Journal of International - JIARM · STRUCTURAL EVALUATION USING BENKELMAN BEAM DEFLECTION ......

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Editorial Board __________________________________________________________________________________________

Dr. Kari Jabbour, Ph.D

Curriculum Developer,

American College of Technology,

Missouri, USA.

Er.Chandramohan, M.S

System Specialist - OGP

ABB Australia Pvt. Ltd., Australia.

Dr. S.K. Singh

Chief Scientist

Advanced Materials Technology Department

Institute of Minerals & Materials Technology

Bhubaneswar, India

PROF.Dr. Sharath Babu,LLM Ph.D

Dean. Faculty Of Law,

Karnatak University Dharwad,

Karnataka, India

Dr.SM Kadri, MBBS,MPH/ICHD,

FFP Fellow, Public Health Foundation of India

Epidemiologist Division of Epidemiology and Public Health,

Kashmir, India

Dr.Bhumika Talwar, BDS

Research Officer

State Institute of Health & Family Welfare

Jaipur, India

Dr. Tej Pratap Mall Ph.D

Head, Postgraduate Department of Botany,

Kisan P.G. College, Bahraich, India.

Dr. Arup Kanti Konar, Ph.D

Associate Professor of Economics Achhruram,

Memorial College,

SKB University, Jhalda,Purulia,

West Bengal. India

Dr. S.Raja Ph.D

Research Associate,

Madras Research Center of CMFR ,

Indian Council of Agricultural Research,

Chennai, India

Dr. Vijay Pithadia, Ph.D,

Director - Sri Aurobindo Institute of Management

Rajkot, India.

Er. R. Bhuvanewari Devi M.Tech, MCIHT

Highway Engineer, Infrastructure,

Ramboll, Abu Dhabi, UAE

Sanda Maican, Ph.D.

Senior Researcher,

Department of Ecology, Taxonomy and Nature Conservation

Institute of Biology of the Romanian Academy,

Bucharest, ROMANIA

Dr.Damarla Bala Venkata Ramana

Senior Scientist

Central Research Institute for Dryland Agriculture (CRIDA)

Hyderabad, A.P, India

PROF.Dr.S.V.Kshirsagar,M.B.B.S, M.S

Head - Department of Anatomy,

Bidar Institute of Medical Sciences,

Karnataka, India.

DR ASIFA NAZIR, M.B.B.S, MD

Assistant Professor Dept of Microbiology

Government Medical College, Srinagar, India.

Dr.AmitaPuri, Ph.D

Officiating Principal

Army Inst. Of Education

New Delhi, India

Dr. Shobana Nelasco Ph.D

Associate Professor,

Fellow of Indian Council of Social Science

Research (On Deputation},

Department of Economics,

Bharathidasan University, Trichirappalli. India

M. Suresh Kumar, PHD

Assistant Manager,

Godrej Security Solution,

India.

Dr.T.Chandrasekarayya,Ph.D

Assistant Professor,

Dept Of Population Studies & Social Work,

S.V.University, Tirupati, India.

JIARM VOLUME 1 ISSUE 4 (MAY 2013) ISSN : 2320 – 5083

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STRUCTURAL EVALUATION USING BENKELMAN BEAM DEFLECTION TECHNIQUE AND REHABILITATION OF FLEXIBLE PAVEMENT FOR

STATE HIGHWAY 188 (SARSA JUNCTION TO VASAD JUNCTION)

G.BHATT MAYANK* PROF. AMIT VANKAR**

DR L.B ZALA***

*M.E. Student, Dept. of Civil Engineering, B.V.M Engineering College, Gujarat, India **Dept. of Civil Engineering, B.V.M Engineering College, Gujarat, India

***Head, Dept. of Civil Engineering, B.V.M Engineering College, Gujarat, India ABSTRACT

The evaluation of a functional behavior or performance analysis, information

is needed on the history of riding quality of the pavement stretch. In condition survey,

pavement surface condition is measured and which types of the distress is observed.

