Airfiled Joints

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Airfield Joints
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Contents
◾ 1 Overview of Joint Types
◾ 1.1 Isolation Joint Considerations
◾ 2 Longitudinal Joint Considerations
◾ 3 Transverse Joint Considerations
◾ 4 Dowel Bars
◾ 5 Tiebars
◾ 6 Jointing Arrangements
◾ 7 Sealing Joints
◾ 7.1 Embedded Steel
◾ 8 Jointing with Stabilized Subbases
◾ 9 In-Pavement Lighting Considerations
◾ 10 References
Figure 1. properly jointed concrete airfield designed airfield pavement joints (Figure 1):
pavement.
1. Control cracking due to aircraft loads and restrained
curling and warping stresses.
2. Afford adequate load transfer across thejoints.
3. Limit infiltration of foreign material into the joints.
Joints also divide the pavement into suitable increments for construction and accommodate
pavement movements at intersections with other pavements or structures. Joint design is an integral
part of pavement design for concrete airfield features. To satisfy the basic pavement design
assumptions, joints must provide adequate transfer of loads from one panel to the next. Load transfer
is obtained by using mechanical load transfer (dowels) or by aggregate interlock. A cement treated
subbase (CTB)also will provide substantial joint support. Increasing the thickness of a pavement
along certain joints is an alternative means of reducing slab bending stresses and edge deflections,
allowing for adequate joint performance.
Overview of Joint Types

Airfield pavement joints for facilities serving aircraft larger than 100,000 lb (45,360 kg) fall into
three categories: construction, contraction and isolation.[1][2] Figure 2 on the next page provides
typical pavement joint details and dimensions.The engineer and contractor must fully understand the
purpose of these joints in order to properly specify them on the plans and build them in the field.
http://wikipave.org/index.php?title=Airfield_Joints 03-05-2016
Isolation Joints – The purpose of an isolation joint is to

separate intersecting pavements and to isolate embedded
fixtures within the pavement (pavement penetrations), such
as inpavement drains. Figure 2, Type A shows standard
isolation joint details.
Type A thickened edge isolation joints do not use dowel

bars, but use increased thickness along the joint to reduce
tensile stresses in the slab and bearing stresses on the
subbase or subgrade. Type A undoweled isolation joints
allow the pavement freedom of movement laterally and an
embedded fixture freedom of movement vertically, with no
mechanical interconnection. Separation with each provided
with a nonextruding compressible material.
Contraction Joints – Contraction joints control the location

of pavement cracking caused by drying shrinkage and/or
thermal contraction. Contraction joints also are used to
reduce the stress caused by slab curling and warping. Load
transfer usually is accomplished by aggregate interlock.
However, dowel bars may be used for load transfer at
contraction joints under certain conditions. Figure 2, Types
B, C and D show standard contraction joint details.
Construction Joints – Construction joints separate abutting

construction placed at different times, such as at the end of a
day’s placement, or between paving lanes. Load transfer at
construction joints is achieved through the use of dowel
bars. Figure 2, Type E shows a standard construction joint
detail.
Isolation Joint Considerations

When joints are designed according to the recommendations
of this guide, isolation joints are not required transversely or
Figure 2. Cross sections of different
longitudinally in airfield pavements except at special
joint types.
locations. Introduction of “expansion” joints on a regular
spacing tends to allow slabs to migrate because contraction
joints in interior areas of a concrete pavement open unnecessarily. This unintended consequence
degrades the effectiveness of aggregate interlock at the contraction joints and reduces the overall
performance of the pavement. Thus, the traditional and misleading term “expansion” joint has been
modified to “isolation” joint to be more accurate and descriptive and the FAA no longer
recommends the use of “expansion” joints.
The purpose of an isolation joint is to separate intersecting pavements or to isolate structures within
or along the pavement. Isolation joints provide freedom for lateral panel movement without any
mechanical interconnection that might damage the pavement, structure or fixture (see the section
titled “Pavement Penetrations”). To be effective, the premolded compressible filler should meet the
requirements of ASTM D1751, D1752, or D994, and must cover the entire depth of the concrete
slab.
If an isolation joint is placed within the pavement area and will carry active traffic loads (such as
where the pavement abuts a structure like a building) or where horizontal and vertical differences in
movement of the pavements are anticipated, a thickened edge isolation joint (Type A – Thickened
Edge) is necessary to reduce edge stress in the pavement. If the isolation joint is used along a
pavement penetration, building or other nonload area, then a simple butt joint (Type A – Undoweled)
typically is required.
All intersections of runway, taxiway, or apron pavements require a thickened edge isolation joint
(Type A – Thickened Edge) to separate the facilities, which expand and contract along different
axes. The concrete panels on both sides of the joint are thickened by 25 percent. The thickened edges
are tapered back to the nominal thickness over at least 10 ft (3 m) but it is preferable to taper the
thickness over the length or width of a full panel.
Longitudinal Joint Considerations

Longitudinal joints are those joints parallel to the lanes of
construction and usually the direction of traffic. They are
either contraction joints (Type B, C, or D) that are sawed
between the construction joints or construction joints
(Type E) that are formed as the edges of construction
lanes (Figure 3). If the new pavement is placed adjacent
to and abutting an existing concrete pavement, then the
longitudinal joint at, or near, the interface also might
need to be an isolation joint (see the section titled
“Jointing Arrangements”).
Longitudinal Joint Spacing – The pavement thickness

and the overall width of the pavement feature (runway, Figure 3. Overhead view of the paving of
taxiway or apron) are the primary factors determining the alternate lanes on both apron and taxiway
spacing of longitudinal joints. A longitudinal joint pavement. Each longitudinal edge forms a
spacing that divides the pavement section evenly is most longitudinal construction joint.
advantageous, reliable and recommended. For example,
37.5 ft (11.5 m) wide construction lanes can be used with intermediate longitudinal contraction joints
at 12.5 or 18.75 ft (3.8 or 5 .7 m), depending upon pavement thickness.
In some cases, it is advantageous to select a longitudinal joint spacing that will facilitate construction
using the available paving equipment. Unlike years ago when equipment choices were limited,
modern slipform paving equipment permits construction widths up to 50 ft (15 .2 m). While this
permits the designer and contractor greater flexibility to satisfy specific situations, a uniform spacing
is always recommended.
The spacing of longitudinal (and transverse) joints also depends upon shrinkage properties of the
concrete, soil conditions, subbase materials, climatic conditions, and slab thickness. Table 1 lists the
Federal Aviation Administration (FAA) recommended maximum longitudinal joint spacings for
concrete pavements built on unstabilized (granular) or stabilized subbases. Panels kept to dimensions
shorter than the lengths listed in Table 1 (next page) will have curling and warping stresses within
acceptable limits and minimal risk of uncontrolled cracking.
The radius of relative stiffness is defined by Westergaard as the stiffness of the slab relative to the
stiffness of the foundation. It is determined by the following formula:
(Eq. 1)
where:
l= radius of relative stiffness, in. (mm)
E = modulus of elasticity of the concrete, psi (MPa)
h = slab thickness, in. (mm)
k = modulus of subgrade reaction, psi/in. (MPa/m)
µ = Poisson’s ratio for concrete, usually 0.15
The radius of relative stiffness has the dimension of length. When the radius of relative stiffness is
divided into the slab length (L), the dimensionless result is the L/l ratio.
An L/l ratio of 7 has been shown by field performance to adequately control cracking and reduce the
risk of uncontrolled cracking on pavements placed on stabilized foundations, including existing
pavements for overlays, under certain conditions. It is difficult to determine the radius of relative
stiffness reasonably in the design stage, because the Modulus of Elasticity of the concrete is
unknown and will vary significantly depending upon the concrete mixture, and the actual kvalue in
the field is yet to be determined.[3] Thus, the FAA’s current recommendations are based on a
conservative ratio of joint spacing to radius of relative stiffness of 5.(1)
Table 1. FAA Recommended Maximum Joint Spacing(1).
Concrete Pavement on an Unstabilized (Granular) Subbase

