ACI 3259r - 91 - Guide For Construction of Concrete Pavements & Bases

ACI 325.
9R-91
GUIDE FOR CONSTRUCTION OF CONCRETE
PAVEMENTS AND CONCRETE BASES (Reapproved 1997)
REPORTED BY ACI COMMITTEE 316*
W.M. Stingley
Chairman
B. E. Colley
Ralph L. Duncan
Howard K. Eggleston T. E. Howell
S. E. Hicks C. E. Lovewell
Members of Committee 325 voting on the 1991 revisions
John F. McLaughlin
Joseph H. Moore
Israel Narrow
Thomas J. Pasko, Jr.
William A. Yrjanson
Ralph L. Duncan,
Chairman
Shiraz D. Tayabji,
Secretary
Richard O. Albright
William A. Arent
Glen E. Bollin
Jerry E. Breite
Jo Coke
Benjamin Colluci
Michael I. Darter
Howard J. Durham
Robert J. Fluhr
Nader Ghafoori
Wilbur C. Greer, Jr.
Amir N. Hanna
Morris Skip Huffman
Oswin Keifer, Jr.
Starr Kohn
Ronald J. Larsen
Torbjorn J. Larsen
Richard A. McComb Sr.
B. Frank McCullough
Paul E. Mueller
Jon I. Mullarky
Antonio Nanni
Thomas J. Pasko, Jr.
Ronald L. Peltz
Robert W. Piggott
Steven A. Ragan
John L. Rice
Raymond S. Rollings
Matthew W. Ross
Michel A. Sargious
Milton R. Sees
Terry W. Sherman
Douglas C. Staab
Douglas W. Weaver
C. Philip Weisz
Gerald E. Wixson
William A. Yrjanson
Task Force Member
Task Force Chairman
This report covers the construction of concrete pavements and concrete bases without attempting to include inflexible specifications for
procedures, materials, or equipment. References are made to specifications, but only as a guide to enable a selection of requirements suitable
for a particular location or class of work. The document is slanted to some degree toward use by agencies other than state highway
departments, or turnpike and airfield authorities, which usually have large and experienced engineering staffs with knowledge of past
performance of pavements in the area.
Sections are devoted to specifying, sampling, and testing materials, and to the possible influence of materials on skid resistance, economy,
and durability. Maximum aggregate size is mentioned as sometimes relating to pavement durability. Subgrades and subbases are treated only
as to final preparation for paving.
Recommendations for forms are included as well as recommendations for projects using slipforms. Arrangement of joints is described,
and references are given for guidance in using reinforcement. Sections on normal and high-early-strength concrete proportioning rely heavily
on reference to ACI 211.1, but point out the special problems connected with pavement concretes and the use of admixtures in pavement
concrete.
Sections on mixing, placing, finishing, and curing concrete refer to other ACI reports where pertinent, but make recommendations for the
special handling necessary in the case of pavements. Concrete bases are treated where procedures vary from those used for pavements, and
recommendations and references are given for cold and hot weather concreting.
Keywords: admixtures; aggregates; air entrainment; base courses; cements; cold weather construction; compressive strength; concrete construction; concrete
durability: concrete finishing (fresh concrete); concrete pavements; curing; curing compounds; curing films and sheets; flexural strength; formwork
(construction): high-early-strength cements; hot weather construction; joint sealers; joints (junctions); mix proportioning; mixing; mixing plants; placing;
portland cements: quality control; ready-mixed concrete; reinforced concrete; reinforcing steels; skid resistance; slipform construction; subbases.
ACI Committee Reports, Guides, Standard Practices, and Commen-
taries are intended for guidance in designing, planning, executing, or
inspecting construction, and in preparing specifications. Reference
to these documents shall not be made in the Project Documents. If
items found in these documents are desired to be part of the Project
Documents, they should be phrased in mandatory language and
incorporated into the Project Documents.
*Committee 316 was merged with Committee 325 in 1974.
This report replaces ACI 316R-82 effective July 1, 1991.
Numerous editorial and minor revisions were made to the report. Year
designations were removed for standards and reports to make the current
edition the recommended reference. Additional references were added.
Copyright 1991 American Concrete Institute. All rights
reserved including rights of reproduction and use in any form or by any
means, including the making of copies by any photo process, or by any
electronic or mechanical device, printed or written or oral, or recording
for sound or visual reproduction or for use in any knowledge or retrieval
system or device, unless permission in writing is obtained from the
copyright proprietors.
325.9R-1
325.9R-2
MANUAL OF CONCRETE PRACTICE
CONTENTS
Chapter 1-Introduction
Chapter 2-Materials
2.1-Sources
2.2-Chemical admixtures
2.3-Aggregates
2.4-Cement and cementitious materials
2.5-Curing materials
2.6-Expansion joint filler
2.7-Joint sealants
2.8-Nonbituminous inserts
2.9-Reinforcing steel and accessories
2.10-Water
9.6-Edging
Chapter 3-Sampling and testing of
materials for quality assurance
3.1-Sampling
of design
3.5-Job control acceptance criteria
3.2-Test methods
3.3-Flexural strength of concrete as basis
3.4-Strength tests of field concrete
3.6-Gradation, specific gravity, and absorption
of aggregates
3.7-Air content
3.8-Consistency
i ng
Chapter 4-Subgrade or subbase prepara-
tion and forms
4.1-General
4.2-Fine grading
4.3-Requirements and checking of the
4.4-Stationary forms
finished grade
14.1
Chapter 5-Installation of joints and rein-
forcement
5.1-General
5.2-Longitudinal joints
5.3-Isolation or expansion joints
5.4-Weakened plane contraction joints
5.5-Transverse construction joints
5.6-Load transfer devices
5.7-Installation of dowel assemblies
5.9-Placing reinforcement
Chapter 6-Concrete properties and
proportions of materials
6.1-General statement
6.2-Properties for pavements and bases
6.3-Proportioning
5.8-Joint sealing
Chapter 7-High-early-strength concrete
7.1-Methods of production
Chapter 8-Mixing concrete
8.1-Batching plants
8.2-Measurement and handling of materials
8.3-Central-mixed concrete
8.4-Ready-mixed concrete
Chapter 9-Placing and finishing concrete
9.1-Placing
9.2-Spreading
9.3-Consolidation
9.4-Finishing
9.5-Texturing of surface
9.7-Ramps and intersections
9.8-Surface requirements
Chapter 10-Curing and protecting concrete
10.1-Curing
10.2-Cold weather curing
10.3-Protection of finished pavement
10.4-Protection against rain
Chapter 11-Concrete bases to be subse-
quently covered with a surface course
11.1-General
11.2-Materials
11.3-Econocrete
11.4-Proportioning
11.5-Transverse weakened-plane joints
11.6-Surface finishing
11.7-Curing for base courses
Chapter 12-Cold and hot weather concret-
12.1-Cold weather concreting
12.2-Hot weather concreting
Chapter 13-Miscellaneous
13.1-Thickness tolerances
Chapter 14-References
-Recommended references
14.2-Cited references
Fig. 1a -Step by step paving procedure
325.9R-4 MANUAL OF CONCRETE PRACTICE
Fig. 1b-A slipform paving operation showing paver components (Courtesy CMI Corp.)
CHAPTER 2-MATERIALS
2.1-Sources
Materials should be furnished only from
sources of supply approved before shipments are
started, and used only so long as the materials
meet the requirements of the specifications.
The basis of approval of such sources should be
the ability to produce materials of the quality
and in the quantity required. Unless local con-
ditions indicate a need for modification, it is
recommended that materials meet the standard
specifications listed in the following section.
2.2-Chemical admixtures
Admixtures may be used to modify the prop-
erties of concrete so that it will be more suitable
for a particular purpose. Their use to obtain
desirable characteristics should be based on
appropriate evaluation of their effects on specif-
ic combinations of materials and on economic
considerations. Air-entraining admixtures
should be used to improve durability and work-
ability. Water-reducing admixtures may reduce
total water content and water-to-cementitious
materials ratio, thus increasing compressive
strength, flexural strength, and durability, and
decreasing permeability, shrinkage, and creep.
Some admixtures accelerate the time of setting
of concrete, permitting earlier finishing, removal
of forms, and opening of lanes to traffic, as well
as reduce the time of protection from freezing
during cold weather. Others can retard the time
of setting of concrete where rapid setting is
undesirable. Many retarding admixtures acceler-
ate strength gain once initial set is attained
ACI 212.3R and TRB Special Report 119
1
should be consulted when considering the use of
admixtures in concrete. Experience records on
use of specific admixture with concreting materi-
als commonly used in the area should also be
considered. When admixtures are required by
the general specifications, or permitted by the
engineer, they should conform to the appropri-
ate specifications as follows:
ASTM C 260
ASTM C 494
ASTM C 618
ASTM C 989
2.3-Aggregates
2.3.1 - Aggregates should conform to the
quality requirements of ASTM C 33. For evalu-
ating potential reactivity of an aggregate, meth-
ods are provided in the appendix of ASTM C
33. The danger of aggregate-alkali reaction
difficulties can be reduced by following the
recommendations in ACI 201.2R. The desired
gradation limits for the project should be stipu-
lated, along with permissible day-to-day varia-
tions within the limits of the specifications.
Coarse aggregates should be furnished in at
least two separate sizes, with the separation at
the
3
/
4
in. (19 mm) sieve when combined mate-
rial graded from No. 4 (4.75 mm) to 1
1
/
2
in.
(37.5 mm) nominal maximum size (or 2 in. (50
mm) maximum size] is specified and at the 1 in.
(25 mm) sieve when combined material graded
from No. 4 (4.75 mm) to 2 in. (50 mm) nominal
maximum size [or 2
1
/
2
in. (63 mm) maximum
size] is specified. When the nominal maximum
CONCRETE PAVEMENTS AND BASES 325.9R-5
size of coarse aggregate is 1 in. (25 mm) or less,
such separation is not necessary.
2.3.2 - Aggregates should be handled and
stored in a manner which minimizes segregation,
degradation, contamination, or mixing of
different kinds and sizes. A preferred method
of stockpiling coarse aggregates to minimize
segregation is construction of the stockpile in
successive horizontal layers not more than 6 ft (2
m) thick, with each layer completed over the
entire stockpile area before the next is started.
