INTERNATIONAL DESIGN & CONSTRUCTION

No seam stress
I
By Steve Griffiths, Geoff n contemporary practice, continuously compare well to the results of post-construc-
Bowmaker and Ken Wheeler tion monitoring.
reinforced concrete pavements (CRCP)
Contributing Authors The seamless-pavement concept also has
are terminated and anchored at each recently been considered for use on bridges
with jointed plain concrete pavement (JPCP)
bridge abutment.
approaches and retrofitting existing bridges.

Approach slabs, with transverse joints at Better without

each end, then provide the CRCP-to-bridge The seamless pavement has a number
abutment link (Figure 1a). The resulting of advantages over the conventional bridge
transition is often not smooth, as the provision approach slab system, advantages that result
of transverse joints can lead to discontinuities from the elimination of joints:
in the carriageway profile, particularly if there is
significant settlement of the approach embank- • Joints in pavements are a continual source
ment. The seamless pavement, which was of maintenance, so elimination will reduce
adopted for the construction of the majority maintenance costs;
of motorway underbridges on the Westlink • Deck joints are locations where water
M7 (WM7) Motorway in Sydney in 2004, is an and other contaminants can concentrate,
enhancement that eliminates transverse expan- thereby increasing durability concerns. The
sion joints at bridge structures and provides a removal of joints will thus enhance the
reinforced concrete connection between the service life;
CRCP and the bridge deck (Figure 1b). This • The removal of joints allows the wearing
results in improved ride quality for highway course to be installed in a continuous
users, reduced maintenance costs and increased process, minimizing carriageway rough-
service life for the bridges. Additionally, it elimi- ness. The seamless pavement also assists
nates the need for pavement anchors behind in minimizing the bump that is common
each abutment, thereby reducing the pavement at the bridge abutments, as it provides
cost and minimizing construction activities in a continuous structural element, which
an area that is generally on the critical path. provides a much more effective transition
The seamless connection between the at the bridge abutment;
CRCP and bridge deck must accommodate • The noise of vehicle wheels striking
the stresses induced by shrinkage, creep, pavement and bridge joints is a cause of
thermal strain, embankment settlement and considerable community protest in urban
traffic loads. Numerical models developed to areas, and the elimination of the joints
analyze these parameters have been shown to overcomes this problem;

46 September 2013 • ROADS&BRIDGES

Australia’s bridges holding up well without joints

• Bridge substructures are normally designed pavement toward the bridge as it shortens, system. The performance of the pavement in
for the effects of horizontal loads, primar- transferring loads to the pavement subgrade the post-elastic state clearly demonstrates that
ily arising from vehicle braking and other in friction. The total movement is taken up the potential risks in the overloaded condi-
impact loads. These loads are transferred in multiple cracks in the CRCP transition tion are very small.
away from the bridge with the seamless- zone. The length over which these loads
pavement connection with possible are transferred varies, depending upon the By region
savings in substructure costs; imposed strains and the relative stiffness of The pavement can be considered as
• Drainage systems are often provided to the bridge and pavement elements. Additional having three distinct regions. Region 1 is
minimize the quantity of water flowing longitudinal reinforcement is provided in this the normal fully restrained region of the
across deck joints. The elimination of region to ensure that concrete crack widths CRCP away from any end effects. Region 2
deck joints obviates the need for drainage and reinforcement stresses remain within the is that part of the pavement in which the
systems; and code requirements. forced movement imposed by the bridge is
• Construction is a relatively simple The performance of the seamless pavement accommodated. Friction forces between the
procedure, involving the installation of the under serviceability conditions is the most pavement and the sub-base are generated in
sub-base, the tieing of reinforcement and critical design case, since there is significant the transition zone. No friction forces are
concreting. overload reserve in the continuous-pavement assumed to be developed in the approach

A seamless continuum Figure 1a. Conventional CRCP/bridge interface.

