HIGHWAY RESEARCH BOARD

Bulletin 78

Filling and Sealing of

Joints and Cracks in
Concrete Pavements

National Academy off Sciences^

National Research Council
publication 274
HIGHWAY R E S E A R C H B O A R D
1953

R. H . BALDOCK, Chairman W . H . ROOT, Vice Chairman

FRED BURGGRAF, Director

Executive Committee

THOMAS H . MACDONALD, Commissioner, Bureau of Public Roads

H A L H . H A L E , Executive Secretary, American Association of State High-

way Officials

LOUIS JORDAN, Executive Secretary, Division of Engineering and Industrial

Research, National Research Council

R . H . BALDOCK, State Highway Engineer, Oregon State Highway Com-

mission

W . H . ROOT, Maintenance Engineer, Iowa State Highway Commission

P Y K E JOHNSON, President, Automotive Safety Foundation

G . DONALD KENNEDY, Vice President, Portland Cement Association

BURTON W . MARSH, Director, Safety and Traffic Engineering Department,

American Automobile Association

R . A . MOYER, Research Engineer, Institute of Transportation and Traffic

Engineering, University of California

F . V . R E A G E L , Engineer of Materials, Missouri State Highway Department

K . B . WOODS, Associate Director, Joint Highway Research Project, Purdue

University

Editorial Staff

FRED BURGGRAF W . N . CAREY, JR. W . J . MILLER

2101 Constitution Avenue, Washington 25, D. C .

The opinions and conclusions expressed in this publication are those of the authors
and not necessarily those of the Highway Research Board.
HIGHWAY R E S E A R C H BOARD
Bulletin 78

\FiUing and Sealing of

Joints and Cracks in
Concrete Pavements

PRESENTED AT THE

Thirty-Second Annual Meeting

January 13-16, 1953

1953
Washington, D.C.
 DEPARTMENT OF MI^TERIALS AND CONSTRUCTION

C. H. Scholer, Chalman
Head, Applied Mechanics Department
Kansas State College

CCMOTTEB W JOINT MATERIAL IN CCX4CRETE PAVEIQMS

r
Van Breemen, William, Chairman; Supervising Engineer, Engineering Re-
search & S o i l s , New Jersey State Highway Department, 1035 Park-
way Avenue, Trenton, New Jersey
Anderson, A. A., Manager, Highways and Municipal Bureau, Portland
Cement Association, 33 West Grand Avenue, Chicago 10, I l l i n o i s
Baumann, F. H., Supervising Engineer, Testing Laboratory, New
Jersey State Highway Department, State House Annex, Trenton 1,
New Jersey
Finney, E. A., Research Engineer, State Highway Research Laboratoiy,
Olds Hall of Engineering, Michigan State College, East Lansing,
Michigan
Herman, W. H., Chief Research Engineer, Pennsylveuiia Department of
Highways, 1118 State Street, Harrisburg, Pennsylvania
Lehmann, H. L., Testing and Research Engineer, Louisiana Department
of Highways, Baton Rouge 4, Louisiana
Rowell, R. I . , Vermont Department of Highways, Montpelier, Vermont
Scrivner, Frank H., Texas Highway Department, Austin 26, Texas
Wilson, Dean, Missouri State Highway Department, Jefferson City,
Missouri
Worth, Warren J . , Engineer of Tests, Board of Wayne County Road
Commissioners, 3800 Cadillac Tower, Detroit 26, Michigan

ii
F I L L I N G and S E A L I N G of JOINTS and C R A C K S in C O N C R E T E P A V E M E N T S

THE problem of preventing the i n f i l t r a t i o n of water, s i l t , sand, and other

earthy materials into the Joints and cracks i n concrete pavements i s one
that has been exceedingly troublesome to highway engineers ever since con-
crete pavements f i r s t came into existence more than 40 y r . ago. Despite
determined and prolonged efforts on the part of engineers, chemists, tech-
nicians, and the producers of f i l l i n g and sealing materials, the problem
remains to a large extent unsolved. Substantial progress has been made,
but the f i n a l answer i s not yet a t hand.

In recent years there has been an increasingly greater need for more-
effective sealing, for the following reasons:

1. The extensive development of a highly destructive phenomenon

known as "pumping", which i s a process vriierein free water that has accumu-
lated i n vacancies between the pavement and the subgrade i s ejected by the
downward movement of the pavement under the action of heavy loads. I n the
case of fine-grained subgrade s o i l s , such as the s i l t s and clays, the finer
s o i l particles combine with the water and, i n a state of suspension, are
ejected along with the water. The progressive loss of subgrade support r e -
sulting from t h i s process leads ultimately to serious f a i l u r e .

Exhaustive investigations have disclosed that the water involved i n

t h i s process i s almost invariably surface water vrtiich, during rains, has
i n f i l t r a t e d to the subgrade through unsealed Joints and cracks and along
the pavement edges adjacent to the shoulders. The exclusion of t h i s water,
i n so f a r as possible, i s obviously desirable. Although i t i s an establish-
ed fact that the complete sealing of Joints and cracks w i l l not i n i t s e l f
prevent piuq>ing, i f only because of continued leakage along the shovilder
edges, the reduction i n the amount of leakage resulting from such measures
does, nevertheless, have a significant effect on reducing the magnitude of
the pumping action emd, i n turn, on retarding the rate of f a i l u r e . (For
further data on punqping, see "Final Report of Project Committee No, 1,
Maintenance of Concrete Pavement as Related to the Pun5)ing Action of Slabs",
Proceedings, Vol. 28, 1948, Highway Research Board, pp. 281-310).

2. The current widespread practice of omitting expansion Joints and

substituting contraction Joints i n t h e i r place. The indications are that
the i n f i l t r a t i o n of inert foreign materials of a solid nature, such as s i l t
emd sand, into the contraction Joints can sooner or l a t e r result i n serious
damage.

PURPOSE

This bulletin has several purposes: ( l ) To present and discuss cer-

t a i n basic facts that are pertinent to the problem. (2) To promote a more-
widespread understanding of the various aspects of the problem and of the
conditions that must be taken into account; t h i s applies especially to the
engineers entering the highway f i e l d and to the producers and potentiea
2.
producers of f i l l i n g and sealing materials. (3) To discuss the various
kinds of f i l l i n g and sealing materials most commonly employed, and the f\mc-
tions, capabilities, and limitations of these materials.

Much of the information presented i n this b u l l e t i n i s of a basic na-

ture, and i s familiar to most highway engineers. This information has,
however, been included for the sake of comprehensive coverage of the subject,
and because a l l too frequently the fundamental aspects of the problem are
overlooked.

DEFINITIONS

As used throughout t h i s b u l l e t i n , the term f i l l e r applies exclusively

to the premoulded or prefabricated strips of conqpressible materied that are
i n s t a l l e d during construction, such as most commonly employed i n connection
with expansion Joints.

The tei n sealer applies exclusively to the Uqviid form of material

that i s usually poured into Joint spaces shortly after construction and, as
a maintenance operation, at periodic intervals thereafter. The same type
of material i s tised for the sealing of cracks.

In comuon practice f i l l e r i s often applied to materials that properly

f a l l i n the category of sealers. Since this restilts i n ambig\iity, the more
specific usage of these terms i s recommended.

The term slab applies to the following:

Unreinforced Pavements. Any section of uncracked pavement lying be-

tween (a) two transverse Joints, or (b) two transverse cracks, or ( c ) a
transverse crack and a transverse Joint.

Reinfci'ced Pavements. Ary section of pavement lying between two

transverse ^oints, regardless of whether or not the pavement i s cracked but
provided that the reinforcing steel incorporated therein i s capable of pre-
venting the appreciable opening of any transverse cracks that may be present
The term does not apply, however, to the unconventional, exceptionally long
sections of pavement known as continuously reinforced, nor to any section
of pavement that,by reason of changes i n the widths of transverse cracks
existing therein, does not undergo essentially the same amount of over-all
expansion and contraction as an uncracked slab.

REASONS FOR THE PROBLEM

In the f i n a l analysis, the f i l l i n g and sealing problem originates

from the fact that a concrete pavement i s not a t r u l y continuous structure.
As i s well known, a l l concrete pavements consist of a series of slabs or
sections of pavement that are separated from one another by either trans-
verse Joints or transverse cracks, or a combination of transverse Joints
and transverse cracks, as the case may be. The Joints or cracks are spaced
at various intervals, but the i n t e r v a l rarely exceeds 100 f t .
 3.

There I s , a t present, no known practical way of constinictlng a section

of pavement of considerable length i n urtiich the concrete i t s e l f w i l l remain
t r u l y continuous, despite the i n s t a l l a t i o n of a large amount of reinforcing
s t e e l or the employment of prestressing. This i s attributable to the r e l a -
t i v e l y low tensile strength of concrete and the high tensile stresses to
which an ejctensive section of pavement w i l l sooner or later be subjected
and urtiieh w i l l result i n the development of transverse cracks spaced at
erratic Intervals. Since these cracks have a number of objectionable fea-
tures, i t i s the general practice to construct the pavement in. a manner
such that i t w i l l consist of a series of slabs of uniform length, which i s
acconqplished by the introduction of transverse joints of one kind or an-
other.

PRIMARY CONSIDERATIONS

A proper approach to the fllling-and-sealing problem requires f i r s t

of a l l a knowledge of concrete pavements, especially as concerns t h e i r ba-
s i c features and general behavior for the following reasons: (1) the prob-
lem has certain mechanical aspects vAilch must be taken into account and
(2) a l l of the f i l l i n g and sealing materials presently available have very
definite limitations. I t i s therefore appropriate to consider f i r s t the
various elements of a concrete pavement.

TRANSVERSE JOINTS

Basically, there are only three types of transverse joints: expan-

sion joints, contraction joints, and hinge, or so-called warping j o i n t s ,
( i n common practice the term "dumny joint" i s often applied to contraction
Joints, and also to hinge j o i n t s . Since, as i n the case of " f i l l e r " , this
leads to ambiguity, the more specific usage of these terms I s also recom-
mended.) The typical features of these joints are as follows:

Eagaanslon Joints

As the term implies, the primary function of an eoqpanslon joint i s to

provide space for the expansion of the pavement and to thereby prevent the
development of compressive stresses of damaging magnitude. The typical
features of t h i s type of joint are shown i n Figure 1.

Sealer
Dowels—^, /^'Filler

FIGURE I TYPICAL EXPANSION JOINT

4.

I t w i l l be noted that the space between the slab ends contains a f i l l -

er, \ ^ c h u s m l l y consists of a prefabricated s t r i p of asphaltlc material,
or fiber board impregnated with asphalt, or granulated cork held together
by a waterproof cementing agent and fabricated i n the form of a s t r i p , or
a wooden board such as that of cypress, redwood, or other suitable decay-
resistant lumber. Since these materials offer r e l a t i v e l y l i t t l e resistance
to compression they, i n effect, create eoqpansion space. The f i l l e r has the
following purposes: ( l ) By acting as a separator or biilkhead, i t seirves to
divide the pavement into a series of slabs, (2) I n view of i t s low r e s i s t -
ance to compression, i t permits the pavement to e3q>and without undue r e -
s t r a i n t , (3) I t tends to minimize the i n f i l t r a t i o n of water and s o l i d ma-
t e r i a l s , such as s i l t and sand, into the Joint space, (4) By acting as a
compressible gasket, i t tends to counteract the damaging effect of lAatever
s o l i d materials do I n f i l t r a t e into the Joint space.
Inasmuch as the concrete i s deposited d i r e c t l y against both sides of
the f i l l e r , the as-constructed width of the Joint space i s necessarily
equivalent to the thickness of the f i l l e r .

As shown, the top of the Joint space contains a sealer, «rtiich i s usu-
a l l y conposed of asphalt, or a mixture of asphalt and rubber. Sealers com-
posed of t a r are also used, but not nearly so extensively. I n general,
these materials are poured into the Joint spaces a f t e r being liquefied by
heating, there being a subsequent congealing of the material to the extent
that i t becomes a p l a s t i c semisolid. Those materials which contain rubber
also possess a certain degree of e l a s t i c i t y .

There are, however, certain sealing materials which do not require

heating, and which are known as the cold-poured types. These sealers,
which are usually composed of rubber, or a mixture of rubber and asphalt,
or other materials having the general characteristics of rubber, aire either
poured or extruded into the Joint spaces a t normal atmospheric temperatures,
and, by a chemical reaction or other internal setting process, subsequently
congeal to a p l a s t i c or e l a s t i c semisolid.

Since expansion Joints are free to open as w e l l as close, they also

serve as contraction Joints. Furthermore, since they permit of a certain
amount of hinge action, they also serve i n t h i s respect as hinge Joints.
Consequently, i n effect, an eaqjansion Joint i s an all-purpose Joint.