If operation of hauling equipment on a stockpile
is necessary all ramps and runways on the
stockpile should be covered by suitable mats or
boards, or rubber tired vehicles should be used
to minimize degradation. Rejected material,
may be reprocessed and returned to the
stockpile provided the reprocessed materials
meet the applicable specifications. Comparable
care should be used in removal of aggregates
from stockpiles to prevent segregation.
Information about stockpiling in specific
situations can be obtained from ACI 304R and
ACI 221R.
2.3.3 - Frozen aggregates or aggregates
containing frozen lumps should be thawed
before use. Washed fine aggregates and fine
aggregates produced or manipulated by
hydraulic methods should be allowed to drain
for at least 12 hrs before use. Stockpiles, or cars
and barges equipped with seep holes are
considered to offer suitable opportunity for
drainage.
2.3.4 - Aggregates should have a reasonably
uniform moisture content when delivered to the
mixer. Wetting of dry aggregates prior to
batching will effect cooling by evaporation and
may, if carefully done, minimize moisture
variations and reduce excessive absorption of
mixing water.
2.4-Cement and cementitious materials
The cement type or types to be used should
be specified and should conform to the
requirements of applicable ASTM standards as
listed below. All cement used on a given project
should be from the same source unless otherwise
permitted by the specifications. For further
guidance on cementitious materials see ACI 223,
ACI 225R, ACI 226.1R, and ACI 226.3R.
2.4.1 - Cementitious materials used may
consist of any of the following:
2.4.1.1 - Portland cement (ASTM C 150)
2.4.1.2 - Blended hydraulic cements (ASTM C
595)
2.4.1.3 - Other special types, such as expansive
cements (ASTM C 845).
2.4.2 - When hydraulic cements listed in
Section 2.4.1.1 are to be batched on the job with
another cementing material, the batched
ingredient may be one of the following:
2.4.2.1 - Ground granulated, blast furnace,
slag (ASTM C 989)
2.4.2.2 - Fly ash (ASTM C 618)
2.4.2.3 - Natural pozzolan (ASTM C 618)
2.4.2.4 - Silica fume
2.5-Curing materials
The specifications should stipulate the type or
types of curing material to be used and require
conformance to the appropriate specification
below. The general requirements of curing
practice as recommended by ACI 308 should be
followed.
2.5.1 - Burlap should be made from jute or
kenaf and, at the time of use, should be in good
condition, free from holes, dirt, clay, or any
other substance which interferes with its
absorptive quality. It should not contain any
substance which would have a deleterious effect
on the concrete. Additional details are in
AASHTO M 182. Burlap that will not absorb
water readily when dipped or sprayed and that
weighs less than 7 oz/yd
2
(240 g/m
2
) when clean
and dry should not be used. Burlap made into
mats should be handled with care to avoid
marring the finished surface of the concrete.
2.5.2 - Waterproof paper and impermeable
sheets should conform to the water retention
requirements of ASTM C 171.
2.5.3 - Liquid membrane-forming compounds
should conform to the requirements of ASTM C
309. Type 2, white pigmented curing compound
is generally preferred for concrete pavements.
Type 1, clear or translucent, and Type 3, light
gray pigmented, are also used.
2.6-Expansion joint filler
Expansion joint filler should be of the type
specified and conform to one of the following
specifications, depending on the conditions of its
use.
2.6.1 - ASTM D 1751.
2.6.2 - ASTM D 1752.
2.6.3 - ASTM D 994.
2.7-Joint sealants
The recommendations in ACI 504R should be
followed in the selection of joint materials.
Among the current specifications for joint
sealants are:
2.7.1 - ASTM D 1850.
2.7.2 - ASTM D 1190.
2.7.3 - Federal Specification SS-S-200.
2.7.4 - ASTM D 1854.
2.7.5 - ASTM D 2628 and ASTM D 2835.
2.7.6 - AASHTO M 282.
2.7.7 - ASTM D 3406.
Information on other sealants which may be
used, such as silicone, may be found in ACI
504R.
2.8-Nonbituminous inserts
2.8.1 - ASTM D 2828.
2.9-Reinforcing steel and accessories
The desired types of reinforcing steel and
accessories should be specified in accordance
with the following applicable specifications:
2.9.1 Steel wire fabric reinforcement - ASTM A
185, ASTM A 497 or ASTM A 884.
2.9.2 Bar mats - ASTM A 184. Member size
and spacing should be shown on the plans. All
intersections of longitudinal and transverse bars
should be securely wired, clipped, or welded
together in the plant of the steel supplier.
2.9.3 Reinforcing bars - Reinforcing bars
should conform to the requirements of one of
the following standard specifications:
2.9.3.1 - ASTM A 615, Grade 40 or Grade 60.
2.9.3.4 - Guidance for the use of fiber
reinforced concrete can be found in ACI 544.1R.
2.9.3.5 - ASTM A 775 specifies materials,
surface preparation procedures, and coating
requirements for protective epoxy coatings.
2.9.4 Surface condition - Reinforcing steel
should be free from dirt, oil, paint, grease, or
other organic materials that may adversely affect
or reduce bond with the concrete. Rust, mill
scale, or a combination of both should be
considered acceptable provided the minimum
dimensions, weight, and physical properties of a
hand wire brushed test specimen are not less
than the applicable ASTM specification
requirements.
2.9.5 Tie bars - Tie bars should be deformed
steel bars conforming to the requirements of the
specifications for reinforcing bars except that
only grades of steel bars should be used that can
be bent and restraightened without damage
when this procedure is indicated. Tie bars can
have various shapes to conform to the placement
method: straight for embedment from the
surface, bent to form legs for preplacement on
grade, sinuous to develop bond when inserted in
freshly slipformed edge. Joint hook bolts may
be used as an alternate to tie bars. Such bolts
should not be less than
1
/
2
in. (13 mm) in
diameter and should be equipped with adequate
couplings.
2.9.6 Dowels - Dowels should be plain round
bars conforming to the requirements of the
specifications for plain round bars, ASTM A
615, A 616, and A 617. Dowel bars should not
be burred, roughened, or deformed out of round
in such a manner as to hinder slippage in the
concrete. When metal expansion caps are used
for expansion joints, they should cover the ends
of the dowels for not less than 2 in. (50 mm) nor
more than 3 in. (75 mm). Caps should be closed
at one end, and should provide for adequate
expansion. It should be of such rigid design that
the closed end will not collapse during
construction. Epoxy coatings have also been
used on dowels to prevent corrosion.
2.9.7 Chairs - Chairs which are used to
support reinforcing steel, dowels, or tie bars on
subbases must be of adequate strength and
design to resist displacement or deformation
before and during concrete placing.
2.9.8 Stakes - Stakes used to support
expansion joint fillers should be metal. Their
length and stiffness should be adequate to keep
the fillers in proper position during the concrete
placement.
2.10-Water
Water used in mixing or curing concrete
should be clean and free from injurious amounts
of oil, salt, acid, vegetable matter, or other
substances harmful to the finished product.
Water obtained from natural sources should be
withdrawn in a manner which excludes silt, mud,
grass, or other foreign materials. Water should
be secured only from previously approved
sources or sources approved after testing in
accordance with AASHTO T 26. Nonpotable
water should be used only if it produces mortar
cubes having 7- and 28-day strengths equal to
the strength of similar specimens made with
distilled water when tested in accordance with
ASTM C 109.
CHAPTER 3-SAMPLING AND TESTING OF
MATERIALS FOR QUALITY ASSURANCE
The type of quality assurance program
required to establish that the concrete as
produced, and after incorporation in the work,
meets the requirements of the specification will
depend on the nature and size of the project.
On small jobs only a limited amount of sampling
and testing can be justified, but on major work it
is important to use a quality assurance program
based on statistical concepts. The program
should require that the contractor, the concrete
producer, and suppliers of constituent materials
be responsible for product quality control, and
that the owner be responsible for acceptance.
This requires that the producer, supplier, or
contractor sample and test the product to
control the process and the materials being used
so that they are both within the specified limits,
and so that the resulting concrete is of uniform
quality. Because it is difficult and costly to
replace defective concrete and because suitable
tests do not yet exist which can fully define the
required properties of concrete after hardening,
the owner may wish to elect to sample and test
the freshly mixed concrete as produced prior to
incorporation in the work, or to sample and test
any of the constituent materials. Such tests by
the owner for acceptance purposes should not
relieve the contractor of his responsibilities for
product control. Guidelines for developing
quality assurance programs will be found in ACI
121R, ACI 221R, ACI 311.4R, ACI 311.5R and
ACI SP-2 (ACI 311.1R).
On projects where flexural testing may be
unreliable or prohibitively expensive,
compressive testing may be used for job control
provided adequate correlations are established
between flexural and compressive strength for
the concrete mixture used on the job (see
Section 3.3).
3.1-Sampling
Samples of materials on which the acceptance
or rejection of material is based should be
carefully taken in accordance with prescribed
procedures. Samples for inspection or
preliminary tests should be required of the
producer.
3.1.1 - It is impossible to overemphasize the
importance of proper sampling. No amount of
care and accuracy in subsequent testing will
provide correct information if the samples are
carelessly taken, and not representative of the
material sampled. Procedures should be set up
for gathering samples in a manner which
provides the maximum possible information on
the average characteristics, and the nature and
extent of variability of materials.
3.1.2 - Methods of sampling materials and the
proper size of samples for various tests are often
stipulated in the test methods. Sample sizes
must be adequate for all tests to be conducted.
Procedures for obtaining samples of materials
are covered in AASHTO or ASTM standards
and are referenced in the appropriate materials
specifications of Chapter 2.
3.2-Test methods
Materials should be tested in accordance with
methods referred to in the appropriate contract
specifications, or other recognized standard
procedures. Test methods appropriate for use in
contract documents are listed in Chapter 14.
3.3-Flexural strength of concrete as basis
of design
Specimens for flexural strength tests to be
used as the basis for the laboratory
proportioning of concrete mixtures should be
molded and cured in accordance with ASTM C
192 and tested in accordance with ASTM C 78.
The average flexural strength of concrete as
determined by the laboratory test should not be
less than 650 psi (4.5 MPa) at 28 days. If known
characteristics of the available materials or
preliminary tests indicate difficulty in attaining
this strength economically, a minimum average
flexural strength of 600 psi (4.1 MPa) may be
used provided the slab thickness is designed
accordingly.
