Construction and Building Materials 102 (2016) 270–280

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Construction and Building Materials

journal homepage: www.elsevier.com/locate/conbuildmat

Implementation of the mechanistic–empirical pavement design in

northern Peru using a calibration coefficient for the International
Roughness Index
Ma José Martínez-Echevarría Romero a,⇑, Nancy Mariela Tafur Garro b, Germán Gallardo Zevallos b
a
Universidad de Granada, Avenida Severo Ochoa, Campus Universitario de Fuentenueva, 18071 Granada, Spain
b
Universidad de Piura, C Martir Jose Olaya, Miraflores, Peru

h i g h l i g h t s

MEPDG can be applied to Peruvian roads considering a calibration coefficient for IRI prediction.

IRI prediction model may work with the ESALs in the software.

Calibration process of other indicators should be determined e.g. cracks or buckling.

a r t i c l e i n f o a b s t r a c t

Article history: The Mechanistic–Empirical Pavement Design Guide (MEPDG) is the software of the American Association
Received 11 May 2015 of State Highway and Transportation Officials (AASHTO). It uses mechanistic–empirical–numerical mod-
Received in revised form 20 October 2015 els to analyze input data on traffic, climate, materials and structures, also estimating damage accumula-
Accepted 27 October 2015
tion over roadway service life. This study focuses on its application in Lambayeque (Peru): with MEPDG,
different sections of flexible pavement were modeled and prediction values for the International
Roughness Index (IRI) were obtained. These values were contrasted with empirical data from evaluated
Keywords:
sections. Using Equivalent Simple Axis Load (ESAL) traffic data as input, the model gave values largely in
Mechanistic–Empirical Design
Pavement
agreement with field measurements. Hence, a regional calibration coefficient for IRI prediction can be
Traffic data derived. The model accommodates the Level 3 load spectrum and ESALs, providing compatibility and
International Roughness Index good precision.
Highway Ó 2015 Elsevier Ltd. All rights reserved.

1. Introduction Steady research efforts undergone in pavement engineering and

Given the economic growth of Peru in recent years, and the
great investments made for building Peruvian roadways ($11 bil-
lion in infrastructure projects in the next five years) [1], it would
be useful to analyze a method of designing pavements that could
be adapted to the specific conditions of this country.
Until now, the nomogram of the American Association of State
Highway and Transportation Officials, AASHTO 93, is the method
applied [2]. However, it does not make specifications about the
properties of materials used in the database as input when deter-
mining the responses of the pavement (efforts, deformations and
deflections) and predicting their behavior (fatigue, permanent
deformation, IRI, cracks due to low temperature, and other signs
of deterioration).
⇑ Corresponding author.
E-mail address: mjmartinez@ugr.es (Ma José Martínez-Echevarría Romero).
the development of new software have made it possible for
developed countries to foment the use of mechanistic–empirical
methods such as the Mechanistic–Empirical Pavement Design
Guide (MEPDG).
The MEPDG was developed between 1998 and 2004, by the
‘‘National Cooperative Highway Research Program” (NCHRP Report
1-37A), in conjunction with a computational program that makes it
possible to evaluate incremental damage during the service life of
rigid and flexible pavements. It computes stresses, strains, and
deflections within a pavement system and then predicts—through
accurate empirical models—the appearance of various types of
pavement distress, including rutting, cracking and roughness,
during the pavement́s service life [3]. The input data to be used
with MEPGD software are numerous and detailed. The program
accommodates site-specific information or general data, allowing
for three levels of design (Level 1, Level 2 and Level 3) depending
on the data introduced. The designer must take special care in