As indicated i n Figure 1, i t i s the general practice to i n s t a l l a

series of steel dowels or some form of load-transfer device at expansion
Joints. These dowels or devices have a dual function: ~ ( l ) to transfer
Uheel loads across the J o i n t space, i n order that a load which i s on or
near the end of one slab i s alao supported to a considerable extent the
adjacent slab and (2) to maintain the slab ends a t the same r e l a t i v e eleva-
tion and, especially, to prevent faulting, which i s an occurrence wherein,
under the action of heavy loads, one slab end becomes permanently depressed
with respect to the other.

The devices also perform an important function from the standpoint of

sealing, since i f of adequate strength, t h ^ materially reduce d i f f e r e n t i a l
deflection of the slab ends vuxler the action of t r a f f i c . Ary considerable
 5.
d i f f e r e n t i a l deflection would obviously impose a serious strain on the s e a l -
ing material.

Contraction Joints

The primary function of a contraction Joint i s to permit the pavement

to contract or shrink vdthout excessive restraint and to thus prevent the
development of excessive t e n s i l e stresses. Since contraction Joints do not
contain a conqjressible f i l l e r , they do not create exp&nsion space. Eventu-
a l l y , however, there actiaally i s the creation of a certain amovuit of expan-
sion space at the contraction Joints, idiich i s due to the shrinkage of the
concrete. Although the amount of shrinkage i s a variable (depending largely
upon the materials, amount of mixing water and the method of curing),some
engineers estimate that i n their particular l o c a l i t i e s the resulting space
i s sufficient to allow for about 20 deg. of increase i n pavement temperature.

Basically, there are two types of contraction Joints, namely: groove

type and plate type, which are shown i n Figure 2.

Sealeo, eroove and Sealer

Groove Dowels •»^ ^'^-Scpamtor (Sheet Metal)
4-

(a) G r o o v e - t y p e (b) Plate-type

FIQURE 2 TYPICAL CONTRACTION JOINTS

The typical features of a groove-type contraction Joint are shown i n

Figure 2 ( a ) . This type of Joint i s usually created by the relatively si^^>le
procedure of forming a transverse groove i n the upper part of the pavement
vAiile the concrete i s s t i l l p l a s t i c , the groove subsequently being f i l l e d
with a sealing material. Most of the contraction Joints currently i n s t a l l e d
are of t h i s type. The depth of the groove usually ranges from a quarter to
a third of the thickness of the pavement. I n some locations, however, i t
has been the practice to insert a s t r i p of Joint f i l l e r into the groove im-
mediately after i t i s formed. A more recent development i s the forming of
the groove a f t e r the concrete has hardened, i ^ c h i s accomplished by means
of a c i r c u l a r s t e e l saw having diamond particles embedded i n i t s periphery.

Because of the weakening i n pavement section, there i s sooner or

l a t e r the fonnation of a crack below the groove. The configtiration of the
crack i s usually so Irregular that, so long as the opening of the Joint i s
limited to a very small amount (perhaps not exceeding 0.04 i n . , there i s a
certain degree of interlocking of the slab ends, known as aggregate i n t e i ^
lock. Since the interlocking tends to f u l f i l l the same function as dowels,
load-transfer devices are frequently omitted i n connection with contraction
Joints of t h i s design.
6.

The typical featxires of a plate-type contraction Joint are shown i n

Figure 2(b), This Joint i s created by erecting a separator or parting s t r i p
on the subgrade. The separator, which usually consists of sheet metal or
some type of composition board, serves merely to divide the pavement into
a series of slabs. Because of the absence of aggregate interlock i t i s the
general practice to i n s t a l l a load-transfer device a t contraction Joints of
this design.

I n both types of contraction Joints the groove serves as a reservoir

for sealing material. There i s , however, no uniform practice i n regard to
the width of the groove. On a nation-wide basis the width ranges from as
l i t t l e as 1/16 i n . (created by i n s t a l l i n g tarpaper s t r i p s ) to as much as
3 A i n . , depending largely on personal preference.

Hinge Joints

The typical features of two types of hinge Joints are shown i n Figure
3.

Sealei—-.^ Reirrfbrcing steel Sealer—,

6noove>A/'continoedthroyghjoint Sroove-)^' ^ Ti'e bars

crack- Crack.-'
FIGURE 3 TYPICAL HINGE JOINTS

I t w i n be noted that a t t h i s type of Joint the ends of the adjacent

slabs are connected together by means of reinforcing s t e e l or t i e bars. I n
consequence the Joint undergoes practically no changes i n width, and acts
merely as a hinge. Inasmuch as their exclusive use would result i n trans-
verse cracking (being restrained from opening), hinge Joints are i n s t a l l e d
only i n conjunction with expansion or contraction j o i n t s . Actually, t h i s
type of Joint i s employed to only a limited extent. Since hinge joints re-
main at p r a c t i c a l l y constant width, they are r e l a t i v e l y easy to maintain
sealed.

I n addition, there'are joints known as construction Joints, which are

installed between each day's work. These Joints are, however, basically of
the same type as those previously described, and may be either expansion
joints, contraction joints, or hinge j o i n t s , depending upon the prevailing
practice.

LONGITUDINAL JOINTS

I n order to prevent longitudinal cracking, i t i s the general practice

to divide the pavement longitudinally into lanes that are usually l e s s than
 7.

15 f t . i n width, the Joints between the lanes being known as longitudinal

j o i n t s . Several t y p i c a l longitudinal Joints are shown i n Figure 4* I n the
case of the type shown i n Figure 4(e) the groove i s usually foraed while
the concrete i s s t i l l p l a s t i c . A more-recent development, however, i s the
creation of the groove by means of sawing the pavement after the concrete
has hardened.

Filler Plain Reirvforcing steel ^-Sealer

Sealer- butt j o i n t s j - K e y w a y - ^ or tie bars--^ 1 -Groove

mi
Ws5
. ^Crack
Cb)
FIGURE 4 T Y P I C A L LONGITUDINAL JOINTS

Because of their r e l a t i v e l y small changes i n width, i t i s usually

much easier to maintain these Joints i n a sealed condition than i s the case
with transverse joints, especially those types i n which the lanes are held
together by t i e bars.

VARIOUS JOINTING ARRANGEMENTS

Because the types of Joints i n s t a l l e d , and t h e i r spacing, have a very-

important bearing on the fllling-and-sealing problem, i t i s necessary to
give consideration to the principal variations i n pavement design, as re-
lated to joints, these being as follows:

1. Pavements which have no Joints of ary kind, except plain butt

j o i n t s between the sections of pavement constructed from day to day. I n
general, this design was abandoned many years ago. A l l of these pavements
necessarily have one thing i n common: transverse cracks spaced at erratic
intervals.

2. Pavements i n which a l l of the Joints are eoqpansion j o i n t s . I n

general, these Joints are spaced not l e s s than 20 f t . nor more than 100 f t .
apart. Most of the pavements of the 1920's and early 1930's were construc-
ted i n this manner. I n recent years, with the ex:ception of a few states,
t h i s design has been 8.uper8eded by designs that include contraction j o i n t s .

3. Pavements vMch have eoqpanslon joints and contraction j o i n t s .

This design was widely enqployed i n the l a t e 1930's and 1940's. Ejqpanslon
Joints at 120-ft. intervals, and intermediate contraction Joints at i n t e r -
vals ranging from 15 f t . to 30 f t . i s typical of this design. There has,
however, been an increasing tendency to reduce the number of ejqoansion
J o i n t s — t o the extent that a t present, i f I n s t a l l e d a t a l l , t h ^ are often
spaced as much as 600 f t . apart*
8.

4* Pavements i n which a l l of the Joints are eontxaetlon Joints, with

the exception of ejqpansion Joints Immediately adjacent to bridges, and at
other c r i t i c a l locations. Nationwide, the spacing of contraction Joints
ranges from as l i t t l e as 10 f t * to as much as 100 f t . , but generally ranges
from 15 f t . to 40 f t . This design i s cunrently employed very extensively,'
5. Pavements vhloh have expansion Joints and hinge Joints. £bq)an-
sion Joints at 100-ft. intervals and intermediate hinge Joints at 25-ft.
intervals i s typical of t h i s design. This, however, i s a Jointing arrange-
ment which i s not commonly eiqplcyed.

BASIC REASON FOR FILLING AND SEALING DIFFICULTIES

The basic reason vixT I t i s exceedingly d i f f i c u l t to maintain Joints

i n a f i l l e d and sealed condition i s the fact that, with the exception of
those types which are prevented from opening, the Joints tmdergo changes
i n width. These changes i n width are, i n fact, the very crux of the prob-
lem.

Actually, i f i t were not for t h e i r changes i n width i t m u l d be a r e l -

atively simple matter to seal Joints once and for a l l . I t i s therefore
highly pertinent that consideration be given to the various factors which
deteinine the amount of change.

Effect of Temperature

As i s well known, concrete eaqpasids or contracts, respectively, with

an increase or decrease i n I t s temperature. Although subject to some v a r i -
ation with different materials, the linear thermal coefficient of expansion
of pavement concrete i s on the order of 0.000005 per degree, Fahrenheit.
As a practical example, a lOO-ft. slab composed of concrete having this co-
e f f i c i e n t , and provided that i t i s free from external restraint other than
the f r i c t i o n a l resistance between i t s e l f and the subgrade upon which i t
rests, w i l l Increase approximately 0.3 i n . i n length i f i t undergoes a 50-
deg. increase i n teiiq>erature, and vice versa. To a l l intents and purposes,
i t s change i n length w i l l be directly proportional to i t s change i n temper-
ature. (Incidentally, a l l calculated length-changes Included hereinafter
are basea on a coefficient of 0.000005 per deg.)

Effect of Moisture

Concrete tends to swell or shrink, respectively, with an increase or

decrease i n i t s moisttire content. A change i n moisture content w i l l there-
fore effect a certain amount of change i n the length of a slab. I n those
locations, however, where the amount of r a i n f a l l i s distributed more or
l e s s uniformly throughout the year, and where there i s a considerable range
of change i n tenqperature, the changes i n slab length are due almost entire-
l y to changes i n ten9>erature.

Of incidental interest i s the fact that, since i t i s improbable that

the concrete w i l l ever again acquire a moisture content equivalent to that
trtiich i t had at the time of construction, some of the shrinkage which takes
place during the hardening period i s permanent.
 9.

Effect of Slab Length

I t i s one of the well-^oiown basic principles of physics that, for axQr

given change i n tenqjerature, the greater the length of a bo4y the greater
i t s over-all change i n length—the change being directly proportional to
i t s length. For a l l p r a c t i c a l purposes this also holds true i n the case of
paveqient slabs, provided that the slabs are of the conventional length and
there i s no restraint to t h e i r e:q>ansion and contraction other than normal
subgrade f r i c t i o n .

Subgrade f r i c t i o n does, however, have some effect. By way of expla-

nation, i t i s evident that as a slab expands and contracts i t must necessari-
l y move over the subgrade. Since between the' slab and the subgrade there
i s fractional resistance to this movement, there i s a certain amount of r e -
straint to expansion and contraction. Consequently, a pavement slab under-
goes a someiriiat smal1er change i n length than would be the case i f i t were
supported on a f r i c t i o n l e s s surface. However, for the conventional slab
length, the difference i s so slight as to be p r a c t i c a l l y negligible.

For example, a 100-ft. slab supported on a f r i c t i o n l e s s surface would

undergo a change i n length of 0.30 i n . i f i t s teii9>erature were to chtmge
50 deg. But even i f the coefficient of f r i c t i o n were as high as 2,0 (nAiich
i s well above nozmal), the same slab supported on a subgrade surface would
nevertheless undergo a length change of at least 0,28 i n . Moreover, i f the
slab were only 50 f t . long, the reduction i n length change due to subgrade
f r i c t i o n would be only 0.005 i n . , at the most.

Actually, i t i s only i n the case of slabs which are of very consider-

able length that the restraining effect of subgrade f r i c t i o n has any mater-
i a l effect on reducing the change i n length. Consequently, for a l l prac-
t i c a l purposes, at l e a s t up to 100 f t , , the change i n length may be con-
sidered to be directly proportional to the length of slab. I t i s th\is
seen that for any given change i n temperature or moisture content, a 100-
f t . slab w i l l undergo p r a c t i c a l l y five times as much change i n length as
a 20-ft, slab.

Effect of Joint Spacing

For a pavement with Joints and uncracked slabs, i t i s evident that

slab length and Joint spacing are essentially one and the. same thing. I t
i s also evident that aigr change i n slab length i s necessarily reflected i n
an equivalent amomit of change of Joint width. Consequently, i n l i n e with
the case of slab length, the greater the Joint ^>acing the greater the
change i n Joint width. As i n the case of slab length, and for a l l prac-
t i c a l purposes within the l i m i t s of the conventional Joint spacing, the
direct proportionality also holds true. For example, Joints spaced 100 f t .
apart w i l l nonnally undergo p r a c t i c a l l y five times as much change i n width
as Joints spaced only 20 f t , apart.