For projects where it is desirable to use
compressive strength testing as the basis for job
325.9R-8
control, companion compressive cylinders should
also be made. These cylinders should be
molded and cured in accordance with ASTM C
192 and tested in accordance with ASTM C 39
to establish the correlation between the flexural
and compressive strengths.
3.4-Strength tests of field concrete
3.4.1 Strength test specimens - Specimens,
either compressive or flexural, should be made
in the field in accordance with ASTM C 31 in
sufficient numbers to assure job control; for
example, two sets each day for fast moving
projects, one set on projects with low to
moderate production rates. Flexural specimens
should be tested in accordance with ASTM C
78. Compressive specimens should be tested in
accordance with ASTM C 39. More elaborate
testing programs can be developed using the
methods described in ACI 214.
3.4.2 Accelerated strength tests - ASTM C 684
includes three methods, any one of which may
be used to predict the compressive strength of
concrete at later ages for acceptance purposes or
for process control as the concrete is produced
and used. Results are available within 24 to 48
hrs, depending on the method used. Choice of
the method should be based on this factor and
convenience, since cooperative testing programs
and practical experience show the three methods
have equal precision. Currently, these methods
are being used with 6 x 12 in. (152 x 305 mm)
cylinders only, but there is no theoretical reason
why they could not be used with flexural beams.
The size of beam specimens involved, however,
restricts use of the methods for practical
purposes to cylinders subsequently tested in
compression.
3.4.3 Tests of in-place concrete - In the event
of low compressive tests, core testing of in-place
concrete should be conducted in accordance
with ASTM C 42 evaluated in accordance with
ACI 318, Chapter 4. Beams sawed from the
pavement should not be used to evaluate in-
place concrete strength.
3.5-Job control acceptance criteria
Whether compressive or flexural strengths are
used for acceptance, the acceptance criteria
should allow occasional low tests. Low strength
results should be evaluated in accordance with
ACI 318, Chapter 4, Section 4.7.4.1. The
concrete proportion should be considered
adequate when the average of any three
consecutive tests equals or exceeds the specified
strength and no one test falls more than 500 psi
(3.5 MPa) low in compression or 75 psi (0.5
MPa) low in flexure. The mixture should be
reproportioned in the event of compressive or
flexural strengths failing to meet this criteria.
3.6-Gradation, specific gravity, and
absorption of aggregates
Concrete uniformity is difficult to control
unless aggregates are tested with a frequency
consistent with the production rate.
3.6.1 Grading - Fine and coarse aggregate
grading should be closely monitored using the
sieve analysis procedures of ASTM C 136.
3.6.2 Coarse aggregate - The bulk specific
gravity in a saturated-surface-dry condition and
the absorption of coarse aggregate should be
determined in accordance with ASTM C 127.
3.6.3 Fine aggregate - The bulk specific gravity
in a saturated-surface-dry condition and the
absorption of fine aggregate should be
determined in accordance with ASTM C 128.
3.7-Air content
The air content of plastic concrete may be
determined in accordance with standard
methods of test for air content: (1) gravimetric,
ASTM C 138; (2) volumetric, ASTM C 173; or
(3) pressure method, ASTM C 231. For
concretes made with blast-furnace slag,
lightweight aggregate, or other vesicular porous
aggregates, the volumetric (rolling) method must
be used.
3.8-Consistency
3.8.1 - Consistency is usually determined in
Accordance with ASTM C 143. See Fig. 3.8.1.
Fig. 3.8.1-Testing devices. (a) airpressure
meter, (b) slump cone, (c) rollameter
CHAPTER 4-SUBGRADE OR SUBBASE
PREPARATION AND FORMS
4.1-General
Only that portion of the final fine grading of
the underlying base course, subbase course,
select materials, or treated base material
referred to as subbase construction operation,
which is usually considered as incidental to the
paving operation, is within the scope of this
guide. For more specific information covering
other aspects of incidental pavement
construction such as clearing and grubbing,
removal of structures and obstructions,
excavations and embankments, or the
construction of special subbases with or without
cementing agents, reference should be made to
the AASHTO Guide Specifications for Highway
Construction
2
or to the various state highway
standard specifications for road construction.
Essential preparatory work prior to the paving
operation includes such items as fine grading,
making minor adjustment, to the surface of the
subgrade or subbase (or underlying material if
required), adding moisture and recompacting
any disturbed material, and preparing the final
finished surface to conform to the grade and
cross section shown on the plans.
Accurate trimming is important to the paving
contractor from the standpoint of the amount of
concrete needed to complete the job. Subbases
of adequate stability will benefit pavement
smoothness. Where slipform methods are used,
it is recommended that a minimum width of
subbase should be 2 ft (0.61 m) greater on each
side than the width of the driving lanes to
accommodate the slipform tracks. Not all
concrete pavement is placed on special subbases.
Most city streets and many light traffic rural
pavements are placed directly on the prepared
subgrade. On heavy duty routes or where
serious frost problems exist special granular
subbases with or without a cementing agent are
frequently used. Care should be taken to insure
that utility trenches are properly filled and
compacted prior to fine grading and paving.
Controlled low strength concrete fill may be
used for this purpose in lieu of conventional soil
backfilling techniques.
4.2-Fine grading
When forms are to be used in the paving
operation, fine grading is usually done with
equipment which rides on the forms after they
have been properly aligned and set to grade.
High areas are trimmed to proper elevation.
Low areas should be filled and compacted in
compliance with the specified compaction
requirements of the underlying material. If the
equipment is controlled with an automatic
guidance system operating from a wire guideline,
the grading equipment can run directly on the
unfinished surface. (see Fig. 4.2). This
equipment is often used on large projects. Fine
grading of cement treated subbases should be
completed prior to initial hardening of the base
material, which takes 4 to 6 hr. Trimmed
cement treated base (CTB) material should be
removed from the surface of the subbase or used
to fill low spots.
After the grade or subbase has been placed and
compacted to the required density, the grade on
which the pavement is to be constructed should
then be brought to the proper profile. If the
density of the base is disturbed by the grading
operations, it should be corrected by additional
compaction before concrete is placed. The
grade should be constructed sufficiently in
advance of the placing of the concrete that the
two operations do not interfere. If any traffic is
allowed to use the prepared grade, the grade
should be checked and corrected immediately
ahead of the placing of the concrete.
Fig. 4.2-Subgrade trimmer operating from
stringline for both line and grade (Courtesy
Construction Machinery, Inc.)
4.3-Requirements and checking of the
finished grade
Prior to placing concrete, the underlying
material should be checked for conformity to
specified density and cross section. The cross
section can be checked by means of an approved
template riding on the forms or by use of a
stringline if forms are not required The
underlying material should be wetted down
sufficiently in advance of placing concrete to
insure that the material is in a moist condition
when concrete is placed. The underlying
material should be free of foreign matter, waste
concrete, and debris.
4.4-Stationary forms
4.4.1 Materials and dimensions - Forms
capable of supporting the loads imposed by the
construction equipment should be used. A test
to evaluate the load capability of straight metal
forms has requirements that forms should not
deflect more than
1
/4 in. (6 mm) when tested as
a simple beam with a span of 10 ft (3 m) and a
load equal to that of the finishing machine or
other construction equipment that will operate
on them. The two form thicknesses in general
use are
1
/4

in. (6 mm) and
5
/16

in. (8 mm). If
the forms are to support heavy paving
equipment they should have a thickness of not
less than
5
/16

in. (8 mm). It is recommended
that forms have a depth equal to the specified
thickness of the concrete, and a base width that
is equal to three-quarters of the depth but not
less than 8 in. (200 mm). Forms should be
provided with adequate devices for secure
setting so that when in place they will withstand,
without visible spring or settlement, the impact
and vibration of the consolidating and finishing
equipment. Flange braces should extend
outward on the base not less than two-thirds the
height of the form. Built-up forms, made from
smaller sizes, are not recommended on projects
where the total pavement area is greater than
2000 yd
2
(1670 m
2
). If built-up forms are used,
the increase in depth should be not more than
25 percent of the original form depth. When
checked for straightness, forms should not vary
by more than
1
/
8
in. (3 mm) in 10 ft (3 m) from
the true plane surface on the top, and
1
/
4
in. (6
mm) in 10 ft (3 m) along the face of the form.
Forms should contain provisions for locking the
ends of abutting form sections together tightly.
Flexible or curved forms are recommended for
use when the curve has a radius of 100 ft (30 m)
or less. Fig. 4.4.1 shows a standard paving form.
4.4.2 Form setting - It is essential that the
foundation under the forms be compacted and
cut to grade so that the forms, when set, are
uniformly supported for their entire length and
Fig. 4.4.1-Standard paving forms
are at the proper elevation. It is preferable that
the grade be established by cutting.
Foundations below the established grade should
be filled to grade in lifts of
1
/
2
in. (12.7 mm) or
less for 18 in. (460 mm) each side of the form
and thoroughly compacted according to job
specifications. The alignment and grade
elevations of the forms should be checked and
corrections made by the contractor immediately
before placing the concrete. When any form has
been disturbed or after any unstable grade has
been corrected, the form should be reset and
rechecked. Forms should be set sufficiently in
advance of concrete placement to permit
inspection of the work. After the forms have
been set to the correct grade, the subgrade or
subbase should be thoroughly tamped,
mechanically, or by hand, at both the inside and
outside edges of the base of the forms. Forms
should be staked into place with not less than
three pins for each 10 ft (3 m) section. Form
sections should be tightly locked, and free from
play or movement in any direction. The forms
should not deviate from true line by more than
1
/
4
in. (6 mm) at any point. No excessive
settlement or springing of forms under the
finishing machine should occur. Forms should
be cleaned and oiled prior to the placing of
concrete.
4.4.3 Removal of forms - Forms should remain
in place at least 8 hr after placing the concrete.
If the air temperature is below 50F (10C) at
any time during the 8 hr following concrete
placement, the forms should be left in place for
a sufficient additional time to assure that
pavement edges will not be damaged Curing of
the exposed concrete pavement edges should
begin immediately after removal of the forms.
CHAPTER 5-INSTALLATION OF JOINTS
AND REINFORCEMENT
5.1-General
Joints are placed in concrete pavements to
control the location of cracks, and in some
instances, provide relief for expansion due to
temperature and moisture changes. ACI 504R
contains information on joint sealants.
5.1.1 - All longitudinal and transverse joints
should conform to the details and positions
shown on the plans.
