LONGITUDINAL JOINT CONSTRUCTION
NRRA State of Practice
March 2017 Draft
Developed by NRRA Flexible Team
1
Contents
1
Background .............................................................................................................................. 3
1.1
What is a longitudinal Joint? ............................................................................................ 3
1.2
Why NRRA Members Wanted This ................................................................................ 3
1.2.1
NRRA Members Involved ........................................................................................ 3
1.2.2
Why This Effort is Being Done ................................................................................ 3
NRRA State Member – Longitudinal Joint Summary Details............................................. 4
2.1
2.1.1
2.2
NRRA State Specifications .......................................................................................... 4
Comparison between Agencies ............................................................................................ 5
2.2.1
Longitudinal Joint Construction ................................................................................... 5
2.2.1.1 General......................................................................................................................... 5
2.2.1.2 Tapered Notched Wedge ............................................................................................. 7
2.2.2
Compaction ................................................................................................................... 8
2.2.3
Density Requirements................................................................................................... 9
2.2.3.1
Quality Control/Quality Assurance (QC/QA) ....................................................... 9
2.2.3.2
Longitudinal Joint Density .................................................................................. 11
2.2.3.3
Corrective Action ................................................................................................ 11
2.2.3.4
Payment ............................................................................................................... 12
3
NRRA Summary of the State of Practice .............................................................................. 16
4
NRRA Proposed Practice/ Specification ............................................................................... 17
5
4.1
Suggestion ...................................................................................................................... 17
4.2
Pros ................................................................................................................................. 17
4.3
Cons................................................................................................................................ 17
NRRA Implementation Plan .................................................................................................. 18
References ..................................................................................................................................... 19
2
1
Background
1.1
What is a longitudinal Joint?
A longitudinal joint is constructed when a lane of HMA is built adjacent to a previously placed
lane. AASHTO and other collaborating organizations (1) stated that the two main factors that
affect the long-term durability of a longitudinal joint are compacting the unconfined edge of the
first lane to achieve proper density and paving in a straight line so the joint can be matched on
the next pass.
Good longitudinal joint can be constructed by overlapping appropriate amount between the new
and previously placed HMA lanes (1). If the first lane is properly compacted, and the mix in the
second lane is also compacted and overlapped properly, adequate joint density can be achieved
without cutting back the longitudinal joint.
Figure 1.1-1 – Longitudinal joint with adhesive at
Minnesota TH 100 during 2015 construction.
Figure 1.1-2 – Completed longitudinal joint with
adhesive at Minnesota TH 100 during 2015 construction.
Some agencies require that tack coat shall be applied to the edge of a longitudinal joint to help
create bonding between the two adjacent mats (Figure 1.1-1). However, there is no evidence that
the application of tack coat increases the durability of the joint, as compared to other
construction practices (1).
1.2
Why NRRA Members Wanted This
1.2.1 NRRA Members Involved
Six state agencies that are currently involved in the longitudinal joint construction technology
transfer, are California DOT, Illinois DOT, Michigan DOT, Minnesota DOT, Missouri DOT, and
Wisconsin DOT.
1.2.2 Why This Effort is Being Done
The purpose of this technology transfer project is to compile a research and specifications from
the NRRA members and others into a synthesis for publication.
3
2.1 NRRA State Member – Longitudinal Joint Summary Details
2.1.1 NRRA State Specifications
This work consists of constructing and compacting longitudinal joints, in accordance with these
specifications.
All participating states require that longitudinal joints shall be compacted to produce neat and
tightly bonded joint that meets surface tolerances (9). Wisconsin DOT currently does not have a
longitudinal joint specification.
Agency
Spec
California
DOT
39-2.01
Table 2.1.1-1
Longitudinal Joint Specification
Illinois
Michigan
Minnesota
DOT
DOT
DOT
406
501
2360.3
Missouri DOT
Wisconsin
DOT
403
Links to each specification and special provision






California - 2015 Standard Specifications
Illinois - 2016 Standard Specifications for Road and Bridge Construction
o Hot Mix Asphalt - Density Testing of Longitudinal Joints
o Hot-Mix Asphalt - Longitudinal Joint Sealant (CBM)
Michigan - 2012 Standard Specifications for Construction
o Acceptance of Longitudinal Joint Density in Hot Mix Asphalt Pavements
Minnesota - 2016 Standard Specifications for Construction
o Special Provisions 2016
Missouri - 2016 Standard Specifications for Highway Construction
Wisconsin - 2017 Standard Specifications for Highway and Structure Construction
4
2.2 Comparison between Agencies
2.2.1 Longitudinal Joint Construction
2.2.1.1 General
Construct the longitudinal joint between strips and parallel to the pavement centerline (9). Place
longitudinal joint at the centerline of the pavement if the roadway comprises two lanes in width,
or at lane width if the roadway is more than two lanes in width (4). Longitudinal joints in the top
layer must match lane lines (2). In multiple lift construction, construct the longitudinal joints
between strips in each lift at an offset (Table 2.2.1.1-1) measured transversely from the
longitudinal joints in the previously placed lift.
