dust according to changes in the traffic and weather environment in urban areas is presented.

This study aims to evaluate the tire–road-wear particles (TRWPs) and suspended dust generated based on the nominal maximum aggregate size (NMAS) of the polymer-modified stone mastic asphalt (SMA) mixtures indoors. The SMA mixtures containing styrene butadiene styrene (SBS) polymer and the NMASs of 19, 13, 10, 8, and 6 mm were used. Dust was generated from the wear of the tires and the pavement inside the indoor chamber by using the laboratory tire–road-wear particle generation and evaluation tester (LTRWP tester) developed by Korea Expressway Corporation (KEC). In this method, a cylindrical asphalt-mixture specimen rotates in the center, and a load is applied using three tires on the sides of the test specimen. During the test, a digital sensor was used to measure the concentration for each particle size. After the test was completed, the dust was collected and weighed. According to the test results, the generated TRWP emissions were reduced by approximately 0.15 g as the NMAS of the SMA mixture decreased by 1 mm. TRWP emissions decreased by 20% when using the 6 mm SMA mixture compared to the 13 mm SMA mixture. For practical application, a predicted equation of TRWP emissions estimation was developed by using the concentration of suspended dust measured by the digital sensor in the LTRWP tester. LTRWP can be used as an indoor test method to evaluate pavement and tire materials to reduce the amount of dust generated from tire and pavement wear.

As the amount of aged pavement increases, functional damage, such as spalling, occurs frequently on Portland Cement Concrete pavement (PCC) in South Korea. However, the existing management method does not properly reflect the scope of deterioration of the pavement causing early damage. To overcome the problem of the existing repair method, this study evaluated the deterioration of functional damage on the surface of the slab as soundness through ultrasonic velocity measurement method among non-destructive testing (NDT) techniques and suggested a method to estimate the depth of deterioration. To develop a method for estimating the depth of the deterioration a slab, a preliminary investigation was conducted to check the range of ultrasonic velocity of concrete pavement in South Korea and to evaluate the variability of NDT equipment. Based on the ultrasonic velocity, the sound rating of concrete pavement was graded from 5 for “very good” to 0 for “very poor”, and the tendency of the ultrasonic velocity to increase according to the depth of the deteriorated areas was confirmed.

This study evaluates the crack performance of stone mastic asphalt (SMA) mixtures according to the performance of a modified asphalt binder, evaluated based on the asphalt performance grade (PG) and the elastic recovery of multiple stress creep and recovery (MSCR) according to AASHTO M 320 and T 350. The cracking performance of the mixture was evaluated using the asphalt mixture performance tester (AMPT) according to AASHTO T 378 and T 400 through dynamic modulus and direct tension cyclic fatigue tests. Furthermore, the recently developed viscoelastic continuum damage (VECD) theory was utilized to evaluate the cyclic fatigue index parameter (apparent damage capacity, Sapp) and the permissible heavy vehicle class. For performance evaluation, six modified asphalt mixtures were prepared and tested using SMA aggregate gradation with a nominal maximum aggregate size (NMAS) of 10 mm. The MSCR test results revealed that, of the six asphalt mixtures, the rubber-based PG76-28 exhibited the least initial strain and the highest elastic recovery. The dynamic modulus test results demonstrated that using a rubber-based modifier increased the elastic modulus at high temperatures and decreased it at low temperatures, thereby enhancing resistance to plastic deformation in the summer and reducing low-temperature cracking in the winter. Finally, the correlation between the Sapp performance index and the elastic recovery of modified asphalt and the number of direct tension cyclic loads until failure of the mixture was evaluated as 0.87 and 0.76, respectively.

Particulate matter (PM) originating from road dust is an increasing concern in urban air quality, particularly as non-exhaust emissions from tire–pavement interactions gain prominence. Existing models often focus on meteorological and traffic-related variables while oversimplifying pavement surface characteristics, limiting their applicability across diverse spatial and traffic conditions. This study investigates the influence of concrete pavement macrotexture—specifically the Mean Texture Depth (MTD) and surface wavelength—on PM₁₀ resuspension. Field data were collected using a vehicle-mounted DustTrak 8530 sensor following the TRAKER protocol, enabling real-time monitoring near the tire–pavement interface. A multivariable linear regression model was used to evaluate the effects of MTD, wavelength, and the interaction between silt loading (sL) and PM₁₀ content, achieving a high adjusted R² of 0.765. The surface wavelength and sL–PM₁₀ interaction were statistically significant (p < 0.01). The PM₁₀ concentrations increased with the MTD up to a threshold of approximately 1.4 mm, after which the trend plateaued. A short wavelength (30 mm), likely due to enhanced air-pumping effects caused by more frequent aggregate contact. Among pavement types, Transverse Tining (T.Tining) exhibited the highest emissions due to its high MTD and short wavelength, whereas Exposed Aggregate Concrete Pavement (EACP) and the Next-Generation Concrete Surface (NGCS) showed lower emissions with a moderate MTD (1.0–1.4 mm) and longer wavelength. Mechanistically, a low MTD means there is a lack of sufficient voids for dust retention but generates less turbulence, producing moderate emissions. In contrast, a high MTD combined with a very short wavelength intensifies tire contact and localized air pumping, increasing emissions. Therefore, an intermediate MTD and moderate wavelength configuration appears optimal, balancing dust retention with minimized turbulence. These findings offer a texture-informed framework for integrating pavement surface characteristics into PM emission models, supporting sustainable and emission-conscious pavement design.