For the sub grade evaluation soil sample is taken at required locations on road stretch.

In the structural evaluation of flexible pavement the pavement deflection is measured

by the Benkelman Beam. It is possible to measure the rebound and residual

deflections of the pavement structure. While the rebound deflection is one related to

pavement performance, the residual deflection may be due to non-recoverable

deflection of the pavement or because of the influence of the deflection bowl on the

front legs of the beam. Rebound deflection is used for overlay design. A detailed

pavement condition survey is done on State Highway 188 (Sarsa Junction to Vasad

Junction) and the road condition is evaluated structurally. The present study is

evaluates the overlay thickness for State Highway 188 Sarsa Junction to Vasad

Junction.

KEYWORDS: Functional Evaluation, Rehabilitation, Structural Evaluation,

Pavement Performance.

INTRODUCTION

Transportation infrastructure plays a lead role in economic growth and

development of country. The road transport is the oldest and perhaps the most widely

adopted mode of transport of mankind .The road transport witnessed a tremendous

growth rate after independence of our country. Pavements are the key elements of

infrastructure of the country, whose functions are to promote transport activities,

economic activities and to improve the standard of living.

All civil infrastructures have a definite life span. In other words, all structures are

designed to fail at some point but the life of structure is extended by the maintenance


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and rehabilitation activities. The maintenance and rehabilitation activities of pavement

structures become increasingly important as pavements deteriorate with time and

traffic. The combined effects of traffic loading and the environment will cause every

pavement, no matter how well-designed/constructed to deteriorate over time.

Maintenance and Rehabilitation activities range from correcting surface defects for

improving ride quality to increasing structural capacity of the pavement structure.

“Rehabilitation is the act of repairing portions of an existing pavement to reset the

deterioration process. (Ernest Larmie, 2005) “The combined effects of traffic loading

and the environment will cause pavements to deteriorate over time. Although

maintenance can slow the rate of deterioration, it cannot stop it. Therefore eventually

the effects of deterioration need to be reversed by adding or replacing material in the

existing pavement structure. This is called rehabilitation. Rehabilitation can be also

defined as a structural or functional enhancement of a pavement which produces a

substantial extension in service life, by substantially improving pavement structurally

and functionally regarding the difference between maintenance and rehabilitation,

there is mix concept of maintenance and rehabilitation. The road network in India is

grossly inadequate in quantity and quality. The existing road network is unable to

cope up with high traffic due to maintenance and rehabilitation problem. As per

statistics of year 2012, India has a road network of 4.24 million km consisting of

Express highway. National Highway (NH), State Highway (SH), Major District

Roads (MDR) and Other District roads (ODR) (www.nhai.com)

TABLE: 1 Road Network in India

Source: www.nhai.com

Class Length (km)

Expressway 1000km

National highway (Already 4/6 lane) 70,934 km

National Highways (Being 4/6 lane) 16,000 km

State highway 154,522 km

Major and other district roads 2,577,396 km

Rural & other roads 1,433,577 km

Total (approx.) 4,245,429 km


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The Objectives of study are:

Collect and interpret existing design, construction data .

Identify the different deterioration aspects of roadway infrastructure. Carry out

surface condition, and traffic surveys.

Carry out structural and materials testing.

Establish the cause of the pavement deterioration.

Need of study:

A good road management is necessary, and maintenance and rehabilitation

actions must be taken with good timing. Pavement rehabilitation activities, though not

as spectacular as the construction ones, are of major importance for protecting the

initial important investments made for development of transportation infrastructure.

Major economic losses will continue unless improved capabilities for rehabilitation

design are provided to meet today’s highway traffic needs, as most projects today

include rehabilitation design. Improved rehabilitation designs will lead to longer-

lasting and more cost-effective rehabilitated pavement.

