Revue du CAMES – Sciences Appliquées et de l’Ingénieur Vol.

1(2)
Cames 2014 - Published Online 2014 - http://publication.lecames.org/ ISSN 2312-8712
Vol. 1(2), pp. 65-71, Online January 2015 December 2014

Full  Length  Research  Paper  

Implementation of Resilient Modulus - CBR relationship in
Mechanistic-Empirical (M. -E) Pavement Design
Adama Dione1, Meissa Fall1, Yves, Berthaud2, Farid Benboudjema3, Alexandre Michou3
1
Laboratoire de Mécanique et Modélisation, UFR Sciences de l’Ingénieur - Université de Thiès, Thiès, Sénégal
2
Laboratoire d’Alambert, Université Pierre et Marie Curie - Paris VI (Paris, France)
3
Laboratoire de Mécanique et de Technologie, École Normale Supérieure de Cachan (Paris, France)

Received February 2014 – Accepted November 2014

*Corresponding author. E-mail: [email protected]

Author(s) agree that this article remain permanently open access under the terms of the Creative Commons Attribution License 4.0
International License.

Abstract:
One of the most important part of mechanistic flexible pavement design, is the determination of the resilient
modulus (Mr) to characterize the mechanical behavior of road structures. Because of the complexity and cost of
the test, correlations have been established to predict resilient modulus. California bearing ratio (CBR) is the
most used parameter to estimate resilient modulus since this parameter is not expensive and is easy to obtain.
The objective of this paper is to implement Mr-CBR relationship in Cast3m, to verify the impact of correlations
on the mechanistic design of the base course. In fact, correlations have been established based on statistical
analysis. The predicted modulus is used to replace Young’s modulus representing the stiffness modulus of the
base course. The Uzan model is also implemented to compare the deformations obtained by these two structures.
Tri-dimensional modeling performed on six pavements structures, shows that, the deformations obtained with
the pavements resilient modulus predicted is higher than pavements with Uzan model. These excessive
deformations due to the use of inadequate modulus, generate damages and premature failures in pavements.

Keyword: Mechanistic; Resilient modulus; CBR; Flexible pavement; Cast3m; Correlation; Tri-dimensional
modeling.

Cite this article:

Adama Dione, Meissa Fall, Yves, Berthaud, Farid Benboudjema, Alexandre Michou (2015). Implementation of Resilient Modulus - CBR relationship
in Mechanistic-Empirical (M. -E) Pavement Design. Revue Cames – Sci. Appl. & de l’Ing., Vol. 1(2), 65-71. ISSN 2312-8712.

1. Introduction or ‘’under-predicted’’ resilient modulus. In addition, an

The most important part in the mechanistic flexible “under-prediction“ of resilient modulus, cause an
pavement is the mechanical characterization of under-design and premature deterioration of roads.
unbound granular materials. These materials are This article discusses the Mr-CBR relationship of
characterized by a nonlinear elastoplastic behavior and unbound granular materials from Senegal and the
the characteristic modulus of this behavior is the influence of correlations on the mechanistic design of
resilient modulus (Mr) [1]. The resilient modulus is the base layer after numerical simulation under
determined from repeated load triaxial apparatus for Cast3M©.
simulating wheel load. However, triaxial apparatus is
expensive and the realization of the test requires a lot 2. Literature Review
of time and qualified personnel. To reduce the cost, The first relationship between the resilient modulus and
time road projects and to facilitate the work of CBR was developed by Heukelom and Foster [4],
engineers, finding relationships to predict resilient further to dynamic tests on various types of soil of
modulus is required [2]. In fact, many relationships platform. The results led to the following relationship:
have been established to estimate resilient modulus, but
the most common one is the Mr-CBR relationship. Mr ( psi) = 1565 × CBR [Eq. 1]
Since the CBR is easy to determine in laboratory, not
Mr : Resilient modulus (psi)
time consuming and it is not expensive. CBR : California Bearing Ratio (%)
However, the use of these correlations is the cause of
the damage observed in our roads. Studies Boateng et
al. [3].showed that this relationship ‘’over-predicted’’