CRCP has been used for many years and
the behavior is well understood. As the con-
crete initially shrinks, small transverse cracks
develop at regular spacing throughout the
length of the pavement. Where the seamless
pavement anchors the CRCP into the bridge
deck, the section of transition pavement must
be designed for both the longitudinal effects
associated with shortening (and lengthening)
of the pavement and bridge, as well as out-of- Figure 1b. The seamless pavement concept.
plane effects caused by differential embank-
ment settlements near the bridge abutments
and the applied traffic loads.
This elegant yet simple concept requires
the bridge and pavement to be assessed as
a seamless continuum. The bridge, which is
stiff compared with the pavement, drags the

ROADSBRIDGES.com 47
zone, as the embankment is deemed to Short and simple gap at 60 ft from the abutment. With no
have settled, creating a void under the Construction of the conventional triple-lug restraint prior to the closure pour, the free ends
zone. Region 3 is the bridge deck, which is pavement anchor system is a labor-intensive of both the pavement and bridge at the gap
assumed to be unrestrained. The longitudi- process that interrupts the effective operation are constantly moving with time. If the closure
nal in-plane forces are determined from a of the paving equipment. It also isolates the pour is made when the gap is closing, com-
structural flexibility approach. area adjacent to the bridge abutment, thereby pression will arise, which will not be able to
A linear elastic-beam-on-elastic-foundation affecting construction-vehicle access and the be carried by the fresh concrete. If the closure
model was used to assess the behavior of timely completion of followup construction pour is made when the gap is opening, tension
the transition pavement when subjected to activities. The seamless pavement eliminates will arise, which can cause cracking of the fresh
out-of-plane loads. the pavement anchors, the approach slab concrete. A closure-pour sequence, which relies
Reinforcement is provided in the transition subgrade beam and associated subsoil drain- on the closure-gap reinforcement resisting
zone to resist the applied loads and control age system. It requires only a short, simple compressive forces as well as tensile forces, was
crack widths, and the level of reinforcement is connection to the bridge deck such that therefore developed to manage these possible
transitioned over the affected length to match mechanical equipment can pave to within variations in environmental conditions.
the magnitude of induced forces. The amount approximately 60 ft of the bridge, reducing
of reinforcement in the transition slab reduces the amount of hand-placed concrete. Sturdy 7
(smaller bars or wider spacing) farther Normally the single layer of reinforce- The main carriageways of the WM7 are
away from the bridge to the normal CRCP ment in the CRCP is placed with a mecha- generally CRCP, with a relatively short length of
reinforcement at a distance of about 300 ft nized jig. Two layers are, however, required flexible pavement near the southern interchange
from the abutment. This is necessary in order in the transition zone, which can extend up with the M5 Motorway. The CRCP has an
to control the level of cracking and ensure the to 300 ft in length. A cost-effective method asphaltic concrete wearing surface, primarily for
flexibility of the transition slab. If too much for placing this steel was developed involv- noise attenuation in the urban environment.
reinforcement is placed into the transition ing the use of the mechanized jig for the Pavement-condition assessments are
slab then the transition slab would become placement of the bottom layer, with the carried out annually to ensure that the
too stiff and the longitudinal movements upper layer placed by hand. pavement network is maintained below the
from the bridge would simply be transferred The connection of the pavement-bridge pavement-performance measures and to assist
further down the pavement slab. system is made with a closure pour of a small in predicting what maintenance is likely to be