Agency
Spec
Minimum
Offset [in]
Table 2.2.1.1-1
Longitudinal Joint Offset in Multiple Lift Construction
California
Michigan
Minnesota
Missouri
Illinois DOT
DOT
DOT
DOT
DOT
12SP-501Y39-2.01C(4)(a) 406.06(g)(2)
2360.3.C.3
403.16.2
04(a)
12
3
12
6
Wisconsin
DOT
6
When specified within a contract, some agencies require that tack coat shall be applied on the
edge of a longitudinal joint before the next lane is constructed (1). Specifications regarding the
tack coat application for longitudinal joint will not be covered in this document.
Table 2.2.1.1-2
Application of Tack Coat
California
Michigan
Minnesota
Agency
Illinois DOT
DOT
DOT
DOT
Special
12SP-501YSpec
Provision
04(a) *
2331 (S-145)
* Only required if the longitudinal joint is Type 2.
Missouri
DOT
Wisconsin
DOT
403.16.1
Some agencies have additional construction requirements as follows:
California DOT (39-2.01C(4))
Other longitudinal joint placement patterns are allowed if authorized. Place additional HMA
along the exposed longitudinal edges between adjacent lanes. Hand rake and compact the
additional HMA to form temporary conforms. You may place kraft paper or other authorized
release agent under the conform tapers to facilitate the taper removal when paving activities
resume.
If placing HMA against the edge of existing pavement, saw cut or grind the pavement straight
and vertical along the joint and remove extraneous material.
5
Illinois DOT (406.06(g)(2))
When the use of longitudinal joint sealant (LJS) is specified, it shall be applied for all lifts of
paving. The LJS may be placed before or after the tack or prime coat. When placed after the tack
or prime coat, the tack or prime shall be fully cured prior to placement of the LJS. The LJS
application shall be centered under the joint of the HMA lift being constructed within 2 inches of
the joint. Refer to “Special Provision for Hot-Mix Asphalt – Longitudinal Joint Sealant (CBM)”
for more information.
Michigan DOT (12SP-501Y-04(c))
Longitudinal joints will either be a Type 1 or Type 2 as defined below.
Type 1. A longitudinal joint made up of new HMA that abuts up or will abut up to new
HMA pavement or new HMA shoulder. The Contractor may elect to overpave
the joint by up to 2 inches (measured from the top of the mat) in order to cut
back the vertical face of the joint. This cut back should not exceed 2 inches and
will be aligned with the proposed lane line, center line or edge line.
Type 2. A longitudinal joint that, in its final condition abuts up to an existing HMA
pavement, Portland Cement Concrete pavement or curb and gutter section. All
existing surfaces abutting up to a Type 2 joint will receive a double bond coat
(rate of 0.10 gallon per square yard per application) on the vertical face of the
surface prior to the new HMA mat being placed.
Staging requirements that require a subsequent lift to be placed prior to placing the abutting lane
to form longitudinal joint without a minimum of 12 inches lift offset will be considered a Type 2
joint.
Minnesota DOT (2360.3.C.3)
The Contractor will align longitudinal joints in multiple lift construction over portland cement
concrete pavements directly over the concrete pavement longitudinal joints as approved by
Engineer. At longitudinal joints formed by placing multiple strips, ensure the adjoining surface is
higher but does not exceed 1/8 inch, after final compaction of the previously placed strip.
6
2.2.1.2 Tapered Notched Wedge
Three of the members allow tapered notched wedge longitudinal construction, which are
California DOT, Illinois DOT, and Michigan DOT. A notched wedge longitudinal joint shall be
used between successive passes of HMA binder course that has a difference in elevation (Table
2.2.1.2-1) between lanes on pavement that is open to traffic (4). California DOT and Illinois
DOT require that a vertical notch shall be placed at the lane line and outside edge, while
Michigan DOT only requires that the notch shall be placed at the top of the taper. The tapered
notched wedge must keep its shape while exposed to traffic (2). Construct the tapered portion of
the tapered notched wedge with an authorized strike-off device. The strike-off device must
provide a uniform slope and must not restrict the main screed of the paver.
