Viscoelastic parameters such as phase angle and unit dissipated energy derived from fatigue tests of asphalt mixture correlate with the number of cycles to fatigue failure. The heat-deterioration changes viscoelasticity of asphalt binder and affects the fatigue life of the asphalt mixture. This study conducted the direct tensile tests and repeated compressive- tensile tests for the heat-deteriorated asphalt mixtures.The effects on fatigue failure with changing the viscoelasticity were investigated by clarifying the relationships between the viscoelastic parameters of the heat-deteriorated asphalt mixtures and their fatigue damage properties. As a result, it was found that the stiffness of the heat-deteriorated asphalt mixture increased, the phase angle and the unit dissipated energy decreased, and the fatigue life tended to prolong. When the heat-deteriorated asphalt mixtures have viscoelastic property, the fatigue life does not always increase.

 Pavement recycling has been conducted for more than 40 years, and recycled aggregate has been used multiple times depending on the region. Therefore, there is concern that the quality of recycled aggregate would deteriorate. Then, various studies have been conducted on the effect of the degree of deterioration of the regenerated aggregate on the recycled asphalt mixture. The authors have previously clarified that it is possible to evaluate the crack resistance at high temperature of the recycled asphalt mixture by the splitting strength ratio and the high temperature Cantabro loss rate using the recycled aggregate made in the laboratory.Therefore, in this study, the properties of the recycled asphalt mixture were examined using the recycled aggregate used at the actual pavement site. As a result, similar to the above results, it was possible that the splitting strength ratio and the high temperature Cantabro loss rate could be applied as an evaluation method of crack resistance at high temperature. Then, specification range of these evaluation indexes for recycled asphalt mixture was proposed.

 For the base layer of the steel deck pavement of the Hanshin Expressway, guss asphalt mixture that has high deflection followability, can be constructed by pouring, and can be easily filled into uneven parts on the steel deck has been conventionally used. In recent years, pavement road companies have been making efforts toward the practical application of pavement with high durability and low odor compared to conventional guss asphalt pavement. On the other hand, the standards for applying the highly durable guss asphalt mixture to the base layer mixture on the steel deck have not been established on the Hanshin Expressway. In this paper, various tests were conducted to evaluate the performance required for the base layer of the steel deck pavement for the purpose of defining the performance of the highly durable guss asphalt mixture. As a result, it was confirmed that most of the highly durable guss asphalt mixture used in this study has excellent flow resistance and crack resistance compared to the conventional guss asphalt mixture.

 The effectiveness of infrared spectroscopic analysis has been reported as a method for examining the deterioration of asphalt and the presence of modifiers. In recent years, the miniaturization of infrared spectroscopic analyzers has progressed, and handheld types are also available. So, they are expected to be used in the field. Infrared spectroscopy has measurement methods other than total internal reflection absorption measurement (ATR), and it is considered possible to examine asphalt mixtures non-destructively by selecting a method suitable for the target. In this investigation, we focused on the diffuse reflection method and the photoacoustic method, performed infrared spectroscopic analysis of asphalt binders and asphalt mixtures, and examined the application conditions of these measurement methods. As a result, the measurement conditions and application range when applied to asphalt mixtures were clarified.

 Asphalt used as a binder for paving materials is usually classified into different categories, according to its manufacturing method and its composition. After being classified into different categories, the asphalt is then grouped into quality grades and sold in the market. Each “category” evaluates the asphalt property according to mutually independent assessment criteria of its own. As a result, both the orderer and the contractor of asphalt pavement work are unable to compare and examine the physical characteristics of asphalt across different categories, which hinders the improvement of asphalt technology. In order to improve the evaluation method of characteristics of asphalt, the force ductility test can be used to assess the physical properties of asphalt using the same estimation method across different category. This research paper investigated the improved force ductility test method, and examined its usefulness as a mechanical evaluation method of pavement asphalt.

