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' ' l . . ,n/ .' . “‘71:, -3 .9 .. 1' 319(fi'fr/\ .JJ - ~ .. ‘--.~‘-.v ~ '_ ' ..- I“'n' ,p‘- ‘7 .I' 4"." ._’_ I . V? *1“) x J. ,Fr‘ ‘1. ‘0“, . ., n , c .' O n .j '1 .3 .r h A ~) g 1“ , I; .QZ.‘ o’m-fi v" - z "- v- 9- ~' 0 . i . 1.» i ‘ L‘ . w' w ' *1“. a I. ~ . . WA! 1 ‘V ‘ . If .k ''''''' i 3.,"- -~. 'd .4. - qu 1‘: ' .‘ . a 0‘20 .5 ‘ p f’: ..I\ r 'i :1 {a , \a A 3.4- J ‘flfi-n .‘é‘._" a- _ 1 I _ I A Study of Bituminous Expansion materials for Concrete Pavements A Thesis Submitted to The Faculty of IHCHIGAN STATE COLLEGE OF AGRICULTURE AED APPLIED SCIENCE BY K. W} Eggmpscn Candidate for the Degree of Bachelor of Science June 1930 y H hats CQVA TABLE OF CCKTZKTS Title Page Acknowledgement - - - - - -\- - - _ _ - - - - - - - - Object of Ibis Thesis - — - — - - — - - - - _ - _ - - short History of Exyenslon Kateriel - - - - - - - - - v '0 I I I I I I I I Why Is Expansion'fietnrial Necessary U .- 'flyp-s of szuns ’4“ Chemical Analvsis of Six Sam lee of EKraneicn lmterial Experiments on Contraction and Expansion - - a - _ _ _ A fleetic Expansion Heterial Ccnsisting of Sawdust, Sand, and Silica ”let - - - - - _ - '0r-——————————----~----~ 10893.3( T0 {:3 01 (D (\3 (*1 "i F1 (5 m ; *4 "I (U 9 (I) ACKNOWLED BRENT I wish to express my appreciation in behalf'of’lr. E. A. Finney for the fine cooperation and untiring effort on his part in helping me form- ulate and devise my work. I also wish to express my appreciation to the officials of the W: R. meadows. Inc.. of the Philip Carey 00., of the Serviced Products Corpora- tion, of the Johns - manville Co., and of the Biker lumber Co. of Lane- ing, Michigan, for their hearty cooperation in furnishing the material for my use. The literature which the three former companies sent me was also of valuable benefit. .A great deal of the success of this thesis has been due to the finest kind of c00peration from those named above. (2) OBJECT OF THIS THESIS The object of this thesis may be divided into three parts: 1. 2. 5. To determine the percent of bitumen and fibrous material in each of the six samples which I have at hand. Also to de- termine the percent of organic and mineral matter in the fi- brous material and to identify the bitumen. To determine the amount of expansion of each sample after being compressed under various pressures. To formulate a mastic compound consisting of asphalt and sawa dust plus some sort of mineral matter such as sand. which would make a satisfactory expansion material with the desired resiliency and permeability. (3) SHORT HISTORY C? EXPANSION METERIAL Fer centuries concrete has been used in some form for the con- struction of huge engineering projects. Take for example, the early Roman roads. Although these roads were constructed of stone blocks, the blocks were bound together by a mortar consisting of hot lime and sand. It is true that today the word concrete does not designate a mixture of hot lime and sand, but such a mixture was a fore-runner of the present material which we call concrete and which is used exten- sively throughout the entire world. In the construction of the early concrete pavements, there was little or no knowledge of the physical characteristics of the pave- ment after it had once been laid. Drainage was known to be an impor- tant factor, but the expansion and contraction of the material were factors which were not dealt with at first. Consequently, trouble av rose in construction due to the cracking and heaving of the pave- ment resulting from the continual contraction and expansion. As a result, there was much costly construction which was ruined or made very unsightLy and large fiancial lossed were sustained. Engineers began to realize that there had to be an insertion of some elastic material at certain intervals between the slabs in order to counteract the change in volume. A pavement laid without ade- quate provision for expansion and contraction was a waste of time as well as a waste of’monay. The first material to be used for expansion material was wooden (4) boards. These boards were spaced transversely at short intervals a- long the roadway. In some measure this material was successful, but it lacked resiliency and permeability and due to decay was very short- lifed. These defects Were not the onLy factors which made the wooden material unfit for expansion joint purposes, but they were the princi- pal ones. Since these characteristics, which were and are very essen- tial to good eXpansion material, were lacking, wooden boards were ren- dered impractical. The wooden material did not last long, however, because asphalt was found to be the logical material for expansion joint purposes, due to its ability to retain its elasticity under varying climatic condit- ions. After actual experiments had been made pure asphalt was found to be too soft in the summer and too hard and brittle in the winter. Due to the intense summer heat, the asphalt would melt and be forced out of the gaps, and be carried away by the traffic. When the contrac- tion of the concrete occurred there was no material left to fill the gap. In winter the asphalt became brittle and was shattered and broken up by the shocks and impacts caused by the traffic. In both cases wa- ter and dirt settled in the gap and became an inert material. This caused considerable damage to the construction. There is today, highly developed expansion materials which have re- sulted from the