Copyright© 2014 Revue CAMES SAI 65 RC

 A. DIONE et al.

Later in 1962, Heukelom collaborated with Klomp to the most used one is the Heukelom and Klomp
find the famous Heukelom and Klomp relationship relationship [5]. The literature tells us that these
below : relationships are very limited. Indeed, most of these
relationships are applied to fine soils with very low
Mr ( psi) = 1500 × CBR [Eq. 2] values of CBR.
Mr : Resilient modulus (psi) However, the Mr-CBR relationship has interested by
CBR : California Bearing Ratio (%) many authors and this study creates many discussions
on scientific community. Angell [9] noted that the
This relationship can be expressed (in MPa): relationship of Heukelom and Klomp is not suitable for
estimating the resilient modulus. He indicated that this
Mr ( MPa) = 10 × CBR relationship ‘’under-estimates’’ the modulus for an
[Eq. 3] CBR less than 5 % and ‘’over-estimates’’ it for CBR
Mr : Resilient modulus (MPa)
greater than 5 %.
CBR : California Bearing Ratio (%)
Fall [10] suggested that the CBR test is arbitrary and
This equation was developed based on dynamic therefore its results are difficult to link with a stiffness
impedance test and Rayleigh waves in Netherlands and parameter of soil. Hopkins et al. [11] reported that,
UK. This relationship was derived from the results of Lotfi [12] suggested that the dispersed values of
wave propagation test at low strain levels and dynamic resilient modulus predicted from Heukelom and
deflection tests. The results have been modified for Klomp’s equation are owed only to the absence of the
suitable values of Poisson ratio and modulus varying deviatoric stress in the expression and that the
from 2 to 200 MPa in order to establish relationships relationship is valid for less than 10 or 20 CBR values.
with CBR [5]. Sukumaran et al. [13] studied a finite element analysis
Green and Hall [6], the U.S. Army Corps of Engineers of the CBR test to correlate the resilient modulus. The
proposed relations 4 and 5 resulting from the results show that the CBR is not suitable for estimating
comparison of measurements of vibration wave the resilient modulus. Indeed, they consider that the
propagation measurements in-situ CBR on CBR is a measure of strength so it is not correlated
experimental roads. with the resilient modulus which is a measure of
stiffness. In addition, the resilient modulus is strongly
Mr ( psi) = 5409 × CBR 0.71 dependent on the stress state.
[Eq.4] They suggested estimating the resilient modulus from
unconfined compressive test. Brown et al. [14] showed
Mr (MPa) = 37.3 × CBR 0.71 [Eq.5] that the resilient modulus is not a simple function of
Mr : Resilient modulus CBR, but depends on the soil type and the level of the
CBR : California Bearing Ratio (%) applied deviatoric stress. Drumm et al. [15] suggested
that the CBR is a measure of strength, thus is not
The South African Council on Scientific and Industrial allowed to be correlated with the resilient modulus
Research (CSIR), adopted equations of the form Mr = which is a measure of stiffness. Kumar et al. [5] have
k.CBR, by modifying the k factor which depend on the done significant work on the relationship between the
nature of the material and laboratory tests [7]. It offers resilient modulus and CBR.
equation 6 to estimate the resilient modulus. This work shows that these two parameters are
Mr ( psi) = 30 00 × CBR 0.65 [Eq.6] significantly different in nature. Indeed, Mr is
Mr: Resilient modulus (psi) determined from a dynamic load test, while the CBR
CBR: California Bearing Ratio (%) corresponding to a force measurement results from a
monotonous test. Furthermore, the resilient modulus
Powell et al. [8] found the relation 7, based on in-situ depends on the state of stress.
CBR test and wave propagation. This relationship is
only valid for CBR values included between 1 and 12: 3. Methodology
4. Experimental work
Mr (ksi) = 2554 × CBR 0.64 [Eq. 7]
1. - Grain size distribution
Mr : Resilient modulus (ksi)
The particle size analysis is carried out according to the
CBR : California Bearing Ratio (%)‘ standard NF P 94-056 [16] and the curves of Figures 1,
2 and 3 were obtained. These curves are based on
Transportation and Road Research Laboratory (TRRL) specification defined by CEBTP [17]. These figures
establish the relations 8 and 9 as follows: show that all these curves are spread and therefore, the
materials have the advantage of having high densities
and mechanical properties, and low permeability and
Mr ( psi) = 2555 × CBR 0.64 [Eq. 8]
easily compactable.
Mr (MPa) = 17.6 × CBR 0.64 [Eq. 9] Table 1 summarizes the characteristics of various
Mr: Resilient modulus particle size materials studied.
CBR: California Bearing Ratio

