Recycled Pavement Materials Research Articles

Evaluating the Performance of Concrete Containing Reclaimed Asphalt Pavement as Coarse Aggregate

Reclaimed asphalt pavement is a recycled pavement material consisting of asphalt and aggregate that has been treated. The majority of RAP is recycled back into pavements; hence there is a general dearth of data on the properties of RAP in other prospective uses such as Portland cement concrete. In this work, the characteristics of Portland cement concrete with coarse RAP were examined in the laboratory. Further, basalt fibers have been employed in the concrete mix to enhance the properties of concrete. The different proportions of RAP have been added into the concrete as a replacement to coarse aggregate for finding the optimum dosage for enhancing strength and durability. All samples were tested for workability, compressive strength, flexural strength, and acid attack tests to investigate the impact of RAP as coarse aggregate on concrete performance. The test results indicate that the inclusion of RAP makes concrete more workable while decreasing its strength. The reason for this is the inadequate adhesion between the cement matrix and RAP aggregate. Additionally, the durability and strength of RAP concrete are improved by the incorporation of basalt fibers. In addition to RAP as a partial substitute for coarse aggregate, the investigation suggests employing basalt fibers. Index Terms: Reclaimed asphalt pavement, workability, Strength, Durability, Replacement, Fly ash, Sustainability.

Experimental Investigation on the Effects of Recycled Pavement Materials on the Performance of Self-Compacting Concrete

Experimental Investigation on the Effects of Recycled Pavement Materials on the Performance of Self-Compacting Concrete

Characterization of Recycled Aggregates in Existing Pavement Base Layers

ABSTRACT The use of recycled pavement materials in transportation infrastructure projects has contributed positively to maintaining a sustainable flow of construction materials and sources. Geotechnical properties of recycled pavement materials play a major role in the suitability of such materials for use in civil infrastructure. This study aimed at evaluating the properties of recycled concrete aggregates (RCA) and reclaimed asphalt pavements (RAP) used as base layer materials in existing hot mix asphalt pavements (with service life of more than 8 years) and comparing them with virgin crushed aggregate (CA) base materials of similar service life. Coring of flexible pavement surface layers at 18 pavement sites was performed to expose the base course layer materials for sampling and testing. Then, the dynamic cone penetrometer (DCP) test was conducted in which the cone penetrated through base layers to the subgrade when possible. Thereafter, base materials were retrieved from the pavement sites for laboratory testing and evaluation. Laboratory tests consisted of particle size analysis, specific gravity and absorption, and Micro-Deval abrasion. Analysis of the particle size distribution showed the presence of high sand size fractions in both RCA and RAP base materials compared with virgin CA base materials. This indicated the recycled materials were crushed/milled to smaller size fractions or degraded under freeze-thaw cycles and traffic loads during the pavement’s service life, or both. The RCA base materials exhibited the highest absorption and mass loss in the Micro-Deval test. The DCP test results were used to predict California bearing ratio (CBR) and resilient modulus (Mr) of base materials. The predicted CBR and resilient modulus of the recycled base materials showed that RCA, RAP, and CA all had comparable strength and modulus values that were high. The investigated recycled RCA and RAP aggregates possessed properties that are comparable with the properties of the virgin CA.

Unraveling the nano-cracking mechanism in aged asphalt binder with consideration of rejuvenation effects

For achieving the sustainable utilization of reclaimed asphalt pavement, a popular approach is to incorporate rejuvenators to restore the cracking resistance of aged asphalt. However, research on the nanoscale rejuvenation mechanisms and the relationship with the cracking behavior is limited. To address this challenge, this study utilizes molecular dynamics simulations to explore the fundamental cracking mechanism in aged asphalt and elucidate how rejuvenators affect this process. A multiphysics analysis, including mechanical response, morphology relationship, energy evolution, deagglomeration and lubrication behavior is developed to comprehend the nano-cracking mechanism. Computational findings reveal that the cracking failure originates form cavitation, and the process primarily includes nanovoid formation, enlargement, filamentation, and separation. Oxidation enhances the aggregation of asphaltene molecules and reduces intermolecular rearrangement and mobility, which fundamentally accelerates the nano-cracking process. Owing to the diffusion of rejuvenators and their disturbances to asphaltene π-π stacking, rejuvenators can penetrate into aged asphalt molecules, lubricate and reduce intermolecular friction. This facilitates molecular rearrangement during the cracking process, thereby improving the cracking resistance and energy performance of aged asphalt binder. The finding from this study contributes to elucidating the fundamental cracking mechanism in rejuvenated asphalt binder and promoting the sustainable utilization of recycled pavement materials.

