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Airfield Pavements
Concrete Joints & Joint Sealing

1
NOTES

GUIDANCE
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Airfield Pavements
Concrete Joints & Joint Sealing
P.1 Guidance Notes

1. Introduction
In an un-reinforced rigid pavement a regular arrangement of
joints are required in the concrete slab. These joints serve a
number of purposes; the main ones being to control cracking
due to restrained shrinkage in the concrete after laying, to
divide the pavement into suitably sized sections for ease of
laying and then to accommodate any slab movement and
cracking due to thermal and moisture effects in the slab
(Reference 9).
A well-designed pavement joint will adequately control cracking, as well
as providing a degree of load transfer between the adjoining slabs.
It will also be designed in such a way as to prevent the ingress of
foreign objects into the joint.
The Britpave Airport Task Group has prepared this Guidance Note
relating to the design, specification, construction, maintenance and
performance of airfield pavement concrete joints in the UK.
As part of the development of this Guidance Note, questionnaires were
sent out to a number of airfield operators to ascertain current practice
and issues of concern and scope for improvement on matters relating to
concrete joints and we would like to thank those who kindly responded.

2. Concrete Joint Types and Joint Design

2.1 Joint Types 2.4 Load Transfer
In the UK, the majority of concrete airfield pavements are in plain un- Load transfer at transverse joints is provided at aggregate interlock,
dowelled, un-reinforced Pavement Quality (PQ) Concrete. There are though to improve load transfer of both longitudinal and transverse
three principal types of joints, namely: joints in plain PQ Concrete pavements a number of techniques are used
• Expansion joints, and these include:
• Transverse (or contraction) joints, and • Dowels
• Longitudinal (or construction) joints. • Tie Bars
• Sinusoidal
2.2 Purpose of Pavement Joints • Keys
As outlined above, the principle purpose of these joints are as follows: • Thickened Edges
• To control shrinkage induced cracking after laying,
• To accommodate the contraction and expansion of the slab For guidance on the use of dowels in concrete pavements refer to
resulting from temperature and moisture changes Section 5.7 of PSA Guide (Reference 1). Details of thickened edges are
• To enable load transfer between slabs longitudinally and contained in References 5 and 15.
transversely,
• Provide a natural break between two paving sessions. It should be noted that experience has shown that keyed joints do not
perform adequately for high volume medium and heavy loads in
2.3 Joint Design
pavements constructed on low and medium strength subgrades
The majority of concrete pavements in the UK are designed in accordance
(References 5 and 15).
with either the PSA (Reference 1) or BAA (Reference 2) methods.

Joint sealant to BS2499 type F1 or

BS5212 type F (recess for sealant
to be formed by sawing), as
described in Section 11.
Pavement surface
5

Finish both sides Coat of bitumen emulsion

with bullnose not complying with BS 434
15

exceeding 5mm radius

Bond breaker tape

Saw cut (3 wide as detailed

in table) to be finalised by
All faces to be cleaned and primed Contractor following site trials.
prior to the installation of joint
13
sealant, as described in Section 11.

Figure. 3.1: Sealed Transverse Joint (BAA) Figure. 3.2: Longitudinal Unsealed Butt Joint (PSA)
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Airfield Pavements
Concrete Joints & Joint Sealing
Guidance Notes P.2

