LEA ASSOCIATES SOUTH ASIA PVT. LTD.

Benkelman Beam
Deflectometer
A device for structural Evaluation of Flexible
Pavements

Benkelman beam is a less expensive deflection measuring equipment and the method of study is simple
and easy to carry out. The Indian Road Congress has issued guidelines for structural evaluation and for
the design of overlay thickness for strengthening the flexible pavements
 Benkelman Beam Deflectometer

 Benkelman beam is a deflection measuring equipment

 Method of study is simple and easy to carry out.

 Equipment
In order to carry BBD studies following accessories are required

(a) Standard Benkelman beam with dial gauge

(b) Loaded truck (8170 kg equally distributed over two sets of dual wheel)
(c) Augurs to collect subgrade soil sample.
(d) Plastic bags with provision to be sealed to carry soil samples without loss of
moisture
(e) Thermometer to measure pavement temperature upto 100°C with 1°C accuracy
(f) Pressure gauge to check tyre pressure and spanners

o Components of Benkelman Beam:

1. Datum Frame or Reference Beam

2. Rear leg with quick adjustment
 Benkelman Beam Deflectometer

3. Clamp
4. Dial Gauge
5. Front legs with adjustment screws
6. Hinge of Probe Beam
7. Probe end of Beam

 The dial gauge measures deflection readings indicated by the beam.

 Accuracy of dial gauge as well as least count of large needle is 0.01 mm.
 Least count of small needle is 2 mm.
 The load should be 4085 kg on each pair of dual wheel of the truck i.e.,
8170 kg on rear axle of the truck.
 Clear space gap between the dual wheel of the truck should be 30 to 40
mm to insert the probe.
 The tyre should be 10×20 ply inflated to a pressure of 5.6 kg/cm².

Preliminary studies

i. Pavement condition survey

ii. Demarcation of road into sub-stretch
iii. Marking of deflection observation point

 The points to be noted in pavement condition survey are:

a) Type and extent of cracking
 Benkelman Beam Deflectometer

b) Rut depth
c) Type and extent of surface undulations
d) Pot holes and other type of pavement distresses

Based on the pavement condition survey observation the pavement may be

classified into three groups:

Table: 1

Group
no. Classification Pavement condition
No cracking, Rut depth less
1 Good than 10 mm
No cracking or single crack with
rut depth between 10 mm and
2 Fair 20 mm
Extensive cracking and/or rut
3 Poor depth greater than 20 mm

Additional data to be collected during condition survey are:

I. Shoulder Condition
II. Drainage characteristics
III. Depth of water table
IV. Whether the road is in cut or fill and average height of fill/depth of cutting
V. Changes in soil profile
VI. Topography
VII. Climatic condition
VIII. Rainfall details
IX. Any other relevant features along the road
 Benkelman Beam Deflectometer

 Test pits are dug at 250 to 500 m intervals depending upon the uniformity
in performance of the pavement structure.
 Test pits are dug to determine:
a. thickness and composition of pavement layers
b. type of subgrade soil below
 In addition subgrade soil samples are collected to determine its index
properties and field moisture content at the nearest laboratory

Grouping of sub-stretches

As per preliminary survey the road are grouped into three categories as per Table
1 above.

Minimum length of sub-stretch is taken as 1.0 km

Marking of deflection observation points along the selected wheel paths

The deflection observation points are marked at a transverse distance of:

i. 0.6 m from the edge of single lane pavement (3.75 m).

ii. 0.9 m from the edge of two lane and intermediate lane pavements (along
both sides at 0.9 m from the edges and be staggered).
iii. 1.5 m from the pavement edge of four-lane divided road.

 The longitudinal spacing between the deflection observation points

shall not be more than 50 m.
 On each selected sub-stretch, a minimum of ten deflection
observations points is to be selected and marked
 It is desirable to select more number of points in each sub-stretch, as
the data are to be subjected to statistical analysis.
 Benkelman Beam Deflectometer

Field data collection during BBD studies

 Before starting the deflection measurements, the Benkelman beam is

calibrated to ensure that the dial gauge and beam are working correctly.
 Rear axle load of truck is measured with weigh bridge or portable wheel
weighing equipment.
 Inflation pressure of truck tyres is checked before start of the study and
again after the study.