The analysis shows that there are a numerous of

relationships between the resilient modulus and CBR,

Copyright© 2014 Revue CAMES SAI 66 RC

 A. DIONE et al.

water contents and compaction energy corresponding

to 55 blows per layer. For each moisture content, the
100 maximum dry density is determined. From these two
Inferior limit parameters, we plotted compaction curve. Figure 4 and
Superior limit
80
Percent finer Table 3 represent respectively the curves of
compaction and compaction parameters. Figure 4
Percent finer (%)

60
shows that the Diack basalt has a higher density than
limestones, but absorbs less water. It also shows that
40
the limestones are very sensitive to water, particularly
20
Bargny limestone. This property of Bargny limestone
results from plasticity and its cohesive structure (VBS
0 = 11.2).
0,01 0,1 1 10 100

Particle size (mm)

Figure 1. Grain size distribution curve of Bandia

limestone

100

Inferior limit
80 Superior limit
Percent finer
Percent finer (%)

60

40

20

Figure 4. Compaction curves for materials

0

3. CBR results
0,01 0,1 1 10 100

Particle size (mm)

  The test is performed according to standard NF P94-
Figure 2. Grain size distribution curve of Bargny
limestone 078 [19] only CBR after immersion is performed to
predict the evolution of the lift under different water
conditions. CBR is obtained from the maximum value
100
of the following expressions :
Load per unit area of penetration at 2.5 mm (kN )
Inferior limit
Superior limit × 100
80 Percent finer 13.35
Load per unit area of penetration at 5 mm (kN )
× 100
Percent finer (%)

60
19.93
40
Tableau 2. Compaction characteristics of materials
20
Materials Compaction characteristics
0
Wopt (%) γd max (kN / m3)
0,01 0,1 1 10 100
Bargny limestone 8.9 20.60
Particle size (mm)
Bandia limestone 6.9 20.83
Figure 3. Grain size distribution curve of Diack basalt Diack basalt 4.4 22.05

Tableau 1. Grain size distribution characteristics of

Table 3 shows that the variation of CBR according to
materials
the materials studied. It shows a very high CBR with
Grain size distribution characteristics Bandia limestone useful on base layer, a low CBR with
Materials % <2 < 4,75 Bargny limestone suitable for a foundation layer and a
Dmax USCS
fines mm mm high CBR for basalt used in the base layer.
Bargny
2.50 24 48 20 GW
limestone Table 3. CBR values at optimum water content of
Bandia materials
4 30 38 31.5 GP
limestone
Diack Basalt 2.70 24 34 31.5 GW Materials CBR (%)
Bargny limestone 32
2. Compaction characteristics Bandia limestone 138
The ability of compaction of unbound granular Diack basalt 86
materials is evaluated by modified Proctor test in
accordance with French standard NF P 94-093 [18].
The principle is to compact the material at different