3. Concrete Joint Details

3.1 Joint Details US military practice is to limit the maximum size of slabs to between
Guidance on the size, details and spacing of concrete joints is given in 6.1 and 7.6m for slab thickness in excess of 300mm (Reference 15).
the following documents:
• Defence Works Functional Standard Specification 033 “Pavement Other factors determining the spacing of concrete joints include:
Quality Concrete for Airfields” (1996), and in particular: • Pavement horizontal geometry,
- Section 5.7 Layout of Joints • Structural design of the pavements,
- Section 5.20 Expansion Joints • The type of coarse aggregate used in the concrete - more
- Section 5.21 Construction Joints specifically the coefficient of thermal expansion of the aggregate.
- Section 5.27 Contraction Grooves • Aspect ratio - bays to be ideally square (typically, the maximum
- Section 5.29 Sealing of Expansion Joints aspect ratio is limited to 1.5:1 (Reference 3) or 2:1 (BAA)). Where
- Figure 5.1 – Details of Joints (Sheet 1) unavoidable, “odd” shaped bays should be reinforced with a layer
- Figure 5.2 - Details of Joints (Sheet 2) of steel mesh.
- Appendix C – Tests for Manufactured Joint Fillers • Changes of pavement type and thickness,
• PSA Design Guide Section 5.3 and Figures 14 to 21 (Reference 1), • Pavement ridge and valley lines,
• US FAA AC150/5320-6D Sections 337 to 341 (Reference 5). • Differential settlement,
• BAA Standard Detail Drawings. • Construction phasing,
• Limits and capabilities of construction paving plant and methods
Examples of typical joint details currently in use are shown in Figures of construction,
3.1, 3.2, 3.3 and 3.4 (reproduced from References 1 & 3 and BAA Standard • Maintaining consistent slab widths as far as possible in each
Detail Drawings). construction phase,
• Direction of laying,
3.2 Joint Spacing • Location of AGL Fittings (bay joints typically offset by some
Typically, the spacing of longitudinal and transverse joints in the UK is 1000mm from the fittings),
between 3 and 7.5 metres. The actual spacing is a function of slab • Pavement penetrations (e.g. slot drains, pits, manholes, fuel
thickness, slab support, radius of relative stiffness, temperature and hydrants, maintenance access shafts, etc) – ideally this should fit
construction technique. US practice has found that joint spacing in to the slab layout
between 4 to 6 times the radius of relative stiffness perform • Location and type of surface water drainage system adopted (e.g.
satisfactorily on a stabilised sub-base. (Reference 5 - Section 337 (b)). edge slot drain, inset valley with gullies, etc).
The radius of relative stiffness is a measure of a concrete slab’s
resistance to deformation, and is defined as: Detailing of the bay layout will also take account of the following:
• Irregular edge bays - aspect ratio - (maximum 2:1)
l = [ (E.h3) / (12.k.(1-y2)) ] 0.25
• Included angle - minimum 60° (Reference3) and minimum 80°
where: l = the radius of relative stiffness
(BAA).
E = the Young’s Modulus
• Minimum length of joint - 1.0m (Reference 3 and BAA).
h = the slab thickness
k = the modulus of subgrade reaction, and
y = the Poisson’s ratio for concrete.

All faces to be cleaned and primed Saw cut 3mm maximum width
Joint sealant to BS2499 type F1 or
BS5212 type F (recess for sealant prior to the installation of joint
to be formed by sawing), as sealant, as described in Section 11.
described in Section 11.
Pavement surface
5