Deflection observations during the field studies

After marking the deflection observation points:

(a) The truck is driven slowly parallel to the edge such that left tyres
should be centrally placed over first deflection measurement point.
(b) The probe end of the beam is inserted between the gap of the dual
wheel and placed exactly over the deflection observation point.
 Benkelman Beam Deflectometer

(c) When the dial gauge reading is stationary or the rate of change of
pavement deflection is less than 0.025 mm/min, initial dial gauge
reading, Do is noted.
 Both the readings of the large and small needle of the dial
gauge may be noted; for initial reading it is convenient to set
the large needle of dial gauge to zero.
(d) The truck is moved forward slowly through a distance of 2.7 m from
the initial deflection observation point and is stoped. The
intermediate dial gauge reading, Di is noted.

(e) The truck is then driven forward through a further distance of 9 m

and final reading, Df is noted as before.
(f) The three deflection dial readings Do, Di and Df form a set of readings
at one deflection point under consideration.
 Benkelman Beam Deflectometer

Similarly the truck is driven forward to the next deflection

observation points and above methods of noting the set of three
deflection observation Do, Di and Df is repeated.
(g) During the field study the variations in deflection values at each spot
should be checked from time to time. In each group of ten
consecutive deflection values, if the highest and lowest deflection
values vary by more than one third of the mean deflection value in
the group, extra deflection measurement should be made at 25 m
on either side of the point where the high or low deflection value
were observed.
Measurement of pavement temperature
 Pavement temperature is measured only when pavement layer
thickness is preferably more than 75mm
 For less thick pavement, deflection is not affected by
temperature
 For measuring temperature 10 mm diameter hole is drilled
upto a depth of 45 mm on the thick bituminous pavement and
filled with glycerol
 The temperature of the glycerol is measured after five minutes
at 40 mm depth
 The temperature of this glycerol denotes pavement
temperature
 The temperature of the thick pavement is recorded at intervals
of one hour during the study

Calculation of rebound deflection values

 The noted Do, Di and Df from the dial gauge are not actual rebound
deflection values
 But the actual rebound deflection value, D is double the value indicated by
dial gauge readings Do and Df
i.e. , D = 2(Do – Df)
 Benkelman Beam Deflectometer

Checking and applying leg correction of the datum frame

Case(a): If (Di – Df) ≤ 0.025 mm → No leg correction is to be applied;

D = 2( Do – Df ) = 0.02 (Do – Df) mm

Case(b): If (Di – Df) > 0.025 → Leg correction is to be applied;

D = 2 ( Do – Df ) + 2K ( Di – Df )

 K depends upon equipment

 For India, K = 2.91

Therefore, D = 0.02 ( Do – Df ) + 0.0582 ( Di – Df )

Statistical analysis of deflection data

i. Mean deflection value, Dm

Dm = { ∑ Dx/n }

Dm : mean deflection value

Dx : rebound deflection value after applying leg correction
n : Total number of deflection observation in the sub-stretch

ii. Standard deviation value, s

 Benkelman Beam Deflectometer

iii. Characteristics deflection value, Dc

 Dc is used for design purpose
 For more than 1500 cvpd, Dc = (Dm + 2s )
 For less than 1500 cvpd, Dc = (Dm + s)

Correction for pavement temperature

 Standard pavement temperature is taken as 35 °C

 Temperature correction is applied in pavement having layer thickness of
more than 40 mm
 In India, Temperature correction factor is taken as 0.01 mm/°C
 The correction is additive if the pavement temperature during deflection
study is lower than 35 °C; The correction is negative if the pavement
temperature is higher than 35 °C
For example, if the deflection study is carried out at the pavement
temperature of 39 °C,
i. Correction factor, 4 × 0.01 = 0.04 mm, which should be subtracted
from measured Characteristics deflection value, Dc.

Correction for Seasonal Variation

 Deflection depends upon the change in the subgrade moisture content

 Worst subgrade (after monsoon)-considered for design but it is not
practicable to conduct the deflection studies always soon after the
monsoon
 So ‘moisture correction factor’ is applied to obtain the deflection value
corresponding to highest moisture content which is at just after the
monsoon
 Benkelman Beam Deflectometer

 The highest subgrade moisture depends on average annual rainfall in the

region, soil type, depth of highest water table, pavement drainage, etc.
 So all these information are collected during deflection studies
 Based on extensive studies carried out during various seasons in different
region of countries “moisture correction factor charts” are developed
 These charts are given in the IRC guidelines for overlay design based on
BBD studies
Benkelman Beam Deflectometer
Benkelman Beam Deflectometer