SCHOOL OF ENGINEERING

CIVIL ENGINEERING DEGREE

THEME:

USACE Flexible Pavement Design Method

Authors:
SÁNCHEZ VÁSQUEZ, FERNANDO ALFREDO

Course:
PAVEMENTS

Teacher:
ING. TERESA CHAVEZ TOLEDO
CAJAMARCA - PERU - 2018
RUBRIC
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Index
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Dedication

To God for the opportunity and the joy of life, for providing us with the necessary means to
continue our training as professionals; to the family for being an unconditional support for
achieve our goals and to the teacher of the course for the teaching and knowledge provided to
throughout the Pavements course.
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Summary

For this work, we have conducted research on the USACE method (Army
Corps of Engineers, US), where we will appreciate the procedure to apply it,
in addition to features that must be considered,
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Introduction

Throughout the history of road construction works undertaken by the

man, has faced inconveniences that arose in some types of
foundation soils; for this reason, he made the best use of the available materials
around it. This is how there is evidence of the use of logs in order to stabilize
clay soils, or attempts to build slopes with a greater incline using fibers
natural or vegetation as reinforcement (Orrego Cabanillas 2014).

Road infrastructure is a component of great importance within the heritage, as

which helps to achieve both social and economic development and globalization of the areas
rural.

The pavement structure (as a road infrastructure) is of vital importance,

having as its main objective a comfortable, safe, and economical management.

This structure is a civil work that has a finite design period, as it tends to fail.
after a certain period of time, then after the useful life period of the
the pavement, this will initiate a deterioration process such that in the end it will hinder its usefulness for

the vehicles.

The present report corresponds to the USACE method which will help us determine the
optimal process its main characteristics, and the benefit we would have for
pavement road structures.
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General Objective

Know the USACE method, as well as its procedure and main characteristics.

Specific Objectives

Mention the basic concept of the USACE method

Determine the procedure of said method.

Determine its main characteristics, perform an analysis of the designs and the calculations.
used for the processes.

See application at the national and local level

Draw conclusions about the importance of this method, as well as recommendations that
we consider for its proper application.
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Theoretical Framework

Pavement Design The design of pavements has been gradually developed in

based on empirical - scientific knowledge, however, to this day they play a
important role. In 1920, the thickness of a pavement was calculated purely with the
constructive experience, in such a way that, with the greatest experience gained with the
Over the years, different figures developed design methods to calculate the thickness of the
pavement. The pavements of the avenues must be the most suitable and cover
the minimum requirements demanded both by current and future traffic.
So, regarding the pavement, it can be specified that its main function is
The structural element is to provide an adequate surface for transit and distribute the
loads applied by it without exceeding the permissible stresses of the
different layers of the pavement and the foundation soil.

Flexible Pavements: Reyes Lizcano f. (2003) defines that 'flexible pavements are
those whose total structure reflects or bends depending on the loads that
they transit over it. The use of flexible pavements is primarily carried out in areas
of abundant traffic such as roads, sidewalks, or parking lots.

Structure: Cárdenas Grisales, J. (2002) Cárdenas Grisales, J. (2002) argues that a

multilayer structure made with different soils and aggregates to support load
vehicular (EAL).

Granular Sub Base: It is preferable to distribute the higher quality layers on top.
and place the lower quality layer at the bottom of the pavement
frequently the cheapest. As a transition layer, the well-designed sub-base
it prevents the penetration of materials. It reduces deformations and some changes
volumetrics of the subgrade layer. The sub-base must withstand the stresses from the
loads of the vehicles transmitted through the other layers.