Effect of Reinforcing Steel

The principal function of reinforcing s t e e l i s to prevent the opening

of cracks. Consequently a cracked slab that contains an adequate amount of
10.

reinforcing s t e e l w i l l undergo essentially the same o v e i ^ l l changes i n

length as an uncracked slab. For t h i s reason the occurrence of cracking i n
reinforced pavements neither increases nor decreases the amount of change
i n Joint width to ai^r significant extent. On the other hand, i n the case
of so-called plain, or unreinforced, pavements the situation i s materially
different, since there i s an unrestrained opening of the cracks whenever the
pavement contracts.
Behavior of Unreinforced Pavements

Certain behavior patterns that apply to unreinforced pavements are

worthy of note:

1, I n the case of pavements without Joint, the greater the distance

between cracks the greater the crack opening. For example, cracks spaced
100 f t , apart open approximately five times as much as cracks spaced 20 f t .
apart.

2, I n the ease of pavements with Joints, the occurrence of cracking

i s reflected i n a smaller amount of Joint opening, which i s con^ensated for
by an opening*of the oraeks,

3, I n the case of pavements with expansion Joints, the occurrence of

cracking results i n a progressive closure of the expansion Joints, t ^ i c h i s
acconqoanied by a progressive opening of the cracks. This process, which
appears to be due principally to the i n f i l t r a t i o n of solid materials into
the cracks when they are open i n cold weather and which r e s t r i c t s t h e i r
closTore i n hot weather, continues u n t i l the expansion Joints r e s i s t further
closiure, a t trtiich.point a state of equilibrium i s reached.

I t i s of particular significance that the behavior pattern i n Item 3

(above) applies also to those pavements which have expansion Joints and con-
traction Joints, Widespread e i ^ r i e n c e with t h i s jointing arrangement has
shown that there i s a progressive closure of the expansion joints, which i s
compensated for by a proportionate amount of increased opening of the con-
traction j o i n t s . Similar to pattern 3, this appears to be due principally
to the I n f i l t r a t i o n of solid materials into the contraction joints and r e -
sulting resistance to their closiire,

A t y p i c a l example i s foiuid i n the case of a pavement constructed with

expansion Joints at 100-ft, intervals and intermediate contraction joints
at 20-ft, intervals, Assiuning that 1-in. wood f i l l e r was i n s t a l l e d i n the
expansion joints, these jpints w i l l eventually close to a width of approxi-
mately ^ i n , , at which point the f i l l e r w i l l r e s i s t fiarther compression.
When t h i s stage i s reached, the intermediate contraction Joints w i l l be open,
on the average, approximately l/8 i n , more than they would have been had the
expansion Joints been omitted.

Effect of As-Constructed Temperature

I t i s apparent that a slab constructed during the hot weather of mid-

summer w i l l nonnally have a much higher as-constructed te&$>erature than one
constructed on a relatively cold day i n early spring or l a t e f a l l . Conse-
 u.

quently, the amo\mt that a slab subsequently tends to become longer or short-
er than i t was at the time of i t s construction I s a fxmction of i t s a s -
constructed temperature. This i s demonstrated by the following escan^le:

Assme an unrestrained, 100-ft. slab having an as-constructed temper-

ature of 100 F., and which subsequently attains maximum and minimum summer
and winter teiqwratures, respectively, of 110 F. and 20 F, Because of i t s
high as-constructed temperature, t h i s slab w i l l shorten a great deal more
than i t w i l l lengthen. More s p e c i f i c a l l y , i t w i l l be 0.48 i n . shorter at
20 F., and only 0.06 i n . longer a t 110 F., than i t was a t the time of con-
struction. Conversely, were this slab to have had an as-constructed tem-
perature of 50 F., i t would lengthen a great deal more than i t would short-
en. Inasmuch as i t would be 0.36 i n . longer at 110 F. and only 0.18 i n .
shorter at 20 F.

Since i t i s the amount of change i n slab length which determines the

amount of change i n joint width, i t i s thus seen that the as-constructed
temperature of the pavement has a pronounced effect on the changes i n Joint
width. With respect to certain jointing arrangements the effect i s as
follows:

1. Pavements having expansion joints only. I f the as-constructed

temperature i s high, the Joints w i l l subsequently open a great deal more
than they w i l l close, and vice versa. Actually, many pavements of this de-
sign constructed i n midsummer have such a high as-constructed temperature,
especially those cured by the transparent membrane or the bltuainous mem-
brane method, that even during the hottest subsequent weather the expansion
Joints have a width that i s somewhat greater than t h e i r as-constructed
width. Under these particular conditions the Joints are not called upon to
act as expansion joints i n the true sense of the word. This does not hold
true, however, i n the case of pavenents i n which there i s the development
of open cracks. I n the case of low as-constructed tenqteratures, the expan-
sion Joints do, of coiirse, close to l e s s than t h e i r original width, that i s ,
during subsequent hot weather.

2. Pavements having contraction .loints only. I f the as-constructed

teiiq)erature i s high, the joints w i l l subsequently open more than i f i t i s
low. For instance, i n the case of contraction joints at 20-ft. intervals
and an as-constructed temperature of 100 F., a subsequent lowering i n slab
temperature to 20 F. w i l l result i n an average joint opening of 0.096 i n .
On the other hand, had the as-constructed temperature been 50 F,, the lower-
ing i n teiqjerature to 20 F. would have resulted i n an average opening of
only 0.036 i n .

I t i s pertinent ^o note that since contraction Joints do not create

esqiansion space, a pavement of t h i s design constructed i n cool weather may
be under compression during periods of high summer temperature. This w i l l
depend, however, upon whether or not the concrete has undergone sufficient
shrinkage to compensate for the increase i n temperature.

3. Pavmaents having expansion joints and contraction j o i n t s . The

effect of as-constructed temperature on the amount of contraction Joint
opening depends upon the amount of e]q>anslon space that has been provided.
12.

I f the amount of space i s such that there i s no appreciable restraint to

the expansion of the pavement, even a low as-constructed teiq)erature w i l l
not, i n the long run, effect a reduction i n the contraction Joint opening.
I n the case of the expansion Joints, however, the lower the as-constructed
teiq)erature the more these Joints w i l l close during hot weather.
The behavior pattern of a pavement of t h i s design I s worthy of note.
For example, assume a pavement constructed with 1-ln. es^ansion Joints at
100-ft. intervals and Intennediate contraction Joints a t 25-ft. intervals.
Assume, also, an as-<onstrueted temperature of 50 F. followed by an i n -
crease to 100 F., which i s then followed by a return to the original 50 F.
With the increase to 100 F., and even though i t consists of four individual
25-ft. slabs, the pavement between each expansion Joint v r i l l expand as
though i t were a continuous 100-ft. slab. Neglecting, for simplicity, the
effects of shrinkage and subgrade f r i c t i o n , the increase to 100 F. w i l l r e -
s u l t i n the eaq>ansion Joints being closed to a width of 0.70 i n . Upon sub-
sequent contraction, however, the 25-ft. slabs w i l l not act collectively,
but, on the contrary, w i l l contract as individual units. I n consequence,
even though the pavement returns to i t s original temperature of 50 F., the
expanalon Joints w i l l not return to their original width, but w i l l open to
only 0.775 i n . , which i s con^ensated for by an opening of the contraction
Joints.

I t i s thus seen that i n the case of low-temperature construction of

pavement of t h i s design, the expansion Joints remain permanently at l e s s
than t h e i r as-constructed width a f t e r the f i r s t cycle of hot weather eaqan-
sion. I t i s also seen that during the esqyuision c^cle there i s a certain
amount of re-positioning of the individual slabs i n that they move towards
the expansion Joints, and that they do not ret\im to t h e i r original posi-
tions during the stibsequent contraction cycle.

Effect of Climate

I t i s hardly necessaiy to point out that on a nation-wide basis there

i s a wide range of climatic differences. I t i s evident, for exao^e, that
the climate of Georgia differs vastly from the climate of Minnesota. Con-
sequently the basic climatic conditions prevailing i n any given location
must be taken into account.

I n addition to wide differences i n the annual range of tenqserature

change, there are wide differences i n moisture conditions. Some of the
western states, f o r example, experience prolonged periods of rainless
weather during the summer. The indications are that the concrete under-
goes a substantial loss i n moisture content during these periods, which r e -
sults i n some shrinkage of the slabs. But since the maximum shrinkage
exists during the periods of highest temperature, i t appears that i n these
locations the actual midsummer expansion i s somewhat l e s s than would others
wise be induced ten^erature alone. Moreover, prolonged periods of rainy
weather during the winter presiuably result i n a high moisture content and
swelling of the concrete, vhlch tends to reduce the amount of contraction.
I t appears, therefore, that i n these particular locations the over-all
seasonal changes i n Joint width are significantly reduced by the effect of
seasonal changes i n moisture content. I n other locations, however, as
 13.
indicated previously, where the amount of r a i n f a l l i s more or l e s s uniform
throughout the year, the changes i n joint vddth are almost entirely a func-
tion of the amovint of change i n tenq^erature.
Attention i s directed to these nation-wide differences for three
reasons: ( l ) to emphasize the fact that these differences do e x i s t ; (2) to
suggest that i t i s highly desirable for each state, or a t l e a s t each c l i -
matically similar region, to determine \>y precise measurement s p e c i f i c a l l y
how much over-all seasonal change i n Joint width occurs i n the case of
joints spaced at various intervals, especially since i t i s impossible to
give proper consideration to the f i l l i n g and sealing problem without i M s
basic information; and (3) to point out that because of these climatic
differences the performance of any given type of f i l l e r or sealing material
may be susceptible to considerable variation. A sealing material that has
proved entirely satisfactory i n the southerly part of the country might,
for example, prove entirely unsatisfactoxy i n the northerly part.

These climatic differences, and other differences such as the j o i n t -

ing airangement, as-constructed width of the Joint space, coefficient of
eoq)ansion of the concrete, and as-constructed tenperature, necessarily r e -
quire that due care be exercised i n evaluating the merits of ary particular
joint material that has been used only within a limited geographical area.

Effect of I n f i l t r a t i o n

The amount of change i n joint width i s also a function of whether or

not there i s restraint to the normal behavior of the pavement. For esaaple,
i n the case of many of the older pavements the Joints are now p a r t i a l l y or
t o t a l l y f i l l e d with i n f i l t r a t e d solid materials, such as s i l t or sand.
Under these conditions, instead of there being a nomal closure of the
joints during warm weather, there i s the development of compression i n the-
pavement. During very hot weather the compressive stresses often a t t a i n a
magnitude sufficient to cause serious damage. The i n f i l t r a t i o n of solid
materials into the cracks i n unreinforced pavements has, of course, a
similar effect.

The question of vriietber or not the solid materials that i n f i l t r a t e

into joint and crack spaces are harmful to the pavement appeeurs to depend
upon the composition of these materials and t h e i r distribution i n the
spaces. I f the matericLLs are coniposed of veiy-finely divided p a r t i c l e s ,
such as clay, thqr may squeeze out or spread over a considerable area when
subjected to pressure. On the other hand, i f they are of a granular oae^
position and have high internal f r i c t i o n , such as clean sand, the indica-
tions are that they w i l l neither squeeze out nor spread to any appreciable
extent, regardless of how much pressure i s applied to them.

The most-hamfU condition occurs yihen these materials have accumu-

lated i n only a portion of the joint or crack space. This, i n fact, i s
the usual condition. Most of these materials appear to enter a t the pave-
ment surface and, by the action of gravity, move downward and thus accunu-
l a t e f i r s t i n the lower portion of the joint or crack space. I n addition,
more of these materials tend to i n f i l t r a t e into that portion of the joint
or crack space which i s i n the v i c i n i t y of the shoulders than elsewhere.
14.

!Ihere i s also the p o s s i b i l i t y that under the action of t r a f f i c some of the

subgrade material may be iiorked up, or be pumped up, into the joint or crack
spaces. I n any event, i t i s apparent that during an expansion cycle the en-
t i r e eoqansive effort of the pavement i s necessarily concentrated on these
accumulations, the result being the development of high unit pressures. I t
consequently appears that these accumulations are to a large extent respon-
s i b l e for the occurrence of spalling, bottom rupturing, longitudinal crack-
ing, buckling, and t o t a l shattering that often occurs at Joints and cracks,
the shattering being knoim as a blow-up.
That these i n f i l t r a t e d s o l i d materials can be extremely harmful i s
readily apparent when the following factors are taken into account:

1. I n response to daily and seasonal changes i n tenperature, the

slabs are p r a c t i c a l l y always i n the process of either expanding or contrac-
ting. I n consequence, the ends of the slabs at Joints and cracks are prac-
t i c a l l y always moving either towards or away from each other.

2. A tremendous amount of force i s required to prevent the pavement

from eaqanding. For example, a force of at l e a s t 500 tons i s required to
prevent a AO-ft. slab of 8-in. thickness and 10-ft. width from e:q>amding
1/8 i n . , which is. the amount i t wo\ild normally expand for a teII^>erat^lre i n -
crease of about 50 F.