Pavement Evaluation

One of the most important functions of a Pavement engineer is the evaluation

of in service pavements. It is necessary for them to know the condition of pavement

surface with reference to the riding quality and to fix suitable failure criteria to

establish maintenance and priority programs. The evaluation of riding quality of

pavement involves a study of the functional behavior of a stretch of road pavement in

its entire reach. For a functional behavior or performance analysis, information is

needed on the history of riding quality of the pavement stretch. Until a measure of

pavement serviceability was developed after the AASHO road test, little attention was

paid to the evaluation of pavement performance and the pavement was either

considered satisfactory or unsatisfactory. The idea of relative performance was not

adequately developed. There are two general types of pavement condition indices: one

type of index (type 1) represents raw data for only one pavement condition parameter

(e.g. distress, roughness, deflection, skid resistance, etc.). The other type of index

represents a combination of more than one pavement condition parameter. The

method consists of combining all or some of the rating so as to constitute a global (or

serviceability) index representing the pavement condition. The AASHO Road Test,

1958-61, and researchers associated with it, made an enormous contribution to the


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technology base of pavement management using pavement evaluation. Flexible

Pavement Riding (Rokade S, 2010)’

Methods for Rehabilitation:

Rehabilitation methods other than overlay:

1. Full depth pavement repair.

2. Partial depth pavement repair.

3. Join and crack sealing.

4. Sub sealing of concrete pavement.

5. Grinding/mining of pavement.

6. Surface treatment.

Rehabilitation methods with overlay:

1. Flexible overlay/flexible existing.

2. Flexible overlay/rigid existing.

3. Rigid overlay/flexible existing.

4. Rigid overlay/rigid existing

Different types of survey and test for rehabilitation:

Surface condition and roughness survey

Deflection test

Dynamic cone penetration test

Skid resistance test.

Study area location:

Sarsa (22°49'46"N 72°37'56"E) is one of the Villages in Anand Taluka in Anand District in Gujarat State. Sarsa is located 8.7 km distance from its Taluka Main Town Anand. The salient features of the Road Section are:

1. Length of the stretch: 9 km.

2. Type of Pavement: Bituminous.

3. No. of lanes: 2 lanes.

4. Divided/Undivided: Undivided.

5. Type of Shoulder: Hard Shoulder.

6. Surrounding Environment: Rural.

7. Type of traffic: Mixed traffic.

8. Average Speed: 80 Km/ hr.

9. Annual Rainfall: 1100 mm


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10. Ambient Temprature: 38°c.

PAVEMENT PERFORMANCE DATA

VISUAL SURVEY DATA

The annexure-I shows the format of visual survey, and data are analyzed based

on actual visual survey on SH: 188 from Sarsa to Vasad Junction .and the analysis

shows that From CH: 1.00 km to CH: 3.00 km and CH:6.00 km to CH:9.00 km in

both direction the block cracking and alligator crack, and Rutting observed more. At

CH: 4.00 km to CH: 6.00 km potholes and bleeding observed .The data for

Raveling, Cracking, rutting, and stripping is shown in figure 1 .

Figure: 1 Visual Survey.

STRUCTURAL EVALUATION OF PAVEMENT BY BENKELMAN BEAM

Basic Principles of Deflection Method:

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 pavement courses, drainage conditions, pavement surface

temperature etc. Pavement deflection is measured by the Benkelman Beam which

consists of a slender beam 3.66m long pivoted at a distance of 2.44m from the tip. By

suitably placing the probe between the dual wheels of the loaded truck, it is possible

to measure the rebound and residual deflections of the pavement structure. While the

rebound deflection is one related to pavement performance, the residual deflection


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may be due to non-recoverable deflection of the pavement or because of the legs of

the beam. Rebound deflection is used influence of the deflection bowl on the front for

overlay design the deflection data is shown in Table 2

Figure: 2 Benkelmenbeam testing. Table: 2 Benkelman Beam Deflection results.

