EC of reinforced pavements is found to have reduced by as much as 58–85 tCO 2 e/km in comparison with unreinforced pavement. Additionally, the sustainability of geogrid-reinforced pavement is quantified by comparing the embodied carbon (EC) generated from construction of geogrid-reinforced and unreinforced pavements. For example, a reduction in thickness of aggregate layer is found to be in the range of 28–45%. The benefits of reinforcement in the pavement structure are found to be high when used over weak subgrades (CBR<5%). Design charts are provided based on LCR and TBR values corresponding to selected traffic and California Bearing Ratio (CBR) of subgrades. These specified goals included designs based on (a) reduction in consumption of aggregates and (b) reduction in the overall cost of construction of pavement reinforced with geogrids. In the present study, both LCR- and TBR-based approaches are proposed to design geogrid-reinforced base courses of pavements with specific goals. The improvement in the performance of geogrid-reinforced pavement with respect to unreinforced pavement can be quantified in terms of Layer Coefficient Ratio (LCR) or Traffic Benefit Ratio (TBR). Presently in India, elasticity theory is used to analyze strains due to wheel load applied on a multi-layered soil system through a pavement analysis program, IITPAVE, to design the unreinforced pavement section as per Indian Roads Congress guidelines ( IRC-37, 2018).

3Department of Civil Engineering, VNR VJIET, Hyderabad, Indiaĭesign of flexible pavements is not straightforward when reinforcement materials such as geogrid, geocell, and other types of geosynthetic materials are used in pavement construction.

2Department of Civil Engineering, MVSREC, Hyderabad, India.

1Department of Civil Engineering, IIT Hyderabad, Medak, India.

Sasanka Mouli 3, Balunaini Umashankar 1 *, Saride Sireesh 1 and R.

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