The ends of slabs a t Joints and cracks may therefore be compared to

a pair of crusher Jaws that are actuated by a veiy powerful force. Conse-
quently, i f there i s high localized resistance to the closure of a Joint
or crack the concrete w i l l i n i t s e l f give way.

I t i s thus seen that due to the combined effects of the i n f i l t r a t i o n

of s o l i d materials into Joints and cracks and the expansion and contraction
of the slabs, the pavement can suffer serious damage. This, i n fact, i s
one of the principal reasons why the filling-and-sealing problem i s of such
iciportance.

I t i s to be noted that thin layers of i n f i l t r a t e d material offer more

resistance to coii9>res8ion than thick layers. Consequently, the narrower
the Joint space the more damaging these materials tend to be. There i s also
the p o s s i b i l i t y that the greater the change i n Joint width the more damag-
ing the effects of i n f i l t r a t i o n .

Effect of Growth

Some of the older pavements have undergone vAiat i s commonly known as

"growth," which i s the occurrence of abnormal expansion of the concrete.
Under conditions of growth there i s a progressive increase i n slab length
and, as a resiLLt, a,loss of expansion space. I n the course of time t h i s
leads to two things: ( l ) the development of compression i n the pavement
and (2) a reduction i n the amoimt of change i n Joint width, which under
extreme conditions, may become p r a c t i c a l l y zero. For t h i s reason, the
Joints i n an older pavement which has undergone growth or i n which the
Joints have become f i l l e d with s o l i d materieil may be much l e s s difficvilt to
maintain i n a sealed condition than i s the case with a newer pavement.
 15.

AMOUMT OF CHANGE IN JOINT WIDTH

Based on the results of a questionnaire sent by the Highway Research

Board i n Januaiy 1952 to a l l of the state hight/ay departments i n t h i s
country, only a very limited amount of precise data has thus f a r been de-
veloped i n connection with joint-width changes. However, such information
as was furnished by ceftain states, and pertinent comments submitted with
t h i s information, are as follows:

California

We do not have a great deal of data throughout the state covering the
seasonaO. change i n joint width a t contraction Joints i n concrete pavements.
However, the values obtained on two experimentsil sections are as follows:

Joint Minimum**' Maxinnu# Joint

Spacing Temperature Temperature Opening
ft. F. F. in.
15 50 105 0.030 (Piru)
15 25 1^ 0.060 (Vacaville)
••Temperature midway between top and bottom of pavement.

Connecticut

Tabulated below are the approximate over^-all a n n u E i l changes i n Joint

width for various joint spacings, i n reinforced pavements, observed between
the years of 1949 and 1951.

Location Pave. Temp. Range Joint Spacing Change i n Width

F. ft. in.
A* 20 to 100 93-100 0.30
A n 109 0.40
A It 118 0.48
A It 127 0.50
A It 136 0.60
A It 145 0.56
A II 154 0.63
A II 154-163 0.66
30 to 101 61 0.15
C & D*** II 73 0.26
Pavement i n location A constructed i n 1949. Oauge plugs i n s t a l l e d a t
the time of construction.
*^ Pavement i n location B was 15 years old at the time the gauge pltigs were
i n s t a l l e d . The l e s s than normal change i n Joint width recorded i s ap-
parently due to either i n f i l t r a t i o n or growth, or a combination of both.
***Pavements constructed i n 1940 and 1941.

A l l of the above measurements apply to expansion joints.

(Based on supplemental correspondence, the indications are that, i n

Connecticut, the over-aU annual changes i n joint width for various joint
spacings are essentially the same as shown hereinafter i n the tabulation
for New Jersey.) *
 No measurements have been made of the seasonal variation i n the widths
of joints i n concrete pavements. Our data i s limited to length changes i n
several concrete slabs, each 80 f t . long, 2 f t . vd.de and 6 i n . thick.
Length changes were measured by means of d i a l gauges mounted on concrete
piers at each end of each slab. This work was done about 20 y r . ago. The
observed movement checked the con^juted movement, assuming the following:

Thermal coefficient of concrete, 0,000006 per deg. F.

Coefficient of f r i c t i o n between concrete and earth, 2.0
Modulus of e l a s t i c i t y of concrete, 4,000,000 p s i .
Kansas

Measurements and recordings made on the Lawrence Experimental Con-

crete Pavement (constructed 1935 and 1936) indicated the following:

1, The theimal coefficient of expansion ranged from 0.0000034 to

0.0000044»

2. The ove]>-all seasonal change i n pavement tenperature ranged from

20 F. to 120 F., approximately.

Massachusetts

During the f a l l of 1931, gauge plugs were installed at s i x series of

expansion joints i n concrete pavements i n the Boston area. Preliminary r e -
S T i l t s indicate that the joints between 57-ft, slabs appear to open about
0.1 i n . f o r a 30-deg. change i n temperatxire.

(Based on the foregoing observation, the indications are that j o i n t -

width chemges i n Massachusetts are essentially the same as shown i n the
tabulation for New Jersey.)

Michigan

The results of measured joint-width chaaiges on three test roads i n

Michigan are as follows:
TABLE 1
M-43 West of Grand Ledge ^
(8-inch tmiform pavement)
Contraction Joint Opening
Subsequent
Type of Construction 1st season Maximum
Slab Expansion Joint Reinforcing Steel 70 F. to 85 F. to
Length Spacing 40 F.* 33 F '
ft. ft. l b . per 100 sq. f t . in. in.
100 None 86 0,19 0.25
50 None None 0,08 0.12
100 400 86 0.08 0,28
 17.

TABLE 2

US-27 South of S t . Johns

(8-inch luiifom pavement)
(New project)

Contraction Joint Opening

Type of Construction I s t season
Slab Expansion Joint Reinforcing Steel 83 F . to
Length Spacing 34 F.»
ft. ft. l b . per 100 sq. f t . i n .
99 400 78 0.24 ( 9" unif, pvmt.)
99 400 78 0.29 (10" " )
99 400 78 0.28 (11" " " )
99 itOO 2§ 0.31 (12" " " )
'MTeDQ>eratures a t which readings were taken.

TABLE 3
M-115 Test Road West of Clare
(9-7-9 pavement)

Contraction Joint Opening

Subsequent
Tvpe of Construction I s t season MmHimim
Slab Expansion Joint Reinforcing Steel 75 F. to 75 F, to
Length Stacinff 25 F.* 25 F.
ft. ft. l b . per 100 sq. f t . i n . in.
60 120 60 0.27 0.22
60 240 60 0,27 0.20
60 480 60 0.24 0.20
60 900 60 0.27 0.21
60 1800 60 0.25 0.21
60 2700 60 0.22 0.18
30 120 37 0.16 0.10
30 240 37 0.17 0.10
30 480 37 0.14 0.10
30 900 37 0.13 0.08
30 1800 37 0,10 0.07
30 2700 37 0,14 0.09
20 120 None 0.13 0.08
20 240 None 0,13 0,09
20 480 None 0,13 0,08
20 900 None 0.11 0.07
20 1800 None 0.12 0,07
20 2700 None 0.13 0.09
10 120 None 0.09 0.03
10 240 None 0.05 0.05
10 480 None 0.06 0.03
10 900 None 0.06 0.03
10 1800 None 0.04 0.03
10 2700 tlone 0.04 0.03
18.

Minnesota

From 1940 to 1944, Inclusive, extensive measurements were taken on a

large experimental project on Highway 60, between Worthington and Brewster.
The measured average contraction Joint openings for a pavement ten^erature
of 25 F. are as follows:

Joint Spacing Average Joint Opening

ft. in.
15 0.045
20 0.060
25 0.075
30 0.090

The possible maximum tea?)erature variation of the pavement on this

project i s , approximately, frcsm 110 E i n the summer to -20 F. i n the winter.
Under average conditions, pavement tea^jeratures above 80 F, w i l l not affect
the joint openings, since the Joints are completely closed at approximately
t h i s ten^jerature. Any increase i n temperatxire above 80 F. i s reflected i n
the development of compressive stresses i n the pavement.

When the subgrade i s frozen i t r e s i s t s the normal contraction of the

slabs. With a temperature of l e s s than 25 F. the contraction of the pave-
ment has been found to be approxdjnately one half i t s normal rate. With the
low tenqseratures, cracks form i n the subgrade and shoulders, with the re-
sult that the Joints a t such subgrade and shoulder cracks open i n an amount
corresponding to the cracks i n the subgrade and shoulders. I t has been ob-
served that during extremely cold weather some of the Joints coincident with
these cracks have been open as much as ^ i n .

Missouri

Measurements taken on an investigational concrete pavement project i n -

dicated the following approximate average joint openings when the pavement
temperature was 30 F:

Joint Spacing Joint Opening

ft. in.
25 0.07
60 0.15

North Carolina

During the period from 1947 to 1951, gauge plugs were i n s t a l l e d i n

24 projects. The measured over-all annual changes i n width of contraction
joints spaced at 30-ft, inteirvals are as follows:

Motintainous Country

Change i n J t ,
Co\mty Project Width Openings Installation Age
dm. date mo.
Buncombe 9085* 0.10 8-9 -50 17
Catawba 6246 0.07 11-12-48 37
 19.

H i l l y Country

Change i n J t .
County Project Width Openings Installation Age
in. date mo.
Guilford 5325 0.16 8-10-49 29
II 5355A 12-21-48 36
0.09
II 0.08 11-18-48
5355B 37
Forsyth 7408 0.12 5-23-50 20
Davidson 5283A 0.11 7-26-48 41
II 5283B 0.10 8-24-48 40
II 5-11-51 8
5285 0.14
Mecklenburg 6558 0.08 11-10-48 26
Durhamr-Orange 4602 0.11 6-14-48 42
Durham 4119 0.15 7-13-51 6
Union-Anson 6973A 0.10 9-23-47 51
II 6973B 0.11 9-23-47 51
Chatham 4075 0.16 7-17-49 30
II 4078* 0.11 10-18-50 15

Coastal Plain

Wake 4875 0.07 10-31-47 50

II
4793 0.11 9-2 - 4 9 28
Sampson 2739 0.10 9-26-47 51
Cmberland 3392 0.12 7-19-48 41
Washington 1972A 0.11 4-21-49 33
It 1972B 0.10 5-16-49 32
Wilson 2957 0.13 4-20-48 44
Pasquotank 1734* 0.12 8-16-50 17
•»*Continuous-recording thermometers i n s t a l l e d i n these projects.

For the average annual weather cycle, the pavement temperatures re-
corded midway between the top and bottom surfaces of the pavement are as
follows:

County Minimum Maximum Change

F. F. F.
Buncombe 27 104 77
Chatham 23 111 88
Pasquotank 34 108 74

The gauge plugs were Installed i n these pavements a t the time of con-
struction, and.the original meas\irements were taken on the same day—Just
as soon as the concrete had hardened s u f f i c i e n t l y to hold the plugs secure-
l y i n position and before ary cracking below the contraction Joint grooves.

(Referring to the foregoing tabulations, i t i s of interest to note

that, i n general, the amount of Joint opening i s noticeably l e s s i n the
case of the pavements constructed during the cooler months than f o r those
constructed during the wanner months—the effects of the as-constructed
ten^jerature of the pavement being quite apparent.)
20.

Wisconsin

I n 1939 and 1940, some studies were made on four different pavement
projects of the movement of concrete pavements at expansion and contraction
joints. Brass plugs were inserted i n the pavement, one on each side of the
Joint, 6 i n . apart. Measurements were taken under different temperature
conditions using a s t r a i n gauge made of Invar, and having a d i a l reading
0.001 i n .

These measurements indicated that the change i n Joint width of ex-

pansion joints spaced at 30-ft. intervals was 0.0156 i n . per 10-deg. change
i n teiiQ>erature. At eoqansion Joints spaced 100 f t . apart t h i s change was
0.03 i n . , while at the intemediate contraction joints at 25-ft. intervals
the change was 0.0125 i n . per 10-deg. temperature change.

Lacking precise data, the over-all change i n slab temperature between

the hottest weather i n the summer and the coldest weather i n the winter can
only be approximated. However, the annual average ( a i r ) tenqperature i n
Wisconsin ranges from 39 F. i n the north to 44 F. i n the southern part of
the state. Extreme temperatures of 110 F. above zero and 54 F. below zero
are a matter of record.

While such extremes may be of short duration, there are times Uhen
the periods of hot weather are prolonged s u f f i c i e n t l y that, with the ab-
sorbed heat, the pavement temperature may reach about 120 F. Similarly,
there are prolonged periods of subzero weather during which the pavement
temperature may drop to about -20 F., giving an over-all range of about
140 deg. I t i s questioned, however, whether the changes i n slab length are
as great as this tenperature range would indicate. I t i s believed that i n
many cases, after freezing has penetrated into the subgrade, the pavement
i s frozen solidly to the subgrade; thereby restraining further movement,
with a tendency to inhibit i t entirely.

