Isolation and expansion joints
in concrete pavements
By James W. Mack
Improper use of expansion joints can lead to pavement
failure and high construction and maintenance costs
oints in streets and highways,
J considered a mere design detail
by many, can make or break
pavement performance. This
can be seen in failed pavements
where recommended jointing
practices weren’t followed. High on
the list of common joint mistakes is
the misuse of isolation and expan-
sion joints. Isolation joints are an
integral part of nearly all pavements,
but use of expansion joints is a
mostly outdated practice that is
rarely warranted.
The purpose of isolation and ex-
pansion joints is to prevent damage
from differential movements. Con-
traction joints (sometimes called con-
trol joints) also allow some move-
ment. However, their main function
is to control the location of the natur-
al cracking in the concrete slab. This
cracking usually is caused by shrink-
age and reductions in temperature.
Because the use and location of
isolation or expansion joints can sig-
nificantly affect pavement perfor-
mance, their design and construction
is critical. Although the terms are
sometimes used interchangeably, iso-
lation and expansion joints serve dif-
ferent purposes. Isolation joints sepa-
rate the pavement from an adjacent
structure, another paved area, or an
immovable object.
Expansion joints are located at reg-
ular intervals along the pavement to
relieve compressive stresses that may
develop in very hot weather.
Isolation joints joints should be 1⁄2 to 1 inch wide for
Isolation joints reduce stresses that
develop where differential move-
ment between the pavement and a
structure may take place. These full-
best performance.
Isolation joints used at structures
such as bridges should have dowels
to transfer loads. Joints at T- and
asymmetrical intersections or ramps
depth, full-width joints often are
found at bridge abutments, intersec- are not doweled, so horizontal
tions, and in-pavement structures, movements can occur without dam-
such as drainage inlets, manholes, aging the abutting pavement. These
footings, and lighting structures. isolation joints normally are formed
They also are placed adjacent to ex- with thickened edges to reduce
isting pavements, especially when it stresses at the slab bottom. Isolation
is not possible or desirable to match joints used at drainage inlets, man-
joint locations in the older pavement. holes, and lighting structures do not
Isolation joints should be con- need thickened edges or dowels.
structed with a preformed joint filler Joint filler occupies the gap be-
material to prevent infiltration of in- tween the slabs and must be contin-
compressible material—typically uous from one pavement edge to
sand, dirt, or other debris. Open the other and through curb and
joints clogged with incompressibles gutter sections. Preformed joint
can quickly fail, usually by spalling, filler material must extend com-
and become a maintenance problem. pletely through the entire thick-
Experience has shown that isolation ened-edge slab. Plugs or slivers
When to Use Expansion Joints
In most street and highway pavements, expansion joints should not be
used. However, they can be effective if certain conditions exist. Reference 1
recommends using expansion joints when:
• The pavement is divided into long panels (60 feet or more) without con-
traction joints
• The pavement is constructed while ambient temperatures are
below 40° F (4° C)
• Contraction joints are allowed to be infiltrated by large incompressible
materials
• The pavement is constructed with aggregates that have high expansion
characteristics
of concrete should not extend over,
under, through, around, or between
filler sections, or the concrete will
spall. Preformed filler usually is a
nonabsorbent, nonreactive, nonex-
truding material made from a
closed-cell foam rubber or a
bitumen-treated fiber board. After
the concrete hardens, cut and re-
move about 3⁄4 inch of the filler be-
low the slab surface to allow space
for joint sealant.
Expansion joints
Pavement expansion joints are
full-depth, full-width transverse
joints, placed at regular intervals of
50 to 1,500 feet. Contraction joints
are placed between the expansion
joints. In the past, some engineers
used combinations of expansion and
contraction joints in an attempt to re-
lieve compressive stresses in the
pavement and prevent blow-ups on
hot summer days. Unfortunately,
this practice led to other types of fail-
ures and generally poor pavement
performance.
In 1940, the U.S. Bureau of Public
Roads conducted a series of tests to
evaluate expansion joints. These
tests found that expansion joints
progressively close over the years,
causing greater openings at nearby
PUBLICATION #C930611
Copyright © 1993, The Aberdeen Group
All rights reserved
contraction joints. This led to
spalling, loss of aggregate interlock,
and sealant failure, allowing water
and incompressibles into the joint
and causing pumping, faulting, and
corner breaks. The study concluded
that expansion joints were not neces-
sary unless contraction joint spacing
exceeds 60 feet, aggregates are
known to be expansive, or tempera-
ture during construction is near
freezing.
Good design and construction
of contraction joints have virtually
eliminated the need for pavement
expansion joints, except under spe-
cial conditions (see box). Eliminat-
ing unnecessary expansion joints
can minimize pavement failures,
reduce construction and mainte-
nance costs, and improve pavement
performance.
Reference
1. Proper Use of Isolation and Expan-
sion Joints in Concrete Pavements,
Publication No. IS400, American Con-
crete Pavement Association, Arlington
Heights, Ill., 1992.
James W. Mack is director of engineer-
ing and rehabilitation for the American
Concrete Pavement Association.