necessity to provide for the continual contraction and expansion which occurs in our modern concrete pavements. This material is not pure asphalt, but a mixture of fluxed asphalt and fibrous material. The fibrous material acts as a binder and because of its inertness is not affected by temperature and moisture variations. There are various companies throughcut the United States that man- ufacture different types of material for expansion Joint purposes. These companies have fully equipped laboratories which possess adequate research and development facilities. All of these companies extend the finest kind of cooperation toward research developments and are always willing to aid in any experiments conducted outside of their own premises. (6) WHY IS EXIAVSION PRTERIAL NECESSARY? EKpansion joints are placed in rigid pavements for three general :urposes: 1. To prevent so—called blowbups or heaving of pavement. 2. To control cracks. 3. To prevent spalling due to unrelieved compressive stresses. Due to experiments conducted by various companies and experiment stations throughout the United States, it has been found that concrete expands or contracts .0000055 to .0000055 or an average of .000005' times its length in inches per degree change in temperature. The modulus of elasticity of concrete is taken as 3,000,000. On this basis the unit stress :.3,000,000 X .000006 :_18 pounds per square inch. This means that one degree change in temperature is capable of produc- ing a tensile or compressive stress of 18 pounds per square inch. A good daily average temperature change may be taken as 10 degrees. .000006 X 10 X 5280 x 12 :,3.801 inches per mile. This is the amount of contraction or expansion which takes place due to a daily variation of 10 degrees in one mile of pavement. A good annual average temperature change may be taken as 130 de- grees. .000006 X 130 X 5280 X 12 :_49.413 inches per mile. This is the amount of contraction and expansion which takes place due to an annual variation of 130 degrees in one mile of pavement. Imxinum temperature stresses also vary over the cross-section of (7) the slab. The variation in temperature is 10 to 20 degrees. Only at short intervals in the morning and evening is the temperature constant throughout the cross-section of the slab. This variation would tend to expand the upper part of the cross-section of the slab when the lower part was contracting and vice-versa. There are bending stresses which are set up due to traffic loads which may cause both tension and compression. These stresses are taken into consideration in the design of the pavement, but due to fatigue, impact, and excess traffic loads, additional bending stresses may take place. twisture and dryness are two more factors which bring about con- traction and empansion of pavements. The general tendency among en- gineers is too disregard entirely the effect of moisture and its relap tion to the changes in volume of the concrete. Concrete expands when wet and contracts when dry, the amount of change varying with the pro- portions of the cement and its age. The greater the proportions of ce- . ment, the greater the change in volume due to moisture. The change in vnlume due to the variation in moisture content is equally as great as, the change due to a variation from summer to winter temperature. Lab- oratory measurements have been made which indicate that under ideal con- ditions moisture can cause a change in length equivalent to that change caused by a variation in temperature of 109 degrees. The statements made above are statements which are true in every de- tail. I have set forth four very important reasons for the use of ex- pension Joint material. Preper provisions must be made to take care of the variations in volume if success is to be had in the construction of modern pavements. TYFES OF EXPANSION JOINT MATERIAL In general there are two different types of joints used in the construction of pavements; the premoulded joint and the poured joint. These joints consist of two materials as a basis; asphalt and tar. There are three advantages in using these materials; 1. Price; 2. General availability; 3. Ease of handling. The premculded joints are more popular among contractors due to the ease with which they can be installed and the lack of tools which are necessary in installing poured joints. These premoulded joints are $304 in two ways: as a joint which cuts the entire cross-section of the slab and as a dummy joint which cuts only a part of the cross-section. The joint which cuts the entire cross-section is used throughout the United States on all of the large high—ways. However, the dummy joint has proven satisfactory in various parts of the country. Fbr example, the city of Seattle has had unusual success in the use of dummy joints. The amount of cracks was decreased by 96%iby their use and the durability and continuity of the concrete was also increased. The joint wa s constructed by means of making the gap with a two inch T-bar and filling it with the premoulded material only two inches deep. Each side of the joint was edged and finished. The complete separation of adjacent slabs through joints is in marked contrast to conditions at the dummy joint. EVen after cracking below the dummy joint, has occurred, the adjacent slabs are keyed and interlocked by the irregular nature of the crack, and any change in surface elevation is common and mutual to the two abutting slabs. A slight change