5.1.2 - Plans and specifications should be
explicit as to location and type of joints at ramp
entrances and intersections, and where normal
spacing is altered due to end-of-day or
emergency construction joints.
5.1.3 - All transverse joints should be
constructed in line for the full width of the
pavement. Faces of joints should be normal to
the surface of the pavement.
5.1.4 - Special care should be taken to prevent
uneven riding surfaces at formed joints. If
edging is required or permitted, a 10 ft (3 m)
straight edge should be used to assure that
displaced concrete has not resulted in high spots.
Joint forming insets placed ahead of the screeds
may tip; if placed behind they are liable to result
in high spots.
5.1.5 - Keyways, when required, should be
accurately formed by material of sufficient
strength to assure a full keyway and accurate
alignment. Keyways may also be extruded to the
proper dimensions by a slipform paver.
5.2-Longitudinal joints
5.2.1 Weakened plane joints - Longitudinal
weakened plane joints may be formed in the
concrete by sawing. Care must be exercised to
insure that the depth of the separation is
adequate to prevent random cracking, usually
about one-third of the slab depth. If sealing
cannot be done ahead of traffic, backer rod
should be installed before the pavement is
opened.
5.2.1.1 Sawing - The timing of the sawing
operation should be late enough to avoid
raveling of the new concrete, but soon enough
so that random cracking does not occur. Where
cracking has occurred at the proposed joint
location, the sawing of that joint should be
omitted. Whatever the sawing method, diamond
blades, wet abrasive, or dry abrasive blades, care
should be exercised that sawing is delayed
sufficiently to prevent a rough, eroded joint.
Longitudinal joints are less prone to random
cracking due to late sawing than transverse
joints.
5.2.2 Construction joints - Longitudinal keyed
construction joints (i.e., joints between lanes
placed separately) can be formed with either the
slipform methods or standard steel forms and
keyway. Consideration can be given to
elimination of keyways in this joint where
stabilized subbases are used. If permitted by the
specifications, tie bars may be bent against the
form during casting of the first lane, and then
bent out for insertion into the adjacent lane.
Current ASTM specifications for reinforcing
bars do not guarantee that bars can be bent and
restraightened without breakage. Hence, if this
method is specified, precautionary steps should
be taken to assure adequate performance. One
state highway department has alleviated the
problem of tie bars which will not tolerate a 90-
deg bend with subsequent straightening; they use
a 60-deg bend initially, and then a straightening
60-deg bend to produce a skewed but adequate
tie bar arrangement (see Fig. 5.2.2).
Joint hook bolts conforming to the provisions
of Section 2.9.5 may be used. Hook bolts and
couplings should be provided with approved
fasteners for attachment to the pavement forms
to maintain them in correct position during
concreting and subsequent removal of forms.
Slipform pavers should be equipped with a
suitable device for the installation of tie bars, or
other approved means of holding the lanes in
contact should be provided.
5.3-Isolation or expansion joints
Isolation or expansion joints should be placed
between all structures and features such as catch
basins and manholes projecting through, into, or
against the pavement. Unless otherwise
indicated on the plans, such joints should be not
less than
1
/4 in. (6 mm) thick and of the
premolded type. A need for thicker joints can
often be predicted. Expansion joint fillers
should be firmly held in place and not dislodged
so that concrete cannot enter the expansion
space at bottom, sides, or top.
MANUAL OF CONCRETE PRACTICE 325.9R-12
Fig. 5.2.2 - Method for minimizing breakage of
tie bars that are bent into keyways and
restraightened
5.3.1 Transverse expansion joints - Transverse
expansion joints should be constructed at right
angles to the centerline of the pavement, unless
otherwise required, and should extend the full
width of the pavement.
5.3.1.1 Expansion joints at bridge ends -
Bridge ends should be protected from excessive
pressures due to pavement expansion by the
installation of ample width expansion joints in
the pavement near ends of bridges. Anchor
slabs should not be depended on to prevent all
movement. Some state highway agencies
construct an asphalt section in lengths up to 50
ft (15 m) to provide positive protection against
compressive damage for abutments. (NCHRP
Synthesis 159)
3
5.3.1.2 Expansion joints where dowels are
used - These joints should be formed by securely
staking in place approved load transfer devices
which consist of welded assemblies of dowels,
supporting and spacing devices, and joint filler.
The filler may be the premolded type, redwood
board, or other approved material. The filler
should extend downward to the bottom of the
slab, and unless otherwise prescribed, the top
edge should be held about
1
/
2
in. (13 mm)
below the finished surface of the pavement. The
top edge of the filler should be protected by a
metal channel while the concrete is being
placed. The joint assemblies should be
protected against damage until they are installed
in the work. Joint assemblies damaged during
transportation, or by careless handling, or while
in storage should be replaced or repaired and
should not be used until they have been
approved by the engineer.
5.3.1.3 Joint filler - The designated joint filler
should be punched or drilled to the exact
diameter and at the location of the dowels. It
should be furnished in lengths equal to the
width of one lane. Where more than one length
is used in a joint the abutting ends of the filler
should be held in alignment. Care should be
exercised so that when the filler is cut away
during paving, for example, to accommodate the
flanges on the wheels of the paving train, plugs
of concrete do not develop across the joint. The
supporting assembly should furnish positive
support of the filler in a position normal to the
surface.
5.4-Weakened plane contraction joints
Transverse groove or weakened plane
contraction joints should be constructed in the
same manner as provided for weakened plane
longitudinal joints except that some type of load
transfer may need to be provided where
expected traffic volume and the magnitude of
the loads will be heavy. In this case it is
recommended that slip dowels or other load
transfer devices be provided. Many heavily
traveled pavements without dowels have been
successful where high quality bases were
employed (cement or asphalt stabilized) but, in
general, some type of load transfer is
recommended. Dowels should be firmly held in
position by welded assemblies for supporting and
spacing the dowels. Alternately machine
placement can be used. Accurate positioning
must be assured for proper functioning of
dowels. A positive marking system should be
used to assure that sawed or tooled grooves are
over the midlengths of the dowels. Grooves
should be not less than one-fourth the slab
depth.
Fig. 5.4 shows a detail of a longitudinal joint,
a transverse contraction joint, and a dowel bar
assembly.
Fig. 5.4 -Detail of longitudinal joint and
transverse contraction joint for lane-at-a-time
paving, showing dowel bar assembly (with caps
making design also useable for expansion joints,
providing expansion joint material is used),
keyway, hookbolt dowels, preformed compression
seal, and optional transverse joint base plate to
prevent infiltration where untreated granular bases
are used
5.5-Transverse construction joints
Unless other prescribed joints occur at the
same points, transverse construction joints
should be made at the end of each day or where
interruptions occur in the concreting operation.
Weather conditions should govern the length of
delays which are considered cause for requiring
the setting of a joint. A 30-min delay could be
considered a reasonable limit during hot, dry,
windy weather; up to an hour or more may be
tolerated when conditions are less severe.
Transverse construction joints should be
formed by staking in place a bulkhead of the
proper shape containing a keyway and tie bars
similar to that described in Section 5.2.2. An
equally effective joint can be formed by omitting
the keyway and increasing the size of tie bars to
dowel bar dimensions.
Transverse construction joints should not be
formed to make a slab less than 10 ft (3 m)
long. If sufficient concrete is not available to
place a slab at least 10 ft (3 m) long, the
construction joint should be formed at the
preceding joint location. The spacing of
subsequent transverse joints should be measured
from the transverse contraction joints last
placed. In lane-at-a-time construction,
construction joints not located in the adjacent
lane should be keyed and tied to prevent the
formation of sympathy cracks.
5.6-Load transfer devices
5.6.1 Dowels - Dowel bars should have a
diameter consistent with slab depth and be
placed at the mid-depth of the slab. Proper
horizontal and vertical alignment should be
assured by either approved dowel assembly
devices, or by approved machine placement.
Good consolidation of concrete around the
dowels is essential to good performance.
5.6.2. Dowel coating - The free or unbonded
end of each dowel should be coated with a
corrosion inhibitor. When the inhibitor has
dried, the free end of each bar should be
completely coated with a thin brush coat of a
lubricant immediately before it is placed in
position. An excessive coating should be
avoided. The free ends of the dowel bars for
expansion joints should be provided with metal
dowel caps. Approved types of epoxy coated
dowels can be used in lieu of lubricated dowels.
Consideration may also be given to other types
of coatings for the purpose of preventing bond,
corrosion, or both.
5.7-lnstallation of dowel assemblies
5.7.1 - Dowel assemblies should be put in
place on prepared subbase or subgrade.
Transverse dowel assemblies should be placed at
right angles to the centerline of the pavement
except when otherwise detailed on the plans.
Doweled joints required or permitted to be set
at angles other than normal to the centerline
will require careful detailing and installation to
assure freedom of movement. Dowels should be
securely held in the required position. On
widened curves, the longitudinal center joint
should be placed so that it will be equidistant
from the edges of the slab. Joints should be set
to the required line and grade and should be
securely held in the required position by stakes,
an approved installing device, or other approved
method (see section 5.4). Dowels should be
installed in a way that prevents concrete
pressure from disturbing their alignment.
If joints are constructed in sections, there
should be no offsets between adjacent units.
Dowel bars should be checked for exact position
and alignment as soon as the joint assembly is
staked in place on the subgrade or subbase, and
the joint should be tested to determine whether
it is firmly supported. Any joint not firmly
supported should be reset. Wires or bars used
to hold assemblies in position for shipment
should be cut before concrete is placed if they
could cause restraint to early shrinkage of new
concrete.
5.8-Joint sealing
ACI 504R should be referred to in selecting
proper joint shape factors and joint sealants.
5.8.1 - The tops of expansion joints and all
edged and sawed joints should be sealed with
the specified sealing material before traffic is
permitted on the pavement. Joint openings
should be thoroughly cleaned of all foreign
matter before the sealing material is placed. All
contact faces of joints should be cleaned to
remove loose material, and should be surface
dry when hot-poured sealing material is used.
When sawing of green concrete is required or
permitted, extra care should be exercised to
remove the slurry coating deposited along the
sides of saw cuts.
5.8.2 - Sealing material should be installed in
the joint openings to conform to the details
shown on the plans. The installation should be
done in such a manner that the material will not
be spilled on the exposed surfaces of the
concrete. Any excess material on the surface of
the concrete pavement should be removed
immediately and the pavement surface cleaned.