Saw cut depth 40mm or

one fifth depth of slab Induced Crack
15

which ever is greater

Formed edge Bond breaker tape

13

Figure. 3.3: Longitudinal Joint (BAA) Figure. 3.4: Unsealed Transverse Joint (DE)
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Airfield Pavements
Concrete Joints & Joint Sealing
P.3 Guidance Notes
4. Concrete Joint Construction
4.1 Aggregate Types
Typically in the UK, PQ Concrete is now manufactured using crushed
rock coarse aggregate, such as limestone and basalt. Prior to the early
1990s, flint and gravel coarse aggregate was used, due to its local
availability, particularly in the south-east of England. The use of flint
and gravel waned after this time, mainly due to the fact that concrete
slabs using these coarse aggregate could not be readily sawn (without
“plucking”). As flint and gravel has a higher coefficient of thermal
expansion this leads to greater movement/higher stresses within the
slab in hot weather than an identical slab with a lower coefficient, such
as one using limestone coarse aggregate.
4.2 Transverse Joints
Transverse, or contraction, joints are primarily used to relieve tensile
stresses due to the thermal contraction and warping of the concrete
slab. The joint is commonly left un-dowelled; aggregate interlock being
generally sufficient to transfer load between the slabs, especially if a
stiff base layer is being used, such as lean concrete. If load transfer is
felt to be critical in the pavement and dowels are to be used, then one
end of the dowel bar should be lubricated to allow the longitudinal
movement of the slabs relative to one another (Reference 13).
For concrete with crushed rock coarse aggregate, transverse joints are
typically formed by sawing the concrete some 8-24 hours after placing,
a time when the concrete is still “green” and easy to saw, but is
sufficiently set to prevent marking of the surface or the dislodging of
coarse aggregate by the sawing process. The exact timing is a function
of concrete mix, slab depth, temperature, use of slip membrane etc.
The sawing of transverse joints is used in preference to wet forming
the joints at the time of laying as wet-forming joints has been found to
generate a number of problems on site, such as the over-working of
adjacent concrete and consequential joins spalling (Reference 1).
The initial saw cut is typically some 3mm wide and typically, a quarter
or a fith of the PQ Concrete slab depth. If the joints are to be sealed,
these are typically widened to 13mm for a depth of 20mm to form the
sealant recess/reservoir (see Figure 4.1). The actual size of the recess
Figure. 4.1: Joint Recess Sawing
is dependent on the sealant used and consequently, the manufacturers
specific product recommendations on width-to-depth ratio should be
followed.
For concrete using flint coarse aggregate, the joints are typically
formed by the use of plastic (or timber) crack inducers, though recent
developments in “soff-cut” saw technology has allowed flint aggregate
concrete to be sawn, as soon as, the concrete has sufficiently hardened
to accommodate pedestrian loading.
4.3 Longitudinal Joints
Longitudinal, or construction joints are typically vertical joints and are
formed by either fixed forms or slip forming. These joints are used at
a transition between concrete slabs, such as at the end of a day’s
construction and between alternate rows of slabs (Reference 13). The
spacing of longitudinal joints is usually the same as the spacing of the
transverse joints as the effect of warping and wheel load effects has
been seen to be reduced in square bays (Reference 1).
During the late 1990s, longitudinal joints with sinusoidal profiles have
been trialled at a number of UK civil airports to improve load transfer
(see Figure. 4.2) and their performance is currently under review.
The vertical face is typically coated with bitumen emulsion after initial
curing is complete. Widening and sealing of longitudinal joints on civil
airfields is current common practice, details of which are shown in
Figure 3.3
4.4 Expansion Joints
As their name suggests, expansion joints are provided to
accommodate the expansion of the concrete due to thermal effects. In
pavements over 250mm thick, expansion joints are not generally
required, though may be needed in certain circumstances. General
guidance on the spacing of expansion joints is contained in Section 5
of the PSA Design Guide (Reference 1). Expansion joints are also
typically provided around pavement intrusions and major changes in
the direction of paving.
Figure. 4.2: Vertical Sinusoidal Joint
Airfield Pavement Guide CMYK 29/7/02
Expansion joints are typically formed against already cast vertical
faces. A filler board of some 25mm width is provided against the
vertical face of the pavement intrusion or concrete slab (and lean
concrete base). In the case of slip formed pavements, recent practice
has been to form the expansion joint by full depth saw cutting of the
finished concrete and subsequent installation of the filler board.
Care must be taken with selection of the filler board width, as a 25mm
board will accommodate more expansion than a 13mm board and so
the spacing between expansion joints can be greater. There are three
main types of filler board typically used in the UK:
5. Concrete Joint Sealing
In the UK, it has been common practice to seal concrete joints on civil
airfields. However, based on experience from military airfields in the
UK, where the policy is not to seal new longitudinal and transverse
joints (unless the airfield overlies an aquifer), it is understood that a
number of airport operators are now questioning the need and benefits
in sealing joints in new concrete pavements. If joints are not sealed, the
longitudinal joint should be finished with a radiussed arris to reduce the
risk of spalling. Transverse joints with a width of over 5mm (i.e. a 3mm
saw cut and a 2mm joint opening) should be sealed.
The purpose of sealing the joints has typically been to:
• Prevent water ingress leading to damage of the pavement
foundation,
• Prevent the ingress of “harmful” liquids, such as fuel and de-icers
from entering groundwater,
• Preventing the ingress of grit, small stones and other debris which
may inhibit the performance of the joint and cause spalling or
result in a “blow-up”.
Separator
Membrane
Membrane Joint to be fitted flush with
surface level in summer &
autumn and 6mm below
surface level in winter & spring
Joint finished
with bullnose
not exceeding
5mm radius
Manufactured
joint filter board
25mm
Hot poured joint seal Cold poured joint seal
Figure. 4.3: Undowelled expansion joint with hot or cold poured joint sealant
09:35 am Page 5
Airfield Pavements
Concrete Joints & Joint Sealing
Guidance Notes P.4
• Bitumen impregnated fibreboard
• Closed cell polyethylene filler board
• Cork based filler board
Each of the above have relative merits and, consequently, the choice
should be made on economic and performance grounds.
Expansion joints are typically sealed. Expansion joint details are
typically as shown in Figure 4.3 below. It should be noted that whilst
not current UK practice, US practice is to provide slab thickenings
either side of an expansion joint (References 5 and 15).
A number of different types of joint sealant have been used, each with
their own attributes in terms of ease of installation, cost, life
expectancy, performance and H&S issues. Joint sealants used in
concrete pavements are typically fuel resistant in nature and in certain
circumstances are flame resistant. In the case of expansion joints,
sealants should be carefully selected to accommodate the movement
anticipated.
Concrete joint sealant types include:
• Hot poured to BS2499 – typically elastomeric, pitch PVC based.
Some sealants to BS2499 have had service problems.
• Hot poured to American ASTM - requires standard pitch in the
sealant. Hot-poured sealants to the ASTM generally perform better
than those to BS2499.
• Cold poured to BS5212 – typically elastomeric one and two part
pitch polyurethane or polysulphide,
• Silicone seals,
• Neoprene compression seals,
• Self expanding cork,
• Neoprene expanding foam.
Separator
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Airfield Pavements
Concrete Joints & Joint Sealing
P.5 Guidance Notes