 In order to extend the service life of asphalt roads, modification with polymeric materials is commonly used. In material modification, in addition to using chemical approach, physically accelerating polymerization reaction by irradiating the material with electron beams, which is used in the fields of automobiles, medical, pharmaceutical products, electrical and electronic materials. The purpose of this study was to understand the physicochemical properties of electron-beam-errddiated asphalt. Further more this study search for both the modified effect of asphalt and the recovery and regeneration of degraded asphalt. In the evaluation process, the asphalt was irradiated with an electron beam under various condition. Next, regarding the asphalt before and after irradiation, and evalc the changes in industrial properties, mixture properties, viscoelastic properties, composition and chemical stucture. These results shown that the physico chemical properties of asphalt were charge by irradiated with an electro beam, found modification effect on the asphalt. found modification effect on the asphalt.

 It has been pointed out that asphalt pavement deteriorates in very surface due to the weathering effects, especially for ultraviolet light attack, during long term servicing. As one of the countermeasures, carbon black additives technique has been studied to extend the service life by shielding ultraviolet light. In a test pavement on a newly constructed bypass road, carbon black was added to the asphalt mixture in order to verify the performance in a field, and the follow-up survey has been conducted up to six years in actual toad traffic servicing. As a result, it was found that asphalt deterioration is particularly remarkable in the part 10 mm from the pavement surface, and that the addition of carbon black can inhabit surface clack initiation corresponding to a period of several years by asphalt deterioration control against ultraviolet light.

 In this study early destruction of asphalt pavement caused by deterioration in the upper layer of bridge deck has been discussed experimentally. Firstly, the researcher figured out if the damage mechanism of asphalt pavement could be simulated by the water-immersed fatigue experiment in which the pavements such as environment temperature and specimen’s shape are varied.Furthermore, early destruction of asphalt pavement is reproduced. and as the result, in the asphalt pavement above the aggregation, bending crack occurred because the supporting power of bridge deck has been reduced.Therefore, these crack developed until the bridge surface and this phenomenon leads to the early destruction of asphalt pavement.

 Rainwater and snowmelt water enter from cracks in the pavement and from the edges of pavement. These waters spread between the layers of pavement. And it causes delamination and potholes. Furthermore, the addition of freeze-thaw action to these accelerates pavement damage. Therefore, a technology that appropriately suppresses the ingress of water is required. The purpose of this research is to develop a technology to detect the moisture between layers of pavement. This technology is necessary to evaluate the performance of the technology that suppresses the ingress of water. In this study, the applicability of technology to detect moisture by measuring electrical resistance is discussed. Electrical resistance was measured using copper foil electrodes. Based on the various test results, it was found that the developed technology can be detected the moisture infiltrated between the layers of pavement.

 When estimating the freezing zone under the paved road using two-dimensional heat transfer analysis, it is extremely rare that the road surface temperature of the paved road required to the analysis is clarified. Therefore, it is desirable to be able to estimate the road surface temperature using the easily available outside air temperature. In this study, We investigated the interrelationship between the 10-year road surface temperature and the outside air temperature measured at 130 road telemeters in Hokkaido. In addition, the interrelational equations between the road surface temperature and the outside air temperature in each area in Hokkaido was derived. As a result, It is confirmed that the frost penetration depth can be estimated accurately by performing a two-dimensional heat transfer analysis using the road surface temperature calculated by substituting the outside air temperature into the optimal interrelationship equation.

 Two-dimensional heat transfer analysis can be used to understand the difference in frost penetration depth in the road crossing direction caused by partial snow cover and installation of heat insulating material. However, in order to estimate the frost penetration depth from the limited information that is easily available detailed consideration of the analytical method such as the depth of the model ground and the boundary conditions is required. In this study, based on the results of underground temperature measured in a relatively homogeneous ground, an analytical method that can estimate the maximum frost penetration depth only from the thermal properties of each layer and surface temperature is constructed. By analyzing the paved road where the ground surface temperature was measured according to the constructed method, the frost penetration depth could be estimated accurately. In addition, it was confirmed that it is important to grasp the surface temperature in order to accurately estimate the frost penetration depth, and that the frost penetration depth can be accurately estimated even by using the thermal parameters calculated by Kersten's and Ifukube's equation.

