BENKELMAN BEAM TEST

(REF-SP/ST1:77XXXX & IRC: 81)

OBJECTIVE:
To determine the rebound deflection of a pavement under a standard wheel load and tyre
pressure with or without temperature measurement by Benkelman Beam test.
INTRODUCTION
A.C. Benkelman devised the simple deflection beam in 1953 for measurement of pavement surface
deflection on the WASHTO Test Road. It is widely used all over the world for evaluation of the
requirements of strengthening of flexible pavements.
CONCEPT & SIGNIFICANCE:
Performance of flexible pavements is closely related to the elastic deflection of pavement under the
wheel loads. The deformation or elastic deflection under a given load depends upon sub grade soil type,
its moisture content and compaction, the thickness and quality of the pavement courses, drainage
conditions, pavement surface temperature etc.

The Benkelman Beam Deflection Method is thus widely used for Evaluation of Structural Capacity of
Existing Flexible Pavements and also for Estimation and Design of Overlays for Strengthening of any
weak pavement for Highways.

DEFLECTION:
Pavement surface deflection measurements are the primary means of evaluating a flexible pavement
structure and rigid pavement load transfer. Although other measurements can be made that reflect (to
some degree) a pavement's structural condition, surface deflection is an important pavement
evaluation method because the magnitude and shape of pavement deflection is a function of traffic
(type and volume), pavement structural section, temperature affecting the pavement structure and
moisture affecting the pavement structure.

Deflection measurements can be used in back calculation methods to determine pavement structural
layer stiffness and the sub grade resilient modulus. Thus, many characteristics of a flexible pavement
can be determined by measuring its deflection in response to load. Furthermore, pavement deflection
measurements are non-destructive.

EQUIPMENT/AAPARATUS:

Benkelman Beam consists of a slender beam 3.66 mtr long pivoted at a distance of 2.440 mtr
from the tip as shown in fig below and a loaded truck (8 to 10 tons).

Prepared By: M.L. Rathore (Lab Engineer), Civil Engg Dept, JUET Guna (M.P.): 39
SALIENT FEATURES OF BENKELMAN BEAM:
The equipment is light weight and made of aluminium for easy portability and
use at any test location.
Length of the Benkelman beam is 250 cm and net weight is 15kg.
The apparatus is compact, unique and possess a telescopic design for quick set up
and storage during transport to the test location.
The equipment is supplied in two parts for assembling on site with easy hand
tools.
One end of the beam rests at a point under investigation while the beam is
pivoted in the centre.
The free end carries a dial gauge to record the deflections. The other end is kept
on a stable platform.
Provided with anti-vibration system for accurate measurement of
pavements. Provided with dial indicator and accessories.
The beam is put in contact with the pavement under test between the tires of
the vehicles.
The measurement of the deflection is carried out when the vehicle passes over
the test area.

UTILITY

Direct reading of deflection dial indicators eliminates the need for conversions or
calculations during measurement.
It is used to measure the deflection of the road surface when loaded by the
wheels of vehicles.

ACCESSORIES

Wooden carrying case for the Benkelman Beam

Benkelman indicator gauge, calibration unit, etc.

APPLICATIONS

Pavement structure analysis

Roadways construction
Road surface deflection
measurement Plate test

Civil4m test report

PROCEDURE

Deflections shall be measured as follows:

1. The test point shall be pre-selected and marked. For highway pavements, test point
shall be located at the distances from the edge of the lane given in table below;

Lane width Distance from lane edge

(meters) (meters)
2.8 or less 0.5

3.0 0.6

3.2 0.7

3.4 0.8

3.6 or more 0.9

2. The tyre pressure should be checked before the first test and then at intervals not
exceeding three hours.
3. The truck shall initially be positioned with the test wheel between 100 and 150 mm to
the rear of the test spot, i.e. Position A.
4. The probe of the beam shall be inserted between the dual tyres of the test wheel with
the toe located on the test spot.
5. The locking device shall be released and the rear of the beam adjusted so that the
plunger is in contact with the dial gauge.
6. The dial gauge shall be set to road between 9 and 11 mm (the actual reading need not
be recorded) and the vibrator set in operation.
7. The truck shall be moved forward at creep speed so that the test wheel passes over the
test spot and continues advancing to position B which is 2.7+0.1 meters beyond the test
spot.
8. The START READING, ‘S’ is the maximum dial gauge reading occurring during this
movement of the truck from position A to position B, and will normally occur as the
wheel passes over the test spot. This reading shall be recorded.
9. The INTERMIDIATE READING, ‘I’ is that figure indicated by the dial gauge at the
movement the truck stops with the test wheel in the position B. This reading shall be
recorded.
10. The truck shall be moved forward until the test wheel is in position C which is not less
than 10 meters from position B.
11. The FINAL READING, ‘F’ is that figure indicated by the dial gauge when the truck has
stopped in position C. this figure shall be recorded.

Civi; 4m test report

Temperature measurements must be made when the top layer of the pavement consists of 40
mm or more of bitumen bound material .The following procedure should be followed:
1. A hole should be made with the mandrel to a depth of 40mm or to such a depth that it
does not break through the bitumen bound material.
2. The hole should be filled with glycerol or oil and the thermometer inserted.
3. The temperature should be recorded at least hourly, or at decreasing time intervals
down to 15 minutes when successive temperatures differ by more than 3 C.

No beam readings should be made outside the pavement temperature range of 5°C to 30°C
when the top layer of the pavement consists of 40 mm or more of bitumen bound material.

3. 60 M 0.90
15.00M

11.75M C

HIGHWAY

B
2.75 M

0.0 M A

Civil4m test report

OBSERVATIONS
All reports shall include the following;
(a) Name of Road
(b) Section/Location
(c) Lanes
(d) Distance from lane edge.
(e) The actual axle load used.
(f) The rebound deflection of the pavement (to 0.01mm).
(g) The date and time of readings.

Where temperature readings are required:

(a) The pavement temperature.
(b) The depth at which the temperature is recorded.
(c) The time when temperature is taken.

S. No Location of Pavement Type of Moisture Dial Gauge Reading Rebound

test point Temperature soil &PI content Initial Intermediate Final deflection
(S) (I) (F) (mm)
1
2

CALCULATIONS

The rebound deflection of the pavement shall be calculated in the following manner.* *
1. Two pavement rebound indicators shall be established by subtracting the
intermediate and final readings from the start reading, i.e. (S – I) and (S – F)
2. If the indicators so obtained agree within 0.03 mm the true rebound deflection at
temperature T shall be calculated as: XT = 2(S – F)
3. If the indicators (S – I) and (S – F) differ by more than 0.03 mm* * * the initial shape
of the bowl has been such as to influence the front support legs of the instrument
and the calculations shall be adjusted as follows: XT = 2 (S – F ) + 5.82 (I – F)
4. The pavement rebound deflection at a standard temperature of 20°C shall be
20
calculated from the above figure by applying the formula: X20 XT
t
110

Where,
X20 = temperature corrected rebound deflection in millimeters and
t = temperature in degrees Celsius 40 mm below the surface of the pavement.

Note:
* If the dial gauge has been modified to road pavement deflection directly, the questions in 4.1 (b)
and
(c) must be divided by 2.If the dial gauge is graduated in an anti—clockwise direction the terms
within which the brackets will have to be reversed to give a positive value.
***A larger difference can be tolerated if it is confirmed while testing that the legs of the beam are
not sitting in the bowl.