STRUCTURAL EVALUATION OF FLEXIBLE PAVEMENTS

AND DESIGN OF OVERLAYS BY BENKELMAN BEAM

DEFLECTION TECHNIQUE
Need for Structural Evaluation of Flexible Pavements
Each component layer of the pavement should have adequate stability to
withstand the design traffic under varying environmental conditions. Due to increased
magnitudes of wheel loads and/or increased number of road repetitions, the pavement
distress and deterioration start taking place much earlier than the design life and steps
have to be taken to strengthen the existing pavement with suitable overlay material
and thickness at the appropriate time during a pavements life. Failure to provide a
structural overlay of appropriate type and thickness at the appropriate time would
mean rapid loss of the structural capacity during the intervening period and eventually
a much more expensive strengthening treatment may have to be provided to restore
the pavement structure.
The overlays constructed over the flexible pavements are intended to
strengthen the existing pavement and also to correct the surface profile wherever
necessary and to improve the surface condition in order to provide good riding quality.
A properly designed and constructed overlay reduces the wheel load stresses on
every pavement layer of the existing pavement including the soil subgrade. The
overlay material and its thickness should therefore be designed such that the existing
pavement is strengthened and is rendered structurally and functionally adequate to
withstand the anticipated traffic for the desired design life.
A successful pavement management system requires structural and functional
evaluation at regular and suitable steps for the design and construction of overlays of
required thickness at the appropriate time before allowing any of the pavement layers
to be excessively distressed. The data obtained from the structural evaluation studies
are analysed to assess structural condition of the existing pavement to determine its
residual life and also to design the overlay thickness required for a desired life of the
pavement.
The overlay serves as a part of the stage construction programme to
strengthen the flexible pavement layer system to cater for the increased magnitudes
of wheel load repetitions. When the existing pavement structure is very weak due to
inadequate thickness, thicker overlay consisting of more than one layer may be
provided. As per the flexible pavement layer system concept, the pavement layers are
constructed such that the materials with higher stability and durability are placed on
upper layers so as to sustain higher magnitude of stresses. The surface course is also
subjected to more severe weathering conditions and the wear and tear due to the
traffic. Therefore it implies that the overlay material should be stronger or superior
than the surface course material of the existing pavement or atleast of the same
quality.

Evaluation of the structural adequacy of a pavement and the design of the

overlay is dependent upon the engineers ability to evaluate the structural properties of
the existing pavement layers. Evaluation of the structural adequacy and load carrying
capacity of an existing flexible pavement layer system and its various components
without disturbing or destroying these components is accomplished by non-destructive
testing methods such as Benkelman Beam rebound deflection method. This method is
being followed in several countries including India for structural evaluation of existing
flexible pavements and for the design of overlay thickness.
Principle of the Deflection Approach for Structural Evaluation
Surface deflection of a flexible pavement under a standard wheel load is
considered to be one of the best indicators of its structural condition. The magnitude
of rebound deflection due to a wheel load depends on the structural stability of the
pavement system and also on the characteristics of the wheel load. The various
factors on which the rebound deflection of a pavement depends are: a) subgrade soil
type, b) moisture content of the subgrade soil c) type and thickness of the pavement
component layers d) temperature of the bituminous layers e) previous loading history
of traffic load on the pavement and on the wheel path under consideration f)
magnitude, contact pressure and configuration of the applied wheel load and g) other
environmental factors.
The surface deflection under a wheel load represents the sum total of the
vertical elastic compression of all incremental layers of soil under the centre of the
loaded area. Therefore the magnitude of rebound deflection values due to a standard
wheel load is considered as a measure of the structural stability of the pavement at
that spot under prevailing set of conditions.
The deflection method is based on the concept that pavement sections, which
have been conditioned by traffic, deform elastically under a load. Extensive studies
have closely related the elastic deflection of pavements under the wheel loads to the
life of the pavements. For example, AASHO road test deflection data showed that a
pavement having a deflection of 0.5 mm would sustain 6 million applications of 8200
kg axle load. In contrast, a pavement having a deflection of 1.5 mm could support
only 2,00,000 application of the same axle load.
As the rebound deflection values of a pavement at each spot varies from time
to time depending on pavement temperature and subgrade moisture content during
the test, it is necessary to evaluate the extent to which these variable factors affect the
measured deflection values. The rebound deflections are found to vary in a day due to
temperature variations and these deflection values also vary during different seasons
of the year due to variations in subgrade moisture. However, the rebound deflection
values are also affected over a longer period of time by the traffic load repetitions.