Laboratory Fatigue Characterization of Foamed Bitumen Stabilized Granular Base and Recycled Blends for Pavements

ABSTRACT Foamed bitumen stabilization offers a sustainable solution for the construction of new pavements or rehabilitation treatments while also improving the performance of pavement structures. This technique allows up to 100 % of the existing pavements to be used, which will lead to lower use of quarry resources and reduced material transportation cost. In recent years, there have been advances in the use of foamed bitumen stabilized (FBS) pavements. However, prior to the research in this paper, no specific Australian performance relationship had been developed for FBS materials. Also, there was a lack of test procedures specifically developed to manufacture and evaluate the fatigue cracking resistance of FBS conventional and recycled pavement materials. This paper presents the laboratory characterization and development of a fatigue relationship to predict performance of FBS materials. For this purpose, laboratory experiments were undertaken including flexural fatigue, modulus, and strength tests using a four-point bending beam system. Five different host materials were selected for laboratory investigations, including three crushed rocks and two recycled blends incorporating 50 % reclaimed asphalt pavement and 80 % recycled cement–treated crushed rock. A total of eight FBS mixes were tested with varying host materials, foamed bitumen content from 2 to 4 %, and hydrated lime content of 1 or 2 %. A testing procedure to measure and analyze the fatigue performance of FBS granular base and recycled blends was produced. Using the laboratory test results, a specific laboratory fatigue relationship for FBS materials, including recycled blends, is developed. The flexural modulus, flexural strength-to-modulus ratio, and volume of bitumen were found to be major parameters affecting the fatigue life of FBS materials and were consequently employed to develop the predictive model. This research will assist with the subsequent development of a performance-based in-service fatigue model for thickness design of FBS flexible pavements.

Experimental Examination on Use of Recycled Materials in Stone Matrix Asphalt

SMA (stone matrix asphalt or stone mastic asphalt) was initially discovered in German & European and countries as impermeable or highly resilient wearing surface for bridge decks. Generally, it consists of two parts, a binder rich mortar and a coarse aggregate. It is made by a mixture of crushed fine and coarse aggregates, stabilizer such as polymers or fibres, cement & mineral filler. In present work, an effort has been made to study the properties of Stone Matrix Asphalt mixes with cellulose fibre and using recycled pavement material as well as slag in partial replacement of stone aggregates as coarse and fine aggregate grades. This research project was done to check the usage of recycled pavement material in Stone Matrix Asphalt mixture by conducting Marshall test in the lab in which flow & stability value was examined along with other properties of mixtures. Here IRC -SP-79 specification, aggregate gradation is taken for stone matrix asphalt. Binder used is 60/70 penetration grade bitumen. Binder content is varied as 4%, 5%, 5.5%, 6%, and 7% by weight of aggregates and fibre used is optimum fibre content at 0.3% by the weight of aggregate. Key Words: SMA (Stone Matrix Asphalt), RAP (Recycled Asphalt Pavement)

Life Cycle Assessment of Aggregate Quarry By-Product Fines in Pavement Applications

Quarry by-products (QB) pose a major environmental challenge for quarries as they accumulate in large quantities, and their beneficial uses are continually sought out. Research at the Illinois Center for Transportation introduced seven applications to utilize QB in chemically stabilized base/subbase pavement layers. These applications were evaluated for field performance through accelerated pavement testing. This paper presents results for the environmental benefits and trade-offs of including QB or blends of QB with recycled materials in pavements. The seven QB applications and a control section were evaluated in terms of environmental impacts using life cycle assessment (LCA). The LCA was conducted in accordance with the International Standard Organization ISO 14044:2006 guidelines. The life cycle impacts were calculated in terms of energy consumption and global warming potential. Three scenarios for (1) as-constructed thicknesses, (2) as-designed thicknesses, and (3) thinner sections for local roads were considered. LCA analysis results were interpreted in terms of the normalized impacts and the response benefits based on falling weight deflectometer resilient deflections to reflect on the impacts due to relative service life expectancy. It was shown that cement-stabilized QB pavement layers, particularly those having QB blended with recycled pavement materials, can have lower environmental impacts when normalized over pavement life and anticipated traffic (i.e., when pavement life expectancy is considered).