5.8.3 - Poured joint sealing materials should
not be placed when temperatures are such as to
prevent proper installation. The manufacturers
recommendations may be useful in preparing
specification limits.
5.8.4 - Where preformed joint material, such
as neoprene (preformed compression sealants),
is used the uncompressed width of such joint
material should be properly balanced with the
joint opening, which in turn should be of a width
consistent with the length of the slab and
temperature ranges expected. The installing
device should assure that the preformed material
is not stretched more than 3 percent during
insertion in the joint opening since the result of
such stretching may be a drastic shortening of
the useful life of the material. The seal and the
installation lubricant should conform to Section
2.7.5. Fig. 5.8.4 shows a machine used to install
preformed joint material.
Fig. 5.8.4-Machine used for installation of
preformed neoprene contraction joint strip. The
material and reel are not pictured. Machine is
self-propelled and capable of installation of the
strip with little length change.
5.8.5 - Edge seals are sometimes specified and
these may be useful in preventing infiltration.
Such systems have exhibited varying degrees of
success and their use should be based on
experience (Fig. 5.8.5).
Fig. 5.8.5-A method sometimes used to
prevent entrance of water between pavement
and asphalt shoulder. (1 in. = 25.4 mm)
5.8.6 - Some jointing materials are
incompatible and should not be used in direct
contact with each other without an inert divider.
Some bituminous materials, for example, should
not be in contact with a joint seal of the two
component, polysulfide type. They may be
separated with a neoprene tape, or other
relatively inert material.
5.9-Placing reinforcement
5.9.1 - When steel reinforcement for jointed
pavements is used it should consist of welded
wire fabric or bar mats in accordance with
Sections 2.9.1 and 2.9.2. The surface condition
of the steel with respect to foreign matter and
rust should conform to the requirements in
Section 2.9.4. Width of fabric sheets or bar mats
should be such that, when properly placed in the
work, the extreme longitudinal members of the
sheet or mat will be located not less than 2 in.
(50 mm) or more than 6 in. (150 mm) from the
edges of the slab. The length of fabric sheets of
bar mats should be as shown on the plans and
should be such that, when properly placed in the
work, the reinforcement will clear all transverse
contraction joints by not less than 6 in. (150
mm) as measured from the center of the joint to
the ends of the longitudinal members of the
sheet or mat.
5.9.2 - When reinforcing bar assemblies arc
shown on the plans, the bars should be firmly
fastened together at all intersections. Adjacent
ends should lap not less than 30 diameters (see
Section 5.9.7).
5.9.3 - Where bars are fabricated into mat
form by positive welding at all intersections, the
laps for longitudinal bars should be a minimum
of 30 diameters. If the mat pattern is such that
the edge longitudinal bars or the end transverse
bars of the mats overlap, the lap should be made
so that the bars overlap each other by at least 2
in. (50 mm).
5.9.4 - Steel fabric sheets should be lapped as
shown on the plans. Sheets should be securely
tied together to prevent displacement,
particularly from being pulled by the paving
train.
5.9.5 - When reinforced concrete is placed in
two lifts (see Fig. 5.9.5) the initial layer should
be uniformly struck off at a depth not less than
2 in. (50 mm) below the finished surface nor
greater than middepth of slab below the
proposed surface of the pavement, and the
reinforcement placed thereon. The concrete
should be struck off to the entire width of the
placement and a sufficient length to permit the
sheet or mat of reinforcement to be laid full
length on the concrete in its final position
without farther manipulation of the
reinforcement. Adjacent mats or sheets should
be tied to prevent an opening from occurring
between the mats. The balance of the required
concrete should be placed after the
reinforcement is in place. The first course of
struck-off concrete should not be exposed
particularly during hot, windy weather. Probably
30 min should be considered a reasonable
maximum exposure time. The positioning of the
reinforcement during concrete operations should
be checked and if necessary, corrected.
Fig. 5.9.5-Mesh installations on two-course
pavement, employing forms. Mesh cart towed
by spreader
5.9.6 - When concrete is placed in a single
course, wire fabric sheets or bar mats may be
laid in proper horizontal alignment on the full
depth of struck-off concrete and machine
vibrated or tamped to proper elevation. Care
should be exercised that the installing machines
are designed and adjusted so that they will not
leave cleavage planes over steel members nor
drag the sheets or mats from their proper
position. At each transverse joint a check
should be made to assure proper clearance
between mesh ends and the joint.
5.9.7 - Where continuously reinforced
concrete pavement is specified, steel in the
quantity, fabrication, and grade shown on the
plans should be installed so that the
reinforcement will have a minimum cover of 2
in. (50 mm) and the longitudinal members will
5.9.8 Verifying location of reinforcing - A gage
should be used to determine the location of the
reinforcing in a pavement. Insertion to the
depth of the reinforcing location will indicate its
positioning in the fresh concrete.
not fall below the middepth of the slab, unless
otherwise specified or shown on the plans.
When the concrete is placed in a single
course, the steel should be placed on supports
that will retain the steel in its specified position
while the concrete is being deposited, or else
mechanical placement as described in Section
5.9.6 should be used (Fig. 5.9.7). When
transverse bars are not used, the steel can be
placed through tubes in a concrete spreader.
Equipment is also available to place steel with
transverse bars in single course construction.
When the concrete is placed in two courses, the
procedure outlined in Section 5.9.5 should be
followed.
Lap splices for individual bars, prefabricated
bar mats, or deformed welded wire fabric mats
are usually designated on plans and should be
carefully checked in the work. The importance
of adequate laps and proper placement cannot
be overemphasized. The danger of failure at
splices at early ages can be minimized by
arranging the splices in a skewed or staggered
pattern from one pavement edge to the other.
Splice lengths should be shown on the plans or
specifications and should not be less than 30
diameters, nor less than 16 in. (400 mm).
Fig. 5.9.7-Bar on chairs, spliced, for single
course slipform operation
CHAPTER 6-CONCRETE PROPERTIES
AND PROPORTIONS OF MATERIALS
6.1-General
Concrete pavements, and in most respects
concrete bases, are exposed to severe treatment.
In addition to the pounding of traffic, many
factors are present tending to destroy them.
They are subjected to rapid change in extremes
of temperature, abrasion, usually salt
applications, as well as the certainty of erratic
subgrade support at alI ages after the first few
hours. For these reasons, and of course for
economy, considerable extra care in
proportioning is justified (see ACI 211.1).
The concrete produced should be required to
attain strength compatible with the structural
design. It should contain entrained air within
the range recommended for the aggregate size
and the area in which it is to be used, and most
importantly, it should have a water-cement, or
water-cementitious material ratio not higher
than that recommended for the anticipated
exposure. When a blend of cementing materials
is used as provided in Section 2.4.2, the water-
cementitious material ratio should be
appropriate for making highly durable concrete
with these materials.
6.2-Properties for pavements and bases
6.2.1 Water and air content - Water content
should be kept as low as practicable to produce
dense and durable concrete with the required air
void system. Total air content should conform
to ACI 201.2R, Table 1.4.3, for exposure
conditions anticipated.
6.2.2 Maximum size of coarse aggregate-
Observations of existing concrete in the area
may be helpful if aggregate quality is uncertain.
Some reduction in the maximum size of
aggregate may improve resistance to D
cracking. Guidance for improving resistance to
D cracking can be found in ACI 221R.
6.2.3 Chemical admixtures - One or more
admixtures may be helpful in most situations,
but none should be used without the same
careful evaluation before the start of work using
job materials as should be done for concrete
without admixtures. Evaluations are preferably
made by means of full scale trial batches. Refer
to ACI 212.3R or TRB Special Report 119.
1
6.2.4 Skid resistance - It has been found that
low water-cement ratios are helpful in
maintaining the skid resistant qualities of
concrete pavement surfaces. Some aggregates
are more susceptible than others to polishing,
and local experience in high traffic areas should
be observed. The contribution of fine
aggregates to skid resistance is discussed in
Section 9.5.
6.2.5 Air entrainment - Where freezing and
thawing cycles occur, all concrete must contain a
satisfactory air void system to improve its
durability. In practice this is specified in terms
of the volume of entrained air required as
related to the nominal maximum size of coarse
aggregate used. See the recommendations of
ACI 201.2R.
6.3-Proportioning
Specifications should establish limits for these
basic mixture proportioning factors: either
maximum water-cement or water-cementitious
material ratio or minimum strength or minimum
cement content. In addition, minimum and
maximum air content, maximum slump, and
maximum size of aggregate should be specified.
Preliminary batch weights can be developed
from experience, from tables of approximate
relationships (see ACI 211.1), or from small trial
batches. Regardless of how batch weights are
initially determined, they should be finally
established from full-size batches at the start of
the work. ACI 211.1 contains a step-by-step
procedure for determining batch weights and
tables of approximate relationships.
Where minimum cement content is specified
as the criterion of quality of concrete pavement,
the committee recommends a minimum of 564
lb/yd
3
of cement per cubic yard (334.6 kg/m
3
)
unless local experience demonstrates that this
minimum can be decreased.
If one of the alternate permitted mixture
proportioning factors, i.e., required strength
consistent with specified air content and slump is
employed, less cement per cubic yard of
concrete might be used, especially if certain
chemical admixtures (see Section 2.2), certain
blends of cementing materials (see Section
2.4.2), or both are used in the work. Specified
concrete strengths for design and durability
purposes should generally not be less than:
Flexural strength with third-point loading - 650
psi (4.5 MPa) at 28 days; Compressive
strength-4000 psi (27.6 MPa) at 28 days.
Specification for statistical control limits to
achieve these strengths should be based on
principles stated in ACI 214.
CHAPTER 7-HIGH-EARLY-STRENGTH
CONCRETE
7.1-Methods of production
High strength at an early age may be desired
to permit placing some key sections of pavement
into use at the earliest possible moment, or for
other reasons. High-early-strength concrete may
be produced by in the following ways.
7.1.1 - Use of high-early-strength portland
cement Type III or IIIA, by either method of
proportioning in lieu of normal portland cement
(Type I or IA, or Type II or IIA).
7.1.2 - Reducing the water-cement ratio by use
of additional normal portland cement (Type I or
IA or Type II or IIA).