in direction may occur, but abrupt discontinuity in the surface is impossible. There is a decided advantage in the use of dummy joints as compared with through joints, as I have shown above. provided there is no large variation in moisture content and temperature of the concrete. The joints are easily installed and are very economical. However, such joints would not be suitable in Michigan due to the large variation in temperature and moisture content. The poured joints are constructed by means of first placing some sort of a form between adjacent slabs and then removing the form as soon as the concrete is set and pouring the joint material into the gap. There are various methods of making the gap. The most commons methods are using a board slightly tappered and using a wedged shaped shell of steel which may be easily removed after the concrete becomes set by re- moving the wedges which keeps the shell spread apart. These are only two of the many methods which are used. The material used in the poured joints can be and is used for crack fillers also. The one big advantage of the poured joint is that it has a tendency to cling to the concrete with which it comes in contact and this results in a much more stable expansion material. There is less chance of the material being separated from the concrete and the gap becoming filled with dirt and water. Of the two types of joints. the poured and premoulded, the later is (11) used much more extensively than the former. However, I can see no reason why the poured joint cannot be used more in the future. The big item is an economical means of installing such a joint. ’AI‘TS I ”CI-I ILlTE’R IAL CIEIICAL HTALYSIS CF SIX SETTIES OF m Ihad six samples of 331- inch expansion material with which to work in making my analysis. Approximately 100 grams of each sample were broken up and placed in individual bezflcers filled with 2:00 to 300 cc. of carbon disulphide, and. left for 24 hours. Each swnple was completely disintegrated as a result of the bitumen being dissolved by the carbon disulphide. The fibrous material was removed by means of the centrifugal method. Each sample after being dissolved was placed in the iron bowl of the cen- ‘itifagal extractor. properly called the "Rotorex". A round piece of felt paper was placed on the bowl with the center cut out to allow air to es- cape during the process after the cover had been fastened on by means of a milled nut. 1m empty beaker was placed at the spout before start- ing the machine. The machine was started and run slowly at first to allow for an even distribution of the fibrous material. The speed was then increased by means of the regulator until the dissolved bitumen was drained off. When the first charge was drained off the motor was stopped and a fresh amount of carbon disulphide was added. This operation was repeated four to six times using 150cc. of disulphide with each addition. . l'.’ 1611 the last addition of disulphide had been drained off the ccver arid felt paper were removed and the fibrous material was rernoved from the bowl and felt paper to a metal container and placed in the hot air oven at 87 degrees C. for one hour. The material was placed in the oven in order to remove any carbon disulphide present. The fibrous material was then weighed. The dissolved bitumen was then placed in a distilling flask and distilled at a temperature of 45.5 degrees C., the heat being supplied by means of an electric light bulb. ( Figure I shows the set-up of the distilling apparatus.) After all carbon disulphide had been dis- tilled off the bitumen in the flask was heated.by means of a gas flame and poured into a small metal container. In removing the bitumen it was found that all disulphide had not been thorourhly distilled off. When the bitumen was hea ted, the intense heat caused a blue flame to appear and the bitumen showed the presence of gas due to the bulb- ling effect. There was also a strong odor of burning disulphide. The metal containers containing the bitumen were then placed in the hot air oven at a temperature of 87 degrees C. for 18 hours to re- move all disulphide. This proved veny satisfactozy. The removal of all disulphide was absolutely necessary because of the specific gravity of the bitumen. I made a specific gravity test on one sample before the bitumen was placed in the hot air oven and after it had been heated for 18 hours and I found there was a slight variation in the two spec- ific gravities. At the end of the 18 hour heating period the bitumen was taken from the oven and each sample was heated to a temperature of 300 de— grees C. and thoroughly mixed and then allowed to cool. The specific gravity was then determined. 11“ Ll Theaspecific gravity of four of the samples was determined by means of the displacement method. A small specimen of the bitumen was suspended by means of a muted string from the end of the balance and the weight recorded. This weight was called "a". The specimen was then weighed completely immersed in pure distilled water at 25 de- grees C.. adhering air bubbles being first res-loved by means of a wire. This weight was called "b". rue specific gravity was determined from the formula:- a Syecific Gravity a a - b The specific gravity of the last two samples of bitumen was deter- mined by means of th alternate displacement method. A small crucible was weighed suspended from the beam of the balancl by means of a waxed thread. This weight was called "a”. The crucible was then weighed in pure distilled water at 25 degrees C. This weight was called "b". The crucible was thoroughly dried in the hot air oven and then filled with several grams of the material under examination. The weight of both the bitumen and the crucible was called "c". The crucible and bitumen were then placed in a water bath at 25 degrees C. for one—half hour and then weighed in pure distilled water at the same temperate-e. This weight was called "d”. The specific gravity was determined from the formula:- c - a Specific Gravity at (0 - n) - (d - b) After finding the specific gravities cf the six samples of bitumen, each sample was identified by scars of the chart shown on the next page. I- - - - -7'.