PERFORMANCE HISTORIES OF EXPERIMENTAL JOINTS AND METHODS OF CONTROLLING REFLECTION CRACKING

FINAL PERFORMANCE REPORTS ARE PRESENTED ON THE FOLLOWING PROJECTS: (1) A CONCRETE PAVEMENT WITHOUT TRANSVERSE JOINTS, (2) WIRE MESH REINFORCEMENT IN BITUMINOUS CONCRETE OVERLAYS, (3) LIMESTONE SAND BLANKETS TO CONTROL REFLECTION CRACKING IN BITUMINOUS OVERLAYS, AND (4) EXPERIMENTAL JOINT INSTALLATIONS FOR CONCRETE PAVEMENTS. PERFORMANCE SURVEYS WERE CONDUCTED ON A 5.737-MILE SECTION OF PORTLAND CEMENT CONCRETE PAVEMENT CONSTRUCTED WITHOUT THE INCLUSION OF TRANSVERSE JOINTS. THE PAVEMENT WAS CORED AND CRACKING INVESTIGATED IN THE CONCRETE SURFACE. THE CORES REVEALED V-TYPE CRACKS TO A DEPTH OF ABOUT 1.5 INCHES. WIRE MESH WAS VIBRATED INTO THE NEW PAVEMENT AND NO MESH WAS USED IN THE OLD PAVEMENT. PRESUMABLY BOTH PAVEMENTS WERE FINISHED WITH VIBRATING SCREENS. THE PAVEMENT WAS SHOWING DISTINCT INDICATIONS OF PUMPING AT THE EDGE OF THE SLAB, AND THE DEFLECTION OF THE SLAB AT THE EDGE WAS QUITE VISIBLE WHEN HEAVY TRUCKS WOULD PASS. ROUGHNESS TESTS WERE CONDUCTED SHOWING THAT THE PAVEMENT HAD GOOD RIDING QUALITIES FOR AN OLDER CONCRETE SURFACE. THE STUDY CONCLUDES THAT CONSIDERATION MIGHT BE GIVEN TO THE CONSTRUCTION OF AN EXPERIMENTAL PAVEMENT CONTAINING TRANSVERSE JOINTS AT 50-FOOT INTERVALS WITH THE EXCLUSION OF THE TRANSVERSE DOWEL ASSEMBLY. THE ABSENCE OF ANY LARGE NUMBER OF FAULTS WITHIN THE TEST PAVEMENT SEEMS TO INDICATE THAT THERE IS GENERALLY NO REAL NEED FOR LOAD TRANSFER DEVICES AT CRACKS OR JOINTS. THE SECOND STUDY WAS CONDUCTED TO EVALUATE: (1) THE USE OF WIRE MESH FOR THE PREVENTION OF REFLECTION CRACKING IN BITUMINOUS CONCRETE OVERLAYS, (2) THE USE OF WIRE MESH FOR THE PREVENTION OF LATERAL DISPLACEMENT OF THE BITUMINOUS CONCRETE OVERLAY WHEN SUBJECTED TO ACCELERATING AND DECELERATING TRAFFIC, AND (3) THE PHYSICAL CONDITION OF THE WIRE MESH WITH RESPECT TO STRENGTH AND CORROSION. THREE TEST SECTIONS WERE CONSTRUCTED AND SECTIONS OF PAVEMENT NOT CONTAINING WIRE MESH WERE ALSO STUDIED. THE STUDY CONCLUDES THAT: (1) THE EFFECTIVENESS OF WIRE MESH USED TO PREVENT REFLECTION CRACKING WAS SIGNIFICANT, (2) THE PERFORMANCE OF THE 4-INCH MESH OPENING WAS SUPERIOR TO THAT OF THE 3-INCH X 6-INCH MESH OPENING, (3) NO CONCLUSION WAS REACHED IN REGARD TO PREVENTION OF LATERAL DISPLACEMENT OF THE OVERLAY, AND (4) AT ONE LOCATION WHERE THE WIRE MESH WAS PLACED ONLY OVER THE TRANSVERSE JOINT IT WAS POSTULATED THAT THE OVERLAY CRACKED OVER THE EDGE OF A SHEET OF WIRE MESH. THE THIRD ITEM WAS A CONTINUATION REPORT ON THE SAME TEST SECTIONS. DUSTING OR SANDING THE CONCRETE SLABS ON EACH SIDE OF A CRACK OR JOINT, TO PREVENT THE ASPHALT OVERLAY FROM BONDING, SEEMED TO OFFER CONSIDERABLE PROMISE TO PREVENT REFLECTION CRACKING. PERFORMANCE EXPERIENCE SHOWS THAT REFLECTION CRACKING WAS SUPRESSED OR DELAYED NOTICEABLY. CURRENT THINKING SEEMS INCLINED TOWARD THICK OVERLAYS.

  • Corporate Authors:

    Kentucky Department Highways

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  • Publication Date: 1968-7

Subject/Index Terms

Filing Info

  • Accession Number: 00215151
  • Record Type: Publication
  • Report/Paper Numbers: 4 Reports
  • Files: TRIS, STATEDOT
  • Created Date: Apr 28 1994 12:00AM