Joints

Joint
 Joints
Why joints are Needed?
Several stresses produced in concrete due to :
➢ Contraction for uniform temp drop or decrease in moisture
➢ Expansion due to uniform temp increase
➢ Warping of pvt due to vertical temp & moisture differential
in Slab
Joints are provided to control such stresses, so that
premature cracks due to moisture/temp change will not
occur
Joints
Joints
Types of Joint
 Types of Joints (Function)
The most common types of pavement joints,
which are defined by their function,
(1) Transverse Contraction Joint - a sawed,
formed, or tooled groove in a concrete slab
that creates a weakened vertical plane.
(2) Construction Joint - a joint between slabs
that results when concrete is placed at
different times. This type of joint can be
further broken down into transverse and
longitudinal joints.
(3) Expansion Joint
(4) Isolation Joint
 Transverse Contraction Joint
• Contraction joints are the most common type of joint in
concrete pavements, thus the generic term "joint"
generally refers to a contraction joint.
• Used to prevent irregular shrinkage crack
• Used to relieve tensile stresses.
• Use to make sure cracking will occur in predetermined
desired location.
• They are used to control the cracking that results from
the tensile and bending stresses in concrete slabs
caused by the cement hydration process, traffic loadings,
and the environment.
• Contraction joint is a sawed, formed, or tooled groove in a
concrete slab that creates a weakened vertical plane
 Transverse Contraction Joint
• Their performance significantly impacts pavement
performance.
• A distressed joint typically exhibits faulting and/or spalling.
Poor joint performance frequently leads to further
distresses such as corner breaks, blowups, and mid-panel
cracks. Such cracks may themselves begin to function as
joints and develop similar distresses.
• It regulates the location of the cracking caused by
dimensional changes in the slab.
• Unregulated cracks can grow and result in an
unacceptably rough surface as well as water infiltration
into the base, subbase and subgrade, which can enable
other types of pavement distress.
 Transverse Contraction Joint

The performance of transverse contraction joints is

related to three major factors:
1.Joint Spacing. Joint spacing varies because of
considerations of initial costs, type of slab (reinforced or
plain), type of load transfer, and local conditions.
2.Load Transfer Across the Joint. Loads applied by traffic
must be effectively transferred from one slab to the next in
order to minimize vertical deflections at the joint. Reduced
deflections decrease the potential for pumping of the
base/subbase material and faulting. The two principal
methods used to develop load transfer across a joint are:
aggregate interlock; and load transfer devices. Cont….
 Transverse Contraction Joint
• Aggregate Interlock. Aggregate interlock is achieved
through shearing friction at the irregular faces of the crack
that forms beneath the saw cut.
• Dowel Bars. Dowel bars should be used on all routes
carrying more than a low volume of heavy trucks. The
purpose of dowels is to transfer loads across a joint
without restricting joint movement due to thermal
contraction and expansion of the concrete. Studies have
shown that larger dowels are more effective in transferring
loads and in reducing faulting
3. Joint Shape and Sealant Properties
Contraction Joint Spacing
Transverse Contraction Joint
Contraction Joint
Contraction Joint
Contraction Joint
 Expansion Joint
▪ Expansion joints are defined as full depth, full
width transverse joints placed at regular intervals
of 50 to 500 feet (with contraction joints in
between), width typically 3/4 inch or more
▪ Old Practice to Relieve Compressive Forces in
Pavement
 Expansion Joint
▪
 Expansion Joint
• Expansion Joint often caused other problems in the
pavement such as spalling, pumping, faulting, and
corner breaks.
• Good design, construction, and maintenance of
contraction joints has virtually eliminated the need for
expansion joints, except under special conditions.
• In addition improper use of expansion joints can lead to
high construction and maintenance costs, opening of
adjacent contraction joints, loss of aggregate interlock,
sealant failure, joint infiltration, and pavement growth.
• By eliminating unnecessary expansion joints, these
problems are removed and the pavement will provide
better performance
 Expansion Joint
Expansion joints are only needed when:
1) The pavement is divided into long panels (60 feet or
more) without contraction joints in between to control
transverse cracking.
2) The pavement is constructed while ambient
temperatures are below 40°F.
3) The contraction joints are allowed to be infiltrated by
large incompressible materials.
4) The pavement is constructed of materials that in the
past have shown high expansion characteristics.
Under most normal concrete paving situations, these
criteria do not apply. Therefore, expansion joints should
not normally be used (PCA, 1992) IRC uses,
 Construction Joint
• A construction joint is a joint between
slabs that results when concrete is placed
at different times
• This type of joint can be further broken
down into transverse and longitudinal
construction joints
• Longitudinal construction joints also allow
slab warping without appreciable
separation or cracking of the slabs
Construction Joint
Construction Joint
 Isolation Joint
• Isolation joints isolate the pavement from a structure, another
paved area, or an immovable object.
• Full depth, full width joints found at abutments, intersections,
between existing and new pavements.
• The term “isolation joint” also applies to joints around in-
pavement structures such as drainage inlets, manholes,
footings, and lighting structures.
• Isolation joints lessen compressive stresses that develop at
T and unsymmetrical intersections, ramps, bridges, building
foundations, drainage inlets, manholes,
• They are also placed adjacent to existing pavements. Isolation
joints should be 1/2 to 1 inch wide. Greater widths may cause
excessive movement. They are filled with a pre-formed joint
filler material to prevent infiltration of incompressible.
 Isolation Joint