 In order to sustainably maintain road structures, it is effective to use three-dimensional (3D) data, which has excellent visual expression and can share information. However, a maintenance system that grasps the shape from 3D data and expresses damage and inspection results at any location is still under development. 3D road data is generally measured over a wide area every few years, and there is no environment in which the updated data can be used. It takes time for changes in road structures to be reflected in 3D point cloud data, and there is a problem that the latest data cannot be used in maintenance work. The objective of this study is to build a 3D point cloud data base for road maintenance, and to partially use the existing 3D point cloud data using the data measured by the terrestrial laser scanner and camera for the feature to be updated. We devised and verified an update method to improve the freshness of the data.

 In order to manage a huge amount of road pavement with a limited budget and personnel, it is necessary to prevent early deterioration of the pavement and reduce LCC by extending the service life. When internal deterioration of the pavement occurs, if the road administrator makes cheap repairs without repairing from the deteriorated part, the road surface may deteriorate early and future repair costs may increase. In this study, we constructed a Markov deterioration model that can express early deterioration. We defined a complex state of road surface deterioration and internal deterioration, and proposed a transition probability matrix in which the probability of road surface deterioration changes due to internal deterioration. Furthermore, it was confirmed that the possibility of reducing the LCC can be quantitatively evaluated by performing numerical calculations using a fictitious deterioration model and performing repairs suitable for internal deterioration.

 Antifreezeing agent is sprayed based on the road surface temperature and the salinity of the water on the road surface. In order to judge the risk of slip accidents and the amount of spraying antifreezeing agent, the thickness of water film and the amount of residual salt on the road surface are also required.

 In order to devlope a sensor for measuring the thickness of water film on the road surface that enables continuous measurement while driving, we have improved the device that measures salinity on the road surface by water splashed from the vehicle's tires. In this paper, we verified the measurement accuracy of device for the thickness of water film, the water salinity and the residual salt on the road surface throught driving tests. Moreover, we clarified the characteristics and points for improvement of the device. The following are the findings. (1) At a passage speed of 20 km/h, the measurement accuracy deteriorated because the water splashed by the tire was too small compared to the water supplied from inside the vehicle to the salinity sensor. (2) The measurement accuracy deteriorated that the salinity on the road surface is closer to the salinity of the supplied water. (3) The device was found to measure the residual salt on the road surface with error of 3.1 g/m², in case of the salinty of the water on the road is less than 8%.

 Pavement industries actively promote the application of information and communication technologies measuring three dimensional point clouds to improving the productivity of construction and management activities. However, data treatment of point clouds simultaneously imposes more computational effort than traditional profile-based data analysis, and then requires an efficient and rational analysis method. This study proposes an efficient analysis method of road surface point clouds with the dual-tree complex wavelet transform (DTCWT) which allows high-efficient multiresolution analysis providing multi-dimensional filtering algorithm. This study introduces DTCWT for improving the analysis efficiency of road surface point clouds. A result of a field experiment shows that DTCWT overcomes the conventional filtering problem by enabling effective filtering combined with waveband decomposition and its orientation. Consequently, DTCWT contributes to the analysis of road surface point clouds efficiently and rationally in terms of the data decomposition and visualization.

 In recent years, although terrestrial laser scanners (TLSs) are widely employed in ICT paving works, the application of TLSs could be less efficient than conventional methods according to the measurement conditions. This study introduces a sophisticated acquisition method of point clouds with TLS combined with global navigation satellite system (GNSS) which is free from the target-based establishment of ground control points. Considering a feature of TLS measurements of which the density of measured point clouds depends on distance, we also propose a novel measurement protocol for construction quality control. The protocol optimizes the interval of turning points, and then equalize the density of point clouds. As a result, this paper shows that the proposed method is superior in the efficiency of measurement and data handling to the conventional method with keeping the measurement accuracy.