Improved fatigue properties of cement-stabilized recycled materials – Lateritic soil using natural rubber latex for sustainable pavement applications

This research project investigates the role of a new recycled pavement material and natural rubber latex (NRL), in improving the resilient and fatigue performances of cement-stabilized recycled materials and lateritic soil (LS) blends under traffic loads. Two types of recycled materials, being steel slag (SS) and recycled concrete aggregate (RCA) and 5% cement content by weight were studied in this research. The dry rubber content in NRL to cement (r/c) ratios of 0%, 3%, 5%, 10%, and 15% were designed as the influence factor. The results indicated that mechanical strength properties namely unconfined compressive strength (UCS) and indirect tensile test (ITS), as well as fatigue properties namely indirect tensile resilient modulus (IT Mr) and indirect tensile fatigue (ITF) were enhanced with the NRL additive. Beyond the optimum r/c ratio, the excessive amount of NRL generated thick NRL films and retarded the cement hydration products, resulting in low strength and performance improvement. The r/c ratios of 3% and 5% were found to be the optimum r/c ratios for cement-NRL stabilized SS:LS and RCA:LS blends, respectively. The brittleness and permanent deformation of cement-stabilized SS/RCA:LS blends were significantly improved by the NRL additive. The superior mechanical and physical properties of SS and RCA were also attributed to the enhancement of fatigue characteristics of the cement-NRL stabilized blends. Finally, the mechanistic and fatigue models of cement- and cement-NRL stabilized soil with recycled material replacements were proposed, which are important for pavement designers and engineers when using a mechanistic-empirical pavement design approach.

Hot-in-place recycling engineering application of low penetration aged asphalt

Hot-in-place recycling of asphalt pavement is one of the important regeneration technologies of pavement engineering, which apply to the pavements with fewer diseases, excellent driving quality, slight rutting, and good pavement structural strength. However, the surface layer of some road sections was aging, the penetration index of aged asphalt at 25°C is lower than 20(0.1mm), which does not meet the recommended requirements of the criterion in China. In 2019, 3 sections of test projects were laid on the expressway, each section was 1 km, for confirming the feasibility of using hot-in-place recycling with asphalt penetration less than 20 (0.1mm) through physical engineering. Experimental results confirmed that Marshall stability, residual stability, dynamic stability and water seepage of the hot-in-place recycled mixture optimized by the recycled pavement material with a penetration of aged asphalt of 15 can meet the specification requirements, Pavement Condition Index (PCI), International Roughness Index (IRI), and Rut Depth (RD) of the test pavements are in good conditions.

Investigation of the Usability of Foamed Bituminous Mixtures as Bituminous Base Course

Materials recycled with foam bitumen are promising materials for pavements economically and environmentally. However, there are different opinions in the literature about how these materials are positioned in the pavement. It is clear that their performances will not be suitable for the wearing course, but that they are used for the plant mixture base course because they contain bitumen, and that these materials will be neglected in the evaluation of these materials. In the study, 4 different foam bituminous mixes prepared with a recycled pavement material and a standard bituminous base course mix were compared in terms of the resilient modulus obtained from the uniaxial indirect tensile resilient modulus test. Gradation is the same for three of the mixtures, two of them use cement as a mineral binder, but 70/100 grade bitumen in one of these two productions and 50/70 grade bitumen in the other. In the third mixture, 70/100 grade bitumen and hydrated lime (HL)+fly ash (FA) were used. In the final mixture, 70/100 grade bitumen and cement were used as mineral binders, but gradation was changed. In addition, permanent deformation control for the final production was carried out with a triaxial cyclic compression test. It was concluded that all these variables affect the results, but the resilience modulus values obtained for all were quite close to those obtained from the bituminous base sample. Considering that the foamed bituminous mixtures will be thicker than the bituminous base course in practice, it is considered structurally appropriate to use this layer instead of the bituminous base course.