Copyright© 2014 Revue CAMES SAI 67 RC

 A. DIONE et al.

4. Resilient modulus (Mr) 6. Finite element analysis for implementing

Resilient moduli were obtained from the work of Ba the resilient modulus relationships
[20]. The test consists of two phases. In the first phase, After the establishment of correlations, the predicted
a conditioning is applied: it means the application, in a resilient modulus is implemented in Cast3m software
deviatoric stress of 207 kPa and a confining stress of in order to apply the mechanistic design of the base
103.5 kPa, a high number of load cycles 1000 cycles of layer. The resilient modulus is predicted from the Uzan
loading is generally applied. This phase allows the model and depending only on CBR. It will replace the
stabilization of permanent deformation in order to Young's modulus at the base layer. The 3D modeling is
measure only the reversible deformation the actual carried out on 6 structures according to characteristics
conditions that will suffer on action of traffic loading and structures defined by Tables 4, 5, 6, 7, 8 and 9. The
are also taken into account. During the second phase, mesh is shown in Figure 6 and the vertical and
the specimen is loaded cyclically under different stress horizontal displacements are blocked the base of the
states for the study of reversible behavior. In the platform and the horizontal displacements are blocked
NCHRP [21] protocol, 30 sequences of 100 cycles are in the transversal direction of the structure.
applied for the sample. The resilient modulus is The simulation is conducted by considering a nonlinear
calculated from the reversible deformation of the last behavior with as stiffness modulus for the resilient
five cycles recorded by each LVDT. modulus of the base layer. For the other layers, the
linear behavior is used with a Young modulus. The
5. Methodology implementation of the modulus correspond to
Correlation analysis equations 12 and 13, representing respectively to Uzan
Correlations were made from Uzan [22] and NCHRP model and predicted model from CBR of limestones.
[21] models. They are based on statistical analysis and
significance tests for their eventual establishment. The k2 k3
⎛ θ ⎞ ⎛σ ⎞
results allow to establishing the following relationship Mr = k1Pa⎜ ⎟ ⎜ d ⎟ [Eq. 12]
with an R2 of 0.69 for the Mr predicted from the Uzan ⎝ Pa ⎠ ⎝ Pa ⎠
model and an R2 of 0.66 for the NCHRP model.
Mr: resilient modulus (MPa),
Mr = 91.226 + 0.017 × (CBR ) 2
Uzan [Eq. 10] θ : bulk stress (kPa),
τoct: octahedral shear stress (kPa);
Pa: atmospheric pressure (kPa);
Mr = 92.720 + 0.019 × (CBR ) 2 NCHRP [Eq. 11] σd: deviatoric stress (kPa);
ki: model parameters (kPa).
These results indicate that the resilient modulus
predicted from the Uzan model is more efficient than Mr -CBR model implemented
the model NCHRP [2]. This module predicted from the
Mr = 91.226 + 0.017 × (CBR )
2
Uzan model is implemented in the base layer for design
[Eq. 13]
using finite element method.
Mr: resilient modulus (MPa), CBR: California Bearing Ratio

Table 4. - Characteristics of structure 1 with base course at predicted modulus

Layers Thickness (m) E (MPa) υ Properties

Surface 0,08 23 000 0.35 Linear elastic
Predicted resilient modulus
Base 0,25 545 0.25 CBR (%)
105
Subbase 0,25 300 0.25 Linear elastic
Subgrade - 250 0.25 Linear elastic

Table 5. – Characteristics of structure 2 with base course at predicted modulus

Layers Thickness (m) E (MPa) υ Properties

Surface 0.08 23000 0.35 Linear elastic
Predicted resilient modulus
Base 0.25 440 0.25 CBR (%)
88
Subbase 0.25 340 0.25 Linear elastic
Subgrade - 250 0.25 Linear elastic

Copyright© 2014 Revue CAMES SAI 68 RC

 A. DIONE et al.

Table 6. – Characteristics of structure 1 with base course at predicted modulus

Layers Thickness (m) E (MPa) υ Properties

Surface 0.08 23000 0.35 Linear elastic
Predicted resilient modulus
Base 0.25 340 0.25 CBR (%)
68
Subbase 0.25 300 0.25 Linear elastic
Subgrade - 250 0.25 Linear elastic

The pavement is loaded with a half axle with a load initial Young modulus with the predicted model
equal to 0.662 MPa for dual tire. The wheel load will defined by Equation 11. For the Uzan model, the
be applied to both on imprint finely meshed located at implementation is more complicated; it is done
the area of the asphalt layer. The implementation of the according to Figure 5.
resilient modulus predicted consists in replacing the

Figure 5. Algorithm for implementing resilient modulus in Cast3m (Kim, [23] modified)

Tableau 7. – Characteristics of structure 1 with base course at Uzan model

Layers Thickness (m) E (MPa) υ Properties

Surface 0.08 23000 0.35 Linear elastic
Resilient modulus
Base 0.25 545 0.25 k1 (kPa) k2 k3
109852 1.29 -0.81
Subbase 0.25 300 0.25 Linear elastic
Subgrade - 250 0.25 Linear elastic

Table 8. – Characteristics of structure 2 with base course at Uzan model

Copyright© 2014 Revue CAMES SAI 69 RC

 A. DIONE et al.

Layers Thickness (m) E (MPa) υ Properties

Surface 0.08 23000 0.35 Linear elastic
Resilient modulus
Base 0.25 440 0.25 k1 (kPa) k2 k3
70485 1.2 -0.55
Subbase 0.25 340 0.25 Linear elastic
Subgrade - 250 0.25 Linear elastic

Table 9. – Characteristics of structure 3 with base course at Uzan model

Layers Thickness (m) E (MPa) υ Properties

Surface 0.08 23000 0.35 Linear elastic
Resilient modulus
Base 0.25 340 0.25 k1 (kPa) k2 k3
63570 1.13 -0.36
Subbase 0.25 300 0.25 Linear elastic
Subgrade - 250 0.25 Linear elastic
Indeed, these high deformations due to the used of a
suitable modulus generate premature damages.