Maximum Longitudinal Joint Maximum Transverse Joint
Slab Thickness
Spacing Spacing
6 in. (150 mm) 12.5 ft (3.8 m) 12.5 ft (3.8 m)
7-9 in. (175-230 mm) 15 ft (4.6 m) 15 ft (4.6 m)
>9 in. (230 mm) 20 ft (6.1 m) 20 ft (6.1 m)
Pavement on a Stabilized Subbase
Maximum Longitudinal Joint Maximum Transverse Joint
Slab Thickness
Spacing Spacing
8-10 in. (203-254 mm) 12.5 ft (3.8 m) 12.5 ft (3.8 m)
11-13 in. (279-330
15 ft (4.6 m) 15 ft (4.6 m)
mm)
14-16 in. (356-406
18.75 ft (5.7 m) 17.5 ft (5.3 m)
mm)
> 16 in. (406 mm) 20 ft (6.1 m) 20 ft (6.1 m)
Load Transfer at Longitudinal Joints – The following is a guide to determining longitudinal joint
load transfer:
◾ All longitudinal construction joints should be Type E doweled joints (unless they serve as an
isolation joint).
◾ For runways and aprons, which are typically wide pavement areas, undoweled joints (Type D)
are acceptable for intermediate longitudinal contraction joints, unless the joint is one of the last
three joints before a free edge or isolationjoint. For this exception a doweled joint (Type C) is
recommended.
◾ For all narrow taxiway pavements[75 ft(23 m)or less] on unstabilized (granular) subbases, and
thinner than 9 in. (230 mm), tied joints (Type B) are acceptable for intermediate longitudinal
contraction joints.
◾ For taxiway pavement greater than 9 in. (230 mm), doweled joints (Type C) are required in
intermediate longitudinal contraction joints adjacent to a free edge.
For pavement carrying widebodied aircraft in channelized traffic areas, dowel bars are preferred over
tiebars because they strengthen the joint and provide better mechanical load transfer. Aprons and
runways are not as critical as taxiways because these features are typically wide pavement features
and joints within their interior are held tight by the mass of surrounding pavement. However, when
the intermediate longitudinaljoint is the lastjoint before a free edge, mechanical load transfer
becomes more important for longterm pavement performance.
Keyways – Keyed construction joints should not be used in airfield pavements. Experience on
airfield pavements with keyed longitudinal construction joints shows that the keyways provide
limited strength and often break, becoming a maintenance problem.[4] Keyways perform particularly
poorly if they are either too high or too low in the slab. The female side of the key often cracks to the
pavement surface, creating a small sliver of loose concrete. Over time, failed keyways break into
small fragments, which results in a high potential for foreign object damage (FOD).
Transverse Joint Considerations

Transverse contraction joints (Type C or D) create a weakened plane at planned locations
perpendicular to the direction of paving in order to control where cracks form. Sawing the pavement
creates transverse contractionjoints and the saw kerf depth for contraction joints is most effective if it
is at least onefourth of the slab thickness*. For concretes made with hard aggregates and for
pavement constructed on stabilized subbase, a saw kerf of onethird the thickness of the pavement is
most effective.
-The Federal Aviation Administration’s current recommendation is for a saw cut depth of onefourth
the pavement thickness.[5] Experience shows that saw cuts to onefourth the pavement thickness are
effective under moderate prevailing paving conditions. Increasing the depth of cut to onethird the
pavement thickness where hard aggregates or a stabilized subbase are used, as recommended by this
guide, provides increased control against the development of uncontrolled (random) cracking.
Note: The dowel sizes here are in the correct proportion to the load for which the pavement is
designed. Because the pavement thickness is in proportion to anticipated loads, dowel size and
spacing requirements also relate to pavement thickness. Condition surveys of existing pavements and
extensive tests on fullscale slabs have shown no clear cases of dowel failure where the pavement slab
itself is adequate for the loads carried.
Joint Spacing – Table 1 lists the FAA recommended maximum transverse joint spacings for
concrete pavements built on unstabilized (granular) or stabilized subbases. It should be noted,
however, that the climate and concrete aggregate common to some geographic regions may allow
transverse joints to be further apart, or require them to be closer together than listed in Table 1. For
example, concrete made from granite and limestone coarse aggregate is much less sensitive to
temperature change than concrete made from siliceous gravel, chert, or slag aggregate. A less
temperaturesensitive concrete does not expand or contract much with temperature change, which
allows a longer spacing between pavement contraction joints without any greater chance of random
cracking. However, unless experience with local conditions and concrete aggregates indicates
otherwise, use the values in Table 1 as the maximum allowable transverse joint spacing for plain
concrete airfield pavements.
Aspect Ratio Limit – Performance has shown that it is desirable to have panels with approximately
equal transverse and longitudinal joint spacing. When slabs are long and narrow, they tend to crack
under traffic into smaller pieces of nearly equal dimensions, as is alluded to in Table 1. Panels are
not likely to develop an intermediate crack if the lengthtowidth ratio does not exceed 1.25 . This
ratio may be difficult to maintain within intersections and can be disregarded in favor of common-
sensejointing patterns (see the section titled “Odd Shaped Panels”).
Butt Joints – Transverse construction joints are necessary at the end of paving each day or where
paving operations are suspended for 30 minutes or more. If the construction joint occurs at or near
the location of a transverse contraction joint, a doweled butt joint (Type E) is recommended. A
construction joint occurring in the middle of the normal joint interval should not be used unless the
pavement is cut back to normal joint spacing.
Dowel Bars
Dowel bars (or dowels) are used to transfer wheel loads across a joint to the adjacent panel, reducing
deflection (and stress) at the joint and preventing differential displacement of the abutting panels.
Dowel bars are smooth bars that must be placed near the neutral axis (middepth) of a slab and in
careful alignment to allow adjacent slabs to move when expanding or contracting from thermal
changes.
The need to use dowels depends upon the joint type and its location in the airfield pavement facility.
The following joints require dowels:
◾ All butt type construction joints

