DETERMINATION OF DEFLECTION OF FLEXIBLE PAVEMENT BY
BENKELMAN BEAM
Objectives
1. To measure the deflection of flexible pavement by the Benkelman beam deflection
method.
Requirements
• Apparatus
1. Benkelman beam
Length of probe arm from pivot to probe point = 244 cm
Length of measurement arm from pivot to dial = 122 cm
Distance from pivot to front legs = 25 cm
Distance from pivot to rear legs = 166 cm
The lateral spacing of front support legs = 33 cm
Figure 1: Benkelman Beam
2. Single axle and Dual tire truck.
3. Calibrated type pressure gauge.
4. Digital Thermometer with range of 0℃ to 100℃, readable to the nearest
1℃.
5. Measuring tape, worksheet, notebook, and spray paint.
Theory
A.C. Benkelman devised the simple deflection beam in 1953 for measurement of
pavement surface deflection on the WASHTO (Western American State Highway Officials
Method) Test Road. It is widely used all over the world for evaluation of the requirements
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of strengthening of flexible pavements. It is a popular test for estimating the required
overlay thickness. The permissible maximum Benkelman Beam deflection for satisfactory
performance of a road stretch depends upon the traffic, material of construction, and
environmental factors. Benkelman deflection more than the allowable deflection suggests
that the pavement may require an overlay. It is desirable to carry out the deflection
studies of pavement soon after the monsoons when the pavement may be at its weakest
condition due to the maximum subgrade moisture content. (Shrestha D. K., 2023)
Benkelman Beam is a simple apparatus commonly used for measuring pavement surface
deflection under standard loading conditions. This instrument or method helps in the non-
destructive evaluation of existing pavements. Benkelman Beam can be used for two
methods of measurement of pavement deflections. One is the WASHO Method (Western
American State Highway Officials Method) which notes the deflection as the wheel load
approaches the point considered and another one is the CGRA Method (Canadian Good
Roads Association) which measures the rebound deflection when the standard load is
removed from the point. In this experiment, the CGRA Method of deflection
measurement of the pavement is considered in which rebound vertical deflection of the
pavement is noted. This evaluation helps determine the pavement's capability to provide
functional and structural performance.
The principle of this method is that pavement deflection is closely related to the elastic
deflection of pavement under wheel loads. This elastic deflection depends upon subgrade
soil type, moisture condition, degree of compaction, thickness, quality of the pavement
courses, drainage conditions, pavement surface temperature, etc. The measurements
obtained in Benkelman Beam are affected by these various factors. Rebound Deflection
measured by this method gives the pavement performance.
In this test, the measurement points should be 60 cm from the pavement edge if the lane
width is less than 3.5 m and 90 cm when the lane width is more than 3.5 m. For a divided
four-lane highway, the measurable points should be 1.5 m from the pavement edge. In
deflection measurement by the CGRA method, a standard truck having a rear axle
weighing 8170 kg fitted with a dual tyre inflated to a pressure of 5.60 kg/cm2 is used for
loading pavement. The deflections measured are affected by the temperature and
seasonal variation. So, corrections should be made.
Temperature Correction
According to IRC 81:1997, correction for temperature variation on deflection values
measured at pavement temperature other than 35°C should be +/-0.01 mm for every -/+
1°C at 35°C. So, the temperature of pavement in a hole 45 mm deep should be measured
after filling the hole with glycerol. (IRC:81-1997)
Moisture Correction
It is desirable to take deflection measurements during the season when the pavement is
in its weakest condition i.e. monsoon period. If it is measured in the dry period, it requires
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a correction factor in this measurement to convert it into a monsoon deflection value. The
correction factors can be determined from IRC 81: 1997. The tentative correction factors
are 2 for clayey soil and 1.2 to 1.3 for sandy subgrade soil.
In this experiment, three deflection values are determined in mm from three sets of
readings. Each set of readings includes three deflection values D0, Di, and Df. If (D0 - Df) and
(D0 - Di) agree within 0.025 mm, the actual deflection is 2(Do-Df) and if it doesn’t agree
within 0.025 mm, the actual deflection is 2(Do -Df) + K*2(Di -Df) where K=2.91.
The mean value of deflection can be calculated by:
∑∆
∆= 𝑚𝑚
𝑁
Standard Deviation can be calculated as:
∑(∆−∆)2
𝜎=√ 𝑚𝑚
𝑁−1
Characteristics Deflection(∆c) = Mean Deflection + t* σ
The above corrections are made in this characteristic deflection.
The allowable deflections as recommended by (IRC:81-1997) are given in Table 1:
Table 1: Allowable deflections in the pavement as recommended by IRC
Design Traffic (CVPD) Allowable Deflection, Da(mm)
150-450 1.5
450-1500 1.25
1500-4500 1.00
If the characteristic deflection is greater than the allowable deflection, overlay design is
necessary. The thickness of the WBM overlay is given by:
𝐷
ℎ = 𝑅 log10 𝐷𝑐
𝑎
where, R = constant whose value can be taken as 550.
The equivalency factor for Bitumen overlay is 2.
The depth of the Bituminous Macadam overlay can also be determined from Figure 2. It
gives the thickness in terms of Bituminous macadam construction. In the case of other
compositions, the equivalent thickness to be provided may be determined using
equivalent factors as given below:
1 cm of Bituminous macadam = 1.5 cm of WBM/ Wet Mix Macadam/ BUSG
1 cm of Bituminous macadam = 0.7 cm of DBM/AC/SDC
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Figure2: procedural setup
Procedure
1. Two points on the pavement to be tested were selected and the points were
marked at 90 cm from the pavement edge.
2. Intermediate points at a distance of 2.7 m from the initial point and the final point
at a distance 9 m from the intermediate points were also marked.