7.1.3 - Use of calcium chloride as an
ingredient of the concrete in the following
quantities: (1) between 1 and 2 lb (0.45 to 0.91
kg) per 100 lb (45.5 kg) of Type I cement or (2)
between 0.8 to 1.6 lb (0.36 to 0.73 kg) per 100 lb
(45.5 kg) of Type III cement. Calcium chloride
should be added in solution. It is convenient to
proportion the solution so that 1 qt (0.95 L)
contains one lb (0.45 kg) of calcium chloride for
use with Type I cement and that 1 qt (0.95 L)
contains 0.8 lb (0.36 kg) calcium chloride for use
with Type II cement. It should be recognized
that the use of calcium chloride very likely will
reduce the natural ability of concrete to inhibit
corrosion of embedded metals such as tie bars,
mesh, or dowels.
7.1.4 - Use of an appropriate accelerating
admixture meeting the requirement of ASTM
C 494.
7.1.5 - Currently, fast track paving
construction practices are under development
which use rapid strength gaining concrete
proportions of various material compositions.
During 1986 and 1987, several projects were
successfully completed so that the pavements
could be opened to traffic in 12-24 hr. The
high-early-strength technology being developed
in these systems may lend itself to quick opening
pavement sections.
The user is referred to the American Concrete
Pavement Associations Technical Bulletin on
Fast Track Paving
4
for additional information.
CHAPTER 8-MIXING CONCRETE
8.1-Batching plants
Batching plants used to supply concrete for
paving and concrete bases should be of sizes
adequate to supply well-mixed concrete at the
production rate specified or anticipated by the
contractor. Plants should be in good repair and
operate reliably. Guidance for establishing plant
requirements and judging the adequacy of a
batching plant can be found in Certification of
Ready Mixed Concrete Production Facilities
(QC-3)
5
, Sections 9, 10, and 11 of ASTM C 94,
ACI 304R, and ACI 311.5R.
Plants should contain separate bins or
compartments for each aggregate size specified.
Bulk cement and other cementitious materials
should be stored in closed bins or silos. If
combined bins or double silos are used, storage
compartments for cement and other
cementitious materials must be separated by
double walls.
Suitable batching equipment with weigh
hoppers, scales, and batching controls should be
provided. Cementitious materials should be
weighed in separate hoppers and should not be
weighed cumulatively with aggregates. Weighing
equipment should meet the requirements and
accuracies specified in ASTM C 94.
8.2-Measurement and handling of materials
8.2.1 - Bulkcement is normally used on high
production paving projects. Cement should be
measured by weight within a maximum allowable
error of 1 percent.
8.2.2 - Aggregates should be weighed within a
maximum allowable error plus or minus 2
percent.
8.2.3 - Mixing water may be measured by
weight or by volume. Measurement of the water
should be within a maximum allowable error of
plus or minus 1 percent of the total mixing
water. The use of wash water as a portion of
the mixing water for succeeding batches should
not be permitted unless the quantity of wash
water is accurately measured.
8.2.4 - Chemicaladmixtures, other than fly ash
and other cementitious materials, should be used
in liquid form and may be batched by weight or
by volume. Accuracy of weighing chemical
admixtures should be within plus or minus 3
percent of the required weight. Volumetric
measurements should be within an accuracy of
plus or minus 3 percent of the total amount
required. A suitable device for measuring and
dispensing the liquid admixture should be
provided. If an air-entraining admixture is used
together with a chemical admixture, each
admixture should be measured and added to the
concrete mix separately to avoid all contact with
each other until they are in the mix. All other
cementitious materials should be measured by
weight to an accuracy of plus or minus 3
percent.
8.3-Central-mixed concrete
8.3.1 Stationary mixers - Stationary mixers at
the site should meet the standards of the
Concrete Plant Manufacturers Bureau.
6
Regardless of mixer size, the required minimum
mixing time for an individual mixer should be
specified as that which, as shown by tests, will
result in satisfactory mixing. The mixing time
should not be less than 60 sec. Where mixer
performance tests are not made, minimum
mixing time should be in accordance with ASTM
C 94. Preblending of materials is necessary to
obtain a uniform mixture with large batches and
short mixing times.
Mixing of concrete should continue for the
required mixing time after all ingredients,
including water (and admixture if added with the
water), are in the mixing compartment of the
mixer before any part of the batch is released.
Transfer time in multiple drum mixers should be
counted as part of the mixing time.
8.3.2 Transporting mixed concrete - When
nonagitating hauling equipment is used for
transporting concrete to the delivery point,
discharge should be completed within 45 min
after mixing. In case of emergency, the haul
time may be increased to that which will not
result in undue loss of slump or separation of
the mixture (see ASTM C 94). Under
conditions contributing to quick stiffening of the
concrete or when the temperature of the
concrete at point of discharge is 85F (30C) or
above, the time between mixing and discharge
should not exceed 30 min.
8.4-Ready-mixed concrete
Ready-mixed concrete should be mixed,
handled, and transported to the site in
accordance with ASTM C 94. Truck mixers
should conform to the requirements of the
Truck Mixer Manufacturers Bureau of the
National Ready Mixed Concrete Association.
Suitable equipment should be provided for
transferring the concrete from the transporting
vehicle and distributing it uniformly, without
segregation, on the grade.
CHAPTER 9-PLACING AND FINISHING
CONCRETE
9.1-Placing
9.1.1 Equipment - Placing equipment should be
capable of transporting the mixed concrete from
the mixer or hauling equipment and depositing it
near its final position on the grade with a
minimum of segregation, and without damage to
the grade. On large jobs, screw, belt, or hopper
type spreaders are available and should be
required. These generally operate from the
shoulder and carry the concrete the full width of
the slab. If transit mixers are used, with only
chutes available to deposit the concrete on the
grade, lane-at-a-time paving is advisable. When
plain pavement is constructed with a slipform
paver, concrete may be dumped on the grade in
front of the paver from dump trucks. Hauling
equipment should not be allowed to operate on
the grade in front of the paver if rutting occurs.
9.1.2 Special situations - Where widths vary at
ramps and intersections, it will not always be
possible to use ideal methods. However, it is
equally important to require that concrete not
be dumped haphazardly and shoved or vibrated
into its final position. Hand shoveling may be
necessary to avoid segregation.
9.2-Spreading
9.2.1 Equipment - For large jobs, paddle or
auger type spreaders, belt spreaders, and hopper
and auger type spreaders are available and
should be required, unless slipform pavers are
used. Slipform paving machines include built-in
equipment for proper spreading. All should be
operated with care in a prescribed and uniform
manner to minimize segregation. See Fig. 9.2.1
On smaller projects spreading can be
accomplished in a number of ways such as with
mixer powered strikeoff, hand tools, or a plank,
but in any case the concrete should be spread to
the proper depth for consolidation and finishing.
Fig. 9.2.1 -Concrete spreader. Dowel basket,
hookbolts, lane-at-a-time construction
9.2.2 Two-course construction - When mesh is
to be used, and is to be placed by hand, the
concrete below the mesh is struck off, the mesh
placed and tied, and the top course spread. On
large projects two spreaders are sometimes used.
More commonly, the concrete is struck off to its
full depth and the mesh vibrated or tamped to
its proper position. Mechanical mesh depressing
machines are also available.
9.3-Consolidation
9.3.1 Methods - A guide to proper
consolidation can be found in ACI 309R.
Spading at joints and edges, screeding,
mechanical tampers, and vibrators are all
effective to some degree but do not
automatically assure dense concrete. Vibrators,
either internal (spud), or surface types (pan or
tube), are capable of producing good results.
However, surface vibrators should be used with
care to prevent excess mortar from rising to the
surface. Surface vibration may not provide
adequate consolidation for thick pavements.
9.3.2 Procedure - The entire area of the
pavement should be consolidated in a manner as
effective as possible. Particular attention should
be given to edges, the area along the centerline,
and at other joints. Mechanical mesh placers
may provide some consolidation. Slipform
pavers are equipped with gang mounted internal
vibrators and are operated within the concrete
mass to consolidate the concrete as the paver
moves forward. Vibrators should be stopped
when the paver is stopped.
9.3.3 Special situations - Extra care is required
to assure proper consolidation around dowel
bars and supporting baskets, at edges and
corners or around drains, and at irregular
sections related to ramps or intersections.
9.4-Finishing
9.4.1 Slipform pavers - Slipform pavers are
designed to spread, consolidate, screed, and float
finish the freshly placed concrete in one pass of
the machines to provide a well consolidated and
homogenous pavement requiring a minimum of
hand finishing to meet surface tolerances. The
machines should vibrate the concrete pavement
for its full width and depth. Vibration is usually
supplied by gang mounted spud type internal
vibrators.
Slipform pavers should be operated with as
nearly a continuous forward movement as
possible, and all operations of mixing, delivering,
and spreading concrete should be coordinated to
provide uniform progress with stopping of a
paver held at a minimum. When it is necessary
to stop a paver, the vibratory elements should
also be stopped. Slipform pavers are capable of
taking grade from a subbase or subgrade
accurately trimmed with automated equipment,
or sensing devices working off a stringline.
9.4.1.1 Edge Slump - Edge slump is of
particular concern with slipform pavers,
especially for thick pavements. It must be kept
to an absolute minimum, within project
specifications. This is accomplished by proper
concrete proportion use of low slump concrete
and proper operation of the paver. If edge
slump requiring significant hand work occurs,
the paving operation should be stopped and
procedures altered. Specifications generally
require edge slump to be no more than
1
/
4
in. (6
mm).
9.4.2 Equipment - Requirements for finishing
equipment should not be so restrictive as to
prohibit new and improved types. If properly
used, tube finishers are effective, but see Section
10.5 for procedures needed to assure nonskid
surfaces.
9.4.3 Procedure - Regardless of the type of
equipment used, good results are attainable if all
machines are coordinated, properly adjusted,
and operated by experienced personnel.
Slipform pavers should carry a constant, uniform
roll of concrete ahead of the strike-off device to
submerge the internal vibrators and equalize the
depth of concrete placed by the spreader. It is
almost impossible for following equipment in the
train to completely equalize the depth if a
spreader has a tendency to leave too much, too
little, or erratic amounts of concrete.
9.4.4 Hand finishing - If a significant amount
of hand finishing becomes necessary when
paving with any type of full-scale paving
equipment, the operation should be stopped and
procedures altered to eliminate the need for
hand work. No water should be added to the
surface for finishing purposes.
