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Quotatims (con’t~ (30); &lignment tolerances arc plus or ahut one-half Inch of speclficd depth. (31). Longitudinal sawed joihts shall be cut before any equipment or vehicles are allowed oti the pavwnt. other 8re1s to be conaered. (1). California believes positive drainage mitigates transverse joint. .., fault!ng. (2). 6eorgia and Indiana believe a minor amunt of ravelling during sawfng 1s acceptable. long. If no ravelling is occurring, sawing has been delayed too (3). Indiana early reports formed groove-type contraction sawing causes erratic cracking. b joints shall be used if (4). !owa has a.speclflcrtio~. attached. on.+J+um loading from the weight of saws. See (5). Kansas Halts the use of inserts to ~'pe&d'My&pt. to prevent (6)m l;:fitudinal cracks. I, . ana believes transverse joint problems are attributable to mofstb. and incompressibles not the mtnod of construction. (7). Mississippi is experiencing transverse cracking on continuous reinforced pavements. (8). New Jersey believes TRB Synthesis of Highway Practice 19 contains useful information. (9). ,Ohio's keyed longitudinal joints have a'proven poor performance. (10). Delaware recomncnds that edges of construction joints shall be tooled to a l/8 inch radius: sawed joints are chamfered similarly. Also, joints shall bc thoroughly cleaned by brushing, air blasting, sand blasting, or other means to completely remove all foreign materials. (11). Puerto Rico reports pumping'problems due to no joint sealing caused by lack of proper maintenance. (12). Colorado requires longitudinal sawed joints to be cut before any iquipment or vehicles are allowed on the pavement. Also, every second transverse joint shall be sawed within 4 to 12 hours after pavement placement. The intermediate joints shall be sawed within 48 hours after pavement placement. 3.11.10
-_ sm=t. FtOm e-. .: TO. Bondbreaker% fir Portland Cement Concrete Pavement with.Lean Concrete Bases Chief, Pavement Division Regional Federal Highway Administrators Uashinqton, D-C. '20590 Reclly 10 Attn of HHO-12 During the past 2 years, we have reviewed several projects with Portland Cement Concrete (PCC) pavements constructed over lean concrete bases, which have experienced premature cracking. We have suspected that the principal cause of the d$stress was the partial bonding of the PCC slab to the lean concrete bases, during the period of joint and crack formation in jointed and continuous PCC pavements. Generally, this bond was believed to be weak, and would be lost within 6 to 12 months, because of stresses caused by loading and/or temperature variations. This weak bond would also be broken during coring or following the development of pavement distress. However, recently on two projects, cores were retrieved with the slab bonded to the lean concrete base. These projects which lend support to our theory are described below: . _. . I .’ -L.. _ 1. A Continuously Reinforced &Crete Pavement (CRCP) began experiencing premature punchouts. The pavanent scctfon consisted of 9 inches of - CRCP over 6 inches of lean concrete base'on a cement treated subgrade. During coring operations 6-plus years after construction, approximately 30 percent of the cores indicated the slab was bonded to the base. Failure of this pavement is believed to have resulted because the amount and location of steel was designed based on the unbonded condition. When bonding occurred, the slab was significantly under reinforced, and the reinforcement was located well above the neutral axis of the composite section. As a result, the steel was overstressed causing.excessive.crack widths, steel ruptures, and ultimately punchouts. 2. An &inch Jointed Plain Concrete Pavement (JPCP) over an &inch lean concrete base experienced random cracking within 6 months after construction. Coring revealed that the cracks were forming from the top of the slab downward, and were not reflective cracks. Also, cores of numerous sawed joints revealed that cracking had not occurred at the joints. Project records and discussions with project personnel indicated that sawing was done in a timely manner. There was no correlation between cracking, and temperature extremes at the time of construction. A number of the cores taken during the investigation of the cracking were retrieved with the slab bonded to the lean concrete base. We now believe that partial bonding during the joint formation period rejulted in the saw cuts being an inadequate depth to force cracking at the joints. The depth of the saw cuts was based on the thickness of the slab in the unbonded condition. 3.12.01
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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
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SUMMARY AND CONCLUSIONS (continued)
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TABLE 1. DESCRIPIIOR OF PROJECYS IW
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TABLE 3. RANDOM SAMPLING SEQUENCE F
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.FICURE 1. COWEURAT?ON AND NuMBml;
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: __ APPENDIX A. DETAILED DATA FOR
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FHWA TECHNICAL ADVISORY T 5080.14 J
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FHWA TECiNICAL ADVISORY T 5080.14 J
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l.onghJdinal SECTION A-A onalmclion
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1. 2. 3. 4. 5. 6. 7. 8. 9. 10. REFE
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CASE STUDY - CONTINUOUSLY REINFORCE
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serve as a leveling course, to corr
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v. Details of Field Review It was n
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practice, chloride contents above 1
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pavement is constructed, we also re
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Sing1 e Lane Longitudfnal Bat CRCP
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LATERAL LOAD DISTRIBCTION AND THE L
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PURPOSE This paper summarizes data
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.A thxd study was ?e?ormed 5~ :he S
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__. Table 2. Encroachments on outsi
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The results presented by Ezery :\*e
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from the siab edge. The number of t
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-1 5 13 19 25 31 37 43 49 55 51 6i
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.A ::cleoier:Cai ?'.'3iU2::0:: Oi 5
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.M~&$iU~eTle~t!S and eStZbliSkfXl t
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Photos 5 k 6 - Two examples of wide
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0 ,A KC pavement that is widened 18
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13. Gordon K. Ray, ‘Concrete Shou
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I-60 Lmqitudinal CrackFnq - l988 in
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ill operatfms were cm@etM by July 1
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US. Deparmenr ol Transpoftarxx Fede
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Page 161 and 162: 1. SUBBASE TRIYMING FHWA TECHNICAL
Page 163 and 164: 12. 13. 14. TRUCK REGUIREMENTS FHWA
Page 165 and 166: 16. THICKNESS TEST FHWA TECHNICAL A
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Page 179 and 180: RSQUIREMENTS 1’. General Retireme
Page 183: 48Cl Sum&y of State Highway Practic
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