 This study verified the long-term durability of next-generation asphalt pavement with low rolling resistance (LRRAP). In the verification, the standard type LRRAP and the drainage-oriented type LRRAP were compared with the drainage asphalt pavement as the conventional pavement. The evaluation items were cracking, rutting, longitudinal profile, skid resistance, texture depth, and drainage performance. Durability was verified up to 1.2 million wheels (49kN equivalent load) by measuring each evaluation item for every 100,000 wheels by an accelerated loading test at PWRI's pavement test field. As a result, it was confirmed that all the evaluation item have the same durability as the drainage pavement.

 The correlation between skid resistance and texture was investigated for various concrete pavement surfaces. The results showed that it is effective to extract and evaluate the roughness curve of a specific road surface wavelength from the measured texture curve, and that the roughness of the road surface wavelength of 0.5 mm or less has a large effect on the skid resistance. The arithmetic mean roughness (Ra) calculated from the roughness curve of the road surface wavelength of 0.5 mm or less showed a strong positive correlation with the dynamic friction coefficient by DFTester. The similar tendency was observed for BPN, although the difference in the relationship depended on the degree of wearing, and BPN was higher on the road surface that had not been affected by wearing even when Ra was equivalent. Since the effect was considered to be caused by textures other than Ra, correlation analysis was conducted by adding other indicators as well.

 A figure is drawn on the road surface of porous asphalt pavement by polishing, whereby enabling the observer to identify the image by the differences in brightness of the surface. The polishing causes differences in the brightness of the surface, which its differences are affected by the light source, viewpoint and the positional relationship of the road. Hence, depending on these factors, the identification of the image may become easy or difficult by the observer . Therefore, in order to examine where and how much the polished pavement should be polished to make image recognition easier, we measured brightness of the polished pavement with different light source, viewpoint, positioning between the intended road surface and their relationships and summarised the data obtained.

 In this study, a concrete pavement with a heat dissipation pipe buried was constructed in the university campus, and the influences on the heat medium’s type, temperature and the cover thickness of the heat dissipation pipe to both the road surface temperature and the anti-freezing effectiveness were investigated. As a result, the surface temperature rising in summer and snow in winter can be suppressed thorough water, which is stored in an outside tank and is circulated inside the pavement. Furthermore, it is obviously concluded that there is no snow left above the pavement in case of about 10℃ water circulating even if the cover thickness of the pipe is 70mm in the climate of Koriyama Fukushima. Moreover, according to 3D FEM analysis, it is suggested that a suitable water temperature would have an advantage on decreasing the surface temperature and anting-freezing of pavement surface.

 The apron concrete pavement at the airport in this report has a structure in which a 350mm-thick original concrete pavement has been overlaid with 130mm-thick concrete. When replacing concrete pavement with a total thickness of 480 mm, We need to know the situation where delamination occurs between the overlaid concrete slab and the original concrete slab for the purpose of shortening the construction noise period at night by improving the efficiency of demolition work. The surface deflection was measured by FWD test at the centers and joints of concrete slab. Using the measured deflection values and the inverse analysis values, the extent of de-bonding was assessed for the concrete pavement. As a result, in the concrete slab with delamination, the ratio of the elastic modulus of the original concrete slab to the elastic modulus of the overlaid concrete slab analyzed in reverse tended to decrease.

 In pavement maintenance management, in order to evaluate the pavement structural soundness at the network level, testing equipment that is able to continuously measure deflections while moving has been developed in several countries, which is called Moving Weight Deflectometer (MWD). In Japan, an MWD equipped on a medium-size vehicle is being developed. The MWD employs a method to estimate pavement deflection by measuring the deflection velocity of the road surface with a doppler laser. The problem is how to propely remove the noise caused by the vibration of the moving vehicle for accurate measurement. In this study, we developed a new denoising method that removes the noise by calculating the difference between the observed values obtained from multiple doppler laser sensors. The developed method was validated by comparing the deflections measured with th MWD and FWD on actual roadways. As a result, it was confirmed that the deflections of the MWD ware almost the same as those of FWD, regardless of the driving speed, and that the noise due to the vehicle motion properly removed.

