30 June 2001
used at expansion joints will be capped at one end, in addition to painting and oiling, to permit further
penetration of the dowels into the concrete when the joints close.
e. Special Provisions of Slipforming Paving.
(1) Provisions must be made for slipform pavers when there is a change in longitudinal joint
configuration. The thickness may be varied without stopping the paving train, but the joint configuration
cannot be varied without modifying the side forms, which will normally require stopping the paver and
installing a header. The requirements discussed as follows shall apply.
(2) The header may be set on either end of the transition slab with the transverse construction
joint doweled as required. As an example, for the transition between the type A and type D areas on a
medium-load pavement, the header could be set at the end of either type pavement. The dowel size
and location in the transverse construction joint should be commensurate with the thickness of the
pavement at the header.
f. Joint Sealing. All joints will be sealed with a suitable sealant to prevent infiltration of surface water
and solid substances. The Army and Air Force do not require all joints to be sealed with preformed
compression seals. Jet-fuel-resistant (JFR) sealants will be used in the joints of aprons, warm-up
holding pads, hardstands, washracks, and other paved areas where fuel may be spilled during the
operation, parking, maintenance, and servicing of aircraft. In addition, heat-resistant JFR joint sealant
materials will be used for runway ends and other areas where the sealant material may be subject to
prolonged heat and blast of aircraft engines. Non-JFR sealants will be used in the joints of all other
airfield pavements. JFR sealants will conform to Federal Specification SS-S-200 or ASTM D 3569 and
D 3581. Non-JFR sealants will conform to ASTM D 3405, D 3406, D 1190, and CRD-C-525. Silicone
sealants meeting ASTM D 5893 may also be used in both JFR and non-JFR areas. When heat- and
blast-resistant JFR sealants are required, they will conform to Federal Specification SS-S-200. An
optimal sealant, meeting both the heat- and blast-resistant JFR and non-JFR sealant requirements, is a
preformed compression seal conforming to ASTM D 2628 and D 2835. As a general rule, compression-
type preformed sealants must have an uncompressed width of not less than twice the width of the joint
reservoir. However, the maximum and minimum dimensions for the seal width should be based on the
joint opening and expected movement. The selection of a pourable or preformed sealant should be
based upon the economics involved and the service life desired. Compression seals will remain
effective five to seven times as long as liquid sealants.
g. Special Joints and Junctures. Situations will develop where special joints or variations of the
more standard-type joints will be needed to accommodate movements that will occur and to provide a
satisfactory operational surface. Some of these special joints or junctures as shown in Figure 13-2 are
discussed in the following paragraphs and in particular, paragraph 11.
11. JOINTS FOR NAVY AND MARINE CORPS PAVEMENT.
a. Expansion Joints. Expansion joints allow for the expansion of the pavement and the reduction of
high compressive stresses at critical locations in the concrete pavement in hot weather. Expansion
joints are placed the full depth of the slab. Expansion joints should be used at all intersections of
pavements with fixed structures, at nonperpendicular pavement intersections, and between existing and
new concrete pavements when the joints in the adjacent slabs are not aligned. Expansion joints are not
otherwise required within the nonreinforced concrete pavement. See Figure 12-34 for expansion joint