Base Granular: It consists of providing a resistant element that transmits to the sub-
base and to the subgrade the stresses produced by traffic at an intensity
appropriate. The base has an economic function analogous to that of the sub-base
regarding the base.
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Serviceability: Serviceability is an indicator that represents the level of comfort.

and safety that a pavement provides to its users. This indicator has its
genesis in subjective valuations and then it was possible to correlate it with
objective aspects that can be measured on the surface of a pavement. This
the investigation specifically aims to define a mathematical model that allows
establish the Serviceability curve (PSI) for conditions of the Costa Rican environment,
based on the results obtained from a panel of evaluators, who represent the
average user of a highway, and the correlation existing between that perception of
"comfort" that this route offers with the data of surface regularity and the magnitude of
surface deteriorations of the roads. (National Laboratory of Materials and Models
Structural – Year 2013

Subbase: It is defined as the subbase of pavements as the layer of stone aggregates,

conveniently graduated and compacted, that meet the specifications
General and Special Techniques of the project, placed on the subgrade already
prepared, according to the considerations indicated in Section 2 and on which it
build the base, for the case of asphalt pavement or concrete pavement, for the
rigid pavement case. It usually consists of only selected material. It is defined
as the base of the well-graded compacted gravel aggregate layer and coming from
from a mechanized production process of crushing and sorting. It may contain, or
no, a stabilizing agent and meets the General Technical Specifications and
Project specials. The base layer is constructed over the subbase and on top of it the o
the asphalt layers or concrete pavement as appropriate.
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Development

In order to determine the required pavement thickness, the design method will be used.
for stabilized pavements of the U.S. Army Corps of Engineers (USACE).
In the Graph 'Design Curves of Thicknesses for Structures with and without Treatment
Bituminous, according to USACE Analysis, allows determining the required thicknesses for
structures with gravel wearing surface, based on CBR values and the
corresponding number of repetitions of standard axis.
In the following table 'Summary of Pavement Thicknesses', it shows the
thicknesses obtained from the application of the USACE Method.

The procedure of this method is based on equations that allow determining the
thickness of the required material over a layer or subgrade of a known CBR.
The condition is that the CBR of the material of the upper layer be greater than that of the
underlying.
The thickness of the pavement obtained by this method is such that it allows for a certain
number of repetitions, before the structure reaches a level of deformation that
corresponds to low serviceability.
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This method has been developed through low-traffic repetition paths.

up to 1,000,000 equivalent axles (EAL) of 18,000 pounds.

Road design: According to the methodology proposed by the Corps of

Engineers based on the detailed VRS, the thickness of a pavement to be designed can
obtainable through the design curves that are transcribed.

It is observed that the thicknesses can be obtained for different values of VRS (CBR) and
different loads per wheel of the vehicles, selected based on load criteria
equivalent; these thicknesses correspond to those required for 106 repetitions of the
selected load.

In order to take into account the type and composition of vehicle traffic, it is recommended
apply the criterion developed by Mc Leod, compatible with the design curves
proposals.

For the application of this criterion, it is accepted that the thickness of the pavement varies

linearly with the number of load repetitions, when it is expressed in

logarithmic scale and with 25% of the thickness required for 106 repetitions (value
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adopted for the design curves) the pavement fails under the effect of a single
repetition of that same load.

Design parameters

Transit: himselfcharacterizes by means of the Index of Design (ID)

this value is based on the averages of equivalent simple axes of 18,000 lb (EAL) per
día, que solicitarán a la calzada durante una vida útil de 20 años.

The equivalent factors indicated in AASHTO for its calculation are recommended; in
In the absence of such information, the different types of vehicles are grouped.
categorized into three categories:

Group 1: passenger vehicles, vans, pick-ups.

Group 2: 2-axle trucks loaded, larger vehicles empty or with light cargo.
Group 3: all vehicles that have more than 3 axles.

ID table
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ID Graphic
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It is also recommended that if the total thickness of the base and subbase is less than 10 to 12

inches, the unbound granular aggregate should be of good quality and sourced from stone
crushed. The following figure illustrates the basic design curves of the Body of
Engineers (U.S.), based on which the N.C.S.A. method was developed.