Procedure for Deflection Survey

General
The deflection survey essentially consists of two operations:
(i)
(ii)

condition survey for collecting the basic information about the road
structure and based on this demarcation of the road into sections is
made of more or less equal performance and
actual deflection measurements.

Pavement Condition Survey

This phase of operation normally precedes the actual deflection
measurements. It consists primarily of visual observations supplemented by simple
Instrument for rut depth using a 3 metre straight edge. It is preferable if the road
sections are classified into sections of equal performance in accordance with the
criteria given below:
Classification

Pavement Condition

Good

No cracking, rutting less than 10 mm

Fair

No cracking or cracking confined to

single crack in the wheel track with
rutting between 10 mm and 20 mm

Poor

Extensive cracking and/or rutting

greater than 20 mm

As it is inexpedient to modify the overlay design at frequent intervals, it will be

preferable if the length of each section is kept a minimum of 500 m.
During condition survey, information should also be collected about drainage
characteristics, depth of water table, whether the road is in cut or fill, changes in soil
profile, topography climatic conditions, rainfall details and other relevant features.
Test pits should be dug approximately every 250-500 m depending on the uniformity
in performance of pavement structure to determine the thickness and composition of
the pavement layers. In addition subgrade soil samples should be collected to
determine the index properties of the soil.

Deflection Measurements
Equipment
A loaded truck with rear weight of 8170 kg., fitted with two pairs of dual wheels
and 30 x 40 mm clear gap between the dual tyres the tyres should be 10 x 12 ply the
inflation pressure of the tyres being 5.6 kg/cm2. The use of tyres with tubes and rib
treads is recommended.
i)
ii)
iii)

Benkelman beam deflection measuring device, dial guage with a L.C. of

0.01 mm
Thermometer, rapid moisture device, tools for cutting the pavement upto
the subgrade level and to collect soil samples from subgrade for
moisture content determination, measuring tape.
Glycerol, chalk for marking on the pavement, observation sheets

Preliminary Preparations
If the structural evaluation of the flexible pavements are to be carried out on
relatively short selected stretches of roads (or length less than 1.5 km), then the
deflection studies may be carried out even without preliminary studies and subdivision into various sub-stretches. Incase the structural evaluation studies are being
conducted for the first time or relatively long stretches then it is necessary to carryout
some preliminary studies such as:
i)
ii)
iii)
iv)

v)

Identification and classification of subgrade soil (by field identification tests)

and sub-division into sub-stretches of road based on soil type
Visual inspection of road to assess the surface condition such as rutting,
cracking, patching and surface undulations of pavement and classification
into sub-stretches.
Preliminary rebound deflection studies at intervals of 50 to 100 m and
measurement of rut depth, to assess the structural condition of pavement
and for division or grouping into sub-stretches
Sub-divisions of the road length into suitable sub-stretches and marking
deflection observation points along the wheel paths indicated by longitudinal
ruts or along a line 0.90 m from either side of two lane or multilane roads
and 0.60 m from either edge of single lane road. The spacing between the
deflection observation points may be selected along two lines parallel to
either edge of the pavement so as to obtain atleast twenty points within
each sub-stretch. The deflection observation points along the lines on either
side of the pavement may be staggered.
The rear axle load/ dual wheel load is measured with the help of weigh
bridge/ portable wheel weighing equipment and adjusted if necessary. The
inflation pressure of the truck tyres is checked and adjusted before the start
of the study and checked again after the study.