Skid Resistance Performance of Asphalt Mixtures Containing Recycled Pavement Materials under Simulated Weather Conditions

One of the challenges of using recycled materials in road structures is to maintain safe and durable pavements. A multitude of research has been conducted over the years on various recycled materials, with a focus on the structural performance of pavements. Another crucial, but almost overlooked, aspect is the pavement’s ability to provide adequate skid resistance for road users under different climatic conditions. With this in mind, the present study aimed to investigate the skid resistance of asphalt mixtures containing two different types of recycled materials under laboratory-simulated weather conditions. Conventional hot-mix asphalt (HMA) and mixtures containing either reclaimed asphalt pavement (RAP) for aggregate replacement or crumb rubber (CR) as a bitumen additive were prepared and tested at different temperatures and different surface conditions (i.e., dry/wet) following a wetting protocol. Skid resistance was measured using a British Pendulum Tester (BPT). The results showed that the recycled mixtures performed similarly to conventional ones in terms of the skid resistance when the temperature was varied and under variable simulated surface conditions too. In some cases, they performed even better than conventional mixtures. Overall, a promising potential is demonstrated towards the use of the investigated recycled materials in asphalt surface courses.

Seasonal Performance Evaluation of Pavement Base Using Recycled Materials

Using recycled pavement materials to construct new pavement base is currently an important construction strategy bringing improved sustainability. This study investigates the long-term performance of pavement bases constructed with recycled concrete aggregate (RCA), reclaimed asphalt pavement (RAP), and blends with natural aggregates in a seasonal frost region. The stabilization effect of fly ash on RAP was studied as well. In situ falling weight deflectometer (FWD) tests were routinely conducted to provide seasonal deflection data, which were used to back-calculate the layer modulus. Seasonal changes in the base layer modulus along with the pavement ride quality were monitored. One of the two lanes at the test sections was consistently subjected to traffic loading, whereas the other one was not. Findings from this field research indicated that after undergoing over 8 years of naturally seasonal freeze-thaw conditions, 100% RCA, 50% RCA, plus 50% natural aggregates, and 100% RAP, presented improved performance over 100% natural aggregates. However, 50% RAP blended with 50% natural aggregates performed comparably to natural aggregates only, and fly ash did not provide considerable improvement on the long-term performance of 50% RAP plus 50% natural aggregate base. Seasonal climatic variations turned out to affect pavement performance more critically than traffic loading.

Design of a Novel Road Pavement Using Steel and Plastics to Enhance Performance, Durability and Construction Efficiency.

Durability is one important problem that pavement engineers need to address in pavement’s long service life. Furthermore, easily recycled pavement materials, and safe and efficient pavement construction are also important areas for development in road engineering. For these reasons, a new asphalt steel plastic (ASP) pavement structure was proposed with an asphalt mixture forming the surface layer, and steel plate and plastic materials functioning as the main load-bearing layers. Based on a comprehensive performance review and cost-benefit analysis, stone mastic asphalt (SMA) is recommended to be used as the surface layer; and A656 steel plate and acrylonitrile butadiene styrene (ABS) plastic materials should be the main load-bearing layer, on top of a foundation layer made with graded crushed stones. A glass fiber reinforced polymer (GFRP) insulation layer is recommended for use between the steel plate and ABS. Mechanical properties of the ASP pavement were analyzed using the finite element method. Laboratory tests were conducted to verify the thermal insulation performance of GFRP, the high-temperature stability and the fatigue resistance of ASP pavement. Results show that some of the mechanical properties of ASP pavement (with a structure of 80 mm SMA asphalt mixture, 8 mm steel plate, 140 mm ABS and 200 mm crushed stones) are comparable with conventional long-life pavement (with 350 mm asphalt layer overlaying 400 mm graded crushed stones). Dynamic stability of the ASP slab specimens can reach 10,000 times/mm, and the fatigue life is about twice that of SMA. Besides, the ASP pavement can be prefabricated and assembled on-site, and thus can greatly improve construction efficiency. From the lifecycle perspective, ASP pavement has many advantages over traditional pavements, such as durability, lower environmental footprint and recyclability, making it is worth further research.

On the rejuvenator dosage optimization for aged SBS modified bitumen

The rejuvenator dosage in bituminous binders is critical, as it has to be balanced to ensure the restoration of rheological properties without over-softening the recycled binders. In this study, the impact of dosage of different rejuvenators on a polymer modified bitumen was evaluated by conducting rheological tests at low, medium and high temperatures using a dynamic shear rheometer. This paper also presents the results from a differential scanning calorimetry in an effort to assess the glass transition of new recycled binders. The results indicate that the complex modulus and phase angle, Glover-Rowe parameter and glass transition temperature can be successfully used to evaluate the effectiveness of rejuvenators. Moreover, the maximum and minimum rejuvenator dosage was selected by performing multiple stress creep recovery and frequency sweep tests, respectively, and particularly by balancing between creep compliance and complex modulus results. Compared with the commercial rejuvenators, the lab prepared rejuvenator can effectively recover the cracking and fatigue resistance, without dramatically scarifying the rutting resistance. Overall, a procedure was proposed to select the appropriate dosage and type of rejuvenator for polymer modified binders toward engineering durable and long-lasting recycled pavement materials.