CHAINAGE(m) SIDE

DIAL GAUGE

READING Temperature REBOUND

DEFLECTION

Temp.

correction

Seasonal

correction

CORRECTED

DEFLECTION D0 Di Df

0/050 Left 100 87 85 36 0.30 -0.01 1.24 0.360

0/100 Right 100 93 82 37 1.00 -0.02 1.24 1.215

0/150 Left 100 90 85 36 0.59 -0.01 1.24 0.720

0/200 Right 100 66 60 36 1.15 -0.01 1.24 1.412

0/250 Left 100 75 64 36 1.36 -0.01 1.24 1.674

0/300 Right 100 85 73 38 1.24 -0.03 1.24 1.498

0/350 Left 100 75 65 35 1.28 0.00 1.24 1.590

0/400 Right 100 88 85 38 0.48 -0.03 1.24 0.552

0/450 Left 100 85 76 35 1.00 0.00 1.24 1.245

0/500 Right 100 100 100 34 0.00 0.01 1.24 0.012

0/550 Left 100 97 96 36 0.08 -0.01 1.24 0.087

0/600 Right 100 100 93 36 0.55 -0.01 1.24 0.666

0/650 Left 100 98 96 36 0.08 -0.01 1.24 0.087

0/700 Right 100 100 100 34 0.00 0.01 1.24 0.012

0/750 Left 100 100 99 36 0.02 -0.01 1.24 0.012

0/800 Right 100 99 98 37 0.04 -0.02 1.24 0.025

0/850 Left 100 100 98 37 0.04 -0.02 1.24 0.025

0/900 Right 100 100 94 38 0.47 -0.03 1.24 0.544

0/950 Left 100 97 97 38 0.06 -0.03 1.24 0.037

1/000 Right 100 99 99 37 0.02 -0.02 1.24 0.000


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Figure: 3 Deflection along road

EXISTING PAVEMENT COMPOSITION

By conducting a pavement composition survey by excavating the surface up to

the bottom of the subgrade. The thickness is measured every 500m alternate side on

whole streach. The data at every km is shown in Table 3

Table: 3 Pavement Compositions

SOIL SAMPALING AND TESTING: Soil sampling is done by auger technique. The sample is collected at every 500m at

the pavement composition survey locations .Grain size analysis, liquid Limit and

plastic Limit, Free well Index, MDD, CBR tests are done on collected sample some of

the results are shown in table 4

Sr. No Chainage

(m) BC/ DBM (mm)

WMM

(mm)

GSB

(mm)

Total

Thickness(mm)

1 1000 RHS 100 240 220 560

2 2000 LHS 100 250 150 500

3 3000 RHS 100 270 200 570

4 4000 LHS 110 180 200 490

5 5000 RHS 120 320 200 640

6 6000 LHS 100 250 300 650

7 7000 RHS 70 250 220 540

8 8000 LHS 120 230 150 500

9 9000 RHS 100 300 320 720


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Figure: 3 Soil Sampling

Table 4: Soil Testing Results

Overlay thickness Design

From the result of Benkelman beam deflection survey the average of characteristic

deflection is varies from 0.58 to 2.15 mm so from this we may suggest an overlay

with an average thickness Table: 5 shows the overlay thickness provided for each 1

km section

Sample

No

Chaniag

e

IS Classification

(USCS)

Sieve analysis % by weight Atterberg’s Limit

Free

Swell

Index

Max Dry

Density

gm/cc

OMC

%

CBR with 4

day Soaking

Gravel

> 4.75

mm

Sand

(4.75 -

0.075)

mm

Silt+Clay

< 0.075

mm

Liquid

Limit

(LL) %

Plastic

Limit

(PL) %

Plasticity

Index (PI)