Rebound Deflection Studies

The loaded truck is made to stand parallel to the pavement edge such that the
rear dual wheel in centrally placed over the first deflection observation point. The
probe of the Benkelman beam is inserted in between the dual wheels from the rear
side of the truck such that the end of the probe rest exactly over the marked deflection
observation point, in between the dual wheels. The legs of the beam are adjusted and
the beam is checked, so that there is no possibility of the probe touching any part of
the tyre, the dial guage spindle is checked for appropriate contact and run of the
spindle. The initial dial guage reading Do is noted after the dial guage reading shows
no further change or when the rate of deflection of the pavement is less than 0.025
mm per minute. The truck is moved forward at a slow and uniform speed of 8 to 10
m/sec to a distance of 2.70 m and stopped and the intermediate dial guage reading Di
is noted when the rate of change in reading is less than 0.025 mm per minute.
The truck is further moved forward to the final location by a distance of 9.0 m
from the intermediate location and the final dial guage reading Df is noted when the
rate of change in deflection is less than 0.025 mm per minute.
The temperature of the pavement surface are recorded at intervals of one hour
during the study. The tyre pressure is checked and adjusted if necessary, at intervals
of about three hours during the deflection study. The moisture content in the subgrade
soil is also to be determined at suitable intervals.
The rebound deflection value D at any point is given by one of the following two
conditions:
a) If Di Df 2.5 divisions of the dial guage or 0.025 mm, D = 2 (DoDf) divisions of 0.01 mm units = 0.02 (Do Df) mm
b) If Di Df 2.5 division, this indicates that correction is needed for
the vertical movement of the front legs. Therefore,
D = 2(Do Df) + 2 K (Di Df) divisions.
The value of K is to be determined for every make of the Benkelman beam and is
given by the relation:
K=

3d 2e
--------f

where d = distance between the bearing of the beam and the rear adjusting leg
e = distance between the dial guage and the rear adjusting leg
f = distance between the front and rear legs
The value of K of Benkelman Beam generally available in India is found to be 2.91.

Therefore, the deflection value D in case (b) with leg corrections is given by :
D = 0.02 (Do Df) + 0.0582 (Di Df) mm
The three sets of deflection readings on other deflection observation points are
thus obtained along one side (say left wheel path of the pavement) upto the end of the
substretch. Similarly the deflection readings are obtained along the other wheel path
after reversing the direction of the truck.
Pavement Temperature
The rebound deflection values will vary during a day because of changes in
pavement temperature, in case of pavements with bituminous layer of thickness more
than 40 mm. In such cases, it is necessary to note the pavement temperature to apply
the temperature correction. A small hole of about 10 to 15 mm diameter and 40 mm
depth is dug on the bituminous pavement and is filled with glycerol. The temperature
observation is taken using an electronic contact thermometer or a mercury
thermometer, a few minutes after the glycerol attains the pavement temperature. The
temperature of the pavement is measured at two or three spots on each sub-stretch
once just before the start of deflection observation and once after completing the
deflection study on the sub-stretch so as to obtain the average pavement temperature.
Moisture Content of Subgrade Soil
The moisture content of the subgrade soil during the deflection study is to be
noted along the deflection observation points. The pavement may be cut open at two
spots one each along the two wheel paths i.e., along the line of deflection observation
points at the two ends of the sub-stretch. The size of the trench may be about 0.3x0.3
to 0.6 x 0.6 m depending on several factors such as type and thickness of pavement
layers, type of cutting tools available etc. After removing the pavement materials upto
the full depth, the subgrade soil sample is also removed to a further depth of 50 mm
and sufficient soil sample is collected and immediately placed in an air tight container
for moisture content determination.
The moisture content values of two samples may be determined from each
trench to obtain the average moisture content of subgrade soil of the sub-stretch
during the test. The moisture content may be determined by one of the rapid test
methods such as infra-red moisture meter, calcium carbide moisture tester, hot air
blowing oven or sand bath method, or else, the soil samples may be taken to the
nearest laboratory in air tight polythene bags and tested so that the moisture content
is determined with the help of thermostatically controlled drying ovens.
Traffic Data
In order to make a realistic estimation of the commercial vehicle traffic likely to
be carried by the road stretch during its design life, it is necessary to know the

