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Asphaltic Plug Joint is an expansion joint that is used for new and rehabilitated bridges. It provides a smooth and watertight surface free of debris; and offers simple, easy and staged construction. Asphaltic plug joint can be repaired segmentally and it is cheaper than most other expansion joint types. The durability and performance of asphaltic plug joints depend greatly on the temperature variations. In high temperatures APJs are susceptible to rutting, heaving, and delamination. In low temperatures, asphaltic plug joint area may develop spalling, pot holes, debonding and exposure of metal plate. Recently, over 25% of NDOT District III bridges have experimented failure of their newly constructed asphaltic plug joints. This premature failure has been observed to be predominantly in bridges having high movement decks (over 2 inches). While designed for 5 to 8 years of service, those deck joints need significant maintenance within six months of service. In an attempt to address the problems encountered with the NDOT bridge deck asphaltic plug joints, this investigation intended to: (1) assess the condition and the extent of the problems associated with the asphaltic plug joints placed in the three NDOT districts; (2) compile available published and unpublished information, and to conduct a national survey to all departments of transportation; and (3) analyze the compiled relevant information and data, and to offer recommendations regarding quantifiable design parameters which can be used for proper construction of asphaltic plug joints. Properly selected materials, sound designs, viable construction methods, and maintenance strategies can lead to attaining improved bridge deck systems that can meet a set of performance criteria, as well as result in cost saving. The information presented in this report should assist NDOT in dealing with premature failure of asphaltic plug joints.
TRB's National Cooperative Highway Research Program (NCHRP) Synthesis 319: Bridge Deck Joint Performance presents the state of the practice on commonly used expansion joint systems in bridges by summarizing performance data for each system type and by providing examples of selection criteria and design guidelines.
The primary objective of this project was to determine the effect of bridge width on deck cracking in bridges. Other parameters, such as bridge skew, girder spacing and type, abutment type, pier type, and number of bridge spans, were also studied. To achieve the above objectives, one bridge was selected for live-load and long-term testing. The data obtained from both field tests were used to calibrate a three-dimensional (3D) finite element model (FEM). Three different types of loading -- llive loading, thermal loading, and shrinkage loading -- were applied. The predicted crack pattern from the FEM was compared to the crack pattern from bridge inspection results. A parametric study was conducted using the calibrated FEM. The general conclusions/recommendations are as follows: -- Longitudinal and diagonal cracking in the deck near the abutment on an integral abutment bridge is due to the temperature differences between the abutment and the deck. Although not likely to induce cracking, shrinkage of the deck concrete may further exacerbate cracks developed from thermal effects. -- Based upon a limited review of bridges in the Iowa DOT inventory, it appears that, regardless of bridge width, longitudinal and diagonal cracks are prevalent in integral abutment bridges but not in bridges with stub abutments. -- The parametric study results show that bridge width and skew have minimal effect on the strain in the deck bridge resulting from restrained thermal expansion. -- Pier type, girder type, girder spacing, and number of spans also appear to have no influence on the level of restrained thermal expansion strain in the deck near the abutment.
This synthesis will be of interest to bridge designers, maintenance engineers, and others concerned with designing and maintaining bridge deck joints. Information is presented on the types of deck joints used in bridges and on the design of bridges without joints. Bridges are continually moving and thus need either some type of deck joint or an integral design to accommodate this movement. This report of the Transportation Research Board describes the types of deck joints being used, the problems with these joints, and how integral construction-- bridge decks without joints--can be used to avoid joints.
Elastomeric concretes were developed to prevent the spalling of the portland cement concrete adjacent to bridge deck expansion joints. Two types of elastomeric concretes were installed on I-135 bridges in Wichita in 1991. These joints and several others on I-135 with both elastomeric and conventional concrete header materials were surveyed annually for the next ten years. Spalling at each joint, rutting of the elastomeric materials and overall condition of the materials were measured and recorded. Laboratory tests of field-cast specimens were performed to determine the mechanical properties of the materials. The results of the tests and surveys show that the elastomeric concretes reduced spalling at bridge expansion joints. However, the joint headers formed of elastomeric concretes were as likely to develop distress as were the portland cement concrete joint headers.