New Jersey

During the past 10 yr., gauge plugs have been i n s t a l l e d a t a great

many joints spaced at intervals ranging from 14 f t . to 187 f t . The follow-
ing designs of pavement are involved: ( l ) pavements having expansion joints
only, (2) pavements having contraction joints only, and (3) pavements having
expansion and contraction joints.

The plugs were i n s t a l l e d a t the time of construction and the original

measurements were generally taken just as soon as the concrete had hardened
sufficiently to hold the plugs securely i n position (on the same day of
construction) i n order to determine the amount that subsequent joint widths
d i f f e r from the as-constructed widths. Precise measurements have been taken
at frequent intervals by means of an Invar gauge. The more significant ob-
servations and results are as follows:

1. For the average annual weather cycle, the pavement temperature,

as recorded midway between the top and bottom s\irfaces, ranges from a min-
imum of 20 F. i n midwinter to a maximum of 110 F. i n midsummer.
 21.

2. The approximate overall annual changes i n joint width for various

joint spacings are as shown i n the following tabulation:

Approximate Over-All Annual Changes i n Joint Width—New Jersey

Joint Spacing , Change i n Width

ft. in.
15 0.07
20 0.09
30 0.14
50 0.23
100 0.46

The foregoing changes apply to p r a c t i c a l l y a l l pavements i n New Jersey,

regardless of the jointing arrangement, the only exceptions are those r e l a -
t i v e l y few pavements constructed during the cooler seasons which, at the
same time, have no expansion j o i n t s .

Calculated Joint-Width Changes

I t should be borne i n mind that the average winter and summer pave-
ment ten^eratiires cannot be used as a basis for calculating the over-sLLl
seasonal changes i n joint width, because the difference between the aver-
ages i s much smaller than the difference between the actual minimum and
maximum temperatures. For example, the maximum simmer pavement temperature
i s much higher than the average summer tenqperature, and the minimum winter
temperature i s substantially lower than the average winter temperature.
Since joint f i l l e r s and sealers are obliged to function throxighout the en-
t i r e range of over-all change i n joint width, from minimum width to maximum
width, i t i s necessaiy to deal i n terms of the extremes.

JOINT MATERIALS

I n giving consideration to the various kinds of f i l l i n g and sealing

materials i t i s necessary to bear i n mind that since joints have depth as
well as width t h ^ necessarily have volume, vrtiich naturally varies with
changes i n width. Fundamentally, therefore, the problem i s one of effec-
t i v e l y f i l l i n g and sealing a space that imdergoes changes both i n width
and i n vol\ime. As w i l l be shown l a t e r , the effect of volume-change i s of
particular significance i n connection with those materials which, i n certain
respects, have the properties of a l i q u i d .

Joint F i l l e r s

The conditions under which joint f i l l e r s are obliged to function are

variable and, under certain conditions, unpredictable. I t w i l l be recalled,
for example, that i n the case of a pavement having expansion joints i n as-
sociation with contraction joints there i s a progressive permanent clos\ire
of the expansion joints. Since the amount of change i n expansion-joint
width i s tinpredlctable under these particular conditions, the following d i s -
cussion pertaining to the behavior of joint f i l l e r s should be considered to
apply primarily to pavements i n which the changes i n width are predictable
and essentially the same from year to year, as i s the case, for example,
with a reinforced pavement having eaqainslon joints at 60-ft. Intervals and
no Intermediate contraction joints.
22.

The primary function of a Joint f i l l e r i s , of course, to f i l l the

Joint space, and to thus prevent the entrance of water and s o l i d materials.
The ideal f i l l e r would therefore consist of a material that i s capable of
varying i n thickness i n precisely the same amount that the Joint space var-
ies i n width. Such a f i l l e r would function as shown diagrammatically i n
Figure 5. Note that the f i l l e r has undergone a change both i n thickness
and i n volume.

Filler

Summer Winter
FIGURE 5 PERFORMANCE OF IDEAL JOINT F I L L E R

I t i s significant to observe that i f a f i l l e r were available that

would actually ftuiction i n t h i s manner there would be no need for sealing
materials, at least i n so f a r as expansion Joints are concerned. x

As a practical example of how much the i d e a l f i l l e r would actually

have to change i n thickness, the experience i n New Jersey has been that ex-
pansion Joints spaced at 7 8 - f t . intervals undergo an over-all annual change
i n width of approximately 3 / 8 i n . , that i s , i n connection with reinforced
pavements i n which a l l of the Joints are expansion Joints.

Unfortunately, a l l of the various materials thus far employed as Joint

f i l l e r s have i n common a serious deficiency i n that they f a i l to recover to
anywhere near t h e i r original thickness after being compressed a substantial
amount and maintained i n this condition for an extended period. There are,
of course, a number of materials that w i l l recover to p r a c t i c a l l y their
original thickness, provided they are only momentarily compressed. But
Joint f i l l e r s i n actual service are usually maintained i n a state of com-
pression for several months at a time, that i s , during the summer when the
pavement i s i n an expanded condition. Consequently, the worth of any par-
t i c u l a r joint f i l l e r i s largely determined by the amount of i t s recovery
after a prolonged period of compression. I t needs to be appreciated, how-
ever, that i t i s problematical whether there actually i s any known material
suitable for use as a Joint f i l l e r which, at the same time, i s entirely free
from this basis deficiency. I t appears that such a material i s s t i l l to be
discovered or developed.

In addition, i t should be borne i n mind that even i f a f i l l e r were to

be discovered or developed which would actually recover to 100 percent of
i t s original thickness, and which would retain this capacity, certain i n -
s t a l l a t i o n procedures would have to be developed i n order to u t i l i z e the
f i l l e r to the best advantage. As previously pointed out, i n the conventional
method of construction the concrete i s deposited directly against both sides
 23.
of the f i l l e r and, i n consequence, the as-constructed width of the joint
space i s equivalent to the thickness of the f i l l e r . I t i s apparent, how-
ever, that upon the a r r i v a l of colder weather there i s a contraction of the
pavement and an opening of the joint, at which time the joint space has a
width that i s greater than the thickness of the f i l l e r .
Under these conditions i t i s evident that unless the f i l l e r has the
capacity to exceed i t s installed thickness, or i s i n some way i n s t a l l e d i n
a state of compression and subsequently released, i t cannot completely f i l l
the Joint space during cold weather. This deficiency i s common to a l l of
the conventional f i l l e r s , and i s i l l u s t r a t e d i n Figxire 6.

Filler

As constructed (Summer) Winter

FIGURE 6 PERFORMANCE OF CONVENTIONAL JOINT FILLER

A typical example i s found i n the case of a pavement having expansion

Joints at 60-ft. intervals and an as-constructed temperature of 100 F. Even
neglecting the effect of shrinkage, i f the pavement temperature lowers to
20 F. i n midvdnter the Joint spaces w i l l be more than 4 i n . wider than the
f i l l e r s are thick.

Importance of Recovery

I t i s evident that i f a f i l l e r i s maintained i n a state of con^ression

during the summer months, and then f a i l s to recover i n thickness when the
Joint opens i n cold weather, a vacant space must necessarily be created. I n
i t s e l f , the space i s of no particular significance. But the i n f i l t r a t i o n
of water and solid materials into the space can be detrimental.

I t i s also evident that the f i l l i n g of the vacant space with i n f i l -

trated solid materials while the joint i s open during the winter w i l l r e -
sult i n a further compression of the f i l l e r during the following summer.
Consequently, owing to the combined effects of opening and closing of the
joints, f a i l u r e to recover, and the i n f i l t r a t i o n of solid materials, the
conventional f i l l e r - usually undergoes a progressive reduction i n thickness.
This process continues u n t i l the f i l l e r f i n a l l y r e s i s t s any further com-
pression.

As a general rule, by the action of gravity, the i n f i l t r a t e d solid

materials move downwards and accumulate f i r s t i n the lower portion of the
Joint space. I n consequence, i t i s usually the lower portion of the f i l l -
er that f i r s t undergoes compression, and which f i r s t becomes compressed to
the point of refusal. This process i s shown dia'grammatically i n Figure 7.
24.

As shown, t h i s can result i n a shattering of the lower portion of the pave-

ment a t the j o i n t .

Sealer-N 'filler /-Failed sealer

As consfruc+ed Winter \ / Summer Winter Summer

Infiftroted solid materials
FIGURE 7 PROGRESSIVE COMPRESSION OF TYPICAL FILLER

I t i s to be noted that i f the f i l l e r were able to do no more than re-

t a i n an appreciable amount of recovery i t would a t l e a s t do two things.
F i r s t , by reason of i t s recovery i t would l i m i t the amou^^t of s o l i d materi-
a l that could i n f i l t r a t e into the j o i n t . Second, by continuing t o act as
a conpressible gasket i t would prevent the development of excessive r e s i s t -
ance to Joint closure. The manner i n which t h i s f i l l e r would ftmction i s
shown diagrammatically i n Figure 8.
Failed Sealer
I Filler

Winter Summer ) / Winter 5ummer mm Winter

/nfi/tmted solid materials
FIGURE 8 BEHAVIOR OF RECOVERABLE FILLER

VARIOUS TYPES OF JOIMT FILLERS

I n years past, many different materials of a cou^ressible nature have

been used as joint f i l l e r s , none having proved entirely satisfactory. The
f i l l e r s vrtiich are commonly used a t present, and t h e i r general characteris-
t i c s , are as follows:

PremouldftH Ritimrinous F i l l e r

The mostF-common type of f i l l e r employed during the e a r l i e r years of

concrete pavement construction, and s t i l l en^jloyed to some extent, i s that
vrtiich i s known as premoulded bitiiminous j o i n t f i l l e r . I t i s conqposed p r i -
marily of asphalt. I n order to effect some degree of r i g i d i t y , the asphalt
contains a small amount of f e l t or other inert material. This f i l l e r i s
manufactured i n strips of various thicknesses, faced on each side with
 25.

paper, and, i n effect, i s an asphalt board.

This type of f i l l e r has several imdesirable characteristics. F i r s t ,

since asphalt i s basically a liquid, i t i s p r a c t i c a l l y incompressible with-
i n I t s e l f . When confined between two surfaces and subjected to pressure,
as i n a joint space, i t extrudes rather than actually compresses. Conse-
quently this f i l l e r i s con^ressible only i n effect. Second, after being
"compressed" i t w i l l by no means recover to i t s original thickness. I t
stays put, so to speak. Third, when i t extrudes from a joint space i t w i l l
push the sealer out of the joint space and collect on the pavement surface
and cause both an unsightly appearance and a bvaap.

One can readily visualize the behavior of t h i s type of f i l l e r . Vftien

the joint closes, a portion of the f i l l e r necessarily extrudes. Then, when
the joint opens, the f i l l e r remains i n a compressed condition, and a vacancy
i s created. Solid materials then i n f i l t r a t e into the vacancy. Upon subse-
quent closure of the joint these materials displace and cause a further ex-
trusion of the f i l l e r . With repetitions of t h i s cycle a progressive i n t e r -
change takes p l a c e — s o l i d material going i n , and f i l l e r coning out. I n the
course of time, i t i s by no means uncommon for f i l l e r s of t h i s type to com-
pletely vacate the joint space, and to be replaced with solid foreign ma-
terial.

In view of this behavior i t i s apparent that any material which pos-

sesses the properties of a liquid, or irtiich i s susceptible to extrusion,
cannot f u l f i l l the requirements of a satisfactory joint f i l l e r .

Asphalt-Impregnated-Fiber Filler

The asphalt-impregnated-fiber f i l l e r s were developed primarily be-

cause of the excessive amount of extrusion associated with the premoulded
bituminous f i l l e r s . These f i l l e r s are composed mainly of fibrous materials
that are usually derived from wood or sugar cane, and are similar i n struc-
ture to the c e l l u l a r materials which, i n the fonn of sheets, are used for
Insulating purposes. The function of the asphalt impregnation i s to render
the f i l l e r waterproof and decay-resistant. The asphalt quantity i s limited,
however, so that no appreciable amount of i t squeezes out when the f i l l e r
i s compressed.

These f i l l e r s , being of low structural strength, offer l i t t l e r e s i s t -

ance to compression. Because of their a i r - c e l l content, they may be com-
pressed a considerable amoxuit without extruding.

Cork F i l l e r s

There are two types of cork f i l l e r s , namely: regular and s e l f -

expanding, both of which consist of granulated cork particles cemented
together. As i n the case of the asphalt-impregnated-fiber f i l l e r s , the cork
f i l l e r s offer l i t t l e resistance to compression, and may be compressed a con-
siderable amount without extruding. From the standpoint of decay resistance,
cork f i l l e r s are very durable.