Bridge Deterioration Information

using Ground Penetrating Radar

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required in future years. This data collected of the asphalt at the abutments of all bridges railway near Katoomba, to the west of Sydney,
includes a visual condition assessment, where a strip-seal or finger-plate joint was where by continuing the reinforced pavement
roughness, rutting and texture surveys, and not installed and identified that the asphalt past the end of the bridge a long and difficult
skid-resistance assessment. The overall condi- covering the small-movement joints had joint was completely eliminated.
tion of the motorway pavements after eight cracked and was deteriorating. In a number of The Transportation Research Board (SHRP
years of operation is very good. locations the deterioration had been sufficient 2 Renewal Project R19A) “Design Guide
The longitudinal movement of the WM7 to warrant the replacement of the asphalt with for Bridges for Service Life,” includes the
bridges was managed by one of the follow- a “thermojoint” (asphaltic plug joint). concept of the seamless pavement within the
ing methods: The survey also demonstrated that there chapter on jointless bridges. This guide also
was no sign of any distress in the asphalt at includes in an appendix a possible design of
• No joints (seamless pavements): As any of the seamless-pavement bridges. In fact an anchorage system for the transition slab
described in this article, this technique was it was not possible to identify any difference adjoining a JPCP using a number of short
adopted for all mainline nonsegmental in the asphalt overlay over the entire length of steel piles anchored to a buried secondary
bridges less than 400 ft in overall length; the bridge and the adjacent CRCP approaches. slab. The authors consider that a traditional
• Small-movement joints (“buried”): Used at The Rooty Hill Railway Bridge is approxi- CRCP anchorage with concrete anchor beams
the abutments of bridges where calculated mately 30 ft above the existing surface and would be more economical, since the length
bridge movements were less than 0.8 in. one of the bridges where there were obvious of the transition zone is governed by the
The joint was composed of a sealant at signs of approach embankment settlement, ability to absorb the changes of length arising
deck level with an asphalt overlay; yet there have been no impacts on the pave- from the bridge shortening.
• Strip-seal joints: Used at bridge-movement ment performance. For existing bridges exhibiting serious joint
joints where calculated bridge movements In addition to the annual pavement problems and pavement settlement adjacent
were greater than 0.8 in. and less than 2 inspections, regular inspection of the bridges to the abutments, it should be technically and
in.; and is carried out. These inspections have con- economically feasible to retrofit the bridges
with a seamless connection. The bridges must
be able to resist the forces arising from the
bridge-pavement interaction, and the length of
reinforced transition zone must be sufficient
to allow the longitudinal movements at the
bridge abutments. For bridges that have been
constructed for some time, future bridge
shortening associated with concrete shrinkage
and creep would be minimal, which would
considerably reduce the length of the approach
pavement required and the forces developed.

Loads of potential
A closure-pour sequence, which relies on the closure-gap reinforcement resisting compressive forces Bridges incorporating seamless-pavement
as well as tensile forces, was developed in Australia. connection were first completed nine years
ago on the WM7 Motorway in Sydney. Site
• Finger joints: Used at segmental bridge- firmed that the bridges are generally in very inspections have demonstrated that the bridge
movement joints where calculated bridge good condition. In all cases, bridges con- structures are performing as predicted, with
movements were greater than 2 in. nected seamlessly to the CRCP are behaving excellent rideability. The seamless pavements
as expected with regards to resistance of are showing no signs of distress arising from
All of the deck joints have performed well. longitudinal loads. No cracks were visible in the increased longitudinal loads for which
Maintenance has been required to a number link slabs, the members with least capacity. they have been designed.
of the finger joints generally associated with Bridges of up to 400 ft in length have been
loose hold-down bolts. There also has been Ready to expand? designed and constructed using the seamless-
some unexpected movement at abutments Consideration also has recently been given pavement technique. Further refinement
with high approach embankments, which to extending the use of seamless pavements of the design parameters is possible, which
has resulted in some minor modifications to bridges with JPCP approaches. A length of would lead to the use of seamless pavements
to the joint to ensure satisfactory long-term CRCP constructed adjoining the bridge, which on longer bridges. R&B
performance. There have been no reported is anchored using traditional anchors at a
problems with the strip seal joints, other than suitable distance away from the embankment,
the general requirement for removal of debris would eliminate the expansion joints normally Griffiths is an industry director of AECOM. Bowmaker is
from the road surface. provided and provide a smooth pavement a consultant for AECOM. Wheeler is an industry director
A survey of all the small-movement transition across the abutment region. for AECOM.

(“buried”) bridge-deck joints was carried out in This technique has been successfully used For more information about this topic, check out
2009. This survey photographed the condition on a bridge with a very large skew over a the Bridges Channel at www.roadsbridges.com.

50 September 2013 • ROADS&BRIDGES