Table 2.2.1.2-1
Tapered Notched Wedge Construction
California DOT
Illinois DOT
39-2.01C(4)
406.06(g)(2)
Agency
Spec
Minimum difference in
elevation between lanes
1.8
(in)
Vertical notch (in)
0.75 (max.)
Joint width (in)
12
Application of tack coat
* Taper the mat at a slope no greater than 1:12.
Michigan DOT
501.03.F.2.c
2
-
1 – 1.5
9 - 12
Required
0.5 - 1
6 - 12*
Required
California DOT and Michigan DOT require that the adjacent lane must be paved within 24
hours.
7
2.2.2 Compaction
Illinois DOT (406.08)
Rolling of the first lane of binder and surface course shall start longitudinally at the edge having
the lower elevation and progress to the other edge, overlapping on successive trips to obtain
uniform coverage. The roller shall not pass over an unprotected edge of the freshly laid HMA,
unless directed by the Engineer. When directed by the Engineer, the edge shall be rolled with a
pneumatic-tired roller.
When laying the HMA adjacent to a previously placed lane, the first pass of the roller shall be
along the longitudinal joint on the fresh mixture with the compression wheel not more than 6
inches from the joint. The second pass of the roller shall overlap the longitudinal joint not more
than 12 inches on the previously placed lane, after which the rolling shall proceed from the low
side of the transverse slope to the high side, overlapping uniformly.
Michigan DOT (501.03.F.2.b)
When compacting an unsupported (unconfined) edge of the mat, keep the roller from 3 inches to
6 inches inside the unsupported edge on the first pass; ensure the roller overhangs the
unsupported edge by 3 inches to 6 inches on the second pass.
Compact the longitudinal joint by rolling from the hot side, keeping the edge of the roller
approximately 6 inches to 8 inches inside the cold joint for the first pass. For the second pass of
the roller, compact the joint from the hot side while overlapping the cold side by 6 inches to 8
inches.
8
2.2.3 Density Requirements
2.2.3.1 Quality Control/Quality Assurance (QC/QA)
Randomly select the location to take cores for longitudinal joint density or use a nuclear gauge to
perform the density testing (9). Place and compact mix into coring hole to restore surface within
24 hours after coring.
California DOT (39-2.04A(4)(h)(viii))
Perform QC testing on the completed tapered notched wedge joint as follows:
Perform density tests using a calibrated nuclear gauge at a rate of 1 test for every 750foot section along the joint. Select random locations for testing within each 750-foot
section. Perform density tests at the centerline of the joint, 6 inches from the upper
vertical notch, after the adjacent lane is placed and before opening pavement to traffic.
Determine theoretical maximum density and percent compaction of the longitudinal
joint as the ratio of the daily average density to the maximum density test results.
For a tapered notched wedge joint, take 4- or 6- inch diameter density cores 6 inches from the
upper vertical notch of the completed longitudinal joint for every 3,000 feet at locations
selected by the Engineer. Take cores after the adjacent lane is placed and before opening the
pavement to traffic.
Illinois DOT (1030.05(d)(3) and 1030.05(d)(4))
Longitudinal joint testing shall be located at a distance equal to the lift thickness or a minimum
of 4 inches from each pavement edge. Longitudinal joint testing shall be performed using either a
correlated nuclear gauge or cores.
a. Confined Edge. Each confined edge density shall be represented by a one-minute
nuclear density reading or a core densities taken across the mat which represents the
Individual Test.
b. Unconfined Edge. Each unconfined edge joint density shall be represented by an
average of three one-minute density readings or a single core density at given density
test location and shall meet the density requirements specified herein. The three oneminute readings shall be spaced 10 feet apart longitudinally along the unconfined
pavement edge and centered at the random density test location.
When the longitudinal joint sealant is specified, the longitudinal joint density testing will not be
required on the joint(s) with the longitudinal joint sealant.
Michigan DOT (12SP-501Y-04(d) and 12SP-501Y-05(e))
The density acceptance requirements in this document will not apply to tapered notched wedge
joints and Type 2 joints.
One informational longitudinal joint core is allowed per day of production of the longitudinal
joint to aid the Contractor in their control of operations. Obtain a minimum of 3 cores for any
project having only one subsection per course of paving. Obtain a minimum of 3 cores, 2 per
9
subsection, for any project having only two subsections per course of paving. Any additional
informational cores require the approval of the Engineer. The Contractor may also take up to one
random core for control for each subsection of constructed longitudinal joint.