Mr - Uzan
Mr - CBR
-0,12

-0,14

-0,16

-0,18
Depth (m)

-0,2

-0,22

-0,24

-0,26
0,0001 0,00015 0,0002 0,00025 0,0003 0,00035

Figure 6. - Tridimensional mesh of the pavement Deformations

 
structure Figure 8. Deformation of base course of the pavement
structure 1
Results
After loading, the structure is deformed. Figure 7
shows a deflection amplified by 4.87 103. Mr - Uzan
Mr - CBR
-0,12

-0,14

-0,16

-0,18
Depth (m)

-0,2

-0,22

-0,24

-0,26
0,00015 0,0002 0,00025 0,0003 0,00035 0,0004

Deformations
 
Figure 9. Deformation of base course of the pavement
structure 2

Figure 7. Amplified deflection of the pavement structure

The analysis reveals that the deformations caused by

resilient modulus predicted from the CBR, are very
important compared to deformations caused by the
resilient modulus of Uzan model (Figures 8, 9 and 10).

Copyright© 2014 Revue CAMES SAI 70 RC

 A. DIONE et al.

procedure’’, FAA-RD-73-205, Federal Aviation

Administration, Washington D.C.
Mr - Uzan
Mr - CBR
[7] Paterson W.D.L. and Maree, J.H. (1978), ‘’An iterim
-0,12
mechanistic procedure for the structural desing pavements’’.
-0,14
National Institute for Transport and Road Research, Pretoria,
South Africa.
-0,16 [8] Powell, W.D., Potter, J.F., Mayhew, H.C., and Nunn,
M.E. 1984. The structural design of bituminous roads. TRRL
-0,18
Depth (m)

Report LR. pp. 62,1132.