3. Two sets of such 3 points were marked as the test points on the pavement.
4. The dual wheels of the truck were centered above the selected point after the tire
pressure was checked to be 5.60 kg/cm2.
5. The probe of the Benkelman Beam was inserted between the dual wheels and
placed on the selected point.
6. The locking pin was removed from the beam and the legs were adjusted so that
the plunger of the beam was in contact with the stem of the dial gauge.
7. The beam pivot arms were checked for free movement.
8. The dial gauge was set at approximately 1 mm (100 divisions).
9. The initial reading was recorded when the rate of deformation of the pavement
was equal to or less than 0.025 mm per minute.
10. The truck was slowly driven to a distance of 2.7 m and was stopped.
11. The intermediate reading was recorded when the rate of recovery of the
pavement was equal to or less than 0.025 mm per minute.
12. The truck was driven forward a further of 9 m.
13. The final reading was recorded when the rate of recovery of pavement was equal
to or less than 0.025 mm per minute.
14. The same process was repeated for 2 sets of reading.
15. The temperature of the pavement was also noted down.
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Observation
Least count of dial gauge in Benkelman Beam = 0.01 mm
Temperature of pavement = 28.7°C
The deflections observed in the pavement are shown in the table below:
Intermediate Reading
Initial Reading (D0) Final Reading (Df) Differential Differential
(Di)
Reading Reading ∆
S.N. Reading Reading Reading ∆ (∆ − ∆)𝟐 σ
Deflection Deflection Deflection (DR1=D0-Df) (DR2=D0-Di) (mm)
in dial in dial in dial
in mm in mm in mm (mm) (mm)
gauge gauge gauge
1 100 0 98 0.02 98 0.02 0.02 0.02 0.04 0.373
2 100 0 98 0.02 97.5 0.025 0.025 0.02 0.05 0.651 0.361 1.050
3 100 0 85 0.15 65 0.35 0.35 0.15 1.864 0.1.4714
Sample Calculation:
For set 1:
Initial Reading of dial gauge (D0) = 100
Intermediate Reading of dial gauge (Di) = 98
Final Reading of dial gauge (Df) = 98
Here, |(Df - D0)| = 0.02 mm ≤ 0.025 mm.
So, true deflection (∆) = 0.04mm
For set 3:
Initial Reading of dial gauge (D0) = 100
Intermediate Reading of dial gauge (Di) = 85
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Final Reading of dial gauge (Df) = 65
Here, |(Df - D0)| = 0.2 mm >0.025 mm.
True deflection (∆) = 2* |(Df - D0)|+2*2.91 = 2*0.2+2*2.91 =1.864mm
∑∆
∆= = 0.36 mm
𝑁
2
∑(𝐷−𝐷)
• Standard Deviation (𝜎) = √ = 1.05 mm
𝑁−1
• Characteristics Deflection(∆c) = Mean Deflection + t* σ
= (0.651 + 1*1.05) mm
= 1.701mm
Temperature Correction:
Temperature of pavement = 28.7°C
Standard temperature = 35 °C
Correction = 0.0065(35 – 28.7) mm = 0.0409mm (additive)
Corrected characteristic deflection(∆c) = 1.742 + 0.0409 = 1.742 mm
Result
The characteristic deflection of the pavement was found to be 1.742 mm after
temperature correction.
Discussion
The experiment was carried out using the CGRA method, in which the rebound vertical
deflection was measured after removing the load. The obtained value of the characteristic
deflection of the pavement was found to be 1.742 mm after the temperature correction.
Considering the worst case scenario as traffic load to be 1500 – 4500 CVPD, allowable
deflection is 1mm. Therefore, obtained deflection value was out of limiting range showing
that the overlay is required on the pavement. Due to unavailability of the different
parameters for calculating the actual overley pavement thickness wouldn’t calculated.
However, it is essential to continuously monitor these values, especially after the
monsoon season, to determine if any overlay isnot required.
The standard deviation calculated (1.05 mm) indicated some variability in the
measurements, emphasizing the need for multiple readings to ensure accuracy. This
inaccuracy might be due to the patchwork done on the pavement. The first two set was
performed over the newly formed patchwork. Hence the observed deflection was the
least among all other sets. The remaining one sets were performed on the normal existing
pavement so the observed deflections were more than that observed in newly
constructed pavement.
Furthermore, as per IRC, the Benkelman Beam test should be performed when the
temperature of the pavement is more than 30°C and the standard load of 8 tonnes should
be applied (IRC:81-1997). However, the observed temperature of the pavement was
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28.7°C and the load of the bus was insufficient to meet the standard load. This could have
led to some error in the pavement's deflection value that was determined. Therefore, the
deflection may be more than the observed value, necessitating the execution of further
sets in other locations to confirm the necessity of the overlay.
Conclusion
Hence, the deflection of the flexible pavement can be measured using the Benkelman
Beam.
Precautions
• Calibration of the equipment should be done before using.
• The area should be free from other mechanical vibrations.
• Benkelman Beam should be free from resistance at the fulcrum.
• Markings should be done properly on the pavement as specified.
• Traffic safety measures should be implemented.
• Gentle tapping should be done to get a stable reading in the dial gauge.
• The test should be performed in stable weather conditions.
• Temperature of the pavement should be noted only when the reading gets stable.
References
IRC:81-1997. (n.d.). GUIDELINES FOR STRENGTHENING OF FLEXIBLE ROAD PAVEMENTS USING
BENKELMAN BEAM DEFLECTION TECHNIQUE.
Shrestha D. K., M. A. (2023). Highway Maintenance, Repair and Rehabilitation. In Transportation
Engineering (Vol. II, pp. 373-377). Heritage Publishers.