%

1 1000 SC 0% 40% 60% 51 NP NP 20 1.82 15.0 4.2

2 2000 GM 40% 35% 25% 36 NP NP - 2.19 9.5 6.3

3 3000 SM 40% 40% 20% 43 NP NP - 2.07 10.0 4.5

4 4000 SM 31% 50% 19% 38 NP NP - 2.01 10.0 4.4

5 5000 SM 30% 30% 40% 36 NP NP - 2.07 10.0 5.3

6 6000 GM 50% 25% 25% 34 NP NP - 2.14 10.0 4.8

7 8000 SM 0% 55% 45% 51 NP NP - 1.65 20.0 3.1

8 9000 SM 11% 73% 16% 49 NP NP - 1.94 11.0 5.1


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Table: 5 Overlay thicknesses provided per km

CONCLUSION

1. The visual observation for Cracks, Potholes, Raveling, and Stripping can explain

weak sports of pavements

2. The Benkelman beam study was conducted on all the selected sections of SH: 188

from Sarsa to Vasad Junction of the road and structural inadequacy were found in all

the sections.

3. There is a need to go for measures such as an overlay on all the sections of SH: 188

from Sarsa to Vasad Junction. The overlay thicknesses in terms of Bituminous

Macadam were found for all the stretches, it ranges from 110mm to 210mm.

4. The visual observation and Benkelman beam deflection correlates each other.

REFERENCES:

1. AASHTO, “AASHTO guide for design of pavement structures”, American

Association of State Highway and Transportation Officials, Washington D.C, 1986.

2. CRRI (Dec.2002), Evaluation of Delhi

Roads for Maintenance and Rehabilitation Strategies, Final Report.

3. Haas, Ralph and Hudson, (1978). “Pavement Management System”, McGraw

Hill,New York.

4. M. Satya Kumar & V .N Viju Kumar 2004, “Development of a methodology for

priority ranking of highway pavements for maintenance based on composite criteria”,

Nov. 2004. Indian Highways.

Chainage(km)

Characteristic Deflection

Bituminous

Macadam(mm)(BT)

0-1 2.27 200

1 to 2 0.72 120

2 to 3 2.66 210

3 to4 1.43 160

4 to 5 0.92 140

5 to 6 2.62 210

6 to 7 2.45 200

7 to 8 1.21 110

8 to 9 1.30 130


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5. Shahin M.Y., “Pavement Management for Airports, Roads, and Parking lots”,

Chapman & Hall, New York, 1994

6. Haas, R., Hudson, W. R. and Zaniewski, J, “Modern pavement management,’’

Krieger Publishing company, Malabar, Florida USA 1994.

7. Sood, V.K. “Highway maintenance management system- An overview, proceeding

ICORT 1995, Department of Civil Engineering, University of Roorkee, 1995.”

8. MORT&H, IRC 2001, “Report of the committee on norms for maintenance of

roads in India”,New Delhi.”

9. K. P. George and A. Raja Shekharan (1995) “Future directions in pavement

management”, ICORT-95

10. The Report of the Working Group on Roads (2007-2012) for 11th Five Year Plan,

Ministry of Shipping, Road Transport and Highways, April 2007.

11. Rokade, S, Kishan D and M. Dohare, “Evaluation of Pavement Based on

Pavement Condition Indices: An Overview” National Conference at NIT Raipur, 15-

16 February, 2008.

12. IRC: 82-1982 “Code of practice for maintenance of bituminous surfaces of

highways”IRC New Delhi.

13. IRC: 81-1997 “Guidelines for Strengthening of Flexible Road Pavement Using

Benkelman Beam Deflection Technique” IRC New Delhi.

14. IRC Manual for Construction And Supervision Of Bituminous Work, New Delhi-2001

15. Rokade S a*, Agarwal P K b and Shrivastava R c Study on Performance of

Flexible Highway pavement 2010

Annexure-I


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Journal of International - JIARM · STRUCTURAL EVALUATION USING BENKELMAN BEAM DEFLECTION ......

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