Evaluation of Mixture Performance Recycled Asphalt Pavement Materials as Base Layer with or without Rejuvenator into the Asphalt

The binder properties were determined in accordance with Chinese standard such as ductility test, which allowed to measure the distance in centimeters that a standard briquette of asphalt had been stretched before breaking. Then, penetration test was carried out in order to know some properties of the asphalt, which are the hardness and the softness. Finally, softening point test was carried out in order to determine the temperature at which the bitumen attains a particular degree of softening under the specification of the test. According to Chinese standard for performance tests, firstly, Marshall test was carried out in order to measure the theoretical density, air voids, voids filled with asphalt, stability, flow, and voids in mineral aggregate of asphalt specimens. Secondly, Freeze-thaw splitting test was carried out in order to determine Splitting strength ratio. Finally, dynamic stability (rutting) test was carried out to determine average dynamic stability. Beside the tests carried out, the gradation of the extracted aggregate in accordance with American Association of State Highway and Transportation Officials was carried out to determine the dimensions of the particles weight distribution. Furthermore, both the percentage of recycled asphalt pavement materials and binder in mixture were determined to know how much of the new material during the mixture was needed. However, two specimens were used to evaluate the performance of recycled asphalt pavement materials. One specimen of recycled asphalt pavement materials was ten years old, and another one of recycled asphalt pavement materials was five years old. The results show that the conditions of the environment such as moisture, temperature, and age, decrease the ductility and penetration properties of binder when increase the softening point property of binder. Then the gradation of recycled asphalt pavement aggregate is of the required values to reuse in the mixture, while the flow ratio, the splitting strength ratio, and the dynamic stability ratio, are less than the required value test. With regard to the properties of mixture of recycled asphalt pavement material binder with rejuvenator, the results show that when the penetration and ductility versus percentage of rejuvenator increase, softening point versus percentage of rejuvenator decreases. Also, when the bitumen and rejuvenator percentage increase, the air voids decrease. Consequently, voids filled with asphalt and voids in the mineral aggregate increase. Moreover, the theoretical density and stability values decrease in a mixture containing four-point fifty percent to six percent of bitumen and rejuvenator, whereas the flow values increase. More interestingly, with four percent to four-point fifty percent mixture ratio of bitumen and rejuvenator, density, stability, and flow values increase. The splitting strength ratio values of mixtures and the dynamic stability test (rutting test) values of mixtures with forty percent of specimen one and specimen two respectively are greater than the required value of the standard test. In addition, the high percentage of rejuvenator increases the rut of pavement, in the same manner, the low percentage of rejuvenator induces low rut. In conclusion, the binder content from recycled materials without rejuvenator seems not be sufficient to be reused on the new pavement while the aged recycled material seems to be performed better than no aged recycled material with rejuvenator into bitumen. Then, the rejuvenator can influence the bitumen properties and performance of the pavement. Finally, the pavement made by only recycled pavement materials as a base layer appears to be more economical but cannot be more effective than the pavement made by mixture of new and recycled pavement materials as a base layer.

Consolidation Behaviour of Dredged Marine Soils Considering the Incorporation of Granular Drainage Layer

The extraction of DMS from seabed along the Malaysian coastal generate millions cubic meters every year. Dredge-transport-dump the DMS at the specified open waters are unfavourable in context of environmental and geotechnical engineering. This paper describes consolidation behaviour of DMS using a modified large- oedometer with a layer of recycled granular materials such as palm oil clinker and recycled pavement materials. DMS were obtained to have high ratio of Wc with 3.27LL and considered as silty clay. A layer of drainage materials accelerates the rate of consolidation and changes in hydraulic conductivity, k of DMS. At the end of consolidation, both RPM and POC layer expediate the water from DMS and it becomes stiffer and structured.