◾ Transverse contraction joints near the free edges of a facility, such as a runway or taxiway.
Dowels are not required at transverse contraction joints unless the joint is near a free edge or an
isolation joint. The reason they are required in transverse contraction joints near the free edges of
facility is because thermal movements result in permanent opening of transverse joints for a distance
of about 100 ft (30.5 m) back from a free edge. Likewise, thermal movements result in permanent
opening of transverse joints for a distance of about 60 ft (18.3 m) to either side of an isolation joint.
The transverse joints within these distances gradually open to a point where aggregate interlock is
less effective. Therefore, a doweled contraction joint (Type C) should be used for the last three
transverse contraction joints at the end of a runway, taxiway, or apron.
Recommended sizes and spacing of dowel bars are provided in Table 2.
Table 2. Dimensions and Spacing of Smooth Steel Dowel Bars.
Slab Thickness Dowel Diameter Dowel Length Spacing Between Bars

6-7 in. (150-180 mm) 3/4 in. (20 mm) 18 in. (460 mm) 12 in. (305 mm)
8-12 in. (210-305 mm) 1 in. (25 mm) 19 in. (480 mm) 12 in. (305 mm)
21-24 in. (535-610 mm) 2 in. (50 mm) 24 in. (610 mm) 18 in. (460 mm)
Note: The dowel sizes here are in the correct proportion to the load for which the pavement is
designed. Because the pavement thick - ness is in proportion to anticipated loads, dowel size and
spacing requirements also relate to pavement thickness. Condition surveys of existing pavements
and extensive tests on full-scale slabs have shown no clear cases of dowel failure where the
pavement slab itself is adequate for the loads carried.
Satisfactory joint performance is directly dependent upon the alignment and position of dowels. The
installation requirement depends upon the joint type:
1. In longitudinal construction joints (or transverse

for some cases), dowel bars typically are installed
by drilling into the edge of a panel or panels. For
drilling into the concrete, contractors employ gang-
mounted hydraulic or pneumatic drill rigs to assure
proper alignment (Figure 4). The bars are inserted
into the drilled holes after high strength cement
grout or epoxy is placed into the back of the drilled
hole. The purpose of the cement or epoxy is to
assure that the annular space between the concrete
and the dowel is filled so that loads applied to
concrete are imparted directly to the dowel. The Figure 4. Dowel drilling rig for
exposed ends of the dowel are oiled to allow longitudinal joints.
movement in the abutting concrete. Grease is not
used because it will allow for the formation of a
large annular space around the dowel.(When fixed-
form pavement construction techniques are used,
the contractor may elect to insert the dowel
through holes in a bulkhead form or fixed side
form).
2. In transverse contraction joints, dowels typically
are mounted in a wire cage or basket, which is
firmly anchored to the subbase, to hold the dowels
in position and alignment (Figure 5). Contraction
joint dowel assemblies are fastened to the subbase
using steel staking pins for unstabilized(granular) Figure 5. Dowel baskets fastened in place
subbases or nailing clips for stabilized subbases. ahead of slipform paver.
Care in positioning the baskets is necessary so that
the dowels align parallel to the longitudinal joints (longitudinal axis of the pavement.) A
permanent mark or colored nail indicating the location of the dowel baskets is necessary for
reference when later sawing the contraction joints.
As an alternate to placement of contraction joint dowels in basket assemblies, automatic

dowel insertion equipment may be used. The key to controlling the location and
positioning of inserted dowel bars is the concrete mixture. Wellgraded mixtures produce
excellent results with dowel insertion, while gapgraded mixtures tend to allow the
dowels to migrate within the concrete mass during construction.
A 3% or 3/8 in./ft (3 mm/100 mm) tolerance from true alignment is acceptable for horizontal and
vertical alignment of dowels. A minimum embedment length of 6 in. (150 mm) on either side of the
joint is required to obtain effective load transfer.
To ensure that dowels do not bond to concrete panels and restrain the panels during thermal
expansion or contraction, each dowel requires a coating of form release oil or a factoryapplied
debonding agent. Factoryapplied debonding agents include paraffin and epoxybased materials, which
reduce the frictional resistance of a dowel embedded in concrete without a coating of oil. These
debonding materials are applied directly over corrosionresistant dowel coatings, such as paint or
epoxy. It is advisable to ensure that all dowel coatings are certified or tested according to AASHTO
T253 and AASHTO M254, and compared to the results of a control test of a similar bar coated only
with form release oil. Materials exceeding the results of the control dowels provide adequate
reduction in dowel/concrete friction.
Tiebars
Tiebars are deformed steel bars. They are rarely used in airfield pavements that serve aircraft larger
than 100,000 lb (45,360 kg). Tiebars should not be used to “tie” together panels of pavement features
built on stabilized subbases because doing so increases restraint to pavement movement from
thermal changes, and the likelihood of cracking in the panels due to the restraint stresses.
Tiebars are not loadtransfer devices. Aggregate interlock provides the load transfer function in
contraction joints that include tiebars. The purpose of the tiebars is to hold the panels tightly together
to maintain aggregate interlock.
The nominal diameter, length and spacing of tiebars for airfield pavement are:
◾ Diameter: 5/8 in. (16 mm)

◾ Length: 30 in. (760 mm)
◾ Spacing between tiebars: 30 in. (760 mm)
Placement tolerances for tiebars are not as critical as for dowel bars because the purpose of the
deformed tiebars is to prevent joint opening. (Some misalignment of the tiebars is actually beneficial
mechanically.) It is sufficient for the contractor to place the tiebars reasonably perpendicular to the
tied joint. Mechanical insertion equipment, and rigidly secured chair systems also provide adequate
results.
Jointing Arrangements
Figure 6 on the next page shows typical jointing arrangements for airfield pavements. It is important
that the engineer responsible for laying out the joints as a part of the pavement design become
familiar with construction equipment and techniques used in airport pavement construction.
Construction joints generally should be placed

parallel to the longest length of a pavement
feature. This orientation generally ensures the
most efficient construction by means of fixed-
form or slipform methods. The layout for
taxiways and runways is not difficult in this
regard. However, apron pavements represent
unique challenges for maximizing construction
in the direction of traffic and minimizing hand
placement.The engineer should consider the
efficiency of construction when selecting the
joint orientation for apron pavements.
The layout of joints at airfield pavement

intersections also presents special jointing
challenges. Intersections create large, irregularly-
shaped areas of pavement and introduce the need
to intersect different types of joints. It is virtually
impossible to establish a standard joint pattern
for intersections. However, the designer may
select from wellestablished options and follow
Figure 6. Typical jointing arrangements for
sound principles to simplify joint layout and
concrete airfield pavements.
avoid problematic designs.
ISOLATING INTERSECTIONS:
◾ Provide an undoweled, thickenededge isolationjoint (Type A) between intersecting pavements.