http://dx.doi.org/10.1016/j.conbuildmat.2015.10.167
0950-0618/Ó 2015 Elsevier Ltd. All rights reserved.
 Ma José Martínez-Echevarría Romero et al. / Construction and Building Materials 102 (2016) 270–280
choosing the input parameters to ensure that representative
results for the project at hand will be obtained, hence providing
for a successful final design, as pointed out by Delgadillo et al. in
their study in Chile [4].
Many studies and projects have developed methods of
calibration and validation to adapt this new procedure to local con-
ditions. For instance, Souliman et al. set their study in the state of
Arizona [5], Kim et al. in Wisconsin [6], Lie et al. in Washington [7],
Banerjee in Texas[8], Darter et al. in Utah [9], Hoegh et al. in
Minnesota [10], Hall et al. in Arkansas [11], and Sunghwan et al.
in Iowa [12].
At the international level, a number of studies have imple-
mented mechanistic–empirical pavement design likewise adapted
to the traffic conditions, climate and material resources of the
given country. Authors Gosh et al. undertook a study in India
[13], Gulfam-E-Jannat et al. in Canada [14], Suh et al.in Corea
[15], Zhang et al. in China [16], the afore mentioned Delgadillo
et al. in Chile [4] and Anochie-Boateng in South Africa [17].
Peru adopted the AASHTO 93 method for pavement design, and
therefore has over 20 years of experience with the application. This
is a good point in time to analyze the results of its implementation
in Peru by calibrating the MEPG prediction models regarding
pavement behavior, an endeavor underway in other areas of Latin
America [18–20].
The objective of this research is to determine a regional
calibration constant for the IRI by adjusting the values foreseen
in the modeling stage of MEPDG V 1.1; in this case, the input
parameters for traffic data were the traditional ESAL introduced
in our pavement design patterns and an empiric database of field
measurements. The relationship between the IRI values of a sector
of existing flexible pavement, as estimated by the MEPDG, were
compared with the IRI values of that same sector as determined
empirically. The stretch of roadway under study was the
Northern Panamerican Highway (CarreteraPanamericana Norte):
Morrope – Dv. Bayovar.
Afterwards, in view of the results obtained, the possibility of
adjusting the MEPGD through a regional calibration coefficient
was tested. For the same deterioration model, IRI, the viability of
relating the Equivalent Simple Axis Load (ESAL) used for prediction
with the load spectrum obtained by MEPDG was then tested.
It is hoped that the results presented here will motivate
governmental organisms and entities involved in executing policy
and projects related with the roadway infrastructure of Peru, so
that they attempt to find the pavement structural designs most
likely to endure over time while ensuring comfortable travel for
the community in general.
2. Description of the area investigated
The Morrope – Dv. Bayovar roadway spans 88.8 km and forms
part of the the Northern Panamerican Highway, connecting the
departments of Lambayeque and Piura. This roadway pertains to
the project ‘‘El Sol, Tramo: Trujillo-Sullana”.
The sector of study is mainly located within the department of
Lambayeque (Km. 813+000 to Km. 879+000), and to a lesser extent
lies in the department of Piura (Km. 879+000 to Km. 901+836), as
can be seen in Fig. 1. The underlying topographic relief is relatively
flat, with some small hills and elevated plateaus known as pampas.
The climate of the zone is semitropical, having high atmospheric
humidity and scarce precipitation. The mean annual temperature
is 22.5 °C.
The input data necessary to characterize the materials used
in modeling the pavement were obtained from the Archivo
Central de Provías Nacional, and the Planoteca of the director of
271
Special Studies of Perús Ministry of Transport and Communications
[21–27].
3. Research methodology
The first step in developing this study was to formulate an
initial hypothesis regarding the climatic conditions of the study
zone. The input parameters used with the model MEPDG V1.1
are described in the following section. Although they would
normally require the vehicle load values, in our study the ESAL
were used as the load values of reference, given that they are easier
to process, and the correspondence with the load spectrum could
then be analyzed to arrive at a more precise characterization of
the heavy traffic. [28]
The parameter studied for the determination of the calibration
coefficient is the International Regularity Index, IRI. Roughness,
according to the ASTM E867-06 [29], is understood to be the devi-
ation of a certain pavement surface from the theoretical flat sur-
face, with dimensions that affect the dynamics of the vehicle and
the quality of the driving experience. The IRI is a statistical indica-
tor of the regularity of pavement, and directly influences the per-
ception that the user has of the state of the roadway. It was
considered to be an adequate parameter for the purposes of this
study, to be estimated by means of the MEPDG software, and then
analyzed in light of the field measurements.
These results obtained through prediction and the actual values
obtained in the field were compared to establish the precision of
the predictive procedures investigated, on the basis of the
goodness-of-fit statistics, calculated with reference to the line of
equality, as described by Khattab et al. in an evaluation of this
design procedure carried out in Saudi Arabia [30].
3.1. Hypothesis used in the research study
Given that Peru has not yet published studies for the calibration
of the climatic model known as the Enhanced Integrated Climatic
Model (EICM) of the new design guide, and given that the project
was fully developed along the Peruvian Coastline, we adopted as
a ‘‘similar” climate that of the city of San Diego, California.
The hypothesis is supported by the recommendation stated in
the Practical Manual of the MEPDG Guide [31], under item 9.2
Climate, where the following is indicated: ‘‘It is recommended that
the highway agencies that comprise a broad range of climatic
conditions be divided into similar climatic zones (approximately the
same outdoor temperature and humidity) and that representative
meteorological stations for each one of these zones be identified. . .”.
In view of this recommendation, the temperatures and relative
humidity values of the section studied were verified through
the National Weather Service (ServicioNacional de Meteorología e
Hidrología, SENAMHI) [32] together with those of the city of San
Diego (Climas del Mundo; zona clima.com), where the registered
values proved to be similar.
3.2. Determination of the input parameters used with MEPDG V 1.1
3.2.1. General Information
Many parameters are needed when entering data in the soft-
ware used to design sections of pavement. ME-Design involves
three hierarchical levels of input (Level 1, Level 2 and Level 3)
whose selection will depend on the amount of information avail-
able for the designer and the magnitude and importance of the
project. Some authors have analyzed the effect of uncertainty of
some parameters on the empiric-mechanistic design guides [33].
This study adopts Level 3 for the undocumented input data.
272 Ma José Martínez-Echevarría Romero et al. / Construction and Building Materials 102 (2016) 270–280

