Tribhuvan University

KHWOPA COLLEGE OF ENGINEERING

Libali, Bhaktapur

A
Lab Report On:
Transportation Engineering II
Title: -Benkelman Beam Test

Submitted by: Submitted to:

Name: Binod Gurung Department of Civil Engineering
Roll No: 071BCE09 Khwopa College of Engineering
Group: A Tribhuvan University

Date of Submission: - 2074/11/18

 BENKELMAN BEAM TEST

OBJECTIVE
1. To determine the deflection of the pavement using Benkelman Beam.
2. To determine if the pavement requires an overlay.

APPARATUS REQUIRED
1. Benkelman Beam of length 3.66 m which is pivoted to a datum frame at a distance
2.44m from the probe end.
2. Truck with rear axle weighing 8170 kg and fitted with dual tire each having a tire
pressure of 5.6 kg/cm2.
3. Measuring Tape
4. Dial gauge
5. Marker

THEORY
Benkelman beam test is a popular test for estimating the required overlay thickness of a
pavement. Benkelman beam is adevice that is used to measure the rebound deflection of a
pavement due to a dual wheel load assembly. The permissible maximum Benkelman beam
deflection for satisfactory performance of a road stretch depends upon traffic, material of
construction and the environment factors. Benkelman deflection more than the allowable
deflection suggests that the pavement of adequate thickness in one or more layers over existing
pavement is known as overlay. This test should be carried out soon after the monsoons when
the pavements are at the weakest condition due to maximum subgrade moisture content.
This is a very slender beam very narrow beam and the total length is 3.66 m which is hinged at
a distance of 2.44 m from the pivot end. The datum frame rests on a pair of front levelling legs
and a rear leg with adjustable height. The probe end of the beam is inserted between the dual
rear wheels of truck and on the pavement surface at the center of the loaded area of the dual
wheel load assembly. A dial gauge is fixed on the datum frame with its spindle in contact with
the other end of beam in such a way that the distance between the probe end and the fulcrum
of the beam is twice the distance between fulcrum and the dial gauge spindle. Thus, the rebound
deflection measured at the dial gauge is half the actual movement of the robe end due to the
rebound deflection of the pavement surface when the dual wheel load is moved forward.
PROCEDURE
Deflection procedure based on CGRA:
1. The roadwas surveyedand based on the pavement condition the road was dividedinto
number of sections.
2. The point on the pavement was marked. Thepoint was located at 60 cm from the edge
of pavement.
3. The dual wheels of the truck were centered above the selected point.

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 4. The probe of the Benkelman beam was inserted between the duals and placed on the
selected point.
5. 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. The beam pivot
arms were checked for free movement
6. The initial dial gauge reading was noted.
7. The truck was moved forward by 2.7 m and stopped. The intermediate dial gauge
reading was taken at this instant.
8. The truck was driven forward byanother 9 m and final reading was noted at this instant.
Here,
If Dintermediate – Dinitial≤ 0.025 mm and Dfinal– Dinitial≤ 0.025mm
Actual deflection (D) = 2(Dfinal– Dinitial)
Else,
Apparent deflection (Dꞌ) = 2 (Dfinal – Dinitial)
Actual deflection (D) = 2 (Dfinal – Dinitial) + 2.91 * [ 2*(Dfinal – Dintermediate)]

OBSERVATION AND CALCUATION

Least count of dial gauge = 0.01 mm

a) For first section;

Initial dial gauge reading (Do) = 0
Intermediate dial gauge reading (Di) = 0.084 mm
Final dial gauge reading (Df) = 0.085 mm
| Df - Do |= 0.085 mm and | Di - Do | = 0.084 mm
So, D= 2* (Df–Do) + 2.91 [ 2* (Df– Di)] = 0.17582 mm

b) For second section;

Initial dial gauge reading (Do) = 0
Intermediate dial gauge reading (Di) = 0.083 mm
Final dial gauge reading (Df) = 0.085 mm
| Df - Do | = 0.085 mm and | Di - Do | = 0.083 mm
So, D= 2* (Df – Do) + 2.91 [ 2* (Df – Di)] = 0.18164 mm

c) For third section;

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Initial dial gauge reading (Do) = 0
Intermediate dial gauge reading (Di) = 0.024 mm
Final dial gauge reading (Df) = 0.027 mm
| Df - Do | = 0.027 mm and | Di - Do | = 0.024 mm
So, D= 2* (Df – Do) + 2.91 [ 2* (Df – Di)] = 0.07146 mm

d) For fourth section;

Initial dial gauge reading (Do) = 0
Intermediate dial gauge reading (Di) = 0.047 mm
Final dial gauge reading (Df) = 0.045 mm
| Df - Do | = 0.045 mm and | Di - Do | = 0.047 mm
So, D= 2* (Df – Do) + 2.91 [ 2* (Df – Di)] = 0.10564 mm

DATA ANALYSIS

̅ )= ∑𝐷 = 0.13364 mm
Meandeflection (𝐷 𝑁

̅ −𝐷)2
∑(𝐷
Standard Deviation (σ) =√ = 0.053955 mm
𝑛−1

̅ + t * σ =0.13364 + 1 * 0.053955 = 0.1876 mm

Characteristics deflection (DC) =𝐷

RESULT
̅ ) of
The characteristics deflection (DC) was found to be 0.1876 mm with Mean Deflection (𝐷
0.13364 mm and standard Deviation (σ) of 0.053955 mm.

DISCUSSION AND CONCLUSION

The characteristics deflection can be used to determine the required thickness of the overlay.
Overlay thickness required may be calculated using Ruiz’s equation as:
𝑅 𝐷𝑐
ℎ0 = log10
0.434 𝐷𝑎
Here,
ℎ0 = thickness of bituminous overlay in cm.
Da = allowable deflection which depends upon the pavement type and the desired
design life, values ranging from 0.75 to 1.25 mm.

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 R = deflection reduction factor depending upon the overlay material (usual values 10
to 15)

Also, according to IRC, design of overlay thickness equivalent to granular material of WBM
layer is given by;
𝐷
ℎ0 = 550 log10 𝐷𝑐 mm
𝑎

Here,
Da = 1.0, 1.25 and 1.5 mm if the projected traffic is 1500-4500, 450-1500, 150-450
respectively.

PRECAUTION
1. Dial Gauge should be properly placed.
2. Temperature of the pavement should be measured.
3. Benkelman Beam should be properly placed at marked point.

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