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critical, as the restraint forces due to misalignment are directly proportional to the'amount of slab movement. In addition, the effect of two slabs acting as one as the result of a locked or "frozen" joint is not as severe for the shorter slab lengths. In order to perform satisfactorily, dowels must also be reasonably aligned. The prevailing practice is to specify dowel alignment tolerances on the order of 1 percent, or roughly 1/8inch,per foot. This frequently results in a high percentage of the dowels being "out of specs@' and gives the impression that obtaining proper dowel alignment is very difficult. Studies(6'(7' suggest that the alignment tolerances can be relaxed. FHWA now recommends an alignment tolerance of l/4 inch per foot and will be evaluating the possibility that these tolerances can be further relaxed. It is recognized that the problems with misaligned dowels are generally the result of gross misalignment occurring during concrete placement. Equipment to precisely measure compliance with alignment tolerances after concrete placement are not readily available. However, it is recommended. that the completed pavement joints be inspected using a metal detector to verify that no significant dowel misalignment has occurred. The use of mechanical dowel bar inserters holds promise for the improved installation of dowel bars. Two manufacturers, Guntert- Zimmerman and Gomaco, have developed and are marketing new automatic inserters. It is their claim that these inserters are capable of placing dowels more efficiently and at less cost than basket assemblies without sacrificing placement accuracy. Construction Technology Laboratories was recently retained to monitor the results of the placement of dowels using these new machines. The Guntert-Zimmerman inserter was evaluated on projects in Texas and Wisconsin and the Gomaco inserter was evaluated on an Idaho project. The placement of dowels using basket assemblies was also monitored in Texas and Wisconsin, Preliminary findings indicate that the inserters placed the dowels with approximately the same accuracy as dowels placed using basket assemblies. Cost figures from the Wisconsin study indicate that a savings of approximately $ 0.35 per sq. yd. of concrete pavement was obtained by using the dowel implanter in lieu of dowel baskets. The use of dowels is strongly encouraged on all pavements except possibly those with very low truck volumes. Dowels can provide a higher serviceability level over a longer period of time than pavements relying only on aggregate interlock for load transfer. Dowels can minimize pavement distress caused by overloads or heavier loads travelling by permit. 3.2.4
1. DeYoung, Clarence. "Spacing of Undoweled Joints in Plain Concrete Pavement," Highway Research Board Record No. 112, 1966. 2. Smith, L. L. "Load Transfer at Contraction Joints in Plain Portland Cement Concrete Pavements," Florida Research Bulletin No. 90, 1965. 3. Gulden, Wouter. "Pavement Faulting Study Investigation Into the Causes of Pavement Faulting on the Georgia Interstate System,11 Georgia DOT Research Project No. 7104, Interim Report No. 2, 1974. 4. "1985 Wisconsin Interstate Pavement Rehabilitation Study," Division of Highways and Transportation Services, Wisconsin Department of Transportation, 1985. ;,' " 5. "Construction and Maintenance of Rigid Pavements," XVIII* World Road Congress, Permanent International Association of Road Congresses, 1987. 6. Parmenter, B. S. "The Design and Construction of Joints in Concrete Pavements," Transport and Road Research Laboratory Report LR 512, 1973. 7. Tayabji, Shiraz. Vowel Placement Toleranceslw Paper Prepared for Presentation at the 1986 Annual Meeting of the Transportation Research Board, 1985. 3.25
Page 1: 3.1 3.2 3.3 3.4 3.5 3.6 3.7 3.8 3.9
Page 4 and 5: h. The most common types of pavemen
Page 6 and 7: Fidh'X TECHSiC.AL .AL1L~!SC!?'r' T
Page 8 and 9: F!-ih'.A TECHN1C.U XDI'IS3RY T 5010
Page 10 and 11: TABLE 3. MAXIMUM RECOMMENDED TIEBAR
Page 12 and 13: ?%‘.4 TECHWIC.4L ADVISORY T 3040.
Page 14 and 15: . C ‘i!\‘*A . . T’ECHSIC4L .U
Page 16 and 17: CH!\‘.?l TECZSIC'.AL ADVISORY T 5
Page 18 and 19: TIEBAR PULL-OUT TESTS Proper consol
Page 20 and 21: '1iK.A TECHNICAL XDVISCIRY T 5040.3
Page 22 and 23: TECHNICAL PAPER 89-03 -- Benefits o
Page 28 and 29: TECRWICAL PAPER 89-04 -- PREFORMED
Page 30 and 31: maximum expansion. This will allow
Page 32 and 33: When sealing a width of two lanes o
Page 34 and 35: BXAHPLB B: The State elects to chan
Page 36 and 37: References 1. l'Design and Control
Page 38 and 39: Based on Kansas Standard Plan 707.2
Page 41 and 42: SlJbJect- Dowel Bar Inserters Date
Page 43 and 44: Dowel Bar Placement: pechanical Ins
Page 45 and 46: TABLE OF CONTENTS Abstract . . . .
Page 47 and 48: In July of 1988 this need for addit
Page 49 and 50: _i -. Corinu Procedure: A metal det
Page 51 and 52: PLACEMENT TOLERANCE SPECIFICATIONS
Page 53 and 54: placing dowels in a satisfactory cl
Page 55 and 56: ar inserter. On the first inserter
Page 57 and 58: 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 72 and 73: 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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FHWA TECHNICAL ADVISORY T 5080.14 J
Page 80 and 81:
Page 83:
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 133 and 134:
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FHWA TECHKICAL ADVISORY T 5080.17 J
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L 2 R'RWA TECEXICAL ADVISORY T 5080
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FFIWA TECHNICAL ADVISORY T 5080.17
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FHwA TECHNICAL ADVISORY T 5080.17 J
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7i%iA TZCHKICAL ADVISCRY T 5C80.17
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1. Platerials FHWA TECHNICAL ADVISO
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3. Mixins B. Batchers (1) (2) (3) (
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1. 2. 3. 4. 5. FHWA TECHNICAL ADVIS
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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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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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