RECOMMENDED THICKNESSES FOR TOP LAYERS OF ASPHALT CONCRETE

CATEGORY ACCORDING TO THE
TRAFFIC INTENSITY MINIMUM REQUIRED THICKNESS
DI-1 1 INCH (SURFACE TREATMENT)
DI-2 2 INCHES
DI-3 2.5 INCHES
DI-4 3 INCHES
DI-5 3.5 INCHES
DI-6 4 INCHES
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PRACTICAL CASE

Pavement design for the rural road SM-676, section PE5N

DV–[Link]. PUCALLPA–[Link]. ALTO PUCALPILLO–EMP. SM104,
DISTRICT OF SHANAO–LAMAS–SAN MARTIN

The method used for the pavement design was the one established by the
United States Army Corps of Engineers
Engineers - USACE), for the sizing of gravel roads.

The U.S. Army Corps of Engineers has accumulated a great

experience in the design and sharing of low volume roads
traffic and although most concerns the passability of vehicles
military and airplanes, the experience of the USACE includes dirt roads,
gravel and those that have bituminous treatments such as Surface of
Rolling, an alternative to be considered in this study due to a
equally fundamental factor, especially due to its impact on the aspect
economic and the level of importance of the route. Due to being a road with
low traffic volume characteristics, the design of the structure will take into account
consideration of criteria mainly for minimum serviceability.

The method that will be used for the pavement thickness design is the
established by the United States Army Corps of Engineers
Corps of Engineers). This method includes the use of a layer of
granular material of a certain plasticity that also serves the function of a layer of
rolling, allowing for an adequate level of service to be obtained, considering
design periods ranging from 5 to 10 years. The granular layer may consist of
for materials that can have the quality of Subbase or Base depending on their
Support Capacity (CBR).
The methodology of the USACE considers that the factors taken into account for
determine the thickness of the wearing course as:
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- The California bearing ratio or CBR, of the subgrade. The intensity of

transit, in number of simple axles equivalent to the standard axle of 18,000
load pounds, in the design period.

- An additional factor considered in the proposed method is the

regarding the quality of the materials to be used. For this,
check the CBR that the pavement layer must have based on the
Traffic, CBR of the Subgrade, and required thickness.

- The load and the volume of traffic play an important role in the design.
pavement structures, particularly when both factors tend
towards minimum values, its importance as a design parameter is
relative. Therefore, it is rarely justifiable to carry out a complex and precise
traffic analysis for low volume trucks, with less than 50
vehicles one way.

However, it is always advisable to try to establish realistic data, in order to

each specific case, especially if the projected traffic is mostly heavy.
On the other hand, it is common to lack a systematic record of data in
low volume roads, which allow for thorough traffic analysis,
as would be desirable. In case the traffic count taken only circulates one
minimum number of 3 vehicles, taking this aspect into consideration and that in
In reality, the design thickness requirements for pavements have a
little sensitive variation for low values of the load axis repetitions
equivalent, an approximate method will be applied for traffic analysis purposes.

Taking into consideration the relevant criteria, the results of the

laboratory tests, field observations, the accumulated experience in
Previous studies for the analysis of the CBR of the subgrade will take a CBR
Average of 9.997% = 10.00% for the design.
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STRUCTURAL DESIGN

For the calculation of Equivalent Axes (N 18), the following is available

information

Type of Pavement: Affirmed

Tracks: 1
Estimated projected daily traffic: 50 vpd
Growth rate: 4.6%
Design period: 5 years
Heavy Traffic <15%
The total number of repetitions of the equivalent axis of 18 kips is determined.
Using the approximate method. To enter Table No. 4 and determine the factor
of mixed traffic (M), is established:

Percentage of Trucks: <15%

Load distribution: Half
Mixed Traffic (M) (Table No. 4): 46 (one way).
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The total accumulated number of equivalent axes of 18 kips (N 18), during the
design period is:

With the established values for traffic (N 18) and support capacity of the
subgrade (CBR), the thickness of the unpaved pavement layer is determined.
(scale on the right side), using the curve 'B' from the design graph (Figure No.
03) with the following calculation data:

CBR = 10.00 %
N18 = 50,000 equivalent axles
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Conclusions and recommendations

- Bibliography
- Video ilustrativo de Procedimiento constructivos (Máximo 05 minutos).
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Bibliography and infographics

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