Fig. 1. Approximate location of evaluated sector. Source: Ministerio de Transportes y Comunicaciones (Peru), Projects 2012-Transport.

According to the monthly reports issued by the Archivo Central Table 1

de Provias Nacional on the Periodic Maintenance of the sector eval- Performance criteria. Source: The authors.
uated, the scope of the latest intervention consisted of recoating IRI (inches/mile) Confidence Interval
the already existing pavement with a hot mix asphalt. It was
Initial Final
concluded in May of 2005, for a Design Period of 05 years (2010).
However, the Life Design estimated for modeling the pavement 63 130 95%⁄

was 8 years, as the intention was to compare the values in the

implementation of the IRI with the software and the field measure-
ments between the years 2010, 2011, 2012 and 2013 to calibrate
the MEPDG V 1.1.
Modeling the flexible pavement and determining the IRI predic-
tion values by means of MEPDG V 1.1 entailed consideration of
specific Performance Criteria. Both the field measurements
obtained and the threshold values suggested by the software were
taken into account (See Table 1).
Where:
95%⁄ is the Confidence Interval assumed in the Design of the
Pavement of the Technical Report of the latest intervention: ‘‘Final
Study of the Periodic Maintenance of the Northern Panamerican
Highway, sector: Chiclayo-Dv. Bayovar-Piura (Km. 776+000–Km.
982+000)”.
3.2.2. Traffic
The following input parameters were used in modeling the flex-
ible pavement:

Average Annual Daily Transit of Trucks on two-way roadways
(AADTT): 750 (EAL of design = 2.7005  106)

Number of Lanes in the direction of Design: 1 (double lane)

Percentage of Trucks in the direction of Design: 100%

Percentage of Trucks in the lane of Design: 100%

Speed of Operation: 20 m.p.h.

Factor of Monthly Adjustment: By default (Level 3)

Factors of Traffic Growth: 3.5% (compound growth).
 Ma José Martínez-Echevarría Romero et al. / Construction and Building Materials 102 (2016) 270–280 273

Table 2 for a given truck class by the total number of that truck class
Values for the distribution by vehicle class. Source: The authors. (Table 4).
C4 C5 C6 C7 C8 C9 C10 C11 C12
23.7% 21.3% 10.9% 3.9% 1.3% 4.1% 23.4% 4.3% 7.1% 3.2.3. Structure
The different sections of pavement evaluated were modeled
using the MEPDG; and when the pavement design period had ended
(2010), they received no type of intervention on the part of the com-
pany responsible for their conservation. Table 5 offers the character-
3.2.2.1. AADTT distribution by vehicle class. This factor was calcu-
istics of the layers of pavement introduced into the software.
lated for the execution of two modelings with the MEPDG, the first
working with ESAL and the second with the ten classes of truck
defined by FHWA (Classes 4–13). 4. Results and discussion

ESAL (EQUIVALENT SIMPLE AXIAL LOAD) The values of the IRI obtained with the software were averaged
year per year, giving the distribution over time shown in Table 6.
In this case, it corresponds to 100% of distribution for vehicle These values, determined both with the input parameter of ESAL
class C2, the classification used in Peru for trucks having two axis (traffic) and the MEPDG load spectrum, were to be compared with
and weighing over 5 tons, which would be the vehicle class desig- the mean field measurements of the IRI for each one of the sections
nated as C5 by the FHWA. of pavement evaluated.
Where:
⁄