Ensure these cores are approximately 6 inches in diameter. Ensure cores are centered on the line
where the joint between the adjacent lifts abut at the surface. For Type 1 joints in which different
mix designations are used on either side of the longitudinal joint the cores will be taken 4 inches
off the center of the joint on the cold side of the joint.
Minnesota DOT (2360.3.D.1.n and 2360.3.D.2)
Density evaluation will not include longitudinal joint density on lifts with a 1 percent reduced
density requirement. Evaluate longitudinal density in one lot per day unless the total daily weight
is greater than 5,000 ton. If the total daily weight is greater than 5,000 tons, evaluate two lots per
day. Take six cores at this location. Take cores for longitudinal joint density with the outer edge
of the core barrel within 6 in from the edge of the top of the mat from both sides of the mat. Take
a companion core 1 foot longitudinally from each core. Take two cores for mat density at either 2
feet right or 2 feet left of the center of the mat the Contractor is paving, regardless of random
number generation.
If using the ordinary compaction method to evaluate density, use a control strip to establish a
rolling pattern. Use the rolling pattern to compact the asphalt mixture for the layer on which the
control strip is constructed or until constructing a new control strip.
Missouri DOT (403.23.7.1.5)
All mixture placed on the roadway shall be subject to random testing, except mixture placed
within 6 inches of an unconfined longitudinal joint shall not be subject to evaluation. Random
samples taken in the same day may be separated by 200 ton.
10
2.2.3.2 Longitudinal Joint Density
Compact the pavement at least the minimum required maximum density values in accordance
with Table 2.2.3.2-1.
Minnesota DOT defines confined as the edges of the placed mat abutting another mat, pavement
surface, or curb and gutter, while unconfined or unsupported as no abutment on the side of the mat being
placed with another mat or pavement surface.
Agency
Spec
Mixture
California
DOT
392.01A(4)
(i)(ii)
SP
Table 2.2.3.2-1
Longitudinal Joint Density Requirement (%)
Illinois Michigan
Minnesota DOT
DOT ǁ
DOT
12SP1030.0
501Y2360.3.D.1
5(d)(4)
04(e)
3% air
4% air
SP
SP
voids
voids
Missouri
DOT
Wisconsin
DOT
403.23.7.4.1
SP
SMA
Confined
93.5*
89.5
90.5
92.0 94.0
Edge of Mat
91.0
89.0
Unconfined
91.0
88.1
89.1
90.0 92.0
Edge of Mat
* Percent of theoretical maximum density shall not be greater than 96.
ǁ Refer to Density Control Limits table in Article 1030.05(d)(4) for the density requirements for
different mixture compositions and Ndesign values.
2.2.3.3 Corrective Action
If the percent of theoretical maximum density does not comply with the specifications, the
Engineer may accept the joint and take a payment deduction as shown in Section 2.2.3.4.
Some states require the removal and replacement of joint with acceptable material from the
Contractor if the joint density exceeds the control limit as follows:
Agency
Spec
Mixture
Less than
Greater than
Table 2.2.2.1-1
Longitudinal Joint Maximum Density Requirement (%)
California Illinois Michigan
Missouri
Minnesota DOT
DOT
DOT
DOT
DOT
3912SP1030.0
2.01A(4)(i
501Y2360.3.D.1.q
403.23.7.4.1
5(d)(7)
)(ii)
04(e.2.C)
3% air
4% air
SP
SP
SP
SP
SMA
voids
voids
89.0
86.0
90.0 92.0
99.0
98.0
-
Wisconsin
DOT
No additional payment will be made for such removal and replacement.
Michigan DOT requires that any longitudinal joint in place with a joint subsection density less
than 88.00 percent will require saw or route and seal.
11
2.2.3.4 Payment
Separate payment will not be made for constructing and compacting longitudinal joints. All costs
associated with the work described in this document will be included in the applicable unit prices
for the related HMA mixtures (6). Payment will be adjusted based on the actual field density
above or below the specified density using the following schedule (10).