The self-expanding cork f i l l e r s were developed i n order to make a v a i l -

26.

able a type of f i l l e r that has the capacity to a t t a i n a thickness greater

than i t s i n s t a l l e d thickness. I n the manufacturing process, these f i l l e r s
are preoompressed to approximately two thirds of their original thickness.
Since contact with moisture would cause them to recover, at l e a s t to some
extent, they are then coated with a waterproofing agent and wrapped i n
heavy waxed paper, the l a t t e r being removed a t the time of i n s t a l l a t i o n .
For some indefinite period after i n s t a l l a t i o n , the waterproofing coating
prevents the absorption of moisture. This coating eventually breaks down,
however, and there i s then the absorption of moisture and a tendency to
swell.
Cork-Asphalt F i l l e r

This type of f i l l e r consists of granulated cork particles i n combina-

tion with asphalt. I n view of these constituents, t h i s would appear to be
a durable f i l l e r . I t has been reported, however, that certain f i l l e r s of
this type, despite having passed the standard laboratory extrusion test,
have undergone an undesirable amount of extrusion i n actual service. This
has apparently been due to either an excess asphalt content or to the
asphalt having approached a f l u i d state during periods of high pavement
temperature, or both.

Wood F i l l e r s

Wood f i l l e r s are usually i n the form of ordinary boards, with or with-

out preservative treatment. Care i s exercised i n their selection, however,
i n order to avoid the use of lumber having excessively large knots or other
objectionable structural defects. Because of their natxiral decay-resistance
and freedom from knots, the most commonly used wood f i l l e r s have consisted
of either cypress, redwood, or western red cedar.

Some wood f i l l e r s have been fabricated such that the grain direction
i s v e r t i c a l i n the joint space, which i s accomplished by sawing the lumber
into short pieces and attaching the pieces together, edge to edge. The p r i -
mary purpose of this form of fabrication i s to prevent extrusion, which
might otherwise occur as a result of con^ression or swelling.

A limited amount of investigational work has been done to determine

the p o s s i b i l i t i e s of preconqjressed wood. More particularly, i t has been
found that most woods may be compressed to approximately 50 percent of
their original thickness without serious structural damage, provided that
transverse spreading i s prevented during compression, and that i f kept dry
the wood w i l l remain indefinitely a t a thickness not exceeding 65 percent
of i t s original thickness. When soaked i n water, however, the con^jressed
wood w i l l swell to a t least 94 percent of i t s original thickness, and some
woods w i l l swell to more than 100 peroent. I t has also been found that even
after repeated ^ c l e s of compression, and prolonged periods of compression,
the wood w i l l nevertheless retain a considerable part of i t s capacity to
swell when i n contact with water. There are, however, i n addition to high
cost, a number of d i f f i c u l t i e s associated with the practical application
of preoompressed wood which, for the time being a t least, seem to preclude
i t s use as a joint f i l l e r .
 27.
Based on reports, wood f i l l e r s appear to be the best available, irtiich
may be due to their greater capacity to recover. Because of t h e i r consid-
erable resistance to con?)ression, they may also be of structural benefit to
the pavement.
In the use of wood f i l l e r s i t needs to be appreciated that, with the
absorption of moisture, wood i s susceptible to swelling a rather large
amount, and that to r e s t r a i n swelling requires considerable force. Conse-
quently, i n the edging of joints having wood f i l l e r , i t i s of the utmost
importance that the space above the f i l l e r be so formed as to have a width
at least equivalent to the thickness of the f i l l e r (preferably somewhat
greater), and that the space be centered d i r e c t l y over the f i l l e r , otherwise
any subsequent swelling of the wood i s almost certain to result i n spalling.
I t i s also desirable to prevent premature swelling, which may be accomplish-
ed by a l i b e r a l application of t a r or asphalt paint.

Glass-Fiber F i l l e r

Of more recent development i s a f i l l e r composed of glass fibers and

asphalt. This f i l l e r i s manufactured i n strips of various thicknesses
faced on both sides with paper. I t s resistance to compression i s low.
Since the asphalt content i s limited, i t appears to be practically free
from extrusion. Being composed primarily of nonperishable materials, i t
would seem to be durable.

Solution to the F i l l e r Problem

The solution to the f i l l e r problem may require one of the following

procedures: ( l ) the development of an expansible f i l l e r , of enduring ex-
pansibility, that may be installed i n a precompressed condition; (2) the
creation of the joint space by means other than the permanent f i l l e r , and
the subsequent f i l l i n g of the space with a precompressed expansible f i l l e r ;
(3) the introduction of an additional s t r i p of f i l l e r , precompressed and of
an ejqjansible nature, when the joint spaces are a t or near t h e i r maximum
width during cold weather.

There are, however, certain p r a c t i c a l problems to be solved and eco-

nomic factors to be taken into consideration i n a l l of these procedures.
And there are undoubtedly other l i n e s of approach, ' For example, the fact
that concrete pavements 'are capable of withstanding considerable compres-
sive stress might possibly be used to good advantage i n solving the problem.

Continued serious effort to solve the f i l l e r problem i s f u l l y warrant-

ed, i f only for the following reasons: ( l ) i n the interest of preserving
the pavement and (2) i n view of the vast amount of time, effort and mon^
that i s now being spent on the endless and only partly effective procedure
of sealing (pouring) j o i n t s .

I f and when a joint f i l l e r of reasonable cost i s developed that has

the capacity to completely f i l l the joint space at a l l times the so-called
pouring of joints w i l l be a thing of the past.
28.

JOINT SEALERS

As previously defined, joint sealers are those materials of a l i q u i d

or semiliquid nature that are poured into joint spaces for the purpose of
excluding water and s o l i d foreign materials. I t i s particularly important
to bear i n mind that, i n common with liquids, these materials are practi-
c a l l y incompressible within themselves and &re incapable of changing i n
volvmie to ai^r significant extent. Consequently, sealing materials are cap-
able only of changing i n shape.

In conjunction with an expansion Joint, a f i r s t - c l a s s sealer would

function essentially as shown i n Figure 9. For purposes of i l l u s t r a t i o n ,
the following conditions have been assumed: ( l ) a 3/4-in. f i l l e r , (2) a
60-ft. joint spacing, (3) an as-constructed pavement tenperature of 90 F.,
and (4) a minimum winter pavement ten^erature of 20 F.

-Sealer

Filler-' Vacani space--' (b)

As constructed (Summer) Winter
FIGURE 9 EXPANSION JOINT WITH r FILLER
4
I t v d l l be noted that: ( l ) With the increase i n joint width from
3/4 i n . to 1 in., the sealer has been obliged to undergo a stretch of 33
percent. (2) Since the sealer i s of constant volume, the cross-sectional
area of the sealer i s necessarily the same for both the summer and winter
conditions. (3) I n effect, the sealer i s merely a membrane across the top
of the joint space. (4) Durliig the winter, the f i l l e r does not con;>letely
f l l l the joint space, there being a t o t a l of i i n . of vacant space between
the f i l l e r and the slab ends. At the ends of the joint, water and foreign
materials are free to i n f i l t r a t e into t h i s space.

The upper portion of an expansion ^oint I s also shown i n Figure 10,

but i n this Instance the f i l l e r i s only ^ i n . thick. A l l of the other con-
ditions are assumed to be the same as i n the preceding exaii9>le. The pur-
pose of this figure i s to demonstrate the importance of the as-constructed
width of the joint space.

I t w i l l be noted that, for exactly the same amount of Joint opening

as i n the preceding example, the sealer has i n t h i s Instance been obliged
to undergo a stretch of 100 percent. Carrying t h i s a step farther, had the
as-constructed width of the Joint space been only l / ^ i n * 't^be sealer would
have had to stretch 200 percent.
 29.

Vacant spacC' ^^•^

As constructed (Summer) Winter

FIGURE 10 EXPANSION JOINT WITH f FILLER

I t i s thus seen t h a t the narrower t h e j o i n t space t h e g r e a t e r t h e
s t r a i n on the seeiling m a t e r i a l and the more l i k e l y t h e s e a l e r i s t o f a i l .
I t i s t h e r e f o r e erroneous t o assume t h a t t h e narrower t h e space t h e e a s i e r
i t i s t o maint£iin i n a s e a l e d c o n d i t i o n . A c t u a l l y , w i t h i n reasonable l i m -
i t s , i t i s j u s t the other way around.

T h i s i s a l s o t r u e i n the case o f c o n t r a c t i o n j o i n t s . F i g u r e 11, f o r

eaffunple, shows a groove-type c o n t r a c t i o n j o i n t i n vrtiich the a s - c o n s t r u c t e d
width o f t h e groove i s ^ i n . , and which, a f t e r being s e a l e d , opens l / 8 i n .
Although i t i s v e i y problematical a s t o j u s t what shape t h e s e a l e r would
assume when t h e j o i n t opens, i t n e v e r t h e l e s s appears probable t h a t i t would
be more o r l e s s a s shovm i n drawing F i g u r e 11 ( a ) , which i s based on t h e
assumption t h a t t h e r e i s no bond f a i l i i r e a t any p o i n t . But i t i s a t l e a s t
c e r t a i n t h a t i t s c r o s s - s e c t i o n a l a r e a would be e x a c t l y t h e same a s i n F i g -
ure 11 ( b ) , which i s t h e case i n these drawings.

75 'Sealer

7a)
As constructed ("Summer") Winter
r
FIGURE II CONTRACTION JOINT WITH j GROOVE
30.

I f , on t h e other hand, t h e as-constructed width of t h e groove had been

only 1/8 i n , , t h e s i t u a t i o n f o r the same amovint of j o i n t opening would prob-
a b l y have been something on t h e order of t h a t shovm i n F i g u r e 12 ( b ) . I n
t h i s case a l s o , t h e s e a l e r s i n ( a ) and ( b ) have t h e same c r o s s - s e c t i o n a l
area.

Vacant space-'(b)
As constructed (Summer) Winter o
FIGURE 12 CONTRACTION J O I N T WITH 5 GROOVE

I t v d l l be noted t h a t t h e s e a l e r shown i n F i g u r e 12 ( b ) has not only

been v e i y m a t e r i a l l y s t r e t c h e d and changed i n shape, but t h a t , i n a d d i t i o n ,
50 percent of the groove n e c e s s a r i l y has no s e a l e r i n i t whatever. A c t u -
a l l y , t h i s i s merely a t y p i c a l case of a s e a l i n g m a t e r i a l of constant v o l -
\me doing i t s b e s t t o f i l l and s e a l a space t h a t i s 100 percent l a r g e r than
i t s e l f . The preceding examples w i l l s e r v e t o emphasize the need f o r t h e
development of s e a l e r s (and f i l l e r s ) t h a t a r e capable of changing i n volume
i n conformity w i t h t h e changes i n j o i n t width.

From the standpoint o f appearance and r i d i n g q u a l i t i e s , there i s much

to be s a i d i n favor o f narrow j o i n t s . But i f t h e r e i s to be any expecta-
t i o n whatever of e f f e c t i v e s e a l i n g , the j o i n t space m\ist have s u f f i c i e n t
width t o accommodate the r e q u i r e d amount of s e a l e r . There should, i n f a c t ,
be a proper r e l a t i o n s h i p between: ( l ) t h e amount of change i n j o i n t width,
(2) the c a p a b i l i t i e s o f t h e s e a l i n g m a t e r i a l , and ( 3 ) the width of the j o i n t
space.

I t i s t h e r e f o r e apparent t h a t p a r t of the r e s p o n s i b i l i t y f o r e f f e c t i v e
s e a l i n g r e s t s w i t h the engineer. I f , i n h i s design, he s p e c i f i e s j o i n t
spaces t h a t a r e a l t o g e t h e r too narrow i n terms o f t h e i r change i n width, he
w i l l f i n d t h a t t h e r e i s simply no known s e a l i n g m a t e r i a l t h a t w i l l perform
satisfactorily.

I t i s of i n c i d e n t a l i n t e r e s t t o note t h a t t h e conventional method of

sawing j o i n t s r e s u l t s i n a groove of e s s e n t i a l l y the same dimensions a s t h a t
shown i n F i g u r e 1 2 ( a ) , I n r e c o g n i t i o n of t h e f a c t t h a t the space may be too
 31.

narrow to accommodate the necessary amount of s e a l i n g m a t e r i a l and i n view

of the d i f f i c u l t i e s experienced i n f i l l i n g grooves of such I j j n i t e d width,
i t has been the p r a c t i c e i n c e r t a i n l o c a t i o n s to i n c r e a s e the width of the
upper p o r t i o n of the groove. This has been accomplished by the enployment
of two saw blades, of d i f f e r e n t diameters, placed s i d e by s i d e and used
simultaneously. I t has a l s o been reported t h a t power-driven grinding equip-
ment has been developed, and i s now a v a i l a b l e , f o r the same purpose.