average number of commercial vehicles currently using the road per day on the test
stretch and the average annual growth rate of these commercial vehicles. Therefore if
this data is not available, it is necessary to conduct classified traffic volume studies for
seven days for a continuous counting period of 24 hours.
However, if the effect of traffic loads is to be more precisely obtained, it is
necessary to conduct studies for the determination of (a) transverse placement of
wheel loads of commercial vehicles and their distribution and (b) magnitudes of wheel
loads/ axle loads of commercial vehicles and their distribution to arrive at the location
of wheel paths with maximum load repetition and the cumulative wheel load
repetitions along each path.
The data on rebound deflection, pavement temperature and subgrade moisture
are entered in an appropriate proforma given in Appendix I.
Analysis of Data
The initial, intermediate and final deflection values (Do, Di, Df, respectively) at
each deflection observation point should be entered in the prescribed proforma
(enclosed) and leg corrections are applied wherever applicable:
The rebound deflection values (Dx) at each observation point is determined.
The mean deflection value D of n observation points is given by:
D = { Dx / n } mm
The standard deviation`s corresponding to n deflection values is obtained
either using a scientific calculator with statistical function or by using the relation:

s=

(D-Dx)2
[ ------------- ]
(n-1)

Characteristic Deflection Value

The characteristic deflection value Dc or the representative rebound deflection
value of the test stretch for design purpose if obtained from the statistical analysis of
sample deflection data collected from the stretch. As per the IRC Guidelines, Dc is
taken as (D + s), such that the probability of this deflection value being exceeded at
spots within the test stretch is only about 15 percent. However, most of the other
agencies have been adopting Dc = (D + 2s), such that the probability of this deflection
value being exceeded at spots within the stretch is only about 2.0 percent. Based on
the experience gained in extensively studies conducted on test stretches before and
after the construction of overlays, it is recommended that;

i)

For all minor roads and NH and SH with less than 1500 commercial vehicles per
day : Dc = (D + s)

ii)

For all major roads, arterial roads in urban areas and NH and SH with over 1500
commercial vehicles per day: Dc = (D+2s)

Correction for Pavement Temperature

The characteristic deflection value of a test stretch should be corrected to the
standard temperature of 35oC in the case of thick bituminous pavements having layer
thickness 40 mm or more.
Correction for temperature variation on deflection values measured at
pavement temperature other than 35oC should be 0.01 mm for each degree
centigrade change from the standard temperature of 35oC. The correction will be
positive for pavement temperature lower than 35oC and negative for pavement
temperature higher than 35oC. For example, if the deflection is measured at a
pavement temperature of 37oC, the correction factor will be 0.02 mm (=2x.01) which
should be subtracted from the measured deflection to obtain the corrected value
corresponding to standard pavement temperature of 35oC.
In colder areas, and areas of altitude greater than 1000 m where the average
day temperature is less than 20oC for more than 4 months in a year, the standard
temperature of 35oC will not apply. In the absence of adequate data about deflection
performance relationships, it is recommended that the deflection measurements in
such areas be made when the ambient temperature is greater than 20oC and that no
correction for temperature need be applied.
Correction for Subgrade Moisture Content
The flexible pavement will be in the weakest state indicating highest value of
Benkelman beam rebound deflection value under a standard wheel load, when the
subgrade soil has the highest possible value of moisture content which usually occurs
soon after the heaviest monsoon rains. Though the structural condition of the
pavement should therefore be evaluated under such pavement condition, it is not
always practicable to conduct the deflection studies soon after the monsoons. The
subgrade soil shall be tested as per IS-2720 for type of subgrade soil, plasticity index
and field moisture content. The charts containing the correction factors to be adopted
for the design for the different types of soils are shown in Fig. 1 to 6.
Traffic Analysis
Traffic in terms of million standard axle shall be considered for the design of
overlay. If sufficient data are available at the stretch with respect to the wheel load
distribution of commercial vehicles or the vehicle damage factor and their transverse