Classes of Truck defined by FHWA : Empiric Measurements are determined by means of the equa-
tion of the segment of adjustment between the empiric IRI data
For the case at hand, with the information on vehicle count pro- and the year of service (R2 close to the unit).
vided by the Conservation by Levels of Service of the Regional The precision of the predictive procedures was determined
Boundary Highway-Dv. Bayovarand Bypass Chiclayo, based on the goodness-of-fit statistics, calculated with reference
Lambayeque-Mocce-Dv. Olmos, we arrived at the distribution by to the line of equality.
vehicle class shown in Table 2. It should be noted that in order As shown in Tables 7–12, the field values were calculated for
to be introduced as input parameters in the MEPDG, these values the years when no information was available by using the adjust-
were adapted to the ten classes of truck defined by the FHWA. ment calculated with the data from years 2010, 2011, 2012 and
According to the information reviewed, there was no vehicle class 2013. Then, considering an initial yield of 63 inches/mile, the
C13. definitive field values could be estimated both with ESAL traffic
and with the Load Spectrum analyzed with the software.
Figs. 2, 4, 6, 8, 10 and 12 illustrate the comparative analysis
3.2.2.2. Distribution of truck traffic by hour. Likewise, the distribu- between ESAL and the Load Spectrum for the IRI model. The values
tion of the truck traffic by hour was calculated based on the vehicle of R2 is always near 1, what indicates a good correlation between
count information (Table 3). This information thus served for mod- the two parameters. The same thing happens when comparison
eling the pavement with the ESAL and the load spectrum of the of the in situ measurements and the IRI values predicted by MEPDG
MEPDG. model using ESAL traffic input is done, as it is shown in Figs. 3, 5, 7,
9, 11 and 13.
3.2.2.3. Axis load distribution factors. To model the pavement with
ESAL, the transit spectrum was introduced in the software, in view 4.1. Section I: Km. 830+000 to Km. 831+800
of the specifications for class 5 vehicles proposed by FHWA —100%
applicable to this type of vehicle. The default values (Level 3) of the
axis factors per type of axis acknowledged by the software were 4.2. Section II: Km. 832+600 to Km. 834+600
used.
Table 4
Number of axes per truck–Classes 4–13. Source: The authors.
3.2.2.4. Number of axes per truck. According to ESAL, class 5
corresponds to two simple axes, as established by the FHWA. Class Single Tandem Tridem
Yet in the pavement modeling with the load spectrum of the C4 1.24 1.11
MEPDG, the mean number of axes for each class of truck (Classes C5 1.64
4–13) for each type of axis (simple, double, triple and quadruple) C6 0.58 1.01
C7 1.80 1.93
is calculated using data from the Census of Loads and Weights
C8 1.95 4.62
per Axis in the Dynamic Mode, provided by the Conservation C9 1.81 1.98 0.41
of the Levels of Service of the Regional Boundary Roadway-Dv. C10 0.49 1.24 1.12
Bayovarand Bypass Chiclayo, Lambayeque-Mocce-Dv. Olmos; C11 5.00 2.90
C12 1.10 2.43
dividing the total number of a specific type of axis measured

Table 3
Values for the distribution of trucks by hour. Source: The authors.

0–1 am 1–2 am 2–3 am 3–4 am 4–5 am 5–6 am 6–7 am 7–8 am 8–9 am 9–10 am 10–11 am 11–12 am
3.4% 3.1% 2.8% 2.7% 3.0% 3.2% 3.4% 3.3% 3.3% 3.4% 3.5% 4.1%
12–1 pm 1–2 pm 2–3 pm 3–4 pm 4–5 pm 5–6 pm 6–7 pm 7–8 pm 8–9 pm 9–10 pm 10–11 pm 11–12 pm
4.9% 5.1% 4.8% 5.7% 5.5% 5.4% 5.1% 5.1% 4.9% 4.7% 5.2% 4.5%
 274
Table 5

Ma José Martínez-Echevarría Romero et al. / Construction and Building Materials 102 (2016) 270–280
Structure of the pavement subjected to MEPDG. Source: Report on the Ground and Pavement of the Study of Periodic Maintenance of the Northern Panamerican Highway, Section II: km 736 + 600 to Km. 886 + 600; Section III: Km. 886
+ 600 to Km. 1033 + 100.