The abutting edges of both pavements are thickened 25 percent at the joint. Joint location and
type does not need to match across an undoweled isolation joint because there is no connection
and little chance of sympathy cracking. The three contraction joints on either side of the
isolation joint require dowels to provide load transfer in case the joints open.
◾ Provide an undoweled, thickenededge isolationjoint (Type A) between new pavement and an
existing paved area (Figure 6 on the next page).
PRINCIPLES FOR JOINT LAYOUT:
◾ In the fillet areas, align the last 3 ft (1 m) of all joints perpendicular to the perimeter edge of
the pavement and along a radial line.
◾ Avoid layout patterns that create acute angles less than 60 degrees. Regardless of the situation,
creation of small acute angles will increase the risk of cracking in areas of fillets and curves.
◾ In areas where a fillet begins and ends, avoid creating
a slab less than 2 ft (0.6 m) wide. For more information on jointing intersections see ACPA’s
IS006P,“Intersection Joint Layout.”
OddShaped Panels– The oddshaped panels that result in the fillet areas where pavements intersect
require the use of embedded steel. Cracks may form in odd shaped panels and those cracks could
become the source of debris that is particularly undesirable for airfield pavements. Spalling along the
cracks increases the risk of FOD.To minimize the risk, embedded steel is recommended. A steel
quantity of 0.05 percent of the crosssectional area in both directions is adequate for slabs where the
lengthtowidth ratio exceeds 1.25 or in slabs that are not rectangular in shape. For more information
on using embedded steel, see the section titled “Embedded Steel.”
Alternative to Fillets – Instead of building

fillets into the pavement, an option is to paint the
fillets. This option requires building full-sized
panels in the fillet area (Figure 7). A paint stripe
defines the fillet and the unused portion of the
slab is painted to represent a nontraffic area.
Pavement Penetrations – Pavement

penetrations typically require a perimeter Figure 7. Options for fillet areas at airfield
isolation joint to allow free movement of the pavement intersections.
fixture or panel. In airfields, pavement
penetrations are common for fixtures such as
drainage inlets and inpavement lighting. There
are a variety of joint layout options for creating
the necessary separation between the two
elements that will allow them to move freely
with temperature cycles and seasonal heaving or
settling. The most common is the
“boxout” (Figure 8).
An isolation joint (Type A Undoweled) typically Figure 8. Details for pavement penetrations
is acceptable for the boxout perimeter, which can (boxouts).
be square, roundor diamondshaped. Common
square boxouts sometimes cause cracks to form at the boxout’s corners.To avoid crackinducing
corners, the designer can consider using rounded boxouts or placing fillets on the corners of square
boxouts. It is advantageous to place weldedwire fabric or smalldiameter reinforcing bars in the
concrete pavement around any interior corners at square boxouts to hold cracks tightly should they
develop. Diagonal boxouts can eliminate the interior corners that might induce cracks, but they must
be laid out carefully to ensure they are in the proper location.
Some fixtures, such as light cans, may not require a

boxout with perimeter isolation and can be cast directly
within the concrete (Figure 9).The fixtures may be
wrapped with flexible, nonextruding isolation joint
filler.The height of these fixtures must be below the
pavement surface elevation to allow the paving machine
to pass over them during construction; workers expose
the fixtures just after paving. More detailed information
about light cans is available in the section titled “In
Pavement Lighting Considerations.”
Figure 9. Light cans in place prior to
Placements Adjacent to Asphalt Pavement – Experi-
paving. Note the reinforcing bars around
ence shows that under aircraft traffic, objectionable
the light cans to reinforce the area and to
roughness may develop in the asphalt near the juncture of
serve as a precaution to hold any cracks
concrete and asphalt pavements.[6] Figure 10 provides together.
details of a buried slab design to minimize the roughness
at such a transition. This detail is used for critical traffic
areas and where even slight deviations from the design grade are objectionable, such as:
◾ All junctures in a transverse direction in runways

◾ All junctures between runways and taxiways
◾ All junctures in channelized traffic areas

File:Airjoint10png
A buried slab detail is not considered necessary between non- Figure 10. Design details for
channelized traffic areas (nonprimary taxiways, etc.) and pavement juncture between concrete and
areas such as parking, service and maintenance aprons, except asphalt pavement for specialty
under unusual circumstances; a simple buttfaced joint with a situations.
thickened concrete pavement edge is acceptable for these areas.
If a new concrete pavement will adjoin an existing asphalt pavement in a channelized area, the
existing asphalt pavement must be modified to accommodate this transition joint. The existing
asphalt pavement is cut back cleanly with a saw 10 ft (3.25 m) from the planned junction location.
The material is removed to accommodate the buried slab.The asphalt beyond the 10 ft (3.25 m)
perimeter is left undisturbed.
Apron Consideration – Aprons, which typically are wide expanses of pavement carrying mostly
nonchannelized, slowly moving traffic, are usually very unique in geometry to the airfield. Joint
design considerations will be unique to the airfield; however, a few consistent principles apply to
these features. Interior longitudinal and transverse contraction joints are undoweled because the large
mass of pavement holds these joints tight, allowing aggregate interlock to provide effective load
transfer. Aprons should be isolated from buildings, taxiways, and airfield maintenance pavements to
prevent cracking, heaving and other problems associated with undesirable mechanical inter-
connection.
To prevent separation ofjoints and migration of the panels along the perimeter of apron pavements, a
tension ring design was recommended by the industry and many specifying agencies prior to the
1950’s. At that time, apron designs included unstabilized(granular)subbase materials underneath the
concrete pavement. Unstabilized (granular) subbase materials provide low coefficient of friction to
resist slab sliding. The tension ring was created by using deformed tiebars in the last longitudinal
construction or contraction joint surrounding the perimeter of the facility.
Today, designs for facilities serving aircraft

greater than 100,000 lb (45,360 kg) typically
require stabilized subbases and these subbase
materials provide higher frictional resistance to
slab migration. The traditional tension ring using
deformed tiebars is no longer necessary to
prevent slab migration and hold interior joints
tight. Now, an effective design for apron
pavements supported by stabilized subbase
materials includes doweled longitudinal
construction or contraction joints surrounding
the perimeter of the facility (Figure 11). The
dowel bars are used as a precaution to Figure 11. Conceptual illustration of apron jointing
maintainjoint performance in case some opening for facilities serving 100,000 lb (45,360 kg) aircraft
of the perimeter joints might occur. on stabilized subbases, in lieu of traditional tension
ring used for aprons supported by low-friction
unstabilized (granular) subbase materials.
Sealing Joints
Joint sealants are used in airfield pavement joints to keep out incompressible material and to
minimize infiltration of water. To perform well, sealant materials must be capable of withstanding
repeated extension and compression as the pavement slabs expand and contract with temperature and
moisture changes. The size and shape of the sealant crosssection affects the sealant material
performance.
Figure 12 shows common sealant configurations

for airfield pavements. In refueling locations and
any airfield pavement area subject to fuel
spillage, jet fuel resistant sealants are necessary.
*Basic information on the technology of joint