placement, the cumulative standard axles may be worked out based on actual data,
otherwise design traffic may be calculated as per the procedure given in IRC:37:2001.
General
For the purpose of the design, only the number of commercial vehicles of laden
weight of 3 tonnes or more and their axle loading will be considered. The traffic is
considered in both directions in the case of two lane road and in the direction of
heavier traffic in the case of multi lane divided highways.
To obtain a realistic estimate of design traffic due consideration should be
given to the existing traffic, possible changes in road network and land use of the area
served, the probable growth of traffic and design life.
Estimate of the initial daily average traffic flow for any road should normally be
based on the 7-day 24-hours classified traffic counts. However, in exceptional cases
where this information is not available 3-day count could be used.
Traffic growth rate
An estimate of likely growth rate can be obtained as follows:
c) By studying the past trend in traffic growth
d) Elasticity of transport demand
e) If adequate data is not available, it is recommended that an average
value of 7.5 percent may be adopted for roads in rural routes.
Design life
It is recommended that the design life for strengthening of major roads should
be atleast 10 years. Less important roads may, however be, designed for a shorter
design period but not less than 5 years in any case.
Computation of design traffic
The design traffic is considered in terms of the cumulative number of standard
axles to be carried during the design life of the road. Its computation involves
estimates of the initial volume of commercial vehicles per day, lateral distribution of
traffic, the growth rate, the design life in years and the vehicle damage factor (number
of standard axle per commercial vehicle) to convert commercial vehicles to standard
axles.
The following equation may be used to make the required calculation
365 x A [(1+r) x 1]
Ns = ---------------------------- x F
r

Where,
Ns = The cumulative number of standard axles to be catered for in the design
A = Initial traffic in the year of completion of construction, in terms of the number of
commercial vehicles per day duly modified to account for lane distribution
r = Annual growth rate of commercial vehicles
x = Design life in years
F = Vehicle damage factor (number of standard axles per commercial vehicles) refer
to paragraph
Distribution of commercial traffic over the carriageway
A realistic assessment of distribution of commercial traffic by direction and by
lane is necessary as it directly affects the total equivalent standard axle load
applications used in the design. IRC has recommended that for the time being the
following distribution may be assumed for design until more reliable data on
placement of commercial vehicles on the carriageway lanes are available. However, if
in a particular situation a better estimate of the distribution of traffic between the
carriageway lanes is available from traffic surveys, the same should be adopted and
the design is based on the traffic in the most heavily trafficked lane. The design will
normally be applied over the whole carriageway width.
i)

Single-lane roads (3.75 m width)

Traffic tends to be more channelised on single lane roads than on two lane
roads and to allow for this connection of wheel load repetitions, the design
should be based on the number of commercial vehicles per day in both
directions multiplied by two.

ii)

Two-lane single carriageway roads

The design should be based on 75 percent of the total number of commercial
vehicles in both directions

iii)

Four-lane single carriageway roads

The design should be based on 40 percent of the total number of commercial
vehicles in both directions.

iv)

Dual carriageway roads

The design of dual two lane carriageway roads should be based on 75 percent
of the number of commercial vehicles in each direction. The distribution factor shall be
reduced by 20 percent for each additional lane.

10

The traffic in each direction may be assumed to be half the sum in both
directions when the latter only is known. Where significant difference between the two
streams can occur, the condition in the more heavily trafficked lane should be
considered for design. However, if on a particular situation on a better estimate of the
distribution of traffic between the carriageway lanes is available from traffic surveys,
the same should be adopted and the design is based on the traffic in the most heavily
trafficked lane. The design will normally be applied over the whole carriageway width.
Vehicle Damage Factor
The vehicle damage factor (VDF) is a multiplier for converting the number of
commercial vehicles of different axle loads to the number of standard axle load
repetitions. The vehicle damage factor is arrived at from axle-load surveys on typical
road sections so as to cover various influencing factors such as traffic mix, type of
transportation, type of commodities carried, time of the year, terrain, road condition
and degree of enforcement. The AASHO axle load equivalence factors may be used
for converting the axle load spectrum to an equivalent number of standard axles. For
designing a strengthening layer on an existing road pavement, the vehicle damage
factor should be arrived at carefully by using the relevant available data or carrying out
specific axle load surveys depending upon importance of the project. Some surveys
have been carried out in the country on National Highways, State Highways and
MDRs which reveal excessive overloading of commercial vehicles. The designer
should take the exact value of VDF after conducting the axle load survey particularly
in the case of major projects. Where sufficient information on axle load is not
available, the tentative indicative values of vehicle damage factor as given in below
may be used.
Initial traffic intensity in terms of number of
commercial vehicles per day (Traffic range)
0 150
150 1500
More than 1500