Sector (Km) Lane Course Thick-ness (inch.) % Passing sieves LL IP Classification Modified C.B.R 0.100 % %
Proctor
Beg. End 200 3/400 3/800 N° 4 N° 10 N° 40 N° 200 SUCS AASHTO MDS OCH 100% Va VMA
830 + 000 831 + 800 R/L Asphalt pavement 2.2 100 67.3 56.3 42 19.1 4.9 3.5 15
R/L 1.4 100 80.9 59.2 47.4 24.6 3.4 4 15
R/L Base 12.8 100 58 33 30 23 16 22 3 GM A-1-b (0) 2.166 6.3 70
R/L Subbase 100 99 97 93 53 NP NP ML A-4 (0) 2.036 9.7 10.4
832 + 600 834 + 600 R/L Asphalt pavement 1.7 100 67.3 56.3 42 19.1 4.9 3.5 15
R/L 1.7 100 74.4 55.2 45.1 24.5 4 4 15
R/L 1.6 100 80.9 59.2 47.4 24.6 3.4 4 15
R/L Base 7.9 100 58 33 30 23 16 22 3 GM A-1-b (0) 2.166 6.3 70
R/L Subbase 7.9 100 83 63 54 37 15 23 5 SM-SC A-1-b (0) 2.185 6.5 46.2
836 + 000 838 + 600 R/L Asphalt pavement 1.8 100 68.5 56.1 41.5 19.6 6 3.5 15
R/L 1.4 100 78.4 57.6 46.5 25.7 3.8 4 15
R/L 1.7 100 81.2 59.7 47.9 25.6 4.8 4 15
R/L Base 7.9 100 91 72 64 44 16 23 5 SM-SC A-1-b (0) 2.141 6.7 71.3
R/L Subbase 7.9 100 89 80 72 53 21 23 7 SM-SC A-2-4 (0) 2.2 7.2 44.3
861 + 000 863 + 000 R/L Asphalt pavement 1.3 100 80.9 59.8 48.3 25.8 4.5 3.5 15
R/L 2.0 100 78.6 57.8 46.9 25.9 4.2 4 15
R/L Base 7.9 100 91 72 59 33 12 19 3 SP-SM A-1-b (0) 2.208 5.6 77.2
R/L Subbase 5.9 100 97 88 74 45 12 19 2 SW-SM A-1-b (0) 2.074 7.8 44.8
863 + 000 866 + 000 R/L Asphalt pavement 3.0 100 81.1 60 48.5 25.7 4.9 3.5 15
R/L 1.9 100 75 56.4 46.5 26.1 5.5 4 15
R/L Base 7.9 100 91 72 59 33 12 19 3 SP-SM A-1-b (0) 2.208 5.6 77.2
R/L Sub base 7.9 100 83 63 54 37 15 23 5 SM-SC A-1-b (0) 2.185 6.5 46.2
894 + 600 896 + 400 R/L Asphalt pavement 1.7 100 80.7 59.2 47.1 25.1 4.6 3.5 15
R/L 1.8 100 80.9 59.7 47.7 24.9 3.8 4 15
D/I Base 7.9 100 88 60 51 31 11 20 NP SP-SM A-1-b (0) 2.198 5.9 69.1
D/I Sub base 7.9 100 91 58 51 34 4 NP NP SP A-1-b (0) 2.143 7.4 45.4
 Ma José Martínez-Echevarría Romero et al. / Construction and Building Materials 102 (2016) 270–280 275

Table 6 4.5. Section V: Km. 863+000 to Km. 866+000

Distribution of Time for IRI Calibration. Source: The authors.

Year of service MEPDG V 1.1 Empiric measurements

⁄
2006 May-05/Apr-06
⁄
2007 May-06/Apr-07 4.6. Sección VI: Km. 894+600 al Km. 896+400
⁄
2008 May-07/Apr-08
⁄
2009 May-08/Apr-09
2010 May-09/Apr-10 Jan-10
2011 May-10/Apr-11 Mar-11 Finally, after averaging all the section values, the IRIs measured
2012 May-11/Apr-12 Mar-12 in the field were compared with the IRI values predicted using the
2013 May-12/Apr-13 Apr-13 MEPDG, with the input parameter ESAL, estimating the corre-
sponding calibration factor. As shown below, the measurements
of the latter IRI (estimated from the ESAL entry parameter) could
then be compared with the IRI estimated on the basis of the input
4.3. Section III: Km. 836+000 to Km. 838+600
parameter of load spectrum given by the software. Either way,
another calibration factor was derived.
Fig. 14 shows a comparison of the in situ measurements and the
4.4. Section IV: Km. 861+000 to Km. 863+000 IRI values predicted by the MEPDG model using ESAL traffic input.

Table 7
Values of IRI performance – section of pavement I.

Year of service Value of performance: Year of service Value of performance: IRI (plg./mi) Year of service Value of perf.: IRI: (IRI-63)
IRI (plg./mi) (plg./mi)
Spectrum L. ESAL Field Spectrum L. ESAL Field (⁄y) Spectrum L. ESAL Field
2006 114.8 110.4 2006 114.8 110.4 110.9 2006 51.8 47.4 47.9
2007 121.7 115.2 2007 121.7 115.2 115.0 2007 58.7 52.2 52.0
2008 125.8 118.1 2008 125.8 118.1 119.0 2008 62.8 55.1 56.0
2009 129.2 120.8 2009 129.2 120.8 123.1 2009 66.2 57.8 60.1
2010 132.4 123.4 125.0 2010 132.4 123.4 127.2 2010 69.4 60.4 64.2
2011 135.3 125.9 133.5 2011 135.3 125.9 131.2 2011 72.3 62.9 68.2
2012 137.9 128.0 136.8 2012 137.9 128.0 135.3 2012 74.9 65.0 72.3
2013 140.5 130.3 137.5 2013 140.5 130.3 139.3 2013 77.5 67.3 76.3
⁄
y = 4.0557x8024.8; R2 = 0.8425.

