###### Abstract
Two types of colored asphalt pavement construction were assessed: epoxy paint-coated asphalt pavement, and red-colored modified HMA consisting of a pink granite aggregate blend and red pigment for enhanced coloring. In terms of surface texture, epoxy paint-coated asphalt pavement exhibited a low texture depth which makes it more prone to slipping accidents due to the lack of surface friction, especially in wet conditions. Meanwhile, the red-colored modified HMA had a lower surface friction compared to conventional asphalt pavement, although still sufficient in terms of safety. Moreover, aside from the noticeable tire scuffs and stains from vehicle fluid drips, red-colored modified HMA was found to have less distinction in terms of color when compared to conventional asphalt due to the pavement color's ultraviolet-induced degradation over time. Furthermore, premature cracks, both thermal and fatigue, were observed on the red-colored modified HMA. Based on the condition of the colored asphalt pavement in the previous studies, material used for the colored asphalt pavement should be improved to withstand the vehicle loading and maintain its functional and structural condition over time. Different-colored coatings, such as elastomers and epoxy paint, exhibited poor performance in terms of color retention. Moreover, paint-coated colored asphalt has been observed to deteriorate faster compared to typical asphalt pavement. Therefore, instead of using elastomers and rubber epoxy paint coatings as coloring for the pavement, the fundamental materials of the asphalt pavement can be altered to infuse the color into the asphalt pavement itself. Several material replacements are currently being used in actual asphalt pavement construction for various purposes [10]. The use of reclaimed asphalt pavement (RAP), together with rejuvenating additives instead of, or in combination with, virgin aggregates and asphalt binder for the construction of asphalt pavement has been a rising technology due to its recycling potential, cost effectiveness, and positive environmental impact [11; 12; 13]. Steel slags, which are by-products in steel manufacturing, are also used as an alternative aggregates since they have shown improvement in the asphalt pavement's structural performance [14; 15; 16]. In terms of colored asphalt pavement, inspired by the red-colored modified HMA in Ontario, mudstone that possesses natural red color can be used as an alternative aggregate. Furthermore, red pigment can also be added to the asphalt binder to intensify the distinction of the colored asphalt pavement against typical asphalt pavement. Although these mentioned alternative material and binder additives can enhance the colored asphalt pavement's distinction and color retention, their effect on the structural capacity of the colored asphalt pavement should be initially investigated to determine if they are suitable as a pavement material. In this study, the evaluation of the structural capacity of colored asphalt pavement with mudstone as aggregate is conducted. Moreover, the effect of the added pigment on the asphalt binder to the strength of the colored asphalt pavement is investigated. Initially, the quality of mudstone aggregate was evaluated based on the Korean standards. Subsequently, three laboratory tests were conducted to three different laboratory specimens composed of different asphalt mixture: typical stone mastic asphalt (SMA) to serve as the baseline reference of the comparison of results, colored SMA replacing only the aggregate with mudstone, and colored SMA with mudstone as aggregate and additional red pigment in the binder. The laboratory tests included the Kim test, indirect tensile (IDT) strength test, and dynamic modulus test, which measure the deformation resistance, crack resistance, and the viscoelastic properties of the pavement material. Figure 1 summarizes the flow of this study.