F a i l u r e of S e a l i n g M a t e r i a l s

The most common forms of s e a l e r f a i l u r e are shown i n F i g u r e 13. Some

of the f a c t o r s which contribute to the f a i l u r e of s e a l i n g m a t e r i a l s a r e as
follows:

Sea(e^-^
Filler

Bond failure Separafion Bond failure and General

drawmg togefher disinfegratjon
by skin tension
F I G U R E 13 TYPICAL FORMS OF S E A L E R FAILURE

1. Under c l i m a t i c conditions t y p i c a l of the n o r t h e r l y p a r t of the

United S t a t e s , j o i n t s e a l e r s , being i n a s s o c i a t i o n w i t h the upper s u r f a c e
of the pavement, a r e obliged to f u n c t i o n under temperatures t h a t range
from about 10 F , ( o r lower) i n midwinter t o about 140 F . ( o r h i g h e r ) i n
midsummer. Unless i t remains i n a f a i r l y s t a b l e condition, the s e a l e r may
e i t h e r d r a i n out of the j o i n t space i n warm weather (due to the t r a n s v e r s e
slope of the pavement) or be e x c e s s i v e l y b r i t t l e i n cold weather, or both.
Of n e c e s s i t y , s e a l i n g m a t e r i a l s a r e exposed d i r e c t l y t o heat, c o l d , sun-
l i g h t , r a i n , s l e e t , snow, i c e , f r e e z i n g and thawing, o i l and grease d r i p -
pings, and the a c t i o n of t r a f f i c .

2. During the melting process p r i o r t o t h e i r a p p l i c a t i o n , s e a l i n g

m a t e r i a l s are often subjected t o e x c e s s i v e or prolonged h e a t i n g . This
u s u a l l y damages the m a t e r i a l to the extent t h a t i t f a i l s to perform s a t i s -
factorily.

3. I f the concrete i s moist or covered w i t h a f i l m of d i r t , l a i t a n c e

or other f o r e i g n matter a t the time the s e a l e r i s placed, i t s bond with the
concrete may be v e r y poor. There i s a l s o the p o s s i b i l i t y t h a t moisture ab-
sorbed by the concrete a f t e r the placement of the s e a l e r may be a cause of
bond f a i l u r e .

4* For c u r i n g purposes, bituminous or resinous m a t e r i a l s a r e some-

times sprayed on pavement s u r f a c e s immediately a f t e r the f i n i s h i n g opera-
t i o n s a r e completed. Films of these m a t e r i a l s adhering to the s i d e s of
j o i n t spaces often i n t e r f e r e with the attainment of adequate bond.
32.
5. As o f t e n occurs i n the case of undowelled J o i n t s , any e x c e s s i v e
d i f f e r e n t i a l d e f l e c t i o n of the s l a b ends under the a c t i o n of t r a f f i c w i l l
have a tendency to t e a r the s e a l e r loose, or t o s h a t t e r i t i f i t i s b r i t t l e
during cold weather.

6. I f the f i l l e r i s composed of m a t e r i a l s t h a t a r e s u s c e p t i b l e t o
e x t r u s i o n , the s e a l e r w i l l be pushed out of the J o i n t space during pavement
expansion.

7. I n the case of the o l d e r pavements, the upper portions of the

J o i n t spaces o f t e n c o n t a i n f o r e i g n matter and remnants of o l d , d e b i l i t a t e d
s e a l i n g m a t e r i a l s . Unless removed, these m a t e r i a l s may s e r i o u s l y i n t e r -
f e r e w i t h the e f f e c t i v e bonding of new s e a l e r s .

8. I n the case of J o i n t s t h a t a r e pus^iing and f a u l t e d , the upward

e j e c t i o n of the entrapped water or mud during the passage of heavy loads
tends to f o r c e the s e a l e r out of the J o i n t spaces.

I n the preceding comments p e r t a i n i n g t o the premoulded bitimiinous

type of f i l l e r , i t was pointed out t h a t , by a process of interchange, the
I n f i l t r a t i o n of s o l i d m a t e r i a l s o f t e n r e s u l t s i n coii9>lete e x t r u s i o n of the
f i l l e r . The p r o g r e s s i v e e x t r u s i o n o f s e a l i n g m a t e r i a l s and t h e i r r e p l a c e -
ment w i t h s o l i d m a t e r i a l s , by the same process, i s of common occurrence,
e s p e c i a l l y i n connection w i t h c o n t r a c t i o n J o i n t s .

VARIOUS TYPES OF SEALERS

Asphalt and Tar S e a l e r s

The s e a l i n g m a t e r i a l most commonly employed, both p a s t and present,

i s coiq>osed of a s p h a l t — a email amount of mineral f i l l e r or other i n e r t
substances being added to render the a s p h a l t l e s s f l u i d . S e a l e r s c o n ^ s e d
of t a r have a l s o been used, but t o a l e s s e r extent. I t i s necessary t o
heat these m a t e r i a l s t o cause them to pour r e a d i l y . They a r e , however,
damaged by e x c e s s i v e or prolonged heating.

Thermoplastic Sealers

I n recent y e a r s , s e a l e r s composed p r i n c i p a l l y of a mixture of a s p h a l t

and rubber have been developed. Those types vrtiich r e q u i r e heating a r e
known a s "thermoplastic s e a l e r s . " Reports d i f f e r a s t o t h e i r perfonnance.
I t i s n e v e r t h e l e s s the general opinion t h a t these s e a l e r s a r e s u p e r i o r t o
the ordinary a s p h a l t and t a r s e a l e r s .

The eaq)erience has been t h a t the thermoplastic s e a l e r s r e q u i r e r i g i d -

l y c o n t r o l l e d heating, otherwise they a r e l i k e l y t o be s e r i o u s l y damaged.
For t h i s reason, s p e c i a l heating eqiiipment has been developed, the use of
which i s e s s e n t i a l t o the p r o t e c t i o n and s a t i s f a c t o i y performance o f these
materials.
Cold-Poured S e a l e r s

Over a p e r i o d o f y e a r s , many s e a l e r s have been developed which do not

 33.
r e q u i r e h e a t i n g — t h e s e being known as the "cold-poured" t y p e s . I n g e n e r a l ,
these s e a l e r s c o n s i s t of rubber, or a mixture of a s p h a l t and rubber, or
other m a t e r i a l s which have the c h a r a c t e r i s t i c s of rubber.

As conqpared w i t h the a s p h a l t , t a r , and thermoplastic s e a l e r s , the

cold-poured s e a l e r s have been used t o only a l i m i t e d extent, and mostly on
an e3q)erimental b a s i s . Consequently, l i t t l e i s known i n regard to the per-
formance of the more r e c e n t t y p e s . I t i s known, however, t h a t some of the
e a r l i e r types (and p o s s i b l y a l l ) f a i l e d i n bond a f t e r a v e i y short period
of s e r v i c e .

CRACK SEALERS

I t i s customary t o employ e s s e n t i a l l y the same kind of m a t e r i a l s f o r

the s e a l i n g of c r a c k s a s a r e used f o r the s e a l i n g of j o i n t s . I t i s doubt-
fvl, however, whether these m a t e r i a l s a c t u a l l y penetrate i n t o the c r a c k s
to any a p p r e c i a b l e extent, t h a t i s , with the exception of those c r a c k s which
are open r a t h e r l a r g e amounts. I t i s probable t h a t , i n g e n e r a l , these ma-
t e r i a l s merely cover up the c r a c k s , p a r t i c u l a r l y the narrow c r a c k s i n r e i n -
forced pavements. The complete f i l l i n g of narrow c r a c k s w i t h anything
other than a m a t e r i a l t h a t i s very f l u i d even at" normal tenqieratures i s
probably a p r a c t i c a l i m p o s s i b i l i t y , and may not be worth the e f f o r t .

I n view of the d i f f i c i i l t y of s e a l i n g c r a c k s , machines have been de-

veloped, and a r e on t h e market, which c u t grooves i n the pavement s u r f a c e ,
c o i n c i d e n t with the c r a c k s . These grooves, which have a p p r e c i a b l e width
and depth, s e r v e a s r e s e r v o i r s f o r the r e t e n t i o n of the s e a l i n g m a t e r i a l s .

TESTING OF JOINT FILLERS

I n the t e s t i n g of j o i n t f i l l e r s , i t i s the u s u a l p r a c t i c e t o p l a c e a
4- by 4 - i n . sample of t h e f i l l e r between metal p l a t e s and, a t the r a t e of
approximately 0.05 i n . per min., compress i t t o ^0 percent of i t s o r i g i n a l
t h i c k n e s s , the l o a d being r e l e a s e d immediately a f t e r the compression has
been conqpleted. T h i s operation i s repeated t h r e e times. A f t e r the r e l e a s -
ed specimen i s permitted to recover f o r 1 hr,, i t s t h i c k n e s s i s measured i n
order t o determine the amount of recovery.

I t w i l l be noted t h a t i n t h i s t e s t the specimen i s maintained i n a

s t a t e of compression f o r only a v e i y s h o r t pezdod. As p r e v i o u s l y pointed
out, however, j o i n t f i l l e r s i n a c t u a l s e r v i c e a r e o f t e n maintained i n a
s t a t e of compression f o r weeks a t a time. Moreover, t e s t s have shown t h a t
many f i l l e r s which have a high degree of recovery a f t e r being only momen-
t a r i l y compressed w i l l have p r a c t i c a l l y no recovery i f maintained i n a pro-
longed s t a t e of compression. There furtJiermore appear t o be i n s t a n c e s
where, f o r example, a given F i l l e r A, a f t e r momentary compression, might
have l e s s recovery than F i l l e r B, but t h a t a f t e r prolonged compression the
r e v e r s e i s the c a s e .

I t i s t h e r e f o r e apparent t h a t the r e s i i l t s of momentary conpression

are not n e c e s s a r i l y i n d i c a t i v e of the long-term performance o f any given
34,
f i l l e r nor of the r e l a t i v e m e r i t s of d i f f e r e n t f i l l e r s . Consequently i t ap-
pears a d v i s a b l e t o supplement the above t e s t with a t e s t i n which the s p e c i -
mens a r e subjected t o prolonged compression and, a t the same time, maintain-
ed i n an environment t h a t most n e a r l y simulates the a c t u a l c o n d i t i o n s i n a
j o i n t space.

TESTING OF JOINT SEALERS

One phase i n the u s u a l t e s t i n g of j o i n t s e a l e r s t h a t appears to war-

r a n t f u r t h e r c o n s i d e r a t i o n i s the pouring of a q u a n t i t y of the s e a l e r be-
tween two mortar b l o c k s and, a t a tenqierature of approximately O F . , p \ i l l -
ing the b l o c k s a p a r t a t a given r a t e i n an extension machine. The mortar
blocks a r e 1 by 2 by 3 i n . i n s i z e , and a r e p l a c e d with t h e i r l a r g e r s u r -
f a c e s 1 i n . a p a r t a t the time the s e a l i n g materisQ. i s poured between them.
To prevent the l a t e r a l escape of the s e a l e r , bulkheads a r e placed between
the b l o c k s , near t h e i r ends—^the dimensions of the congealed s e a l e r being
2 by 2 i n . by 1 i n . t h i c k . As a g e n e r a l r u l e , the blocks a r e p u l l e d ^ i n .
f a r t h e r a p a r t than they were o r i g i n a l l y , t h a t i s , the s e a l e r i s eactended
50 percent beyond i t s o r i g i n a l t h i c k n e s s .

I t i s important to bear i n mind t h a t i n t h i s t e s t the s e a l i n g m a t e r i -

a l , because of i t s l i m i t e d dimensions, accommodates i t s e l f t o t h i s s t r e t c h -
ing a c t i o n tsy becoming concave on a l l f o u r of i t s exposed s u r f a c e s . I n a
j o i n t space,on the other hand, because the length of the s e a l e r i n the d i -
r e c t i o n p a r a l l e l w i t h the j o i n t i s u s u a l l y 10 f t , or more, the s e a l e r i s
obliged t o accommodate i t s e l f by becoming concave on only i t s top and bot-
tom s u r f a c e s . Consequently, i n the case of a j o i n t , any given amomit of
j o i n t opening w i l l Impose a g r e a t e r s t r a i n on the s e a l i n g m a t e r i a l than the
same amount of p u l l i n g a p a r t of the mortar b l o c k s . I t i s tJierefore apparent
t h a t even though a given s e a l e r may withstand an extension of 50 percent be-
tween a p a i r of mortar b l o c k s , i t may not n e c e s s a r i l y withstand the same
amo\uit of extension i n a j o i n t space. For t h i s reason, i t appears d e s i r a b l e
to determine the proper r e l a t i o n s h i p between the moirtar-block t e s t and the
opening of j o i n t s i n a c t u a l s e r v i c e .

Also warranting c o n s i d e r a t i o n i s the p r e p a r a t i o n of the mortar b l o c k s .

For reasons of c r e a t i n g the same conditions f o r a l l of the m a t e r i a l s being
t e s t e d , the u s u a l p r a c t i c e i s t o g r i n d t h a t s u r f a c e of the block w i t h which
the s e a l i n g m a t e r i a l comes i n t o c o n t a c t . I n a d d i t i o n , p r i o r t o introducing
the s e a l i n g m a t e r i a l between them, the b l o c k s a r e u s u a l l y oven-dried t o a
constant weight a t a temperature of about 225 F,, and t h e i r gromid s i i r f a c e s
are thoroughly cleaned of f i l m or powder by vigorous b m s h i n g .