-0,2 [9] Angell, D.J. (1988), ‘’Technical basis for Pavement
Desing Manual’’, Main Roads Department, Brisbane,
-0,22
Queensland.
-0,24
[10] M. Fall, “Identification et Caractérisation Mécanique de
Graveleux Latéritiques du Sénégal: Application au Domaine
-0,26 Routier,” Thèse de Doctorat INPL, 1993, 240 p.
0,0001 0,00015 0,0002 0,00025 0,0003 0,00035 0,0004 0,00045 0,0005
[11] T. C. Hopkins, T. L. Beckham and C. Sun, “Resilient
Deformations
  Modulus of Compacted Crushed Stone Aggregate Bases,”
Figure 10. Deformation of base course of the pavement Research Report KTC-05-27/SPR-229-01-1F, Kentucky
structure 3 Transportation Center, College of Engineering, University of
Kentucky, 2007, p. 89. [
Conclusion [12] Lofti, H. A., Schawartz, C. W., and Witczak, M. W.,
This study shows that the Mr-CBR relationship found ‘’Compaction Specification for the control of subgrade
is not satisfactory to predict the resilient modulus of rutting’’, Transportation Research Record : 1196,
unbound granular materials of Senegal (figures 8, 9 and Transportation Research Board, Washington D.C., 1988.
[13] Sukumaran, B., Kyatham, V., Shah, A., and Sheth, D.
10). However, implementation of this relationship in
2002. Suitability of using California Bearing Ratio to predict
the base layer as the stiffness cause large deformations resilient modulus, presented on FAA Airport Technology
due to under-design. These large deformations Transfer Conference 05/2002
observed at the base layer would cause excessive [14] Brown, S. F. and Selig, E. T. (1991)‘’ The design of
damage and premature failures. It also shows that the pavement and rail track fondations’’, Cyclic loading of soils :
correlations between Mr-CBR should be used carefully From theory to design, M. P. O’Reilly and S. F. Brown, eds.,
because they tend to ‘’over-predict’’ or ‘’under- Blackie and Son Ld., Glasgow, Scotland, 249-305.
predict’’ the resilient modulus. The best method to [15] Drumm E.C. et al., (1990). – ‘’ Estimation of subgrade
determine the resilient modulus is repeated load triaxial resilient modulus from standard test’’, Journal of
Geotechnical Enginering, Vol. 116, N° 5, pp. 774-789.
apparatus to take into account the real behavior of
[16] NF P 94-056 (1996) ‘’ Sols : reconnaissance et essais :
unbound granular materials. Analyse granulométrique –méthode par tamisage à sec’’,
Norme française, ISSN 033563931.
[17] CEBTP (1984)‘’ Guide de dimensionnement des pays
Acknowledgements tropicaux’’, Ministère Français de la Coopération- 155 p.
We would like to acknowledge the French Cooperation [18] NF P 94-093 (1997). – Sols : reconnaissance et essais :
for a research grant, which allow us to have several ‘’Indice CBR-Indice Portant Immédiat’’, Norme française,
ISSN 0335-3931.
stays in the University of Paris VI (France). [19] NF P94-078 (1993). – Sols : reconnaissance et essais :
‘’Détermination des références de compactage d’un matériau-
REFERENCES Essai Proctor normal – Essai Proctor modifié’’, Norme
française, ISSN 0335-3931.
[1] Huang, Y. “Pavement Analysis and Design,” 2nd Edition, [20] M. Ba, “Comportement Mécanique sous Sollicitations
Prentice-Hall, Inc., Upper Saddle River, New Jersey, 2004. Cycliques de Granulats Quartzitiques de Backel-
[2] Dione, A. ‘’ Estimation of resilient modulus of unbound Comparaison avec des Matériaux de Référence du Sénégal et
granulars materials from Senegal (West Africa)’’, d’Amérique (USA): Application au Dimensionnement
http://dx.doi.org/10.4236/gm.2013.34022, Geomaterials, Mécanistique des Chaussées Souples,” Thèse de Doctorat
2013, 3, 172-178. Université Cheikh Anta Diop de Dakar, 2012, p. 239.
[3] Boateng, J. A., Tutumluer, E., Apeagyei, A., Ochieng, G., [21] NCHRP, “Laboratory Determination of Resilient
– Resilient Behavior Characterization of Geomaterials for Modulus for flexible Pavement Design,” National
Pavement Design, 2009. Cooperative Highway Research Program, Transportation
[4] Heukelom W. and Foster (1960) ‘’ Dynamic Testing of Research Board of National Academies, Washington, 2004.
Pavement’’ ASCE, Journal of the Structural Division, N°. [22] Uzan, J., Characterization of Granular Materials, TRR
SM 1, 86. 1022, TRB, Washington, D.C., 1985.
[5] Kumar P., Dilip D., Babu G.L.S., (2014), ‘’Crtitical [23] M. Kim, “The Three-Dimensional Finite Element
apparisal of correlations between CBR and subgrade Analysis of Flexible Pavements Considering Nonlinear
modulus’’ Journal of India Roads Congress, pp. 15-23. Pavement Foundation Behavior,” Ph.D. Thesis, University of
[6] Green, J.L. and Hall, J.W. (1975), ‘’Non- destructive Illinois, Urbana Illinois, 2007.
vibratory testing of airport pavement : Experimental tests
results and development of evaluation methodology and

Copyright© 2014 Revue CAMES SAI 71 RC

Revue du CAMES – Sciences Appliquées et de l’Ingénieur Vol.  1  (2)  
Cames  2014  -­‐  Published  Online  2014  -­‐  http://publication.lecames.org/   ISSN  2312-­‐8712  
Vol. 1(2), pp. 37-133, Online January 2015
 
December  2014  
 

Editeur en Chef : SG Cames, Prof. Bertrand Mbatchi

Directeur de Publication : Le CAMES
Rédacteur en Chef : Prof. Meissa Fall, Université de Thiès
Rédacteurs : Dr Mapathé Ndiaye – Dr. Adama Dione
Spécialiste PAO : Diarga Diouf, Irempt/Resafad UCAD/Min. Education Sénégal  
 