sealing and sealants can be found in other ACPA
publication, such as TB012P, “Joint and Crack
Sealing and Repair for Concrete Pavements.”
Embedded Steel
Under most circumstances, airfield concrete
pavements are designed as plain pavements,
containing steel only at pavement penetration
areas and in oddshaped panels. Embedded steel
is not intended to add to the structural capacity
of a pavement. The thickness required for pave-
ment locations including embedded steel is the Figure 12. Joint sealant reservoir design options for
same as required for plain pavement. The airfield pavements.
purpose of the steel is to keep any cracks that
may develop in concrete panels from separating and becoming a source of debris. By holding
structural cracks tight, embedded steel also improves load transfer through aggregate interlock.
Embedded steel is not necessary where the pavement isjointed to form panel lengths and shapes that
will control intermediate cracking and limit transverse contraction joint opening.
Embedded Steel Design – Embedded steel in jointed concrete pavements can be weldedwire fabric
or bar mats. The steel is discontinuous (i.e., does not extended across transverse or longitudinal
joints). Steel in the form of smooth dowel bars also is used in somejoints, as discussed previously.
Experience shows an effective quantity of steel for airfield pavement is between 0.05 and 0.3 percent
of the crosssectional area of pavement. The nominal minimum amount of steel (0.05%) is usually
acceptable for oddshaped panels. In special circumstances, more steel may be considered necessary.
The nominal maximum amount of steel (0.3%) was found to be effective for jointed reinforced
pavements in the 1970’s.[7] Pavements with less steel than the minimum will not perform well
because eventually the steel may corrode, rupture and no longer hold together the fractured faces of
midpanel cracks. The cracks then may become filled with incompressible materials and lose
aggregate interlock and load transfer. The seriousness of this load transfer degradation depends upon
the degree of support provided by the subbase and subgrade. The type and amount of aircraft traffic
is also a factor. After a crack becomes filled with incompressible material, it may spall and become a
source of FOD that may damage jet engines.
Do not decrease the design thickness of slabs containing steel to offset the cost of adding the
embedded steel. Embedded steel does not increase the pavement’s flexural (bending) strength.
Because the steel is typically placed near a plane extending through the middle of the pavement
section (along the neutral axis), it is not in a zone of high tensile stress during slab bending.
Furthermore, 0.05 to 0.3 percent steel by crosssectional area is not enough steel to significantly alter
the tensile capacity of the concrete.
Because the purpose of embedded steel is to keep cracks tightly closed, it must have sufficient
strength to hold two concrete panels together during contraction. The required strength is equal to the
force necessary to overcome the resistance between the pavement and subbase or subgrade that is
developed over a distance from the crack to the nearest joint, crack or edge of panel. This force
increases with the distance over which resistance is developed. The force is greatest at the middle of
a panel, but for design practicality, the same steel quantity is used throughout a panel.
Equation 2, based on the subgrade drag theory, computes the steel percentage required for a given
concrete pavement design with embedded steel. The computation includes the influence of the
weight of the concrete panel, the coefficient of subgrade or subbase resistance, and the tensile
strength of the steel.
As = LCfwh / 24 • fs (English) (Eq. 2)
As = LCfwh / 204.1 • fs (Metric)
where:
As = area of steel required per ft (m) slab width, expressed in in.2 (mm2)
L = distance to nearest free (untied) joint or pavement edge for transverse steel (or distance between
transverse joints for longitudinal steel), ft (m)
Cf = coefficient of subgrade or subbase resistance to panel movement
w = weight of concrete, lb/ft3(kg/m3) [use 150 lb/ft3(2400 kg/m3) for normalweight concrete]
h = slab thickness, in. (mm)
fs = allowable tensile stress in the steel, psi (MPa); usually taken as 2/3 of the yield strength
The resistance coefficient, Cf, is sometimes referred to as the coefficient of friction between the slab
and subgrade or subbase. The situation is more complex than pure sliding friction because shearing
forces in the subgrade or subbase and warped slabs may be involved in the resistance. For subgrades
and unstabilized (granular) subbases, coefficients of resistance range from 1 to 2, depending on type
of material and moisture conditions. Coefficients for stabilized subbases are much greater (asphalts
range from 5 to 15, while lean concrete subbases(LCB)range from 8 to 15). Research indicates that
the coefficient also varies with respect to panel length and thickness. Even though Equation 2
accounts for friction, use of a Cf higher than 1.5 has not been justified by pavement performance.
While the subgrade drag theory requires more steel as the frictional resistance at the slab and
subgrade or subbase interface increases, it is important to consider that in the field panels are less
likely to separate on subbases that provide higher friction resistance. Thus, further research currently
is being conducted to better define this relationship.
- Continuously reinforced concrete (CRC) pavements require as much as 0.7% steel to alter the
crack pattern developed in concrete pavement. Most CRC design procedures do not recommend
decreasing the design thickness of concrete pavement to account for any improved bending strength
provided by the high percentage of reinforcement. Because jointed reinforced pavement uses a much
lower percentage of steel, the steel is even less influential on slab bending strength.
Table 3. Yield Strengths of Various Grades of Steel
ASTM Yield Strength psi Allowable Tensile Stress

Type and Grade of Steel
Designation (MPa) psi (MPa)
A615 Deformed Billet Steel, Grade 40 40,000 (280) 27,000 (190)
A616 Deformed Rail Steel, Grade 50 50,000 (350) 33,000 (230)
A616 Deformed Rail Steel, Grade 60 60,000 (420) 40,000 (280)
A615 Deformed Billet Steel, Grade 60 60,000 (420) 40,000 (280)
Cold Drawn Welded Steel Wire
A185 65,000 (460) 43,000 (300)
Fabric
Cold Drawn Welded Steel
A497 70,000 (490) 47,000 (330)
Deformed Steel Wire
Table 4. Dimensions and Unit Weights of Deformed Steel Reinforcing Bars
Bar Size No. Diamter in. (mm) Area in2 (mm2) Perimeter in (mm) Unit Weight lb/ft (kg/m)
3 (10M) 0.375 (9.5) 0.11 (0.71) 1.178 (300) 0.376 (0.56)
4 (13M) 0.500 (12.7) 0.20 (1.29) 1.571 (400) 0.668 (1.00)
5 (16M) 0.625 (15.9) 0.31 (2.00) 1.963 (500) 1.043 (1.57)
6 (19M) 0.750 (19.1) 0.44 (2.84) 2.356 (600) 1.502 (2.26)
7 (22M) 0.875 (22.2) 0.60 (3.86) 2.749 (700) 2.044 (3.07)
- Nominal Dimensions
The allowable working stress in the steel, fs, depends upon the type of steel. Table 3 provides yield
strengths and corresponding allowable tensile stresses based on typical current steel manufacturing
specifications.
Where the spacing between free longitudinal joints is sufficiently close to control intermediate
cracking, less transverse steel is required than computed by Equation 2. The transverse steel only
serves to hold any longitudinal steel in position during construction.
Selection of Steel Size and Spacing – Table 4 lists the dimensions and unit weights of standard
reinforcing bars.
Manufacturers of weldedwire fabric provide tables on their products denoting styles for different
applications. The tables give diameter and spacing of wire in US customary units for both
longitudinal and transverse directions as well as weight per 100 ft2, and per 1 yd2, for each style.
Metric (SI) sizes also are available. Consult the manufacturer’s product literature or Internet web site
for styles of weldedwire fabric suitable for airfield concrete pavement†.
†Weldedwire fabric requires extra design considerations to ensure the design is economical. The
choice of smooth weldedwire fabric or deformed weldedwire fabric depends upon the difference in
allowable design stresses, the availability of desirable sizes, and cost. The minimum sizes for airfield
concrete pavement are W5 or D5 for longitudinal wire and W4 or D4 for transverse wire. The fabric
size chosen for a project must meet the minimum steel percentage of 0.05. This minimum percentage
is based on steel having a 65,000 psi (460 MPa) yield strength. If the fabric is made from steel with a
lower yield strength, more steel and a different wire size and spacing is required. To produce the
most economical design it is better to select a standard size of weldedwire fabric. Special orders can
be made for nonstandard weldedwire fabric, but the cost is higher. Also, weldedwire fabric sheets in
excess of standard widths likely will cost more for fabrication and shipping.
To determine the size and spacing of steel to use in bar mats, select a standard deformed steel bar
meeting an ASTM standard dimension that will produce a practical spacing. The area of steel
required, As, as determined from Equation 2 or by multiplying the required percentage of embedded
steel (such as the minimum 0.05 percent) by the area of concrete per unit length (or width), is
divided by the area of the standard bar to obtain the number of bars required per length (or width).
The engineer is cautioned to select a spacing between bars that is less than about 12 in. (300 mm) in
order to ensure good steel distribution and limit crack widths.
Installation of Embedded Steel – Because embedded steel is not intended to act in flexure, its
position within the slab is not crucial to performance, except that it should be adequately protected
from corrosion with a minimum concrete cover of 2 in. (50 mm). However, experience seems to
indicate that embedded steel remains most effective at keeping cracks tight, if it resides at a depth
between 0.3T and 0.5T from the pavement surface. If the steel is slightly below middepth, pavement
performance is generally not effected unless the steel is within the bottom third of the slab.When
steel is too low in a slab, it is prone to corrosion and is relatively ineffective at holding cracks tight
and preventing the intrusion of incompressible material during curling and warping cycles.
Plans or shop drawings typically specify placement of embedded steel reinforcing bars near mid-
depth of the slab. Plans also require embedded steel to be discontinued at transverse and longitudinal
joints; a gap of 2 to 6 in. (50 to 150 mm)ensures that thejoint can function properly.To avoid joint
formation and performance problems, designers and contractors should not place embedded steel
across any transverse joint in a jointed pavement design.
Some overlap of weldedwire fabric sheets or bar mats may be necessary if the reinforcement panels
are smaller than the concrete panels. End laps should be a minimum of 12 in.(300 mm) and no less
than 30 times the diameter of the longitudinal wire or bar. Side laps should be a minimum of 6 in.
(150 mm) and no less than 20 times the diameter of the longitudinal wire or bar.
Clearance between the embedded steel and the edges of a slab also is important to ensure the steel is
adequately protected from corrosion. End and side clearances should be a minimum of 2 in.(50 mm)
and a maximum of 6 in.(150 mm)to provide nearly complete distribution without sacrificing concrete
cover surrounding the steel. A distance between longitudinal members of 4 to 12 in. (100 to 300
mm) and a distance between transverse members