9.5-Texturing of surface
The surface of a pavement should include
both fine and coarse texture. The fine texture
(grittiness) is formed by the sand in the cement-
mortar layer. The coarse texture is formed by
the ridges of mortar left by the method of
texturing.
A wide variety of skid-resistant texture
patterns can be applied to concrete surfaces.
Different textures may be desirable at different
locations on the same project. The texture
method selected should be compatible with the
environment, speed, and density of traffic, and
topography and geometrics of the pavement.
An adequately skid-resistant texture can be
built into concrete pavements by using one or
more of the following texturing methods: burlap
drag, brooming, wire combs, and other types
such as rug backing, plastic combs, etc. (see Fig
9.5).
Superior skid resistance may be required to
provide additional safety in critical areas such as
toll plazas, busy intersections, airport runways,
or other locations where frequent braking,
acceleration, or cornering occurs. This may be
accomplished by providing deeper than normal
texturing, grooving, or if necessary, by
introducing aluminum oxide, silicon carbide, or
other wear-resistant particles into the surface of
the concrete. ACI 325.6R provides further
guidance on texturing pavements.
Fig. 9.5-Different textures used to increase skid resistance: (1) burlap drag (2) wire comb, (3) heavy nylon
bristle broom, (4) fine nylon bristle broom, (5) natural bristle broom, (6) grooving tool plus natural bristle
broom, and (7) planer. (Courtesy Missouri State Highway Commission)
9.6-Edging
The edges along the formline and at
expansion joints should be smoothed with an
edging tool. Contraction joints should also be
edged unless formed by sawing. Construction
joints are also sometimes edged, but with a short
radius tool unless they are to be grooved and
filled. Profile recording devices are commonly
used to determine smoothness of a highway
pavement surface. Accumulated measurement
of deviation from a plane surface for a chosen
length of pavement indicates ride characteristics
of the pavement. Measurements should be
taken within 24 hr of concrete placement to
allow correction early in the pavement curing
process.
9.7-Ramps and intersections
Past practice has been to use irregular ramp
widths and sections of odd shape which
generally precluded the use of highly
mechanized equipment. While these paved
areas cost about double the same amount of
mainline pavement, they seldom are of equal
quality and tend to show deterioration earlier
than the rest of the project. Extra effort should
be expended to place and finish ramp and
intersection concrete without resorting to unduly
high slump concrete or other expedients. Every
effort should be made to
standardize ramp widths to the maximum extent
possible consistent with traffic considerations.
Ramp design which permits hauling concrete on
the subbase also contributes to reduced
construction costs due to the restricted hauling
space available on most ramps.
9.8-Surface requirements
9.8.1 High-speed roads - High-speed roads are
roads carrying traffic with an average speed over
45 mph (72 km/h). Surfaces of these roads are
generally required to be within
1
/2

in. (3 mm) as
measured with a 10 ft (3 m) straightedge in the
longitudinal direction. Deviations of more than
1
/8

in. (3 mm), but less than
1
/2

in. (13 mm)
should be corrected by grinding in such a
manner as not to result in a polished surface. If
more than
1
/2

in. (13 mm), the pavement should
be corrected by grinding if the pavement is
within thickness tolerances, evaluated as to its
serviceability, or removed and replaced. A
greater tolerance, up
1
/4

in. (6 mm) in 10 ft (3
m), can be permitted for surface deviations
measured in the transverse direction.
9.8.2 Ramps, intersections, and low-speed
roads - Surface tolerances may be difficult to
meet for these pavements. Extra effort should
be made to use construction techniques which
will produce surface tolerances comparable to
those on the mainline. However, surface
tolerance can be increased to
1
/
4
in. (6 mm) in
10 ft (3 m) in these sections.
CHAPTER 10-CURING AND PROTECTING
10.1-Curing
CONCRETE
Immediately after the finishing operations have
been completed and the water film has
evaporated from the surface or as soon as
marring of the concrete will not occur, the entire
surface of the newly placed concrete should be
covered and curing in accordance with one of
the methods in Sections 10.1.1 through 10.1.5.
In all cases in which curing requires the use of
water, the curing operation should have prior
right to all water supply or supplies. ACI 308
should be used as a guide. This
recommendation requires 7 days curing at
temperatures above 40F (4C) but provides for
shorter curing periods if 70 percent or more of
specified compressive or flexural strength can be
attained earlier.
10.1.1 Membrane curing - Immediately after
the water film has disappeared from the surface
of the pavement, the surface should be
uniformly coated with liquid membrane curing
material by a suitable means of an approved
mechanical spray machine at the rate of not less
than 1 gal. per 150 ft
2
of surface (one L per 3
m
2
), or as recommended by the manufacturer.
To insure uniform consistency and dispersion of
the pigment in the curing material, it should be
agitated in the supply container immediately
before transfer to the distributor and kept
thoroughly agitated during application. Irregular
areas or sections of pavement where the use of a
mechanical spraying machine is impracticable
may be sprayed with approved hand spraying
equipment. The sides of the pavement slab
should be coated within 60 min after the
removal of forms. Any areas of the coating
which are damaged within the specified curing
period should be immediately repaired.
10.1.2 Mono-molecular coatings - This type of
membrane coating material may be desirable
under adverse drying construction conditions to
retard surface evaporation. This is not a
substitute for curing.
10.1.3 Cotton mats or burlap - The surface and
edges of the pavement should be entirely
covered with mats. Prior to being place, the
mats should be saturated thoroughly with water.
The mats should be so placed as to cause them
to remain in intimate contact with the surface,
but these should not be placed until the surface
has hardened sufficiently to prevent marring.
They should be maintained fully wetted and in
position for the specified curing period.
10.1.4 Waterproof paper - As soon as the
pavement has hardened sufficiently to prevent
marring of the surface, the pavement should be
entirely covered with waterproof paper. The
paper units should be lapped 12 in (300 mm).
The waterproof paper should be sufficiently wide
to overlap and completely cover the sides of the
slab after the forms have been removed unless
additional strips of paper are furnished for
curing the sides. The curing paper should be
place and maintained in intimate contact with
the surface and sides of the pavement during the
curing period. Damaged curing paper which
cannot be effectively patched or repaired should
be discarded. Curing paper should be placed
only on a moist surface. If the surface appears
dry it should be wetted by a spray fine enough
to prevent damage to the fresh concrete.
10.1.5 White polyethylene sheeting - The surface
and sides of the pavement should be entirely
covered with white polyethylene sheeting. It
should be placed while the surface of the
concrete is still moist. If the surface appears dry
it should be wetted with a fine spray before the
sheeting is placed. Adjacent sheets should be
lapped 18 in. (460 mm). The sheeting should be
weighted to keep it in contact with the pavement
surface and it should be large enough to extend
beyond the pavement edge and completely cover
the sides of the slab after the forms have been
removed. The polyethylene sheeting should
remain in place for the duration of the curing
period. A minimum polyethylene thickness of 4
mils (1 mm) should be specified. Special
insulating sheeting materials are sometimes used
for cold weather or fast-track paving.
10.1.6 Curing of saw cuts - Saw cuts in
pavement being cured should be protected from
rapid drying. This is often accomplished with
twisted paper or fiber cords or ropes, or with
gummed polyethylene strips, or other approved
material.
10.2-Cold weather curing
Cold weather curing should provide protection
from freezing without overlooking the primary
goal of retaining moisture for the time necessary
to bring cement hydration to an acceptable
point. Polyethylene sheets covered with hay or
straw serve both purposes. See ACI 306R and
ACI 306.1.
10.3-Protection of finished pavement
The contractor should protect the pavement
and its appurtenances against both public traffic
and traffic caused by his own employees and
agents. This should include the use of flaggers
to direct traffic and the erection and
maintenance of warning signs, lights, barricades,
and pavement bridges or crossovers. Any
damage to the pavement, occurring prior to
opening to the public should be repaired or the
pavement replaced. (See Section 13.1.2).
10.4-Protection against rain
So that the concrete may be properly
protected against the effects of rain before the
concrete has sufficiently hardened, the
contractor should be required to have available
at all times materials for the protection of the
surface of the unhardened concrete. Such
protective materials should consist of burlap or
cotton mats, curing paper, or plastic sheeting
material. In addition, when the slipform method
of paving is used, the contractor should be
required to have an acceptable plan for the
emergency protection of the surface and edges.
When rain appears imminent, all paving
operations should stop and all personnel should
take the necessary steps for complete protection
of the unhardened concrete. Additional
information can be found in Reference 7.
CHAPTER 11-CONCRETE BASES TO BE
SUBSEQUENTLY COVERED WITH A
SURFACE COURSE
11.1-General
This work consists of constructing a course of
portland cement concrete base, with or without
reinforcement as specified, on a prepared grade
in compliance with these recommended
practices. The recommendations of Chapter 9
should be followed unless modified by the
following.
11.2-Materials
Recommendations for materials to be
included in the work are given in Chapter 2.
11.3-Econocrete
Econocrete may be considered as a concrete
base for various surface courses.
11.4-Proportioning
Proportioning of concrete for bases should be
done in accordance with the recommendations
of ACI 211.1 and Chapter 6 of this report.
11.5-Transverse weakened-plane joints
Concrete bases may be provided with
expansion and/or contraction joints, and should
be constructed according to the
recommendations provided for constructing
similar joints in concrete surface courses.
11.6-Surface finishing
No intentional effort should be made to
roughen the pavement surface. Final finish
should be left as smooth as possible without
extraordinary finishing effort in order to keep
the coefficient of friction low. The finished
surface should not deviate more than
1
/
4
in. (6
mm) between two contact points when tested
with a 10-ft (3-m) straightedge parallel to the
centerline.
11.7-Curing for base courses
Base courses should be cured as carefully, and
in the same manner, as surface courses. Wax
base membranes are considered bond breakers,
and should not be used on patches that are
expected to bond with concrete overlays.
CHAPTER 12-COLD AND HOT WEATHER
CONCRETING
12.1-Cold weather concreting
Numerous problems are encountered in winter
concreting operations which make advanced
planning necessary. Materials for protection of
the subgrade and underlying base courses, and
for curing of the concrete should be on hand at
the jobsite prior to the start of concreting
operations. Special winter concreting practices
are covered in ACI 306R and ACI 306.1.
12.2-Hot weather concreting
During hot weather concreting, necessary
precautions should be taken to place the
concrete at the coolest temperature practicable.