Terrain
Rolling/ Plain
1.5
3.5
4.5

Hilly
0.5
1.5
2.5

Design of Overlay
The design curves relating characteristic pavement deflection to the cumulative
number of standard axles to be carried over the design life is given in Fig. 7.
The characteristic deflection (Dc) value to be used for design purposes will be
used to calculate the overlay thickness. The design traffic in terms of cumulative
standard number of axles will be computed as per the procedure described above, will
be used. The thickness deducted from the design chart is the overlay thickness in
terms of bituminous macadam construction. In case other compositions are to be laid

11

for strengthening, the equivalent overlay thickness to be provided may be determined

using appropriate equivalency factors as suggested 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
From structural considerations, the recommended minimum bituminous overlay
thickness is 50 mm bituminous macadam with an additional surfacing course of 50
mm DBM or 40 mm bituminous concrete.
Where structural deficiency is not indicated from deflection values, thin
surfacing may be provided to improve the riding quality as required. The type of
material to be used in overlay construction will depend on several factors such as the
importance of the road, the design traffic, the thickness and condition of the existing
bituminous surfacing, construction convenience and relative economics. For heavily
trafficked roads, it will be desirable to provide bituminous overlays. The thickness of
wearing course should be in conformity with IRC:37:2001
Before implementing the overlay, the existing surface shall be corrected and
brought to proper profile by filling the cracks, pot holes, ruts and undulations. No part
of the overlay design thickness shall be used for correcting the surface irregularities.
References
i)
ii)

Indian Roads Congress, Guidelines for Strengthening of Flexible Road

Pavements Using Benkelman Beam Deflection Technique, IRC:81-1997
Khanna S.K and Justo, C.E.G., Highway Engineering, New Chand and
Bros, Roorkee.

12

PROFORMA FOR RECORDING FIELD INFORMATION COLLECTED DURING THE PAVEMENT CONDITION SURVEY
Date of Survey
Traffic intensity : cv/dayYear .
Annual Rainfall
: high/low
(mm)
Subgrade soil type:

Name of road
:
Section
:
No. of Traffic lanes :

Sl
No
1

Subsection
from - to
2

Height of
Embankment
/
cutting
3

Pavement
Condition
4

Surfacing
Type
Thickness
5

Pavement Details
Base
Type Thickness
7

Sub-base
Type
Thickness
9

10

Type
of
shoulder
11

Depth
of
water
table m
12

Drainage
condition

Remarks

13

14

Note : 1. Classify pavement condition as Good, Fair or Poor as per Art. on Pavement Condition Survey
2. Record any abnormal conditions as Flooding, Submergence, Failed section, Previous Failure History etc.

13

PROFORMA FOR RECORDING PAVEMENT DEFLECTION DATA

Name of Road:
Section:
No. of traffic lanes :

Date and time of observation :

Climatic conditions (hot/humid/cold) :
Air temperature, oC :
Annual rainfall, mm :
Whether temperature correction is to be applied: Yes/No
Whether correction for seasonal variation is to be applied: Yes/No

Sl. Location of Pavement

Type of Moisture
No test point and temperature Soil & content %
identification oC
PI
of lane
1
2
3
4
5

Dial guage reading

Initial Intermediate Final
6

Rebound
(mm)

Deflection

Note: The values of pavement surface temperature will be measured at every hour during the deflection study (such as
premix carpet or surface dressing over a non-bituminous base) since these are usually unaffected b changes in
temperature. But temperature correction will be required for pavements having a substantial thickness of bituminous
construction (i.e. min. 40 mm). Correction need not however be applied in the latter case if the road is subject to severe
cracking or the bituminous layer is substantially stripped.

14

WORKED EXAMPLE ILLUSTRATING THE DESIGN METHOD

Design the thickness of the flexible overlay using the following data.
1.
2.
3.
4.
5.
6.