of 4 to 24 in. (100 to 600 mm) also is
recommended. Figure 13 shows details of
jointing concrete airfield pavement panels with
embedded steel.
Jointing with
Stabilized Subbases
The main functions of the subbase layer in a Figure 13. Jointing of concrete airfield pavement
concrete pavement structure include providing a panels with embedded steel.
stable construction platform, providing uniform
support, preventing pumping, and reducing frost effects.[8] The subbase stiffness can have a profound
effect on the required panel size and can be a direct contributor to good performance or to
performance deficiencies.
In concrete pavements, the concrete distributes applied loads over a large area; therefore, high-
strength subbases typically are not necessary. In fact, a uniform, durable, nonerodible subbase
material is often preferable to a highstrength subbase material in concrete pavement structures for
most vehicles.[9]
However, a welldesigned and constructed stabilized subbase layer provides some benefit to airfield
pavements for heavy aircraft. A stabilized subbase provides extra support for heavy aircraft gear
loads and ensures good load transfer across the joints, which reduces the potential for loadrelated
cracking and faulting, and fosters longterm pavement performance.
The FAA’s AC 150/63206E requires a stabilized subbase layer for all new concrete pavements
designed for aircraft weighing 100,000 lb (45,360 kg) or more. These stabilized subbases can consist
of CTB, econocrete/LCB, or asphalttreated subbase (ATB). For stabilized subbases, the modulus of
subgrade reaction (k-value) is increased by a factor proportional to the subbase thickness. The
maximum kvalue allowed in AC 150/53206E is 500 psi/in. (136 MPa/m) because this value is the
highest kvalue that can be accurately measured in the field. Exceptions to the stabilized subbase
requirement may be made on the basis of superior materials being available, such as 100 percent
crushed, hard, closely graded stone.These materials should exhibit a remolded soaked CBR
minimum of 100.
Early-Age Considerations – Research indicates that a well designed and constructed stabilized
subbase coupled with an adequate jointing arrangement helps concrete pavements for heavy aircraft
achieve their longterm performance goals. However, when the primary function of the stabilized
layer is misconstrued by the engineer or contractor, deficiencies such as early aged cracking can
result. Examples of misapplications include[10]:
◾ Increasing stabilized subbase thickness to reduce concrete layer thickness.

◾ Increasing stabilized subbase strength to achieve construction expedience.
◾ Selecting panel sizes based on past joint spacing practices without considering the impact of
the stiffness of the stabilized subbase.
To better ensure successful construction of concrete pavement on stabilized subbases, engineers and
contractors must address the factors that contribute to good performance of joints and slabs.
Of primary concern are forces that induce movements in young concrete and factors that aggravate
the impact of these movements on stress development in the pavement. For purposes of the
discussion herein, driving forces are call “triggers” and the aggravating factors are called “variants”.
Triggers are associated primarily with ambient conditions during placement of concrete and are
mostly out of the control of the engineer or contractor, while variants are key design, materials, and
construction properties of the stabilized subbase and concrete. When a variant exceeds its threshold
level, the risk of earlyage cracking is elevated. One common design variant that is known to
contribute to underperforming pavement is concrete panel sizes that are too large relative to the
subbase stiffness and/or slab thickness. The concept of controlling variants must be considered by
the engineer during the design phase, while developing the jointing arrangement or layout plan. The
most common variants that affect performance include:
◾ Subbase strength/stiffness.
◾ Joint sawing/timing.
◾ Panel sizes and aspect ratios.
◾ Concrete/subbase interface friction.
◾ Cementitious factor of the concrete mixture.
◾ Panel sizes and aspect ratios.
◾ Presence of absence of bondbreaker.
◾ Curing procedures.
◾ Shrinkage susceptibility of concrete mixtures.
◾ Subbase thickness.
◾ Presence of shrinkage cracking in the subbase.
◾ Internal slab restraint (i.e., dowel bars, tiebars, etc.).
Risk Assessment – Figure 14 summarizes the various triggers and their threshold values, and
quantifies the risk of underperforming pavement as a combination of factors. Note that the existence
of just one trigger and one variant may be enough to cause distress. The risk of early distress
increases as more triggers and/or variants exceed their threshold and affect a project.
Using Figure 14, the risk of early distress can be assessed and minimized. Many times the concrete
pavement thickness design and jointing plan (and jointing details) can be devised to reduce the
number of variants, thus minimizing the risk for earlyage distresses. Regardless, the effects of
stabilized subbase materials should be considered when developing the concrete panel size, and joint
details such as dowel bars verses tiebars, joint arrangements and joint layout plans.
In-Pavement Lighting Considerations