€’//Y/0440 ASPA/flé 7’ — — '— - 0034/7 45.0444 7 #54 yr EEF/IYED_ _ c 044 74.9.5 L /6H7' REFINE-Q COAL 73419.5 H154 V)’ REF/”ED Wflrfg 6‘5 774’?- --—'i }"‘"‘6€44#14M/7.E 4/64/7' egg-£77759 __ '3" > W4 7-5.? 645 7:4,?“ - . ‘V 0 045050 77/70 0/45; - -.' ‘. I—i-me4c4/50 40/2944 7 "' “558M005! 45/9/94 4 7' -‘ —' 6/4 JON/TE - -- — 414.: 7.44.5 9’4 4510/1/41. 75 V58 Y #54 W EEfi/DUA L Iris-”£4 l/V 455/0 (/4 4 .5, Fl. (/1 5.5 J. P4 IGA/f PBS/00445, FL U/I’ES ." o épEC/F/C 684W 2’)” at 5/ 72/14/7005 M4 TEP/flé 3 \~—‘ \ ' "‘ ‘ "1‘ " T.‘ *“*:""1‘7 T VF". "3". "'5 5mv~ had- a o ~~.- .5 9-. g a LA; . 'J l... .‘ "Ll .J.,,’. '_ D ‘T‘T‘I’jifl ' 1 . . "1"1‘ ” "Wrr ‘ ”7“ ~— AY‘v“ 9 ~ a m”‘*.T o T ’1” - m - 9.1. J. - ~t‘o"4.~¢i.~1 - J --- 4-43 I- n- 5‘“ ». ‘a-ae‘vv v.‘ A I1+ uei‘\-LJ -. -l 5 "we“ J (.1 - u‘ vL) 1 z ‘A . w»? .- 0”) V, 1r\','\cI"\I-D .D“ va,~ ‘r‘ Q " no." "_VY‘§“ fa-vfl or v—I‘t‘fi’f'wj 0' Tp7r$~r~ , ..- ‘T I ‘ rfiglkto- Luafl .H ' T...KV'L -4..~ F1...» n.4, 1-...L~Dg..y ¢;,M'.I,'¥~-, .lpi’fiw' , 1 g-.. KJ - A-‘." I _-¢~—- '0‘ V'r'r‘“ 7777‘T‘FTT.‘ n§~d "YT-13"” ('TT‘"‘.' | .......a. . n.1,.1LJn-Q, . A ’a) U! \_.I All samples of'bitumen were.£ound to be some grade of sephalt. and heated over a gas flame to a red heat. applied directly to the material. After weighing the fibrous material it was placed in shallow “ans were no incandescent particles remaining. weighed, this ash being the mineral matter. The following is a sample computation for the analysis inch type "B" Servicised joint:- 1. At the same time a flame was This process was continued until there The resulting ash was then Wt. of sample --------- - - fl - - - - - - - - - - - 100.00 g. ‘Wt. of fibrous material - - - - - - - - - - - — - - - - - - 21.84 g. 21.84 Percent of fibrous material - - - - - ----—-- : 21.84‘5 ' 100 Percent of bitumen - - - - — - - 100 - 21.84 = 78.16'% h . of mineral matter - - ~ - - ------------- - 12.69 g. 2.69 Percent of mineral matter in fibrous material -- ------ = 58.10 % 21.84 Percent of organic matter in fibrous material 100 - 58.10 : 41.90 % Specific gravity:- Wt. of specimen in air - - - - - - - - - 3.7420 g, Wt. of specimen in water - - - Difference in wt. ....... r: 0.1 00 U. l ‘2‘- 3.6500 Specific gravity 2 Record of analysis:- ----- O. 0920 g. ----- 3.6500 g. ‘% inch type VB" joint manufactured by the Servicised Products Corp.; Wt. Wt. of sample - — - - ........ of fibrous material ------- ---—-—*100000g0 ngq---- 21.84 g. n he '2 V. mm. of Percent Percent WT. 0f Wt. of Percent Percent " H C b \...I ‘1 CD 0 H 0) qt ‘ It of fibrous material - - - - - ~ - — - - - - 21.8: mineral matter in fibrous material - - - - - 1a.69 g. organic matter in fibrous material - - - - - 9.15 g. of organic matter in fibrous material - - - 41.90rfi of mineral matter in fibrous material - — - 58.10 % Specific gravity of bitumen — — - - - - — - - - - - 1.025 Identification ~ - - - - - - - - - - - - oil asghalt or malthas. Wt. of :‘ft . o f Percent Percent SPecific gravity of bitumen - — - - - - - ' - - “ ' 0'9 % inch "webbed" joint manufactured by the Servicised Products Cc“p.; samrle ‘ ‘ ‘ ‘ ' ‘ ~ ~ - - - - - - - - _ - - 91.70 g. fibrous material - - - - — - - - - - - - - - 28.10 5. of bitumen - - - - - - - - - - - - - - - - - 76.88 % of fibrous material - - - - - - - - - - - - 23.12‘% mineral matter in fibrous material - - - ~ ~ 11.41 3. organic matter in fibrous material - - - - - 10.69 g. of organic matter in fibrous material - - — ~48.39 % of mineral matter in fibrous material - - - 51.51 % (I) 1 Identification - - - - - - - - — - - - - oil srhalt. wt 0 0 1‘ Wt . O f % inch "felt side" joint manufactured by the W. R. Headcws, Inc.; ample-”~-------------- 100.00g. fibrous materirl - - - ~ - - - ~ - - - - - 24-91 E- .‘.!‘w.v m. 2‘ 4. 5. 2T1: . (17) of bitumen - - - - 9 - - - - - - - - - - - - - 75.09 g. Percent of bitumen - - - - - - - - - - - - - - - - 75.09 % Percent of fibrous material — - - - - - - - - - ~ - 24.91-3 fl '4- In”. 9-4,- H #0 of mineral matter in fibrous material - - - - 14.83 g. of organic matter in fibrous material - - - - 10.08 g. Percent of organic matter in fibrous material - - - 40.47:% Percent of mineral matter in fibrous material - — - 59.53'% .tificat fic gravity of bitumen - - - - - - - - - - - - 1.004 )lo % inch fibrous joint manufactured by the Hoosier 00.; Wt. % . '1' VII of fibrous material - - - - - - - - - - ~ - - 22.59 g. . of bitumen - — - - - - - - - - - - - - - - - - 77.41 g. Percent of bitumen - - - - - - - - ~ - - - - - - - ?7.4l % Percent of fibrous material - - - - - - - - — - - - 22.59 % ’.'