30 June 2001
(2) Figure 12-36. This detail can be used for transverse joints in areas where high-speed
aircraft traffic is expected. It is a more conservative joint, but also more expensive. The Using Service
should be contacted to determine which joint they prefer. This joint should no be used for Air Force jobs.
(3) Figures 12-37 and 12-38 show joints that can be used where no appreciable aircraft traffic is
expected to cross. (Such as longitudinal joints on the outer edges of PCC keel sections in an AC
pavement and similar locations.)
(4) Normally, the joint between PCC pavement and AC shoulder pavement should be a plain
butt joint. Depending on local experience, it may be well to saw a reservoir in this joint and apply joint
k. Sample Joint Layouts. Figures 12-39 through 12-43 are samples of various typical jointing
patterns. An explanation of the significance and details of each is in the following subparagraphs.
(1) Figure 12-39. This shows a perfect jointing pattern for a rectangular pavement with easily
divided boundary dimensions. Unfortunately such regular dimensions and shapes do not often occur--
particularly in all the replacement and repair work being required now.
(2) Figure 12-40. Metric.
(a) This figure shows the same 30.4 meters (100 feet) by 42.7 meters (140 feet) pavement
as Figure 12-39, but everything is in metric (SI). It can be seen at the bottom of the page that the
longitudinal construction joints have been evenly spaced across the 30.4 meters (100 feet.) This may
look nice on paper, but it requires the contractor to set the width of his paver for an odd width--more
expensive. If there were a large number of longitudinal lanes, it could be appropriate to make them all
the same width, even if this were an odd dimension for all the lanes, since this would require only one
odd setting of the paver width. At the top of the page is a layout showing four lanes at 6.0-meter
(19.7-foot) width and a single fill-in lane at an odd width. (The width of the fill-in lanes is not so critical.)
(b) At the right-hand side of the figure is shown a spacing for transverse contraction joints--
an odd spacing obtained by dividing the total distance into a series of equal width spacing. This is, of
course, feasible to construct a series of very odd cumulative spacings. This makes it more likely that the
joint sawing crew (usually working at night) may make a mistake in adding the cumulative distance, and
thus get a joint out of line. The spacing shown on the left side of the page, with six spaces at 6.0 meters
(19.7 feet) and one takeup space of 6.56 meters (21.5 feet), is much easier for the joint sawing crew to
work with, and thus much less likely to get out of line. Always make joint layouts as simple as possible,
(3) Figure 12-41.
(a) This figure, for a 54-meter (180-foot) wide pavement, shows nice, easy spacing of
longitudinal and transverse joints, if everything is in the inch-pound system. See the spacing of 6 meters
(20 feet) by 6 meters (20 feet), at the top and right side of the drawing. However, if the same overall
width has to be designed in metric, it gets more complicated. Still, there is a variety of spacing that can
be feasiblely used for transverse contraction joints.
(b) Longitudinal construction joints are a problem, however. At the bottom of the figure are
shown three possible solutions. The top one of the three is very pretty and easy to design, but it requires
the contractor to adjust his paver to an odd width for the pioneer lanes--an extra expense. The middle