The concrete temperatures must be controlled to
assure proper placing, consolidation, finishing,
and curing, and to prevent plastic shrinkage
cracking. For useful information for preventing
problems that can develop during hot weather
concreting, refer to ACI 305R.
CHAPTER 13-MISCELLANEOUS
13.1-Thickness tolerances
All pavements and base courses should be
constructed to the thickness shown on the
drawings. Careful checking of form elevations,
and measurements of the depth to the subgrade
or underlying base course by stringline
measurements will generally suffice. Should it
be considered necessary to determine the
thickness of pavement after placement, the
pavement thickness should be determined by
measurement of cores drilled from the
pavement. Cores should be taken at intervals as
required by the Engineer. The cores should
have a diameter of at least 4 in. (100 mm).
Measurement of individual cores should be
performed in accordance with ASTM C 174.
13.1.1 Thickness tolerances for pavements and
bases - Acceptance of the work should be based,
in part, on the result of test cores taken from
the finishing work. Consideration should be
given to providing for partial payment of the
contract unit price per square yard for the work
through a price adjustment based on the
recommendations contained in the AASHTO
Guide Specifications for Highway Construction.
2
13.1.2 Opening to traffic and construction traffic
limitations - The finished pavement should be
protected against damage from the construction
operations and traffic until final acceptance.
As a construction expedient in paving
intermediate lanes or closure lanes of
pavements, the operation of equipment on the
previously placed lanes may be permitted under
the conditions outlined below. Vehicle loads
should not exceed design axle load.
In no case should hauling equipment or
concrete mixer trucks be permitted on newly
paved lanes until the pavement has attained a
strength sufficient to carry the traffic without
being damaged. The transverse and longitudinal
joints should be sealed or otherwise protected
before any construction traffic is permitted.
Rapid strength gain concrete mixtures may be
specified to provide earlier opening of the
pavement.
Other construction equipment such as
subgrade planers and concrete finishing
machines may be permitted to ride on the edges
of previously constructed pavement slabs when
the concrete is at least 72 hr old and has
attained a minimum flexural strength of 400 psi
(3 MPa). All edges of slabs should be protected
from damage.
Pavements carrying construction equipment
traffic should be kept clean. Spillage of material
or concrete should be removed immediately
after occurrence.
Traffic should be excluded from the pavement
by erecting and maintaining barricades and signs
until the concrete is at least 14 days old, or for a
longer period if necessary to gain adequate
strength. No traffic should be permitted on the
pavement until the joints have been sealed.
Any portion of a pavement damaged by
traffic, construction equipment, or other causes
prior to final acceptance by the Engineer should
be repaired or replaced by and at the expense of
the Contractor by procedures and methods as
approved.
CHAPTER 14-REFERENCES
14.1 Recommended references
The documents of the various standards-
producing organizations and ACI documents
referred to in this document are listed below
with their serial designation.
American Association of State Highway and
Transportation Officials
M 182 Burlap Cloth Made from Jute or
Kenaf
M 282 Joint Sealants -- Hot Poured --
Elastomeric Type for Portland
Cement Concrete Pavement
T 26 Quality of Water to be Used in
Concrete
CONCRETE PAVEMENTS AND BASES
American Concrete Institute
121R Quality Assurance Systems for
201.2R
211.1
212.3R
214
221R
223
225R
226.1R
226.3R
304R
305R
306R
306.1
308
309R
311.4R
Concrete Construction
Guide to Durable Concrete
Standard Practice for Selecting
Proportions for Normal,
Heavyweight, and Mass Concrete
Chemical Admixtures for
Concrete
Recommended Practice for
Evaluation of Strength Test
Results of Concrete
Guide for Use of Normal Weight
Aggregates in Concrete
Standard Practice for Shrinkage-
Compensating Concrete
Guide to the Selection and Use of
Hydraulic Cements
Ground Granulated Blast-Furnace
Slag as a Cementitious
Constituent in Concrete
Use of Fly Ash in Concrete
Guide for Measuring, Mixing,
Transporting, and Placing
Concrete
Hot Weather Concreting
Cold Weather Concreting
Standard Specifications for Cold
Weather Concreting
Standard Practice for Curing
Concrete
Guide for Consolidation of
Concrete
Guide for Concrete Inspection
311.5R
318
325.6R
504R
544.1R
SP-2(311.1R)
ASTM
A 184
A 185
A 497
A 615
A 616
A 617
A 775/
A 775M
A 884
C 31
325.9R-25
Batch Plant Inspection and Field
Testing of Ready-Mixed Concrete
Building Code Requirements for
Reinforced Concrete
Texturing Concrete Pavements
Guide to Joint Sealants for
Concrete Structures
State-of-the-Art Report on Fiber
Reinforced Concrete
ACI Manual of Concrete
Inspection
Specification for Fabricated
Deformed Steel Bar Mats for
Concrete Reinforcement
Specification for Welded Steel
Wire Fabric for Concrete
Reinforcement
Specification for Welded
Deformed Steel Wire Fabric for
Specification for Deformed and
Plain Billet-Steel Bars for
Specification for Rail-Steel
Deformed and Plain Bars for
Specification for Axle-Steel
Deformed and Plain Bars for
Specification for Epoxy Coated
Reinforcing Steel Bars
Specification for Epoxy-Coated
Steel Wire and Welded Wire
Fabric for Reinforcement
Methods of Making and Curing
Concrete Test Specimens in the Field
325.9R-26
C 33
C 39
C 42
C 78
C 94
C 109
C 127
C 128
C 136
C 138
C 143
C 150
C 171
C 173
Specification for Concrete
Aggregates
Test Method for Compressive
Strength of Cylindrical Concrete
Specimens
Method of Obtaining and Testing
Drilled Cores and Sawed Beams
of Concrete
Test Method for Flexural
Strength of concrete (Using
Simple Beam with Third-Point
Loading)
Specification for Ready-Mixed
Concrete
Test Method for Compressive
Strength of Hydraulic Cement
Mortars (Using 2-in. or 50 mm
Cube Specimens)
Test Method for Specific Gravity
and Absorption of Coarse
Aggregate
Test Method for Specific Gravity
and Absorption of Fine Aggregate
Test Method for Sieve Analysis of
Fine and Coarse Aggregates
Test Method for Unit Weight,
Yield, and Air Content
(Gravimetric of Concrete)
Test Method for Slump of
Portland Cement Concrete
Specification for Portland Cement
Specification for Sheet Materials
for Curing Concrete
Test Method for Air Content of
Freshly Mixed Concrete for
Volumetric Method
C 192
C 231
C 260
C 309
C 494
C 595
C 618
C 684
C 845
C 989
D 994
D 1190
D 1751
Test Method of Making and
Curing Concrete Test Specimens
in the Laboratory
Test Method for Air Content of
Freshly Mixed Concrete by the
Pressure Method
Specification for Air-Entraining
Admixtures for Concrete
Specification for Liquid
Membrane-Forming Compounds
for Curing Concrete
Specification for Chemical
Admixtures for Concrete
Specification for Blended
Hydraulic Cements
Specification for Fly Ash and Raw
or Calcined Natural Pozzolan for
Use as a Mineral Admixture in
Method of Making, Accelerated
Curing, and Testing of Concrete
Compression Test Specimens
Specification for Expansive
Hydraulic Cement
Specifications for Ground Iron
Blast-Furnace Slag for Use in
Concrete and Mortars
Specification for Preformed
Expansion Joint Filler for
Concrete (Bituminous Type)
Specification for Concrete Joint
Sealer, Hot-Poured Elastic Type
Expansion Joint Fillers for
Concrete Paving and Structural
Construction (Nonextruding and
Resilient Bituminous Types)
D 1752
D 1850
D 1854
D 2628
D 2828
D 2835
D 3406
D 3569
Sponge Rubber and Cork
Expansion Joint Fillers for
Concrete Paving and Structural
Construction
Specification for Concrete Joint
Sealer, Cold Application Type
Specification for Jet-Fuel-
Resistant Concrete Joint Sealer,
Hot-Poured Elastic Type
Polychloroprene Elastomeric Joint
Seals for Concrete Pavements
Specification for Nonbituminous
Inserts for Contraction Joints in
Airfield Pavement, Sawable Type
Specification for Lubricant for
Installation on Preformed
Compression Seal in Concrete
Pavements
Specification for Joint Sealants,
Hot-Poured, Elastomeric-Type,
for Portland Cement Concrete
Pavements
Specification for Joint Sealant,
Hot-Poured, Elastomeric, Jet-
Fuel-Resistant Type, for Portland
Cement Concrete Pavements
Federal standards
SS-S200 Sealing Compound, Two
Components, Elastomeric
Polymer Type, Jet-Fuel-Resistant,
Cold Applied, Concrete Paving
AASHTO standards can be obtained from
the American Association of State Highway and
Transportation Officials, 341 National Press
Building, Washington, D. C. 20004.
ACI publications are available from the
American Concrete Institute, P.O. Box 19150,
Detroit, Mich. 48219
ASTM standards may be obtained from the
American Society for Testing and Materials,
1916 Race St., Philadelphia, PA 19103.
TRB standards may be obtained from the
Transportation Research Board, 2101
Constitution Ave., N. W., Washington, D. C.
20418.
Federal standards are available through the
Superintendent of Documents, U.S. Government
Printing Office, Washington, D. C. 20402.
14.2 Cited references
1. Admixtures in Concrete: Accelerators, Air Entrainers,
Water Reducers, Retarders, Pozzolans, Special Report No.
119, Transportation Research Board, Washington, D. C.,
1971, 32 pp.
2. Guide Specification for Highway Construction,
American Association of State Highway and Transportation
Officials, Washington, D. C., 1984.
3. Design and Construction of Bridge Approaches,
NCHRP Synthesis 159, Transportation Research Board,
Washington, D. C.
4. Technical Bulletin on Fast Track Paving, American
Concrete Pavement Association, Arlington Heights, Ill.
5. Certification of Ready Mixed Concrete Production
Facilities, QC-3, National Ready Mixed Concrete
Association, Silver Spring, MD.
6. CPMB 100--Concrete Plant Standards of the CPMB,
Eighth Revision, 1986.
7. Concrete Pavements Exposed to Rain During
Construction, American Concrete Pavement Association,
Arlington Heights, IL
This report was submitted to letter ballot of the
committee and was approved according to
Institute procedures.

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