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=iGi;R E d = G\jRE j 35 ’ XUCK LATEgAL ‘W-!E,L CISr8IeL;TiCN : 3 I -.. A.., ’ I _ II - IN I.1 ccmtrol sectton) ; . 21.3” 4 -r A A 1 II qeference 44 4 -5 -2 1 4 7 10 13 16 19 22 25 28 31 34 37 40 43 46 49 Olst. Edge of Whesc to Edge of Pavement 30 : 25 - 20 - 15 - 10 - s- (mcnesl lATERAL WWEEL DlSTRl8UTlON (Soothoounu - 18 mcf! smo extemton) _ -2 1 4 7 to 13 16 IQ 22 25 28 31 34 37 40 43 46 49 52 55 01sr. Edge of Wheel 10 Edge ot PaVefTmt (tncnesl 3.%.14
-1 5 13 19 25 31 37 43 49 55 51 6i CM. Edge of Wheel to Edge of Pavement FIGURE 5 (mcnesj Since the extended KC pavement siabs had little effect on the lateral wheel path of the trucks, it suggests that the pavement edge stripe has a major effect on the traffic distribution. However, opinions on this point differ among maintenance, traffic, design, and construction engineers. If the pavement edge stripe is located more than 12 ft (3.7 ml from the centerfine and on an AC shoulder, where will the SW&S wheel paths be located ? Will they be 20 in (SOS mm) away from ;he edge of the KC slab or 20 in (508 mm) away from the edge stripe itseif? It is a question :ha: deserves much more thought by highway agencies. ANALYSTS OF DATA ON PCC PAVEMEM- DETERIORATION Extended PCC pavement skbs refers to KC slabs which are built wider than the conventional 12-ft (3.7 m> striped traffic lane. The normal siab extension that has typically been constructed varies from 1 to 3 ft (0.3 to 0.9 m). The basic concept behind the construction of extended slabs is to kee? the heavy wheel loads away from the outside edge of the pavement so that traffic loads used in design can be considered interior loads. ‘?ruck wheel loads placed at the outside pavement edge create more severe conditions than any other load position. Xs the truck piacement moves inward a few inches from the edge, the effects decrease substantially.““’ Extended KC pavement siabs are not, however, a replacement for an adequate shoulder pavement stmcture. in extended KC pavement slab should be used with an adequate shoulder structure to meet an agency’s own design standards. 3.8.15
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3.1 3.2 3.3 3.4 3.5 3.6 3.7 3.8 3.9
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h. The most common types of pavemen
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Fidh'X TECHSiC.AL .AL1L~!SC!?'r' T
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F!-ih'.A TECHN1C.U XDI'IS3RY T 5010
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TABLE 3. MAXIMUM RECOMMENDED TIEBAR
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?%‘.4 TECHWIC.4L ADVISORY T 3040.
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. C ‘i!\‘*A . . T’ECHSIC4L .U
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CH!\‘.?l TECZSIC'.AL ADVISORY T 5
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TIEBAR PULL-OUT TESTS Proper consol
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'1iK.A TECHNICAL XDVISCIRY T 5040.3
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TECHNICAL PAPER 89-03 -- Benefits o
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critical, as the restraint forces d
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TECRWICAL PAPER 89-04 -- PREFORMED
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maximum expansion. This will allow
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When sealing a width of two lanes o
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BXAHPLB B: The State elects to chan
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References 1. l'Design and Control
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Based on Kansas Standard Plan 707.2
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SlJbJect- Dowel Bar Inserters Date
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Dowel Bar Placement: pechanical Ins
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TABLE OF CONTENTS Abstract . . . .
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In July of 1988 this need for addit
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_i -. Corinu Procedure: A metal det
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PLACEMENT TOLERANCE SPECIFICATIONS
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placing dowels in a satisfactory cl
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ar inserter. On the first inserter
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extensive searches if a problem is
Page 59 and 60: SUMMARY AND CONCLUSIONS (continued)
Page 61 and 62: TABLE 1. DESCRIPIIOR OF PROJECYS IW
Page 63 and 64: TABLE 3. RANDOM SAMPLING SEQUENCE F
Page 65 and 66: .FICURE 1. COWEURAT?ON AND NuMBml;
Page 67: : __ APPENDIX A. DETAILED DATA FOR
Page 70 and 71: FHWA TECHNICAL ADVISORY T 5080.14 J
Page 74 and 75: FHWA TECiNICAL ADVISORY T 5080.14 J
Page 76 and 77: l.onghJdinal SECTION A-A onalmclion
Page 83: 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. REFE
Page 86 and 87: CASE STUDY - CONTINUOUSLY REINFORCE
Page 88 and 89: serve as a leveling course, to corr
Page 90 and 91: v. Details of Field Review It was n
Page 92 and 93: practice, chloride contents above 1
Page 94 and 95: pavement is constructed, we also re
Page 96 and 97: Sing1 e Lane Longitudfnal Bat CRCP
Page 99 and 100: LATERAL LOAD DISTRIBCTION AND THE L
Page 101 and 102: PURPOSE This paper summarizes data
Page 103 and 104: .A thxd study was ?e?ormed 5~ :he S
Page 105 and 106: __. Table 2. Encroachments on outsi
Page 107 and 108: The results presented by Ezery :\*e
Page 109: from the siab edge. The number of t
Page 113 and 114: .A ::cleoier:Cai ?'.'3iU2::0:: Oi 5
Page 116 and 117: .M~&$iU~eTle~t!S and eStZbliSkfXl t
Page 118 and 119: Photos 5 k 6 - Two examples of wide
Page 120 and 121: 0 ,A KC pavement that is widened 18
Page 122 and 123: 13. Gordon K. Ray, ‘Concrete Shou
Page 125 and 126: I-60 Lmqitudinal CrackFnq - l988 in
Page 127 and 128: ill operatfms were cm@etM by July 1
Page 129 and 130: US. Deparmenr ol Transpoftarxx Fede
Page 135 and 136: FHWA TECHKICAL ADVISORY T 5080.17 J
Page 139 and 140: L 2 R'RWA TECEXICAL ADVISORY T 5080
Page 145 and 146: FFIWA TECHNICAL ADVISORY T 5080.17
Page 147 and 148: FHwA TECHNICAL ADVISORY T 5080.17 J
Page 149 and 150: 7i%iA TZCHKICAL ADVISCRY T 5C80.17
Page 153 and 154: 1. Platerials FHWA TECHNICAL ADVISO
Page 155 and 156: 3. Mixins B. Batchers (1) (2) (3) (
Page 157 and 158: 1. 2. 3. 4. 5. FHWA TECHNICAL ADVIS
Page 159 and 160: 8. TEMPERATURE CONTROL FHWA TECHNIC
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1. SUBBASE TRIYMING FHWA TECHNICAL
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12. 13. 14. TRUCK REGUIREMENTS FHWA
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16. THICKNESS TEST FHWA TECHNICAL A
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25. 26. (cl (d) FHWA TECHNICAL ADVI
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IO IS 20 25 x> Air temp., OC To use
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FHWA TECHNIC= ADVISORY T 5080.17 ju
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FHWA TECHNICti ADVISORY T 5080.17 J
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RSQUIREMENTS 1’. General Retireme
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FHWA TECHNICAL ADVISORY T 5080.17 J
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48Cl Sum&y of State Highway Practic
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Quotatims (con’t~ (30); &lignment
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We recognize that some States have
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