Table 8
Values of IRI performance – section of pavement II.

Year of service Value of performance: Year of service Value of performance: IRI (plg./mi) Year of service Value of Perf.: IRI: (IRI-63)
IRI (plg./mi) (plg./mi)
Spectrum L. ESAL Field Spectrum L. ESAL Field (⁄y) Spectrum L. ESAL Field
2006 109.3 105.8 2006 109.3 105.8 107.4 2006 46.3 42.8 44.4
2007 114.6 109.5 2007 114.6 109.5 110.4 2007 51.6 46.5 47.4
2008 117.7 111.8 2008 117.7 111.8 113.5 2008 54.7 48.8 50.5
2009 120.4 114.1 2009 120.4 114.1 116.6 2009 57.4 51.1 53.6
2010 123.1 116.4 119.1 2010 123.1 116.4 119.7 2010 60.1 53.4 56.7
2011 125.5 118.5 122.7 2011 125.5 118.5 122.8 2011 62.5 55.5 59.8
2012 127.7 120.5 127.4 2012 127.7 120.5 125.8 2012 64.7 57.5 62.8
2013 130.0 122.5 127.8 2013 130.0 122.5 128.9 2013 67.0 59.5 65.9
⁄
y = 3.0785x6068.1; R2 = 0.9229.

Table 9
Values of IRI Performance– Section of Pavement III.

Year of service Value of performance: Year of service Value of performance: IRI (plg./mi) Year of service Value of Perf.: IRI: (IRI-63)
IRI (plg./mi) (plg./mi)
Spectrum L. ESAL Field Spectrum L. ESAL Field (⁄y) Spectrum L. ESAL Field
2006 112.0 107.6 2006 112 107.6 118.2 2006 49.0 44.6 55.2
2007 117.9 111.6 2007 117.9 111.6 120.4 2007 54.9 48.6 57.4
2008 121.4 114.2 2008 121.4 114.2 122.7 2008 58.4 51.2 59.7
2009 124.5 116.7 2009 124.5 116.7 124.9 2009 61.5 53.7 61.9
2010 127.5 119.2 126.9 2010 127.5 119.2 127.2 2010 64.5 56.2 64.2
2011 130.3 121.5 129.6 2011 130.3 121.5 129.4 2011 67.3 58.5 66.4
2012 132.8 123.7 132.1 2012 132.8 123.7 131.7 2012 69.8 60.7 68.7
2013 135.5 126.0 133.6 2013 135.5 126.0 133.9 2013 72.5 63.0 70.9
⁄
y = 2.2476x4390.5; R2 = 0.9856.
276 Ma José Martínez-Echevarría Romero et al. / Construction and Building Materials 102 (2016) 270–280

Table 10
Values of IRI performance– section of pavement IV.

Year of service Value of performance: Year of service Value of performance: IRI (plg./mi) Year of service Value of perf.: IRI: (IRI-63)
IRI (plg./mi) (plg./mi)
Spectrum L. ESAL Field Spectrum L. ESAL Field (⁄y) Spectrum L. ESAL Field
2006 112.8 109.4 2006 112.8 109.4 118.8 2006 49.8 46.4 55.8
2007 118.3 113.4 2007 118.3 113.4 121.1 2007 55.3 50.4 58.1
2008 121.7 116.0 2008 121.7 116.0 123.4 2008 58.7 53.0 60.4
2009 124.8 118.6 2009 124.8 118.6 125.7 2009 61.8 55.6 62.7
2010 127.7 121.1 128.2 2010 127.7 121.1 128.0 2010 64.7 58.1 65.0
2011 130.3 123.4 129.5 2011 130.3 123.4 130.4 2011 67.3 60.4 67.4
2012 132.7 125.5 133.6 2012 132.7 125.5 132.7 2012 69.7 62.5 69.7
2013 135.2 127.8 134.5 2013 135.2 127.8 135.0 2013 72.2 64.8 72.0
⁄
y = 2.3149x4524.9; R2 = 0.9358.

Table 11
Values of IRI performance– section of pavement V.