Characterization of Cold In-Place Recycled Materials at Young Age Using Shear Wave Velocity

Abstract The characterization of cold recycled pavement materials at an early stage of their life, right after compaction, is difficult, especially if classical tests are used. Indeed, these materials at a very young age behave like granular materials, which affect the feasibility of the usual tests done on bituminous materials. Nondestructive techniques using wave propagation can be used to overcome this difficulty. The aim of this study is to evaluate if a method based on the spectral analysis of mechanical shear wave generated by piezoelectric rings (P-RAT method) can be used to characterize a cold in-place recycled material treated with an asphalt emulsion at a young age. Shear waves are used here because of the water content of such materials at early age. Such material can contain 10 % of water by volume before compaction. Shear wave allows the characterization of the skeleton of aggregates and bituminous binder (i.e., the asphalt concrete) with no interference from the pore water, thanks to the zero shearing resistance of the water. The tests show a strong link between water disappearance inside the specimen during the cure and the evolution of shear wave propagation velocity in the specimen. Moreover, water disappearance can be easily related to the evolution of |E*| in the specimen, allowing the characterization of this material using the evolution of the shear wave propagation velocity.

Effect of Crushed Glass on Behavior of Crushed Recycled Pavement Materials Together with Crumb Rubber for Making a Clean Green Base and Subbase

AbstractOne of the most destructive environmental issues around the world is the disposal of construction and demolition (C&D) wastes such as recycled concrete aggregate (RCA), crushed rock (CR), w...

An alternative approach to testing of moisture susceptibility of recycled pavement materials

Recycling is one of the most sustainable methods of pavement construction. However, moisture entering through thin HMA surface layer(s) overlying recycled pavements has often caused their premature deterioration. This study was conducted to develop an alternative laboratory moisture conditioning and testing procedure for recycled layers, and recommend tests and structure to enhance the resistance against moisture damage. The study developed a unique way to utilize a dynamic moisture conditioning process to obtain a more realistic evaluation of the moisture resistance of recycled layers than the currently used static immersion tests. Instead of using samples of only recycled (Full Depth Reclaimed, FDR, with asphalt emulsion) layers, the study evaluated composite samples that are more representative of actual pavement structures. Composite samples were prepared by attaching HMA samples on top of FDR samples with tack coat. The samples were tested for permeability and modulus using Ultrasonic Pulse Velocity test, a nondestructive test (NDT) test. The samples were subjected to 2,000 cycles of the Moisture Induced Stress Test (MiST) and then retested for modulus. The conditioning process was able to simulate moisture damage in the composite samples, and the nondestructive test was able to detect moisture-induced damage. The samples with two HMA layers showed significantly lower loss (28%) in modulus than those with only one HMA layer with the same thickness (72%). Two layers of tack coat for the samples with the two HMA layers were more effective in reducing the ingress of water through the HMA layers into the FDR layer than the one layer of tack coat for one HMA layer samples. Use of composite samples and NDT, and the dynamic moisture conditioning process (MiST) are recommended for the design of recycled layers. The use of two separate HMA layers with intervening two tack coat layers instead of a single HMA layer with a single tack coat is recommended for the enhancement of moisture resistance of recycled pavements.

Development of full-scale laboratory accelerated pavement testing facility: a step toward performance assessment of geosynthetics reinforced pavement

The road network in India is growing at an exponential rate. The biggest challenge in this scenario is an availability of good-quality pavement materials at a reasonable rate. The demands of these pavement materials are increasing at an accelerated rate due to which good-quality material available in nature is getting depleted rapidly. This may create a threat to the environment in the near future. The rate of depletion may be reduced to a certain extent by adopting measures, viz. use of recycled pavement materials, stabilization of locally available poor-quality materials, and use of reinforced pavement. Assessment of such measures in a limited time is the biggest challenge. This challenge may be tackled by using full-scale accelerated pavement testing setup. However, the full-scale accelerated pavement test is not readily available. Over the globe, accelerated pavement testing setups are developed at only a few universities and research institutes. This paper presents the development details of a full-scale laboratory accelerated pavement testing setup. The calibration of the applied axle load is also presented. The developed full-scale laboratory accelerated pavement testing setup will prove opportunity to test new material/technique which will build up the confidence due to gain of knowledge. This paper also aims to investigate the variation of vertical stress and deformation at the base–subgrade interface of geotextile-reinforced and unreinforced pavement using the developed pavement testing facility.