In-pavement lighting is an important safety component of airfield pavement that must be considered
when designing an airfield pavement jointing plan. Each individual light location is dependent upon:
[11]
the beginning, end, and spacing for a configuration of lights intended to send a certain visual
message to a pilot; [12] specified offsets from pavement joints or specified lines of geometric
alignment; and [13] allowable deviation based upon tolerance from a specified geometric
configuration. Information on configurations and purposes for runway and taxiway lights is provided
in FAA AC 150/534030D and it should be noted that,

to achieve a proper installation of inpavement lights, it
is necessary that both light fixtures and concrete
pavement be constructed within specified tolerances.
Adjusting Light Locations – There are situations

when light and joint locations could conflict.
Therefore the engineer must evaluate the position of
inpavement lighting (including individual lights) with
respect to pavement joints during the design phase of a
project. Typically, inpavement lights that are within 2
ft (0.6 m) of a pavement joint necessitate the use of a
boxout. (The 2 ft (0.6 m) recommendation is called the
“joint offset”.) It is desirable to minimize the use of
boxouts for lighting fixtures so adjustment to either
the lighting or thejoint locations may be necessary,
and must be determined within allowable tolerances,
as explained further below (a summary of allowable
lighting location tolerances is found in reference 8[14]):
◾ Distance from Pavement Joints:Pavement

centerline light bases typically are offset from
the longitudinal pavement joint by 2 ft (0.6 m).
That distance is measured from the longitudinal
construction or contraction joint to the outside Figure 14. Risk assessment of early-age
edge of the light base. Depending upon the joint cracking in concrete airfield pavement built
spacing selected by the engineer and the over stabilized subbase (after ref. 6). 17
required light base spacing, it is possible to
adjust the beginning and end light locations and
avoid a compromise of the 2ft (0.6m) joint offset restriction at any transverse or longitudinal
joint. However, it is incumbent upon the engineer to be aware of the required inpavement light
spacing when planning the longitudinal and transverse joint spacing.
◾ Touchdown Zone(TDZ) Lighting: A TDZ light barrette includes 3 lights spaced 5 ft (1.5 m)
oncenter. To maintain the typical 2ft (0.6m) joint offset, the optimal panel size would be 19 ft
(5 .8 m). However, this is neither a typical airfield pavement panel size nor a size compatible
with the FAA and industryrecommended maximumjoint spacing found in Table 1. Therefore,
the engineer must select and position the light bar to work within the constraints introduced by
the pavement design, as well as the allowable tolerances for positioning and offset from
surrounding joints. For instance, a 3light barrette configuration can be effectively constructed
across two panels of 15 (5 m) or 12.5 ft (3.8 m) and still maintain all tolerances. For this and
any configuration, however, the engineer must also consider how the light barrette or
individual lights might impact joint load transfer, as well as how to effectively isolate the light
bar from the panel.
◾ Lead-off Taxiway Centerline Lights on Arcs: Leadoff taxiway centerline lights are closely
spaced, and usually follow an arc path that intersects pavement joints at different angles. In
most instances it is not practical to adjust the beginning and end points of the light
configuration, thereby avoiding pavement joints by the desired 2ft (0.6m) offset. In those
instances where the joint offset cannot be maintained, the design must be examined to
determine if the light base can be closer to the joint without compromising performance of the
joint or the lighting fixtures. It is usually possible to find an effective means of
accommodating taxiway centerline lights. Unique jointing patterns might be developed to

accommodate these special lights, but this is not generally recommended because of the
complication they introduce for pavement construction. Changes in the slab configuration in a
continuous lane of paving require an adjustment to the concrete paving machine or the use of
hand placement. Changing the paving machine setup to accommodate an irregular panel size is
not cost effective.The use of hand placed concrete in areas of traffic also must be avoided
when possible because the pavement will not be the same quality as when machine placed.
Mitigating an Unavoidable Conflict between Lights and Joints – Situations will arise where a
light base must be closer than the 2ft (0.6m) desired joint offset. Under such conditions, the light
must be installed using a modification to the typical installation detail. However, modified
installations should be avoided near contraction joints because the light assembly and/or supporting
cage may interfere with the paving operation, or may be cut or damaged by a concrete saw during
the joint sawing operation.
The use of a boxout to resolve a joint and light location conflict should be avoided if at all possible.
Using a boxout in a new runway pavement for centerline and/or touchdown zone lights should be
rare because the tolerance for the starting locations of these configurations is forgiving. It is expected
that there will be a conflict at pavement intersections because of the close light spacing, curved
alignment and changes in jointing patterns. Design engineers should closely coordinate their efforts
and resolve conflicts within FAA tolerances. If the tolerance is not sufficient to resolve a conflict, a
modification of the FAA standard should be considered before using a boxout.The result will benefit
the owner because there is a higher probability that there will be better construction and reduction in
long term maintenance and repair needs with an embedded light fixture than one placed within a
boxout.
When a light base is installed closer than 2 ft (0.6 m) to a construction joint, the contractor must
make provisions that it will not interfere with paving or cause a problem with joint formation or load
transfer. The paving machine must be able to travel over the top of, and past the light without
catching any part of the assembly. It is recommended that the embedded steel cage surrounding the
light base be no closer than 6 in. (150 mm) to thejoint. No part of the light base, assembly or steel
cage should pass through any joint line, or it could unintentionally reinforce the joint and cause
uncontrolled cracking. When a light base is positioned closer than 12 in. (300 mm) to a
constructionjoint, any dowel bars within 12 in. (300 mm) of the light base must also be omitted;the
omission of one or two dowel bars near the light will ensure there is no unintended mechanical
interconnection or interference. Experience shows that the omission of dowels for this purpose is not
detrimental to the performance of the joint.
Inpavement Lighting Boxouts – All of the