California DOT (39-2.01A(4)(i)(ii))
If the percent of theoretical maximum density is not within the density limit, which is between
91.0 to 97.0, the Engineer may accept the joint and take a payment deduction as shown in the
following table:
Table 2.2.3.4-1
Payment Schedule for Percent of Maximum Theoretical Density
HMA Percent of
Maximum Theoretical
Density (%)
91.0
90.9
90.8
90.7
90.6
90.5
90.4
90.3
90.2
90.1
90.0
89.9
89.8
89.7
89.6
89.7
89.4
89.3
89.2
89.1
89.0
< 89.0
Reduced
Payment Factor
0.0000
0.0125
0.0250
0.0375
0.0500
0.0625
0.0750
0.0875
0.1000
0.1125
0.1250
0.1375
0.1500
0.1625
0.1750
0.1875
0.2000
0.2125
0.2250
0.2375
0.2500
Remove and
replace
HMA Percent of
Maximum Theoretical
Density (%)
97.0
97.1
97.2
97.3
97.4
97.5
97.6
97.7
97.8
97.9
98.0
98.1
98.2
98.3
98.4
98.5
98.6
98.7
98.8
98.9
99.0
> 99.0
Reduced
Payment Factor
0.0000
0.0125
0.0250
0.0375
0.0500
0.0625
0.0750
0.0875
0.1000
0.1125
0.1250
0.1375
0.1500
0.1625
0.1750
0.1875
0.2000
0.2125
0.2250
0.2375
0.2500
Remove and
replace
Illinois DOT (406.14)
Pay adjustments will not be applied on the longitudinal joint.
12
Michigan DOT (12SP-501Y-04(g))
The incentive payment will be determined based on the average QA longitudinal joint density in
accordance with the following pay adjustment and QA section of the special provision.
Use the following equations to determine the quality adjustment per foot:
EQ.1 Quality adjustment = (0.3333 × Density) – 30.1635
EQ.2 Quality adjustment = (4.0850 × Density) – 360.31
Density Range (%)
90.50 ≥ 93.50
88.00 – 90.49
86.00 – 87.99
< 86.00
Table 2.2.3.4-2
Payment Schedule for Longitudinal Joint Density
Incentive/Negative
Dollar Value
Quality Adjustment
$0.00/foot - $1.00/foot (max.)
Incentive
EQ. 1
Negative Quality
$0.83/foot - $0.00/foot
Adjustment
EQ. 1
Negative Quality
$9.00/foot - $0.84/foot *
Adjustment
EQ. 2
Action Required
N/A
Stop production if
below 89.00%
All joints saw or route
and sealed
Full lane width removal
plus 6 in past the
longitudinal joint (s) ǁ
* Leveling and base course – $4.00/foot (max.) - $0.84/foot
ǁ Leveling and base course – remove 30 in centered on the joint with saw cutting with double tack
coat of vertical faces.
Any work required for over paving a joint in order to cut it back will be at the Contractor’s
option and the cost for cutting back the HMA and disposal of waste will be considered included
in the costs of other items of work. There will be no negative adjustment in tonnage for any cut
back, up to 2 in, of HMA placed for the HMA removed as part of the cutting back.
13
Minnesota DOT (2360.3.D.1.q)
Table 2.2.3.4-3
Payment Schedule for Longitudinal Joint Density (4% Void)
Pay Factor B
Pay Factor C
Confined Edge
Longitudinal (Confined Edge) Unsupported Edge
(Unsupported Edge)
Density (%) ║
Traffic Level Traffic Level
Density (%) ║
Traffic Level
Traffic Level
2&3
4&5
2&3
4&5
≥ 92.1
1.02†
1.03†
≥ 91.0
1.02†
1.03†
91.6 – 92.0
1.01†
1.02†
90.1 – 90.9
1.01†
1.02†
89.5 – 91.5
1.00
1.00
88.1 – 90.0
1.00
1.00
88.5 – 89.4
0.98
0.98
87.0 – 88.0
0.98
0.98
87.7 – 88.4
0.95
0.95
86.0 – 86.9
0.95
0.95
87.0 – 87.6
0.91
0.91
85.0 – 85.9
0.91
0.91
< 87.0
0.85
0.85
< 85.0
0.85
0.85
* The Department will limit incentive payment for longitudinal joint density to lots with
evaluated longitudinal joint densities.
║ Calculate the percent of maximum specific gravity to the nearest tenth.
† Payment will only apply if the day's weighted average individual production air voids fall within - ½
percent of the target air void value. Base the weighted average air voids on all the mixture
production tests in accordance with 2360.2.G.7, ―Production Tests for the corresponding day and
weight by the tons the corresponding test represents.