.r+ ISVO 'u'a‘t 9 of minera l matter in fibrous material - - - - 6.99 g. of organic matter in fibrous material — - - - -15.60 g. Percent of organic matter in fibrous material - - - 89.66 % Percent of'mineral matter in fibrous material - - - 30.94 % q fa. 39’ Specific gravity of bitumen - - - - - - - - — - - - 0.970 Identification - - - - - - - oil asphalt or fluxed heavy residual. inch fibrous joint ma nufactured by the W; R. headows, Inc.; 1% . Wt. of fibrous material - - - - - - - - - - - - - 2?.23 g. 6. Wt. of bitumen --------- - - - - - - - - - - 72.7 5. Percent of bitumen - - - ------------ .. .. 73,77 7, Percent f fibrous material ----- — - - - -/~ - 2..23*% Wt. of mineral matter in fibrous material - ----- 13.67 g. Wt. of orga nic matter in fibrous material - - - - 13.56 g. Percent of organic matter in fibrous material — - - 59.78 % Percent of mineral matter in fibrous material - - - 50.22 % Specific gravity of‘bitumen « - - ~ --------- 1.015 Identification - - - - - - - - malthas or oil asphalt. p.» (I) \J % inch rubber fibrous joint manufactured by the Johis - Kanville Co.; Wt o 0 f wt 0 0 f Wt. Ofbitunen- --------- ..-..-.. Percent Percent Wt. of mineral matter Wt. of Percent Percent of mineral matter in fibrous material - - - - Specific gravity of bitumen ..... - ..... - - Identification ------- - malthas or oil asphalt. 38.311316 ----- ‘---—--------- fibrous material - - .......... - _ of bitumen - - - - - - - - — - _ - _____ of fibrous material ----- - - _ - - - - - in fibrous material ----- in fibrous material - - - - - organic matter of orga nic matter in fibrous material - - - 98.00 g. 50.56 g. 47.63 g. 48.61 % 1l‘ll 11 14.1.4 ”1,9 fvmawta _ .-+-»» r” f‘wte 4‘1‘»..i f 3' 1-“~.=”v.~ .~--":j*"-‘~'T suffix?" ;--- -..L..L.MI.:~- -..I'~\.. ;.‘-.. . _ J- __ . . 9 .._‘- .A w“ . . v- a " I ~ -~ - 9 n ‘ 9 t :37‘2‘1“.'~n4~fi ‘.~~ m2 -- AM : - mm: «.4 \- + V a‘ ‘L‘Jl «3.. ALL - a. - w . g ‘ —~ ‘-'-" .'._ ‘v - "Jé"" - : J- - ~. I 9-24 -v-q *-a- r ,. r .0.“ (. ~ 5* ~‘--‘. ‘7 (- :t‘~ ' “ fin '. ‘ filI'! s '-“ly-+’I. -‘a’; .1 «L. k LL‘: I J. ‘.“, .fi- 5-. l“ . 1f - ‘ .~'~ l" < o ‘4‘» 1", o“ La v "1' 6!"; \ ‘rv‘d‘rr ..‘, “-7” ”02"" (‘7 1"- ”‘1: *Yfim 'v‘n‘ ‘ iwor‘“ er «9 f¥c 4km,“ ‘- ;». I w ‘ I- . .Jr- 1‘ ' . ’IJI " .- ‘ - ’ ‘ -' .- kl _,l ; .- 4. .5 A .\ «L- ’ l 43.. r ‘ - ,~-. ‘ N .. r._ - ’ 4-1— ,_ 5' ‘ 1‘ Mn“ ~ - fi 1‘3" ‘ .' ' . . .. 0:9,: ‘ 3 . -1‘ v Of AND ‘a-A .L’ 7 .v1 .1_."[.. -."" 1“ LI .2? ’ . ‘ LAM ~C'.‘ «‘rn ,, "— .-. Lf’l. m“- - "I”? m" fin": .. v~ VITO"? H.-.— .<- ‘-.¢J 'V\«'~ .L-l. l-_‘. .whlu“—I .1 LL: '1‘ — 5 arms-1.1m ILIE PIER GUS RIGHT - "(3333322)" IEFT - 'TELT SIDE" (19) EXTERIflEXTS CK CChi.iCTIOV AND EXIANSICN I had six different samples of-% inch exnansion joint material with which to conduct my tests. There were three samrles which were of the ”sandwich joint" type, that is the bituminous and fibrous materials were contained between two felt sides. The other three samples were made up of the same material throughout and had no felt sides. Each sample was out to a 5" X 4” size before being tested. At first one sample was Llaced between two six inch concrete cylinders about two inches thick and compressed in a hand operated machine but the compression was not uniform and could not be accurately measured. Tw steel plates 5/8 inch thick and 9 inches in diameter were then used in- stead of the concrete cylinders. The sample to be tested was placed between the two plates and com- pressed in the hand operated machine. The first compression was only 4,000 pounds. As soon as the specimen had been compressed, it was removed from the machine and its thickness measured. The measurement was made by plac- ing two steel straight edges on each side of the sample and measuring the dista nce between the two straight edges with a steel scale calibrated to .01 of an inch. The straight edges were extended over the entire length of the sample and held firmly to it. Four measurements were made on the four edges resyectfully and an average taken as the final result. Each of the six samples was compressed in this manner. As soon as all samples had been compressed they were allowed to remain undisturbed for 24 hours. At the end of the 24 hours. each sample was measured as I have have described before. This thickness subtracted from the first thick— ness represented the amount of exnansion. Each sample was then compressed under a pressure of 8,000 pounds and the contraction measured. the amount being the total contraction due to both the 4,000 pounds and 8,000 pounds pressure minus the amount of ex- pansion resulting from the 24 hour rest period. The same sample of each commercial type was used throughout the entire test in order to make the test fit the practical use of the material. That is the same piece of ma— terial when used in practice is not compressed ones under only one pres- sure, but it is compressed a number of times under varying pressures. So it is that the test was made with only one specimen of each type. The compression test was carried on in the manner described.using 18.000 pounds, 16,000 pounds, and 20,000 pounds pressure respectivel . Af- ter each eompression, each sample was allowed to remain undisturbed for 24 hours with one exception. After the 12,000 pound compression, each sample remained undisturbed for 72 hours. All of these tests were carried on under a temperature varying from 80 degrees F. to St degrees F. The following results were obtained:- 10 Type "B” Joint - fibrOus joint; Pressure Total Contraction Expansion 4.000 lbs. .015" .015" 8,CCO lbs. .030" .018" 12,000 lbs. .087" .02?" I6,COO lbs. .I??" .021” 20,000 lbs. .151” .018" 2. 