• (Ref 5) An isolation pg 7 joint is used to lessen

compressive stresses that develop at T- and
unsymmetrical intersections, ramps, bridges, building
foundations, drainage inlets, manholes, and anywhere
differential movement between the pavement and a
structure (or another existing pavement) may take place.
• They are typically filled with a joint filler material to prevent
water and dirt infiltration.

• (Ref 5) Isolation joints are not Expansion Joints pg 7

 LONGITUDINAL JOINTS
▪ Longitudinal joints are used to relieve warping
stresses and are generally needed when slab
widths exceed 15 feet.
▪ Widths up to and including 15 feet have
performed satisfactorily without a longitudinal
joint, although there is the possibility of some
longitudinal cracking.
▪ Longitudinal joints should coincide with
pavement lane lines whenever possible, to
improve traffic operations. Load transfer at
longitudinal joints is achieved through
aggregate interlock.
▪ Longitudinal joints should be tied with tiebars
to prevent lane separation and/or faulting.
 Dowel Bars
• Dowel bars are short steel bars that provide a
mechanical connection between slabs without restricting
horizontal joint movement.
• They increase load transfer efficiency by allowing the
leave slab to assume some of the load before the load is
actually over it. Prevents joint from opening.
• This reduces joint deflection and stress in the approach
and leave slabs.
• Commonly made of round, smooth, epoxy coated steel
bars
• Dowel bars are typically 32 to 38 mm (1.25 to 1.5
inches) in diameter, 460 mm (18 inches) long and
spaced 305 mm (12 inches) apart.
• Thumb rule Dia of dowel be equal to1/8 of slab thickness
Effect of Dowel bars on Pavement Response
Dowel Bars
 Tie Bars
• Tie bars are deformed rebars/steel bars or connectors
used for holding faces of rigid slabs in contact to
maintain aggregate interlock
• Prevent lanes from separation and differential deflections
and reduce transverse cracking
• Although they may provide some minimal amount of load
transfer, they are not designed to act as load transfer
devices and should not be used as such
• Tie bars are typically used at longitudinal joints or
between an edge joint and a curb or shoulder
• Typically, tie bars are about 12.5 mm (0.5 inches) in
diameter and between 0.6 and 1.0 m (24 and 40 inches
long). Made of deformed epoxy coated steel.
Effect of Tie bars on Pavement Response
Tie Bars
 More Info
• Dowel and Tie Bar: Ref 7
• Joint Sealant Material Ref 4
Common
Problems
Any Question