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INTRODUCTION Traditionally, the dowel bars at Portland Cement Concrete (PCC, transverse pavement joints have been placed using wire basket assemblies, which are staked to the base prior to paving. Dowel basket assemblies are expensive, and their placement is labor intensive. For at least three decades, contractors and equipment manufacturers have been trying to develop a piece of paving equipment which can accurately place dowels in the plastic concrete at transverse joints, to eliminate the need for dowel baskets. In the days of side form paving, a machine was developed and used in several states that was doing an acceptable job of vibrating dowels in ahead of the final finishing machine, but with the advent of slipform paving this machine proved unsatisfactory. If the dowels were placed between the spreader and the slipform, the dowels tended to settle or move horizontally when the slipform passed over them. If the dowels were vibrated in behind the slipform paver, there was a depression at the joint location which could not be removed by hand finishing with a straightedge.(l) In recent years many states, including Wisconsin, are specifying dowels in all transverse joints on heavily trafficked PCC pavements, due to excessive faulting which has occurred on existing pavements without dowels. Shorter joint spacings are now also commonly used, which require many more dowel baskets & mile of pavement. These changes in design policy have stimulated even greater interest in developing a mechanical dowel bar inserter that will work with a slipform paver. For several years a mechanical dowel bar inserter made by Guntert C Zimmerman has been used in Europe with reported success. A Wisconsin paving contractor purchased one of these machines, and was granted an opportunity to use it on an experimental basis on a project on I-90 at Janesville in 1987. Construction Technology Laboratories, Inc., of Skokie, IL (CTL) was retained to conduct a study of the dowel placement accuracy of the inserter versus baskets on the Janesville project, using a ground penetrating radar system. The report from this study was reviewed by WisDOT staff, and the study results were found to be inconclusive. This was principally due to sh&tcomings of the ground penetrating radar technology used in the study. The problems included lack of precision of the measurements for some of the dowel placement parameters, and marginal correlation between the radar data and coring results. Consensus opinion of the WisDOT staff was that additional investigation was needed before the dowel inserter could be approved for general use. Numbers in parentheses denote references given at end of repor 3.5.6
In July of 1988 this need for additional information was addressed when the workplan for the current study was developed. Cdring was chosen as the method to be used for evaluation of dowel location despite the destructive nature of the testing, because of the precise and accurate results which could be obtained. Two additional pavements were constructed using the dowel inserter in 1988, so a more broad-scaled investigation was now possible. The purpose of the current study is to determine whether the dowel bar inserter is acceptable as an equal alternate to dowel baskets for future WisDOT paving projects. The report by Construction Technology Laboratories, entitled "Field Evaluation of Dowel Placement along a Section of I-90 Near Janesville, Wisconsin", which was the final report for the radar study, will be hereafter refered to as the CTL report.(a) 3.5.7
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 24 and 25: critical, as the restraint forces d
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: TABLE OF CONTENTS Abstract . . . .
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 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
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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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FHWA TECHNICAL ADVISORY T 5080.17 J
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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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