 When the mud pumping occurs in a ballasted track, the frequency of repair work will increase. On the other hand, several types of ballastless tracks were developed to reduce the repair work of a ballasted track. For example, the ballastless track with super-fine particle cement (SFC) milk can use existing aged ballast. However, it could not be applied to the ballasted track with mud pumping. In this study, we proposed some construction methods for the ballastless track with SFC milk that can be applied to the ballasted track with mud pumping, and evaluated its settlement characteristics. As a result of the cyclic loading test for fullscale track model and the test construction on commercial lines, it was confirmed that the ballastless track with SFC milk had a sufficient effect on settlement suppression.

 In order to investigate effects of cyclic loading speed on influence to the cyclic shear deformation and the liquefaction strength of asphalt emulsion stable treated base course material, a series of undrained cyclic triaxial tests were performed applying cyclic loads with 3 types of loading frequencies. From the results, as the loading speed increased, the decrease in effective stress and the development of axial strain tended to be suppressed. In addition, comparing the increment of liquefaction strength R_L20 at cyclic loading frequencies 0.0031Hz and 0.2000Hz, the increment of iquefaction strength R_L20 was 0.05 when the asphalt emulsion addition amount was 5%, whereas the aspalt emulsion addion amount was 20%, it was 0.31. The result was that as the amount of asphalt emulsion added increased, the liquefaction strength R_L20 increased significantly with the increase the cyclic loading speed (loading frequency).

 One of the factors that reduce the structural condition of pavement is water penetration into base course. It is known that ground water affects bearing capacity and load distribution of granular base course. But it is not clarified quantitatively. In addition, the relationship between stiffness of base course and water level fluctuation is not clear. It is unclear how exactly to grasp the condition change of granular base course due to water on actual road sites. In this study, the authors experimented with a full-scale pavement test site with controlled water level. In the experiment, bearing capacity and load distribution of granular base were measured by FWD and pressure guage installed on the top of subgrade. As a result, it is clarified that the higher the groundwater level, the smaller the load distribution and the lower the elastic modulus.

 As roads often have a residual settlement on soft foundations, reducing the weight of the subbase course is an alternative way to solve this problem.In this study, the strength and deformation characteristics of artificial lightweight subbase course material under monotonic and cyclic loading were discussed. The specimens in the dry and optimum moisture content condition were applied cyclic loading by 10,000 cycles under three confining pressures (29.4, 49.0, and 68.6 kPa), and then the effects of cyclic loading on the strength and deformation were discussed. From the test results, it was found that the shear strength of the specimens after cyclic loading decreased in the dry condition, while the shear strength of the specimens after cyclic loading was basically unchanged in the optimum moisture content condition. And it is considered that the deformation modulus of specimens after cyclic loading increased in both conditions.

 The resilient modulus (Mr) test results are used to evaluate subgrade and roadbeds in pavement structural analysis, which employs the mechanistic-empirical pavement design (MEPD) method. On the other hand, there is a FWD method for evaluating subgrade stiffness using portable FWD in a field. The deflections obtained by both evaluation methods shows different values due to differences in loading speed. It is important to hold the consistency of these evaluation methods in the MEPD. In this study, the portable FWD test and Mr test were performed for a particular subgrade material, and the forward analysis with the multiLayered elastic theory (MLET) and the inverse parabolic load stress distribution was performed to examine the differences in the deflections using the resilient moduli estimated with both methods.

 As a result, it was confirmed that the deflection obtained from the forward analysis and the deflection measured with portable FWD are in good agreement by multiplying the coefficient β that was introduced to consider the loading time to MPED method.