Table 2.2.3.4-4
Payment Schedule for Longitudinal Joint Density (3% Void)
Pay Factor B
Pay Factor C
Confined Edge
Longitudinal (Confined Edge) Unsupported Edge
(Unsupported Edge)
Traffic Level Traffic Level
Traffic Level
Traffic Level
Density (%) ║
Density (%) ║
2&3
4&5
2&3
4&5
≥ 93.1
1.02†
1.03†
≥ 92.0
1.02†
1.03†
92.6 – 93.0
1.01†
1.02†
91.1 – 91.9
1.01†
1.02†
90.5 – 92.5
1.00
1.00
89.1 – 91.0
1.00
1.00
89.5 – 90.4
0.98
0.98
88.0 – 89.0
0.98
0.98
88.7 – 89.4
0.95
0.95
87.0 – 87.9
0.95
0.95
88.0 – 88.6
0.91
0.91
86.0 – 86.9
0.91
0.91
< 88.0
0.85
0.85
< 86.0
0.85
0.85
* The Department will limit incentive payment for longitudinal joint density to lots with
evaluated longitudinal joint densities.
║ Calculate the percent of maximum specific gravity to the nearest tenth.
† Payment will only apply if the day's weighted average individual production air voids fall within - ½
percent of the target air void value. Base the weighted average air voids on all the mixture
production tests in accordance with 2360.2.G.7, ―Production Tests for the corresponding day and
weight by the tons the corresponding test represents.
14
Determine the pay factor in accordance with the following:
Case 1: Total Pay Factor = (Pay Factor A) × (Pay Factor B) × (Pay Factor C)
Case 2: Total Pay Factor = (Pay Factor A) × (Pay Factor B) × (Pay Factor B)
Case 3: Total Pay Factor = (Pay Factor A) × (Pay Factor C) × (Pay Factor C)
Where:
Pay Factor A = Mat density,
Pay Factor B = Confined edge density,
Pay Factor C = Unsupported edge density.
Use a pay factor of 1.00 for Pay Factor B, Pay Factor C, or both in lots where no cores are taken
at the longitudinal joint.
Missouri DOT (403.23.7.4.1(b))
Pay adjustments due to longitudinal joint density will apply to the full width of the lane paved.
Table 2.2.3.4-5
Pay Schedule for Longitudinal Joint Density
SP Mixture Density (%)
97.1 to 97.5
97.6 to 98.0
Above 98.0
or
or
or
or
or
92.0 to 97.0 inclusive
91.5 to 91.9 inclusive
91.0 to 91.4 inclusive
90.5 to 90.9 inclusive
90.0 to 90.4 inclusive
Below 90.0
SMA Mixture Density (%)
> 94.0
93.5 to 93.9 inclusive
93.0 to 93.4 inclusive
92.5 to 92.9 inclusive
92.0 to 92.4 inclusive
Below 92.0
Pay Factor (% of
Contract Unit Price)
100
90
85
80
75
Remove and replace
15
3
NRRA Summary of the State of Practice
16
4
NRRA Proposed Practice/ Specification
4.1
4.2
4.3
Suggestion
Pros
Cons
17
5
NRRA Implementation Plan
18
References
1.
AASHTO, FAA, FHWA, NAPA, USACE, APWA, and NACE (2000) Hot-Mix Asphalt
Paving Handbook. Transportation Research Board, Washington, D.C.
2.
Caltrans (2015) Standard Specifications. California Department of Transportation,
Sacramento, CA.
3.
IDOT (2016) Special Provision for Hot-Mix Asphalt – Density Testing of Longitudinal
Joints (BDE). Illinois Department of Transportation, Springfield, IL.
4.
IDOT (2017) Special Provision for Hot-Mix Asphalt – Longitudinal Joint Sealant (CBM).
Illinois Department of Transportation, Springfield, IL.
5.
IDOT (2016) Standard Specifications for Road and Bridge Construction. Illinois
Department of Transportation, Springfield, IL.
6.
MDOT (2012) Special Provision for Acceptance of Longitudinal Joint Density in Hot
Mix Asphalt Pavements. Michigan Department of Transportation, Lansing, MI.
7.
MDOT (2012) Standard Specifications for Construction. Michigan Department of
Transportation, Lansing, MI.
8.
MnDOT (2016) Special Provisions 2016. Minnesota Department of Transportation, St.
Paul, MN.
9.
MnDOT (2016) Standard Specifications for Construction. Minnesota Department of
Transportation, St. Paul, MN.
10.
MoDOT (2016) Standard Specifications for Highway Construction. Missouri Department
of Transportation, Jefferson City, MO.
11.
WisDOT (2017) Standard Specifications for Highway and Structure Construction.
Wisconsin Department of Transportation, Madison, WI.
19