Génie de l'eau et de l'Environnement – Hydraulique
Génie des Procédés – Géologie Appliquée - Hydrologie
Génie Civil – Infrastructures – Géologie de l’Ingénieur
Génie Electrique – Géologie Minière - Hydrogéologie
Génie Mécanique – Mécanique - Modélisations
Electronique – Automatisme -Génie Informatique
Etc.  
ISSN (Online) : 2312-8712
 
Comité Internationale de lecture
1. Prof. Yves BERTHAUD , Directeur de l'UFR Ingénierie - Université de la Sorbonne - Pierre et
Marie Curie (Paris VI) - [email protected] (Mécanique)
2. Prof. Fabrice GATUINGT, - ENS Cachan / Département/Secteur Génie Civil LMT - 61 Avenue
du président Wilson 94230 CACHAN (Tél : 33 (0)1 47 40 53 69 - Fax : 33 (0)1 47 40 74 65) -
[email protected] (Génie Civil)
3. Prof. Emeritus Tuncer B. EDIL, University of Wisconsin-Madison - 2226 Engineering Hall / 1415
Engineering Drive - Madison, WI 53706-1691 - Tel: 608/262-3225 - [email protected]
(Geotechnical Engineering)
4. Prof. Dante FRATTA, Associate Professor, University of Wisconsin-Madison - 2208 Engineering
Hall - 1415 Engineering Drive / Madison, WI 53706-1691 - Tel: 608/265-5644 - [email protected]
(Civil and Environmental Engineering)
5. Prof. James M. TINJUM, - University of Wisconsin-Madison - 2214 Engineering Hall - 1415
Engineering Drive / Madison, WI 53706-1691, Tel: 608/262-0785 - [email protected]
(Civil and Environmental Engineering)
6. Prof. Serigne FAYE, Département de Géologie - Université Cheikh Anta Diop de Dakar
(Sénégal) - [email protected] (Hydrogéologie)
7. Papa Malick NGOM, Département de Géologie - Université Cheikh Anta Diop de Dakar
(Sénégal) - [email protected] (Géologie - Géologie de l'Ingénieur)
8. Dr Ayité Sénah Akoda AJAVON, Maître de Conférences des Universités, ENSI - Université de
Lomé - Lomé TOGO - [email protected] (Génie Electrique)
9. Dr. Farid BENBOUDJEMA, Maître de conférences HdR - ENS Cachan / Département/Secteur
Génie Civil LMT - 61 Avenue du président Wilson 94230 CACHAN (Tél : 33 (0)1 47 40 53 69 -
Fax : 33 (0)1 47 40 74 65) http://www.lmt.ens-cachan.fr/benboudjema -
[email protected] (Génie Civil)
10. Prof. Salif GAYE, Directeur de l'IUT - Université de Thiès (Sénégal) - [email protected]
(Génie Mécanique)
11. Prof. Claude LISHOU, ESP-Dakar (Université Cheikh Anta Diop de Dakar) -
[email protected] (Informatique)
12. Prof. Codou MAR, ESP-Dakar (Université Cheikh Anta Diop de Dakar) - [email protected]
(Génie Chimique et Biologie Appliquée)
13. Prof. Joseph BATHIEBO - Unité de Formation et de Recherche en Sciences Exactes et
Appliquées (U.F.R. S.E.A.) - Tel.: +226 76 65 09 42 / [email protected];
[email protected] (Génie Civil)  
14. Dr Félix Adangba AMARI, Professeur de Génie Civil - Département Bâtiment & Urbanisme /
Institut National Polytechnique Félix Houphouët-Boigny (INP-HB) de Yamoussoukro BP 1093
Yamoussoukro - Tel: (225) 07 87 52 99 / [email protected] (Génie Civil)
15. Prof. Francois TSOBNANG, 2iE, Institut international d'Ingénierie de l’Eau et de
l’Environnement - [email protected] (Matériaux et Physique de l'Ingénieur)
16. Dr Roger Marcelin FAYE, Maitre de Conférences - Ecole Supérieure Polytechnique - B.P 5085
Dakar-Fann SENEGAL / [email protected] (Génie Electrique)
 17. Dr. Fadel NIANG, Maitre de Conférences - ISEP (Thiès - Sénégal) - [email protected]
(Sciences des Matériaux)

Volume 1 - N° 2 :