various boxout types shown in Figure 8 can be
used to box out an inpavement light. However,
the most common boxouts for this purpose are a
diamond or a square, two examples of which are
shown in Figure 15 . A circle is the optimum
shape but finding forming material in a circular
shape, sufficiently tall and rigid for airfield
construction, could be cost prohibitive. Figure 15. Typical diamond and square boxout
details for in-pavement lighting.
A boxout formed using irregular geometry
should not be used. Irregular geometry increases
the probability that uncontrolled cracking will occur.The perimeter of a boxout should be designed
as an isolation joint (Type A – Undoweled). Thickened edge designs and/or dowels are not
recommended between the boxout and the surrounding pavement. Square and diamond boxouts
introduce interior corners into the pavement slab; cracks may form from these corners so slabs
containing square or diamond boxouts require some embedded reinforcement to hold cracks tightly
together should they form.
Construction of a boxout with a thickened edge is not practical and usually not warranted. The
interior boxouts for inpavement lighting along a pavement centerline are usually located under the
path for aircraft nose gear. Because an aircraft nose gear load is about 5% of an aircraft gross load,
the load applied in this region of the pavement is far less than the design load for the pavement
structure and additional thickness by means of a thickened edge is simply unnecessary.
Steps to Resolve Pavement Joint and Light Base Conflicts:
Step 1. Overlay the lighting plan onto the pavement joint plan.
Step 2. Adjust one or both of the plans until the lighting layout tolerances are within the allowable
and the light base at each location is not closer than 2 ft(0.6 m)from the edge of the light base to the
plannedjoint. If an acceptable position cannot be found to meet both lighting location tolerances and
joint offsets, then consider the following:
A. The 2 ft (0.6 m) offset dimension may be infringed if the light base is adjacent to a
construction joint and can be positioned no closer than 2 ft (0.6 m) to a contraction joint.
The 2 ft (0.6 m) spacing from the contractionjoint is an absolute.When the contraction
joint is also a longitudinal joint, an even larger spacing from the joint may be desirable
and should be considered within the tolerances allowable for the light location.
B. The 2 ft (0.6 m) spacing from the light base to a construction joint may be less that 2
ft (0.6m) provided that the steel cage does not interfere with the paving operation (at
least 6 in. (150 mm) from construction joint to the outside of the rebar cage). The load
transfer device spacing must be adjusted along the joint and no device should be closer
than 12 in. (300 mm) to the rebar cage; this option is preferred but it requires approval
of a modification to standards.
Step 3. When a light base is located closer than 2 ft (0.6 m) to a pavement joint, and the edge of the
light base is at least 6 ft (1.8 m) from a pavement panel corner, use a diamond boxout.Weldedwire
fabric reinforcement should be placed in the upper onethird of the two panels that incorporate the
boxout.
Step 4. When a light base is located closer than 2 ft (0.6 m) to a pavementjoint, and the edge of the
light base is closer than 6 ft (1.8 m)to the pavement panel corner, use a square boxout. The minimum
dimension of encroachment into any panel is 2 ft (0.6 m). To be consistent with the aspect ratio limit,
the longest side of the boxout is not to exceed 1.25 times the length of the shortest side. Weldedwire
fabric reinforcement should be placed in the upper onethird of each of the panels surrounding the
boxout. Load transfer devices may also be considered if the boxout is located where it would be
subject to frequent loading by the main gear of departing aircraft.
Coordination in Design Plans – It is currently common practice for construction documents to be

supplied to the contractor without the pavement jointing plan and lighting plan being coordinated by
the engineer.This practice is based upon the assumption that the contractor, and the respective sub-
contractors, can resolve conflicts between pavement joints and light base locations in the field.
It is the responsibility of the engineer to coordinate the pavement jointing and lighting layout plans.
The engineer must resolve conflicts before the construction documents are made available to the
contractor. Coordinating light locations with paving plans during design reduces the probability that
significant field changes will be required during construction and saves project time and expense.
More details on these and other bestpractices for constructing inpavement lighting for airfield
pavements are available in reference 7.[15]
References
1. Airport Pavement Design and Evaluation, FAA Advisory Circular AC 150/5320-6E, Federal
Aviation Administration, Washington, D.C., 2008.
2. Design of Concrete Airport Pavement, American Concrete Pavement Association, EB050P,
Skokie, IL, 1986.
3. Design and Control of Concrete Mixtures, 14th Edition, Portland Cement Association,
EB001.14, Skokie, IL, 2002.
4. Burns, C.D., and others, “Multiple-Wheel Heavy Gear Load Pavement Tests, “ Volume II,
Technical Report S- 71-17, U.S. Army Engineer Waterways Experiment Station, Vicksburg,
MS, 1971.
6. Pavement Design for Airfields, “Plain Concrete Pavements,” Chapter 12, Unified Facilities
Criteria, UFC 3- 260-02, Joint Departments of the Army Corps of Engineers, Naval Facilities
Engineering Command, and Air Force Civil Engineer Support Agency, Washington, D.C.,
June, 2001.
Skokie, IL, 1986.
8. Hall, J.W., and others, “Stabilized and Drainable Base for Rigid Pavement - A Design and
Construction Guide,” Report IPRF-01-G-002-021(G), Innovative Pavement Research
Foundation, October, 2005 .
Skokie, IL, 1986.
13. Burns, C.D., and others, “Multiple-Wheel Heavy Gear Load Pavement Tests, “ Volume II,
Technical Report S- 71-17, U.S. Army Engineer Waterways Experiment Station, Vicksburg,
MS, 1971.
14. Design and Installation Details for Airport Visual Aids, FAA Advisory Circular AC 150/5340-
30D, Federal Aviation Administration, Washington, D.C., 2008.
15. Sonsteby, O.A., “Constructing In-Pavement Lighting, Portland Cement Concrete Pavement,”
Report IPRF 01-G-002-03-1, Innovative Pavement Research Foundation, March, 2008.
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Airfield Joints - ACPA Wiki Página 1 de 22

Overview of Joint Types

Isolation Joints – The purpose of an isolation joint is to

Type A thickened edge isolation joints do not use dowel

Contraction Joints – Contraction joints control the location

Construction Joints – Construction joints separate abutting

Isolation Joint Considerations

Longitudinal Joint Considerations

Longitudinal Joint Spacing – The pavement thickness

l= radius of relative stiffness, in. (mm)

E = modulus of elasticity of the concrete, psi (MPa)

h = slab thickness, in. (mm)

k = modulus of subgrade reaction, psi/in. (MPa/m)

µ = Poisson’s ratio for concrete, usually 0.15

Table 1. FAA Recommended Maximum Joint Spacing(1).

Concrete Pavement on an Unstabilized (Granular) Subbase

Transverse Joint Considerations

◾ All butt type construction joints

Recommended sizes and spacing of dowel bars are provided in Table 2.

Table 2. Dimensions and Spacing of Smooth Steel Dowel Bars.

Slab Thickness Dowel Diameter Dowel Length Spacing Between Bars

1. In longitudinal construction joints (or transverse

As an alternate to placement of contraction joint dowels in basket assemblies, automatic

◾ Diameter: 5/8 in. (16 mm)

Construction joints generally should be placed

The layout of joints at airfield pavement

◾ Provide an undoweled, thickenededge isolationjoint (Type A) between intersecting pavements.

PRINCIPLES FOR JOINT LAYOUT:

Alternative to Fillets – Instead of building

Pavement Penetrations – Pavement

Some fixtures, such as light cans, may not require a

◾ All junctures in a transverse direction in runways

◾ All junctures in channelized traffic areas

Today, designs for facilities serving aircraft

Figure 12 shows common sealant configurations

*Basic information on the technology of joint

As = LCfwh / 24 • fs (English) (Eq. 2)

As = LCfwh / 204.1 • fs (Metric)

Cf = coefficient of subgrade or subbase resistance to panel movement

h = slab thickness, in. (mm)

Table 3. Yield Strengths of Various Grades of Steel

ASTM Yield Strength psi Allowable Tensile Stress

Table 4. Dimensions and Unit Weights of Deformed Steel Reinforcing Bars

mm) and a distance between transverse members

◾ Increasing stabilized subbase thickness to reduce concrete layer thickness.

In-Pavement Lighting Considerations

in FAA AC 150/534030D and it should be noted that,

Adjusting Light Locations – There are situations

◾ Distance from Pavement Joints:Pavement

accommodating taxiway centerline lights. Unique jointing patterns might be developed to

Inpavement Lighting Boxouts – All of the

Steps to Resolve Pavement Joint and Light Base Conflicts:

Coordination in Design Plans – It is currently common practice for construction documents to be

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