3. 0. Hoosier joint - fibrous joint; Keadows' joint - fibrous "Felt "webbed" Joint - felt Pressure 4,000 lbs. 8,000 lbs. 12,000 lbs. 16,000 lbs. 20,000 lbs. Pressure 4,000 lbs. 8,000 lbs. 12,000 lbs. 16,000 lbs. 20,000 lbs. side" joint - Pressure 4,000 lbs. 8,000 lbs. 12,000 lbs. 15,000 lbs. 20,000 lbs. Pressure 4,000 lbs. Total Contraction .010" Total Contraction .010" .050” .129” .157" .190" felt side joint; Total Contraction .209" side joint Total Contraction .ceo" Expansion .010" .030" .03.. n 02" . 01‘4" Expansion .015" .022" .019" .021" .009" Expansion .010” r\ 3‘.) I 3 \__,O 8.000 lbs. .,75" .335» 12,000 lbs. .144" .027" 16,030 lbs. .193" .313" 20,000 lbs. .223" .333" 6. "Elastite" joint - felt sid e ’ cint - mo nufactured by the Ihilip Care Co.; Pressure Total Contraction Expansion 4,000 lbs. .035" .005" 8,000 lbs. .050” .015" 12,000 lbs. ’.104" .024" 16,000 lbs. .189" .013" 20,000 lbs. .225" .017" There were several very in+ esting results noted from the compress- ion tests. In the first place it was found that there is practically no expansL n to the commercial joints after once being compressed sufficiently to change their shapes. The greatest amount of expansion at any time during the tests was only .03 of an inch. This is a very small amount in comparison to the amount of contraction of a slab due to a falling temFerature or large decrease in moisture content. For example if a pavement had expan- sion joints placed every 25 feet there would be 211 joints to the mile. 211 x .05”- ' 6.33" ofe mien of the 301mma.tor1a1 which would be in, sufficient to take care of the contraction of the slabs of the pavement. Of course the continual traffic would help to rush the joint material il’ll ‘ I‘ll. v|-l.l‘ I t back into the gap after it had once been forced out due to the XIan- eion of the two adjacent slabs, but the joint mould lose its efficiero because there would be sLace be eon the lower La.rt of the cross section of each of the adjacent slabs and the oirt naterial. In case of aa- (.10 ter and frost considerable damage mi5ht result fr on this situation. In recording the Lressures it was fou n. that tie mate rial would fa- tigue when being compressed. It sas imgm sible to keep a constant pres- sure. as a result all reading 9 izad to be taken ,or an instantaneous 4|- to the material, it was cen- ‘1 pressure. ".ben the Lressure was s: stant for orlJ an inst nt and than stea Hly decreased. In this case there a uld be no constant pressure on exLansion material between two ad- jacent slabs. In the case v.bere the sLecimens were left undisturbed for 72 h01”3 instead of 24 hours there was no appreciable difference in the amount of exLansion for the we Leriods. Under an aeroximotely constant te1Ler- ature, the estnsion f the joint mate1ial reached a arimxu during the P. I' rst 24 be our Leriod. The three felt side or "srldV1cb" 30 int 3 were less resistant to pressure and more easily compressed. The bituminous and fibrous material within the felt sides vas sgueezod out st en coereseicn took place. Thi s is a disadvantage from a Lractical viech in t when this condition cccurrs in a concrete pavement, the bituminous and fibrous materi.al would be forced above the surface of the slab. The wheels of traffic vould then carry the material away .16 leave an insufficient amount to fill the gap in case of contraction. The fibrous doints seem to be the best type of joint for Lrscti- cal LurLoses. This t ne which holds its share much better and +6 0 pa ('1 0 does not squeeze out like the ”sandwich" joint. This tyLe is also more resistant to coeression and binds itself more easihy to the cross sec- tion of the slab. The binding quality was demonstrated by the way in which the fibrous joints adhered to the steel plates when compression took place. For the reasons stated above fibrous joints should prove more satisfactory than the so-celled ”sandwich" joints. r-\ {3 \J A TWA MI LK' ANSIOF E3T39*if CC"SI STI“G CF KSIFA m "I q-HN ‘7 cm SA..1JLS .11, (:2 AND, AT: SIIIC A UST. There has been little use made of sawdust as a filler or binder in expansion joint meteri al. The only record v.+ich I love found concerning its use was in Les Angeles on the Ice AnCeles harbor truck boulevard. Gaps were made every 200 feet by means of l tsperwd steel header 1 inch at the top and g of an inch at the bottom. The Iroportions of asphalt and sawdust were 3 : l by we igh -t. Tiis fro; :ortion rerreser ted the maximum amount of sawdust that the sephslt would absorb. The saudust was also abso- lutely dry when mixed with the as mia it to avoid steam in the kettles and the exploding of the asyhslt. Sawdust is a rather elastic msiteriel due to the peculiar sheges of the various individual rarticles. If you take a handful of the material and squeeze it ihy ur fist and then oven your l.snd, the evnorsion is very ’1 noticeable. Another test which will show its elasticitv is to com: see the szrt t aftw it has been placed in a container. Immediately after the pressure is relieved, the surface of the material will rise. Before melzing any use of the ssv:dust, tie bitumen was given several standard tests. The first test was the specific gravity test by the displacement me- thod as I have described before. The sgecific gravity was found to be 1.025. pa. The next test was tr e {e enetrat on test. The ssrhalt was heated and a sufficient amount was placed in a small metal box and allowed to cool at r'\ 2‘.) C2) \1 room temperature. The sample we" then rJ.