Year of service Value of performance: Year of service Value of performance: IRI (plg./mi) Year of service Value of perf.: IRI: (IRI-63)
IRI (plg./mi) (plg./mi)
Spectrum L. ESAL Field Spectrum L. ESAL Field (⁄y) Spectrum L. ESAL Field
2006 110.2 105.9 2006 110.2 105.9 109.1 2006 47.2 42.9 46.1
2007 115.5 109.6 2007 115.5 109.6 112.2 2007 52.5 46.6 49.2
2008 118.3 111.7 2008 118.3 111.7 115.3 2008 55.3 48.7 52.3
2009 120.9 113.8 2009 120.9 113.8 118.3 2009 57.9 50.8 55.3
2010 123.4 115.9 120.9 2010 123.4 115.9 121.4 2010 60.4 52.9 58.4
2011 125.7 117.9 125.0 2011 125.7 117.9 124.5 2011 62.7 54.9 61.5
2012 127.7 119.7 128.2 2012 127.7 119.7 127.6 2012 64.7 56.7 64.6
2013 129.9 121.7 130.1 2013 129.9 121.7 130.7 2013 66.9 58.7 67.7
⁄
y = 3.082x6073.4; R2 = 0.9753.

Table 12
Values of IRI performance– section of pavement VI.

Year of service Value of performance: Year of service Value of performance: IRI (plg./mi) Year of service Value of perf.: IRI: (IRI-63)
IRI (plg./mi) (plg./mi)
Spectrum L. ESAL Field Spectrum L. ESAL Field (⁄y) Spectrum L. ESAL Field
2006 113.9 109.3 2006 113.9 109.3 114.8 2006 50.9 46.3 51.8
2007 120.4 113.8 2007 120.4 113.8 117.3 2007 57.4 50.8 54.3
2008 124.3 116.6 2008 124.3 116.6 119.9 2008 61.3 53.6 56.9
2009 127.5 119.1 2009 127.5 119.1 122.5 2009 64.5 56.1 59.5
2010 130.4 121.5 125.3 2010 130.4 121.5 125.0 2010 67.4 58.5 62.0
2011 133.1 123.7 127.6 2011 133.1 123.7 127.6 2011 70.1 60.7 64.6
2012 135.5 125.6 129.9 2012 135.5 125.6 130.2 2012 72.5 62.6 67.1
2013 137.8 127.6 133.0 2013 137.8 127.6 132.7 2013 74.8 64.6 69.7
⁄
y = 2.5625x5025.6; R2 = 0.9929.

Fig. 2. IRI prediction of ESAL vs. IRI prediction of spectrum Section I. Fig. 3. IRI measured in field vs. IRI prediction of ESAL Section I.
 Ma José Martínez-Echevarría Romero et al. / Construction and Building Materials 102 (2016) 270–280 277

Fig. 4. IRI prediction of ESAL vs. IRI prediction of spectrum Section II.
Fig. 7. IRI measured in field vs. IRI prediction of ESAL Section III. Source: The
authors.

Fig. 5. IRI measured in field vs. IRI prediction of ESAL Section II.

Fig. 8. IRI prediction of ESAL vs. IRI prediction of spectrum Section IV.

Fig. 6. IRI prediction of ESAL vs. IRI prediction of spectrum Section III.

Fig. 9. IRI measured in field vs. IRI prediction of ESAL Section IV. Source: The
authors.
This figure depicts precise IRI predictions, reflected by the close-
ness of the points to the equality line.
rffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffi
The accuracy of the investigated predictive procedures was 1 Xn
determined based on the goodness-of-fit statistics calculated with Sy ¼ ðIRImi  IRIm Þ2 ð1Þ
n1 i¼1
reference to the line of equality as shown in Eqs. (1)–(4).
278 Ma José Martínez-Echevarría Romero et al. / Construction and Building Materials 102 (2016) 270–280

Fig. 10. IRI prediction of ESAL vs. IRI prediction of spectrum Section V. Fig. 13. IRI measured in field vs. IRI prediction of ESAL Section VI. Source: The
authors.

IRI (95% Reliability)

80
N = 48
70 y = 1.0984x
60 Se/Sy = 0.41
R² = 0.8831
IRI (Field)

50
40
30
20 Line of equality
10
0
Fig. 11. IRI measured in field vs. IRI prediction of ESAL Section V. Source: The
authors. 0 10 20 30 40 50 60 70 80
IRI (ESAL)
Fig. 14. IRI measured in field vs. IRI ESAL. Source: The authors.