Historically, hot and cold poured fuel resistant elastomeric joint
sealants, other than compression seals, perform well for between 5
and 10 years. The life and performance of the sealant is highly
dependent on the preparation of the joint surfaces, the age of the
concrete at the time of sealing, the temperature and movement range
of the concrete. Recent Health and Safety concerns have resulted in
the declining use of pitch based joint sealant products.
Based on feedback from a number of airport operators, the resealing
of joints is not always their highest maintenance priority and some
airports do not reseal joints due to lack of maintenance funds. The
cost of joint resealing varies but typically is £5 -10 per linear metre.
Recesses for joint sealants should be formed to the dimensions
recommended by the sealant manufacturer. Typically, in the UK
transverse and longitudinal joint sealant recesses are 13mm wide and
20mm deep and the joint sealant is finished 5mm below the surface.

6. Concrete Joint Failures

The most common concrete joint failures in the UK are:
• Edge spalling – typically caused by manual over-working of
longitudinal joints and/or late saw cutting of transverse joints.
• Durability (D) cracking.
• Debonding joint sealant, due to poor preparation and also age
hardening of the joint sealant.
• Excessive extrusion of the sealant, due to compression of the joint
(or overfilling of the joint reservoir in winter months).
• Tearing of the sealant, due to expansion of the joint (usually,
where the spacing between expansion joints is too great).

Typical examples of some of the above defects are shown below:

Figure. 6.2: Joint and Corner Spalls Figure. 6.3: Corner Spalls Figure 6.4: Corner Spalls
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Airfield Pavements
Concrete Joints & Joint Sealing
Guidance Notes P.6

7. References & Publications

The following documents provide useful details on the design, 8.
construction and maintenance of concrete joints.
1. Property Services Agency (PSA) “A Guide to Airfield Pavement 9.
Design & Evaluation” (1989).
2. BAA plc “Pavement Design Guide for Heavy Aircraft Loading” (1993). 10.
3. Defence Works Functional Standard Specification 033 “Pavement
Quality Concrete for Airfields” (1996). 11.
4. Defence Works Functional Standard 06 “Guide to Airfield
Pavement Maintenance” (1994) – Section 4 “Maintenance of 12.
Concrete Pavements”.
5. US Federal Aviation Administration (FAA) AC150/5320-6D “Airport 13.
Pavement Design & Evaluation” (1995).
6. US Federal Aviation Administration (FAA) AC150/5370-10A 14.
“Standards for Specifying Construction of Airports Item P-501
Portland Cement Concrete Pavement”. 15.
7. US Federal Aviation Administration (FAA) AC150/5380-6 “Guidelines
and Procedures for Maintenance of Airport Pavements”.
American Concrete Pavement Association “Joint and Crack
Sealing and Repair for Concrete Pavements” (1995).
Packard, R.G. - “Design of Concrete Airport Pavement”, Portland
Cement Association (1973).
Concrete Society TR 45 “Mechanised Construction of Concrete
Pavements & Ancillary Works” (1996).
Highways Agency / Britpave “Concrete Pavement Maintenance
Manual” (2001).
Shober, S.F. “The Great Unsealing - A perspective on PCC Joint
Sealing”.
Yoder, E.J. “Principles of Pavement Design”. John Wiley and Sons,
Inc. (1959).
TRL RR349 “The Performance of Joint Sealants in Concrete
Pavements” (1992).
US Army / Air Force Technical Manual “Rigid Pavements for
Airfields” TM 5-825-3 / AFM 88-6, Chap. 3 (August 1988)

1. 2. 4. 8. 11.

8. Acknowledgements
The Britpave Technical Committee would like to thank John Cairns (TPS Further details on Britpave are available at
Consult), Paul Mallows (TPS Consult) and Richard Moore (TPS Consult) www.britpave.org.uk
for their assistance in the preparation of this Guidance Note and
to Andy Delchar (Amec), Joe Quirke (SIAC), Graham Woodman (WSP)
and Tim Gibbs (Fitzpatrick) for their contribution to this Guidance Note
July 2002.
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