~ned in a water bath at 25 de- grees C. for one hour. The apparatus used was the one recommended by the A. S. T. M. Standard} lethc d. At the end of the hour period the sa mple was placed in the transfer d1 sh end comit let ely izmaersc d in water and kept at a constant teM11rt1re of 25 degrees C. The needle was loaded ndth 100 grams and the roint mede to come in contact mi an the blu tume.. The adjustment of the 51a t holding the needle was made so that the reading was zero. The needle was released for 5 seconds and the e- mount of penetration was recorded. This process was continued until mglt readings hnd hem re orded, o.lans keepin r tle 5am; le at a con- stant temrerature. An average of the ese eigh t reading #9 was taken as the true penetration at 25 degrees C. Record of penetration test; Test Tenetration 1 49.0 2 48.4 3 47.5 4 50.0 5 48.8 6 69.2 7 43;0 346.9 Average 3 »846,9 - 49.5 The flash and fire points were next determined by means of the Open cup. Standard e.nparet1;s wee used. The aeyhalt was heated and placed in the cup until the meniscus was erectlv at the fine line on the inside. A gas flame was placed under the cup and the asrhalt was heated at the rate of about 10 degrees F. per minute. At the same time a gas flame protruding from a 1/16 inch orifice was passed back and forth over he surface of the bitumen about é inch ahcve it and perpendicular to the diameter of the cup. The time for the passage was about one second. The flash point was fcund to he apjrnximntely 545 degrees F. and th fire point was found to be 606 degrees F. The flash point was the temperature taken Wren a true flash apreared on the surface of the bitumen. The fire point was the temperature taken when the aerhalt ignited and continued to burn for at least 5 seconds. The last test was the ductility test. The asphalt was heated to a temperature of l?O degrees C. and mixed thoroughly and then poured into the briquette moulds. The moulds were allowed to cool at room tempera- ture. After ccolirg they were placed in a water bath at 25 degrees C. d- fcr one half hour. At the end of his period the moulds were smoothed off by means of a heated spatula. They were then placed in the water bath for one and one-half hours. The moulds were taken from the water bath and the plate and side rieces removed so that each briquette cculd J. be placed in the ductility machine, by means of .Q 1 -1e two remaining Cl C Fl. :29. The clips were rulled a part at a uniform rate of 5 cm. per minute. Dur— ing the test the water in the tank of the machine was kept at a constant temperature of 25 degrees C. The reading was recorded when each s*eci~ men broke and an average icure was taken for the two higaest readings Lbs record of ductility test; Test Euetility l -”l- 2 27 5 29,5 56.5 Average : 56,5 3 23. 25 The first thrie s:*Iles of West]. rctcrial hhi"L mere mzde, csn- dust. The percentage was baSed on weight. 25 percent of the sawdust was approximately the .aximum amOTIDt that the asrhal t would absorb The asphalt was tested to a temperature of 230 degrees C. and mi;- ed thoroughly. The proper amount was then placed in another metal cc:r tainer and tr e samvdiet saddcd. The mixture was continually stirred as the s¢wdtst was added, and continued to be stirred until the asIhalt and sawdust were thoroughly mixed. The mixture was then.heated to 140 degrees C. if necessary and plac \Cd in a wooden mould. The wooden mould consisted of a fl at piece of board as a base up- on which were fastened 4 - inch strips form ing a square 5 inches on a side and-% inch deep. A square piece of fairly heavy paper, 5" X 5”, was placed on the base of the mould before the material was placed in it to keep the bitumen from sticking to the wood. Aft er the mixture had been placed in the mould it was compressed and the surface was smoothed off by means of a heated hand trowel. r“he edges were cut loose from the % inch strips by Incans of the heated point r\ (‘3 .2) \J of the trowel. The casted.matevi l was then removed from the mould and allowed to cool at room temIerature. The next four samples consisted of 20 I rce nt of sawdust and 5 Icr- cent of silica dust, 15 Iercent of sawdust ends Iercent of silica dust, I’rcent of (TI 20 percent of raw net and 10 Iercent of silica dust, and l sawdust and 10 percent of silica dust, resIectively. In making up these samples the silica dust was added to the heated bitumen before the sawdist. The last two samIles consisted of 20 Iercent ofs £.wdust and 10 Iercer at of sand and 15 Iercent of sawdust and 10 percent of sand. The sand used was that vzhich Ia seed a Hunter 13 sieve. In making these nine samples the sawdust, silica dust, and sand were absolutely dry when added to the asIhalt to ave did any exIl.odi ng of the bi- tumen. fter all of the samples had stood for 24 hours or more they were weighed and Ilaced in a water bath for 24 hours. The water was keIt at a constant temIerature of 25 degrees C. At the end of the 24 hour peri ed the samples were removed from the bath and the excess water vxas removed from the sides of each sample. ELcl sa eIle was ti.en wiighed and the amount of water absorbed was computed by attracting the first weight from the second we isht, just found. This difference divided by the second vcight was the amount of moisture absorItion. Record of moisture absorption test; I. 25 percent of sawdust:- Y"t. of sample and absorbed ma ter ~ — - - - - - - - - 211.95 g. Y” “sample----------—--------205.5519 Percent of moisture absorption - 5.00 : 2.53 % '2 1 3': I1: 2. 