Two lane single carriageway

Initial traffic in the year of completion of construction = 400 CV/day (sum of
both directions)
Traffic growth rate per annum = 7.5 %
Design life = 15 years
Vehicle Damage Factor = 2.5 (Standard axles per commercial vehicle)
Deflection data as given in the field data form

Design Calculations.
1. Distribution factor for two-lane single carriageway road = 0.75
2. Cumulative No. of standard axles =
365 x [(1+0.075)15 -1]
N = ------------------------------ x 400x 0.75 x2.5 = 7200000 = 7.2 msa
0.075
3.
4.
5.
6.
7.
8.

Mean Deflection = 1.50 mm (refer worksheet for computations)

Standard deviation = 0.18 mm
Characteristic deflection = (1.50 + 2 x 0.18) = 1.86 mm
Mean Pavement temperature = 40oC
Correction for temperature = 0.01 (40 - 35) = 0.05
Corrected characteristic deflection after temperature correction = (1.86 - 0.05) =
1.81 mm
9. Correction factor for subgrade moisture for gravelly, sandy soil for low rainfall
area (Fig. 1) for 5% subgrade moisture content = 1.17
10. Corrected characteristic deflection after correction for subgrade moisture
content = 1.81 x 1.17 = 2.12 mm
11. Thickness of bituminous macadam overlay for a characteristic deflection of
2.12 mm and the design traffic of 7.2 msa = 150 mm (Fig.7)
12. Equivalent overlay thickness :1 cm of BM = 0.7 mm of DBM/ BC
13. Equivalent overlay thickness = 105 mm of DBM/ BC
14. Provide (65 mm DBM + 40 mm BC) overlay

15

TYPICAL WORK SHEET FOR THE COMPUTATION OF OVERLAY THICKNESS BASED

ON BENKELMAN BEAM DELECTION VALUES
Name of Road: Bangalore
Magadi Road
Section: Km 25/0 to 26/0
No. of traffic lanes : 2

Ch

1
0
100
200
300
400
500
600
700
800
900

Location of
test
point
and
identificatio
n of lane
2
SH-17
BANGALOR
E-MAGADI
ROAD

Date and time of observation : 1.1.2003

Climatic conditions (hot/humid/cold) : Cold
Air temperature, oC : 28oC
Annual rainfall, mm : 900 mm
Whether temperature correction is to be applied: Yes/No
Whether correction for seasonal variation is to be applied: Yes/No

Type of Moisture
Pavement
temperature Soil & PI content
o
C
%
3
4
Beginning of Sandy/
Gravelly
the Study
= 37oC

Km 25/0 to
26/0

End of the
Study
= 42oC

5
5%

Dial guage reading

Initial Intermediate Final

Rebound Deflection
(mm)

6
100

7
38

8
36

9
1.28

100
100
100
100
100
100
100
100
100

36
38
24
30
32
22
26
30
24

34
36
21
28
29
20
22
28
22

1.32
1.28
1.75
1.44
1.59
1.60
1.79
1.44
1.56

16

TYPICAL WORK SHEET FOR THE COMPUTATION OF OVERLAY THICKNESS BASED

ON BENKELMAN BEAM DELECTION VALUES
Name of Road: Bangalore
Magadi Road
Section: Km 25/0 to 26/0
No. of traffic lanes : 2

Ch.

1
50

150
250
350
450
550
650
750
850
950

Location of
test point and
identification
of lane
2
SH-17
BANGALOREMAGADI
ROAD
Km 25/0 to
26/0

Date and time of observation : 1.1.2003

Climatic conditions (hot/humid/cold) : Cold
Air temperature, oC : 30
Annual rainfall, mm : 900 mm
Whether temperature correction is to be applied: Yes/No
Whether correction for seasonal variation is to be applied: Yes/No

Pavement
Type of Moisture
temperature Soil & PI content
o
C
%
3
4
Beginning of Sandy/
Gravelly
the Study
= 42oC

End
of the
Study = 440C

5
5%

Dial guage reading

Initial Intermediate Final

Rebound
(mm)

Deflection

6
100

7
22

8
20

9
1.60

100
100
100
100
100
100
100
100
100

30
32
24
26
38
36
38
24
30

28
29
22
22
36
34
36
21
28

1.44
1.59
1.56
1.79
1.28
1.32
1.28
1.75
1.44

17