 2
n  p Se
R2 ¼ 1  ð4Þ
n  1 Sy
Sy is the standard deviation of the prediction values of IRI with
the input parameter ESAL over the measured average; Se is the
standard error (that is, the standard deviation of the error); e, the
error between the field values and the ESAL of the model for the
deterioration of the IRI; R2 is the determination coefficient. Both
(Se/Sy) and R2 are measures of the precision of the model (degree
of dispersion with reference to the equality line). The R2 is the
square of the correlation coefficient between the IRI (ESAL) and
the field measurements for IRI (a greater R2 indicating greater pre-
cision). The Se/Sy is an indicator for the relative improvement of
precision, a lesser value indicating greater precision.
The value of R2 obtained was 0.8831, with an indicator of rela-
tive precision improvement (Se/Sy) of 0.41. However, there is a
Fig. 12. IRI prediction of ESAL vs. IRI prediction of spectrum Section VI.
noteworthy difference between the ESAL of 1.0984 and the actual
X
n field measurements. The association between the two could be
ei ¼ ðIRIpi  IRImi Þ ð2Þ defined as follows: (IRI Field-63) = 1.0984 (IRI ESAL-63).
i¼1 The model produces a slightly biased estimation of the IRI. This
ffiffiffiffiffiffiffiffiffiffiffiffiffiffiffi
sP result reveals that a correction factor of 1.0984 may be assumed.
n 2 Fig. 15 illustrates the comparative analysis between the ESAL
i¼1 ei
Se ¼ ð3Þ and the Load Spectrum for the IRI prediction model. There is an
np
underestimation by ESAL of 1.133 (1/0.8827). This figure shows
 Ma José Martínez-Echevarría Romero et al. / Construction and Building Materials 102 (2016) 270–280 279

the software (traffic: Load Spcectrum by default). However, it is

recommended that this result be verified through the elaboration
of load spectra in Level 1, with the database of the Weigh Station
(WIM) of Provias Nacional.
One peculiar feature of the software is the calculating time:
depending on the complexity of the problem and the amount of
data available, it may take from 5 min to 4 h per simulation. Data
input with ESALs would be more user-friendly and faster to apply.
It should also be underlined that this data is of transitory use, until
the vehicular matrix data are broadened and input with ESALs
eventually becomes unnecessary.
Exploring the calibration of MEPDG software in local conditions
makes it a useful, advanced tool for the design of flexible pave-
ments and to predict their future behavior.

Fig. 15. IRI ESAL vs. IRI spectrum. Source: The authors.
that, regardless of the level of traffic entry data, the two models
analyzed here can be correlated by incorporating a correction in
the ESALs, a widely available datum of easy application and entail-
ing a low cost in terms of software implementation/execution. The
association between the two values might be expressed as follows:
(IRI Spectrum-63) = 1.133 (IRI ESAL-63).
The determination coefficient R2 for the IRI with ESAL vs. the
vehicle spectrum is 0.9758, with a Se/Sy value of 0.0876. This indi-
cates a good correlation between the two values.
In turn, the Coefficient of Regional Calibration, in the model of
IRI prediction used in the department of Lambayeque, with traffic
entry from ESALs, is 1.0984. For the same model, the relationship
between ESALs and the vehicular matrix by default of the MEPDG
is 1.133. Consequently, the Regional Calibration Coefficient for the
vehicular matrix would be 0.97. This finding comes to affirm that
the field measurements of the IRI are practically equal to those pre-
dicted by the software (traffic: Load Spectrum by default). Still, it is
recommended that this result be verified with the elaboration of
load spectra with reference to the database of the Weigh Station
(WIM) of Provias Nacional.
5. Conclusions
The findings of this study carried out in northern Peru make
manifest that by establishing a corresponding factor of calibration,
one may proceed to Mechanistic–Empirically design pavement
considering the IRI values specified in the norm. Even so, further
research will involve verification of the coefficients by modeling
a greater number of sections of pavement, as well as the analysis
of other pavement pathologies —fatigue cracks, transversal fissures
or buckling, among others related with IRI. The present study did
not attempt to calibrate the models of deterioration when obtain-
ing the IRI, given the available information. Nevertheless, it would
be beneficial to carry out a calibration process of such indicators in
order to ensure more precise adjustment to the IRI.
It is noteworthy that the conclusions are in line with the aims
defined for our research, bearing in mind: the climate of reference
was that of the city of San Diego (California), the transit spectrum
was based on the specifications of class 5 vehicles (Equivalent Sim-
ple Axial Load), and the default values of the factors of the software
axis were estimated as Level 3. Precisely one challenging issue that
remains to be addressed by further study is the collection of Level 1
material properties for asphalt mixes. The relationship between
the ESALs and the vehicular matrix by default of the MEPDG is
0.8827. Hence, the Regional Coefficient of Calibration for the vehic-
ular matrix is 0.97. The latter value indicates that the field mea-
surements of the IRI are practically equal to the predictions of
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