20 percent of sawdust:- if. H . of samgle and absorbed water - — - - - - - - - 203.90 g, Y'H' “U. ofsample-----------------——.23.0.4.5a. Percent of moisture absorntion - 3,45 2 1.70*% "'7. ~‘n UU.UV 3. 15 percent of sawdust:- Wt. of sample and absorbed water - - - - - - - - - 130.58 g. Wt. of sample - - - - - - - - — - - - - - - - - - - 189.90 a. Difference in wt. - - - - ~ - - - - - - - - - - - - 1.38 5. Percent of moisture absorption - 1 5 ‘ 190.38 - 4. 20 percent cf sawdust and 5 percent of S Wt. of sample and absorbed water - - - ~ - - - - - 209.01 g. ”ft. ofsemple-----"‘"'""""'--—153100423 Difference in wt. - - - — - - - - - - - - - - - - - 3.51 g. Percent of moisture absorption - 5.51 : 1.68 % 5. 15 percent of sawdust and 5 percent of silica inst:- ‘WT. of sample and absorbed water - - - — - - - - - 178.00 3. Wt. of sample — - - - - - - - — - - - - — — - - - - 1?5,50 g. Difference in wt. - - - - - - — — - - — - - - — - - 1.50 g, Percent of moist‘re absorption : 1, : 0.84‘% \I’ 5. 20 percent of sand st and 10 fencent of silica dust:- Wt. of sample and a.-sorhed vater - - - - - - - - - - - 2 2.48 3. Difference in m . — - - - - - - - - - - - - - - - - - 3.83 g. Iercent of moisture absorftion - 3.85 : 1.7: n 212.43 7. 15 percent of sawdust and 10} rcent of s1 ilica dust:- ‘W . of semrle ind absorbed water - - - - — - - - - - - 139.70 5. 1e; cent of moisture ah scr'tie on - 1.5% : 0.77 é - 1C“.TO 8. 20 1ercent of s.wdust and IV :vrcent of sard :- Ut. cf samgle and absorbed water - - - - - - - - - — - 225.50 5. y'a'vt. ofswnple-_-_-----—--—-—-—--- EPIQEDIL. rifference in "It. _ - - - - — c. - - .- - - - .- - - c. . ($.81 5. Percent of moisture ab sorI tion - 4.61 : 1.78‘9 2.;5 . 60 9. 15 percent of s wdust and 10 percent of sand:- Wt. 0f samrle ard abso bed war er - - - - - - — - - - - 22..93 g. ‘u’fto 01’ sample - - - - - — - - ..... .. _ .. .. .. _ ._ 223.50 KL Difference in wt. - - - - - - - - - - - - — - - — — - 1.12 g. Percent of moisture absorption - .1? Z 0.99 I 2 W4. After the samples had been weighed the second time. they were al- lowed to stand under room temnerature for 48 hours in order to evanorate .1 1 all moisture. At the er d of th is Ieriod each samyle was given one com- pres sion test and allowed to exgu nd for 24 hairs. The tangerature varied A ca It \/ :iwnn 80 degrees F. to 82 degrees F. dering this test. Reccrd of cchression test:- Sample Pressure Contraction Expansion so. 1 20,000 Its. .114" .019" so. 2 25,503 lbs. .136" .524" no. 3 27,000 lbs. .101" .CEC" Ho. 4 20,000 lbs. .12 " .519" No. 5 20,050 lbs. .154" .623" HO. 6 18.000 be. .093" .015" Ho. 7 20,006 lbs. .105" .515" 50. 8 22,0CC lbs. '144" .‘15" No. 9 “0,055 lbs. .121" .Ol~" The las st test to be naie vas tensile tc st to det wriin: the bind~ ing m‘ality of the mastic material to the concrete. H Two 6 inci ceicrete cylinders about 8 inches higa were bound to- gether hyr nzee ans cf the mastic material. The material used consisted of 20 percent sawdust and 10 percent send. The material after being mixed was heated to 140 dear C. and placed on the end of the cylin€er. The second cilinder was then placed on the first and pre sr ed down firmlg. Af- ter the asstic m terial had set for 24 hours the ccmhin ation was uslm ended from a su ported steel bar h; meazm of a wire wraIIed around the top cy- linder. Keithts were ivIericd from the lcw:r cylinder until the cylin- ders were pulled apart. The v.ei;ht necc sexy to $1111 tie cylinders a3: rt v. as four.d to he 89 Iouni Het.ever, very little of the material stuck L'IJ ’ 2; the erdo tie c; linder which was Iulled loose. 33731333 It??? AsIhelt mSJ be cl.eseed as an elastic material, but the tests which I have run demonstrate that there is very little ele ed in ex er ion joint materiel. Loth .he ccmmercia ljoiuts and the joints which I made she ed verJ lit 1e exInw nsion rftor Cece being cor— reseed. m: However, there is an adv urtnr~ in using the meetic materiel ‘Lizh I have me e. If anyone of tLe n re swiIlee vo‘r. u;.ed. as a joint material, the material would bind itself to the concrete and would erIand and con- tract alone with the slab due to this binding quel tJ. This seems to be the only way in which bitunincns exIansion material may be made to ex- Iand. BIEIIOGRIPH? flew Tyle Expansion? int for Ccncrete Iavcfient (:1 by W. F. HCGovern, *1 ,. '..;. . n _ {3 $7 5 P.” Q ‘ .‘~ (1 .1an behs-‘LEC.’ V. 89, T). (305', ;»UV. Luz, ASIAN/q. . *‘- . . ‘w M a ..‘ v ~-‘A Center Joints nuance Crac:inu of Seattle ;avemunt9, by 12'. Ho Liedemwl. v . ‘. "',' Q =‘- ..'. ‘ p x“ q “ o f..— bn ;;ex H. ILir. Supt. of haintengnce, New Je.ser Ltate Hi§?'* rapt. ifiq'Joints in Concrete Pavements? by Clifford Older, former State} ibtwm; Lngineer of Illinois. 319 appeared in Ewb’iz,eer1nn Paws-Record, Oct. 3,132.. .4. Art Dummy Jcints Erevent Cracks in Seat+le Co v.. etc IRVEZMCEtS. hv H. p. Fm;‘k1ner _ En ineer of :EWV cgl Tevt.s Seattle Inthin ton. J b w p o '7 7* In Ekgin.eoring Hens-Record, Oct. 1;, 1929. r. 638 Iamyhlet from the Pnilip Care" Co. Iam;ulet frcm the Servicised Products Corp. Eampulet from the U. R. Kandows, Inc The News Record Ki.k Book, F. 11 88W 153%: ML“: «4 :19 ,. ." . . {{OIEqw 1‘ In , ‘ ._'!. ‘ “L-{H 32‘ - ..‘ ‘ In, -.fl »‘"‘I .- (“’3 ‘. ‘1\:I’?y:%iéfl,‘:€: { A; u ’4 1"“ . _ I - . 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