1. Konaté, P. Yoboue, E. Soro1, O. Asseu1, P. Tety, X. Lin-Shi (2015). Implementations of a reduced-order

Estimator for an Asynchronous Machine drive system. Revue Cames – Sci. Appl. & de l’Ing., Vol. 1(2), pp.
37-45. ISSN 2312-8712.
2. Mahamane Djoudou (2015). Préparation et Calcul du Modèle Numérique de Terrain (MNT) de la région
lacustre de la rive gauche du Delta intérieur du Niger au Mali : Estimation de sa Précision. Revue Cames – Sci.
Appl. & de l’Ing., Vol. 1(2), 46-56. ISSN 2312-8712.
3. Makhaly Ba, Babacar Diop, Oumar Kamara (2015). Etude comparative des caractéristiques des bétons
hydrauliques et des bétons bitumineux à base de granulats de basaltes de Diack et de quartzites de Bakel.
Revue Cames – Sci. Appl. & de l’Ing., Vol. 1(2), 57-64. ISSN 2312-8712.
4. Adama Dione, Meissa Fall, Yves, Berthaud, Farid Benboudjama, Alexandre Michou (2015).
Implementation of Resilient Modulus - CBR relationship in Mechanistic-Empirical (M. -E) Pavement Design.
Revue Cames – Sci. Appl. & de l’Ing., Vol. 1(2), 65-71. ISSN 2312-8712.
5. Seyni Ndoye, Mamadou Issa Ba, Serigne Faye (2015). Hydrodynamique de la nappe côtière du Saloum
(Sénégal) : étude par modèle numérique. Revue Cames – Sci. Appl. & de l’Ing., Vol. 1(2), 72-78. ISSN 2312-
8712.
6. Seybatou Diop, Momar Samb1, Fary Diome, Meissa Fall (2015). Etude de caractérisation des matériaux de
la carrière de Sindia (Sénégal occidental) pour une utilisation en géotechnique routière. Revue Cames – Sci.
Appl. & de l’Ing., Vol. 1(2), 79-85. ISSN 2312-8712.
7. Moustapha Diène, Cheikh Hamidou Kane, Déthié Sarr (2015). Overview of the aquifer system in the
Senegalese and Mauritanian sedimentary basin. Revue Cames – Sci. Appl. & de l’Ing., Vol. 1(2), 86-91. ISSN
2312-8712.
8. Mapathé Ndiaye, Mohamadou Moustapha Thiam, Seydou Coulibaly, Oustasse Abdoulaye Sall (2015).
Astronomical Calibration of the Danian Formation of Ndayane : Paleogeographic and Paleoclimatic
Implications. Revue Cames – Sci. Appl. & de l’Ing., Vol. 1(2), 92-96. ISSN 2312-8712.
9. Ouoba S., Cherblanc F., Bénet J.-C., Koulidiati J. (2015). Modélisation numérique des mécanismes
d’atténuation naturelle des polluants organiques volatiles dans les sols du Burkina Faso : application au
trichloréthylène (TCE). Revue Cames – Sci. Appl. & de l’Ing., Vol. 1(2), 97-103. ISSN 2312-8712.
10. S. Gueye, I. Gueye, L. Thiaw, G. Sow, A. Ndiaye, M. Thiam (2015). Conception d’un régulateur solaire
avec commande MPPT. Revue Cames – Sci. Appl. & de l’Ing., Vol. 1(2), 104-108. ISSN 2312-8712.
11. Fagla B. F. Z., Gradeck M., Baravian C., Vianou A., Dègan G., Lebouché M. (2015). Etude Thermique
Expérimentale des Suspensions Newtoniennes en Solutions du Glucose et de l’Eau en Ecoulement dans une
Conduite Horizontale à Section Constante. Revue Cames – Sci. Appl. & de l’Ing., Vol. 1(2), 109-121. ISSN
2312-8712.
12. Fagla B. F. Z., Gradeck M., baravian C., vianou A., lebouche M. (2015). Etude Thermique Expérimentale
des Suspensions Non-Newtoniennes en Solution de Carboxyméthylcellulose en Ecoulement dans une
Conduite Horizontale à Section Constante. Revue Cames – Sci. Appl. & de l’Ing., Vol. 1(2), 122-133. ISSN
2312-8712.