I t i s evident t h a t under a c t u a l f i e l d conditions the f a c e s of the

j o i n t a r e r a r e l y i n a c o n d i t i o n comparable to t h a t of the mortar b l o c k s .
S i n c e t h e presence of d i r t , l a i t a n c e , moisture or other f o r e i g n matter on
the j o i n t f a c e s i s known to i n t e r f e r e s e r i o u s l y w i t h the attainment of s a t -
i s f a c t o z y bond, t h e r e i s good cause t o question whether the r e s u l t s obtained
from the use of ground, cleaned, oven-dried blocks a r e r e l i a b l y i n d i c a t i v e
of the performance of any given m a t e r i a l i n a c t u a l s e r v i c e . I t would t h e r e -
f o r e appear d e s i r a b l e to supplement t h i s t e s t with one t h a t more n e a r l y sim-
u l a t e s the t r u e c o n d i t i o n s .
 35.

MECHANICAL SEALING DEVICES

I n view of the l i m i t a t i o n s and g e n e r a l l y u n s a t i s f a c t o r y performance

of f i l l i n g and s e a l i n g m a t e r i a l s , numerous attempts have been made to s o l v e
the sealint^ nroblem by means of mechanical d e v i c e s of one kind or another,
the more important of which are a s f o l l o w s :

Sheet-Metal F l a s h i n g

Although now r a r e l y i n s t a l l e d , sheet-metal f l a s h i n g has been the most-

commonly used form of mechanical s e a l i n g d e v i c e . The metal i t s e l f usvially
c o n s i s t s of e i t h e r copper, b r a s s or galvanized s t e e l . Two t y p i c a l designs
a r e shown i n F i g u r e 14.

,'Flashing Flashing

Joint Filler^' (a) (b)

F I G U R E 14 T Y P I C A L S H E E T METAL F L A S H I N G S
I n most i n s t a n c e s the f l a s h i n g has extended only a c r o s s the top of
the j o i n t space. Since t h i s obviously does not prevent the entrance of
water and f o r e i g n m a t e r i a l s a t the ends of the j o i n t , some designs have
included v e r t i c a l s t r i p s of f l a s h i n g a t the ends.

I n general, sheet-metal f l a s h i n g s have proved u n s a t i s f a c t o r y , f o r the

f o l l o w i n g reasons: ( l ) With changes i n j o i n t width there i s n e c e s s a r i l y a
bending of the f l a s h i n g . I f repeatedly bent beyond i t s e l a s t i c l i m i t , which
i s u s u a l l y the case, i t sooner or l a t e r f a i l s by c r a c k i n g . (2) The progres-
s i v e i n f i l t r a t i o n of s o l i d m a t e r i a l i n t o the j o i n t space, a c t i n g i n conjunc-
t i o n with the changes i n j o i n t width, tends to r e s u l t i n a p r o g r e s s i v e de-
formation of the f l a s h i n g . ( 3 ) I f of s t e e l , and even though galvanized,
the f l a s h i n g ususilly f a i l s by r u s t i n g w i t h i n a few y e a r s .

I n a d d i t i o n to t h e i r l i m i t e d v a l u e , past experience has shown t h a t

c e r t a i n f l a s h i n g s can cause considerable damage to the pavement. To i l l u s -
t r a t e , F i g u r e 15 shows the manner i n vrtiich a p a r t i c u l a r type of f l a s h i n g
has r e s u l t e d i n s e r i o u s s p a l l i n g .

F i g u r e 15(a) shows the f l a s h i n g as i n s t a l l e d . F i g u r e 15(b) shows the

u l t i m a t e shape of the f l a s h i n g , which r e s u l t s from the combined e f f e c t s of
i n f i l t r a t i o n and the changes i n j o i n t width. F i g u r e 1 5 ( c ) shows the s e r i -
ous s u r f a c e s p a l l i n g which occurs during an expansion c y c l e . I t w i l l be
noted t h a t the f l a s h i n g t r a p s the i n f i l t r a t e d m a t e r i a l i n the upper p o r t i o n
of the j o i n t space. Moreover, t h a t during an expansion c y c l e the e n t i r e
expansive e f f o r t of the pavement i s concentrated on t h i s entrapped m a t e r i a l .
36.

I n i n s t a n c e s of t h i s kind i t i s not a t a l l unusual f o r the s p a l l i n g to ex-

tend 18 i n , or more from the j o i n t .

Flashing—^ Infiltrated material Metal tometal ccntaot^^SpaHed Concrete

J o i n t FiMeir^'fa^ ' ' (b)

FIGURE 15 F L A S H I N G DEFORMATION AND SPALLING

I t cannot be overen?)hasized t h a t the use of f l a s h i n g s i n v o l v e s con-
s i d e r a b l e r i s k . E s p e c i a l l y t o be avoided i s t h e i r i n s t a l l a t i o n i n narrow
j o i n t s , s i n c e the t h i n l a y e r s of i n f i l t r a t e d m a t e r i a l t h a t accumulate on
each s i d e of the f l a s h i n g w i l l very l i k e l y prove t o be p r a c t i c a l l y incom-
p r e s s i b l e . I n a d d i t i o n , the g r e a t e r the change i n j o i n t width the g r e a t e r
the r i s k of s p a l l i n g . P a s t experience has a l s o shown t h a t supplemental
s e a l i n g of the j o i n t s with the conventional type of j o i n t s e a l e r i s no
guarantee whatever a g a i n s t the i n f i l t r a t i o n of s o l i d m a t e r i a l .

Preformed Rubber F l a s h i n g s

A more r e c e n t development i s a f l a s h i n g con?30sed of s y n t h e t i c rubber

(neoprene). I n c r o s s - s e c t i o n , these a r e s i m i l a r t o the sheet-metal f l a s h -
i n g s p r e v i o u s l y described, and a r e intended t o serve the same purpose, A
t y p i c a l f l a s h i n g of t h i s type intended f o r use a t c o n t r a c t i o n j o i n t s i s
shown i n Figure 16.

'"-Flashing

Parting strip, consisting

of sheet metal or other
materjal highly nBS(5tant
to compression.

F I G U R E 16 PREFORMED RUBBER F L A S H I N G
C Contracti o n j o int^
Offhand i t would appear t h a t t h i s type o f f l a s h i n g has considerable
m e r i t . However, a number of t e s t i n s t a l l a t i o n s i n v a r i o u s p a r t s of the
coTintiy have shown t h a t these f l a s h i n g s have r e s u l t e d i n very s e r i o u s s p a l l -
i n g a t an e a r l y date. Whether or not the s p a l l i n g has been due to i n f i l t r a -
t i o n or other causes remains unknown.

I n view of t h e s e eoqjeriences, i t i s evident t h a t extreme c a u t i o n needs

 37,
to be e x e r c i s e d i n the use of a r y k i n d of f l a s h i n g , r e g a r d l e s s of i t s ap-
parent m e r i t s , and no matter how harmless i t may appear to be.

Miscellaneous Devices

C e r t a i n other mechanical s e a l i n g d e v i c e s , which have e i t h e r been

merely suggested or used to only a v e r y l i m i t e d extent, a r e a s f o l l o w s :

1. S t r u c t u r a l s t e e l s e c t i o n s , such as angles, Z-bars, or channels,

so p o s i t i o n e d a s to be overlapping and to s l i d e on one another w i t h chemges
i n j o i n t width,

2. A f l a t , s t e e l p l a t e covering the j o i n t space and centered thereon,

the p l a t e t o r e s t on s h e l v e s formed i n the pavement s u r f a c e a t the ends of
the s l a b s , and to be secured by means of b o l t s .

3. Two U-shaped and mutually engaging s e c t i o n s o f sheet metal, i n

combination w i t h c o i l s p r i n g s .

4. A s e c t i o n of rubber tubing, hose, o r s i m i l a r hollow r e s i l i e n t ma-

t e r i a l , forced i n t o the j o i n t space i n a somewhat f l a t t e n e d c o n d i t i o n .

5. A membrane of rubber or waterproof f a b r i c spanning the j o i n t

space, attached by one means or another t o the ends of the s l a b s .

6. A s e c t i o n of sponge rubber o r other r e s i l i e n t m a t e r i a l c o n t a i n -

ing a high percentage of a i r v o i d s , forced i n t o the j o i n t space i n a com-
pressed c o n d i t i o n .

7. A s t r i p of sheet metal, or b i t u m i n i z e d f a b r i c , centered on the

j o i n t , p o s i t i o n e d on t h e subgrade, and extending upward along the outside
edges of the pavement. The purpose of t h i s t r i p i s t o prevent water and
f o r e i g n m a t e r i a l s from e n t e r i n g the j o i n t space from the bottom and ends,
the top of the j o i n t being s e a l e d i n the conventionEil manner. The s t r i p
i s a l s o intended to prevent subgrade m a t e r i a l from being pun^jed up through
the j o i n t space.

SUMMARY OF BASIC FACTORS

The more-inqxjrtant b a s i c f a c t o r s r e l a t e d t o the f i l l i n g and s e a l i n g

problem may be summarized as f o l l o w s :

1. The d i f f i c t d t y of maintaining j o i n t s i n a f i l l e d - a n d - s e a l e d con-

d i t i o n i s due p r i m a r i l y t o the f a c t t h a t w i t h changes i n s l a b temperature
and moisture content the j o i n t s undergo changes i n width. T h i s a l s o ap-
p l i e s i n the case of c r a c k s i n unreinforced pavements. I n a d d i t i o n , the
g r e a t e r the change i n j o i n t width the g r e a t e r the d i f f i c u l t y .

2. Other c o n d i t i o n s being the same, and w i t h i n c e r t a i n l i m i t s , the

g r e a t e r the j o i n t spacing the g r e a t e r the change i n j o i n t width. F o r the
conventional j o i n t spacings, and f o r a l l p r a c t i c a l purposes, the amount of
change i n j o i n t width i s d i r e c t l y p r o p o r t i o n a l t o the j o i n t spacing.
38.

3. Even f o r t h e same spacing, the amount of o v e r - a l l s e a s o n a l change

i n j o i n t width i s not the same i n a l l p a r t s of the county, s i n c e the change
i s a l s o dependent on other f a c t o r s such a s o v e r - a l l s e a s o n a l range of tem-
perature change, amount and d i s t r i b u t i o n of r a i n f a l l , c o e f f i c i e n t o f thermal
expansion of the concrete, and the temperature a t the time of c o n s t r u c t i o n
( i f expansion J o i n t s a r e omitted o r spaced a t d i s t a n t i n t e r v a l s ) .

4. F o r any g i v e n change i n J o i n t width, the narrower the j o i n t space

the g r e a t e r t h e s t r a i n on the s e a l i n g m a t e r i a l and the more l i k e l y the ma-
t e r i a l i s to f a i l .

5. The p r i n c i p a l d e f i c i e n c y of a l l known J o i n t f i l l e r s i s t h e i r fail-

ure t o r e c o v e r i n t h i c k n e s s a f t e r extended periods of compression.

6. The p r i n c i p a l d e f i c i e n c y of the conventional s e a l i n g m a t e r i a l i s

that i t i s b a s i c a l l y a l i q u i d . Consequently i t i s p r a c t i c a l l y incompress-
i b l e w i t h i n i t s e l f , of p r a c t i c a l l y constant volume, and s u s c e p t i b l e only
to a change i n shape. S i n c e , w i t h a change i n width, the J o i n t space a l s o
changes i n volume, t h i s type o f m a t e r i a l has very d e f i n i t e l i m i t a t i o n s .

7. For any s e a l i n g m a t e r i a l to prove s a t i s f a c t o r y t h e r e must be a

proper r e l a t i o n s h i p between the c a p a b i l i t i e s o f the s e a l e r , t h e o v e r - a l l
change i n J o i n t width, and the width of the J o i n t space. No known s e a l i n g
m a t e r i a l w i l l perform s a t i s f a c t o r i l y i f , i n terms o f the o v e r - a l l change i n
j o i n t width, the j o i n t space i s too narrow. T h i s a l s o holds time i f , f o r
any given width of j o i n t space, the o v e r - a l l change i n width i s e x c e s s i v e .

8. The performance o f any given s e a l i n g m a t e r i a l i n one p a r t of the

country i s not n e c e s s a r i l y i n d i c a t i v e of i t s probable performance e l s e -
where, s i n c e among other t h i n g s , c l i m a t e i s a very-important determining
factor.

me. M-167
The Highway Research Board is
organized under the auspices of
the Division of Engineering and
Industrial Research of the Na-
tional Research Council to pro-
vide a clearinghouse for highway
research activities and informa-
tion. The National Research
Council is the operating agency
of the National Academy of
Sciences, a private organization
of eminent American scientists
chartered in 1863 (under a spe-
cial act of Congress) to "investi-
gate, examine, experiment, and
report on any subject of science
or art."