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Current Practice Sheet No. 5
BRIDGE Reviewed 2014 by BJA
JOINTS The fifth in a series of Current Practice Sheets prepared by the Concrete Bridge
Development Group
Introduction Type 5: Reinforced elastomeric joint (RE)
A sectional prefabricated joint where an elastomer bonded to metal plates is
An expansion joint may be defined as a device to support the surfacing, or
bolted to the deck. Additional metal reinforcing plates are embedded in the
provide a running surface, across the expansion gap, i.e. the area between
elastomer. Movement range ±165mm.
adjacent bridge deck spans or the bridge deck and abutment(1)
Types of bridge expansion joint
(specified in BD33/94(2))
Type 1: Buried joint
An in-situ joint consisting of an elastomeric pad or flashing placed across
the expansion gap to support the surfacing laid continuously over the joint.
Sub-types are buried flashing (BF) and buried pad (BP). Movement range
±10mm.
Type 6: Elastomeric joint in metal runners (EMR)
A prefabricated joint, where an elastomeric seal is fixed between metal rails
or runners. There are two types of EMR joint, determined by the method by
which metal runners are attached to the deck. The two methods are either
cast-in or resin encapsulated.
The cast-in method is supplied in both single and multi-element form. The
single version has a movement capacity of 75mm (single) whereas the
multi-element form has a capacity of 1m. The resin encapsulated type is a
surface-mounted elastomeric single-sealing element fixed between carrier
Type 2: Asphaltic plug joint (APJ)
rails. It is embedded in resin nosing material, fully bonded to the structural
An in-situ joint comprising a band of specially formulated binder plus
deck concrete. Movement range is 30–150mm, depending on the
aggregate, typically 500mm wide and 100mm deep(3). This runs across the
elastomeric sealing element.
road, above the expansion gap. These joints accommodate movements of
±20mm without cracking at low temperatures. They resist rutting under
wheel loading at high temperatures.
Types 3 and 4: Nosing joint (N)
A section of nosing material is bonded to the deck on both sides of the
expansion gap, bridged by a compression seal. The nosing material is to
support the adjacent surfacing, providing an edge which will resist the
impact of vehicle wheel loads. Movement range is ±20mm, as the maximum
joint gap specified in BD33/94(2) may not exceed 65mm.
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Type 7: Cantilever comb or tooth joint (CT) Joint performance
A prefabricated joint consisting of mating metal comb or sawtooth plates
bridging the expansion gap. Movement range ±300mm. The requirements during operation are:
• the ability to withstand traffic loads and accommodate bridge
movements arising from temperature, creep, shrinkage, settlement and
dynamic loading without inducing unacceptable stresses in the joint or
other structural components
• provision of a surface that does not cause discomfort or inconvenience
to any class of road user (including cyclists, pedestrians and animals,
where appropriate)
• maintenance of an acceptable skid resistance level
• water-resistance, or provision for carrying away water and detritus to
prevent structural damage
• easy inspection and maintenance of the structure, preferably from
Flexible Transition Joints beneath the deck, and wearing elements should be easily replaceable
During the 1990s, the Highways Agency announced that all future road
bridges under their management, with spans up to 60m, should preferably be • avoidance of sudden deterioration, the effects of which are likely to
constructed as integral bridges. As a result, the concrete industry set up a cause traffic hazards
number of research projects to determine the most economic and viable
methods to undertake the design and construction of this hitherto relatively Joint selection
unknown bridge type. The bridge designer should specify the desired operating standards and
One of the issues to emerge from this research was the difficulty in selecting define the total movement related to imposed loadings, temperature range,
a suitable joint for use with this type of bridge, specifically to take up deck shortening and rotation. The manufacturer or supplier may then
movement between the bridge structure and the adjacent road surfacing and provide the correct technical solution at an early stage. Apart from these
sub-base. The Bridge Joint Association has used its experience and expertise technical issues, whole-life costings must be taken into consideration
to develop the Flexible Transmission Joint in order to overcome the problem together with a procurement method which will enable achievement of the
and has issued free Guidance Notes for use by the bridge industry(6). required performance specification.
The Flexible Transmission Joint has a movement range of ±20mm. For
shorter bridges, less than 20m span, a simpler joint with a movement range
Durability and whole-life costing
of ±5mm is suitable. Only approved materials of proven durability, registered according to the
Highways Agency Manual of contracts for highways works, should be
used(4). Clients must take into account the total costs of a joint throughout its
service life, rather than solely the initial costs. Refer to TRL Report 236(5).
Water management
Proper design and detailing for adequate deck drainage is essential for the
enhancement of structural durability. Water removal from within and below
the deck surfacing is very important and the drainage of water from the
expansion joint area should also be considered. The drainage system
adopted for the joint should ideally overlap the deck waterproofing system
used. Combined subservice drainage outlets discharge water and prevent
build-up behind the joint. Through-drainage units in the decks are
recommended together with provision of rodding points to clear blockages.
Joint installation
The installation process should be a team effort between the engineer, main
contractor and installer. They should have access to information and design
details, together with sufficient time in which to complete the process,
including curing, in a competent and professional manner.
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Inspection and maintenance References
1. BRIDGE JOINT ASSOCIATION. Standard for mechanical expansion joints, Crowthorne, 2003
Bridge deck design should incorporate provision for joint inspection from
the underside of the deck. Regular inspection of carriageway surfacing and 2. THE HIGHWAYS AGENCY. Design Manual for Roads and Bridges. BD 33/94 Vol. 2,
Section 3, Expansion joints for use in highway bridge decks, HMSO, 1994.
the joint is necessary to maintain satisfactory performance throughout its
3. BRIDGE JOINT ASSOCIATION. Standard for asphaltic plug joints, 2003
service life. Early fault detection, such as blocked drainage or rutted
4. THE HIGHWAYS AGENCY. Design Manual for Roads and Bridges. SA1, Vol.0, Section 3,
surfacing, is necessary to avoid major remedial work. The inspector should Annex C. Manual of contract documents for highways works, HMSO.
be familiar with the joint type and its potential defects. 5. BARNARD, C. and CUNINGHAME, J. TRL Report 236: Improving the performance of bridge
expansion joints, Transport Research Laboratory, Crowthorne, 1997.
Inspection and maintenance at maximum intervals of one year should be
6. BRIDGE JOINT ASSOCIATION. Guidance Notes on Flexible Joints, 2009
programmed to coincide with other maintenance work on the carriageway to
7. BRIDGE JOINT ASSOCIATION. Health and Safety Guidance Notes for the Installation of
reduce disruption and consequential costs. Expansion Joints, 2010
Health and Safety
The Bridge Joint Association reacted to the increasing demand for higher Further reading
standards of Health and Safety in the construction industry and has LEE, D. Bridge bearings and expansion joints, E & FN Spon, London, 1994.
produced Guidance Notes for the Installation of Expansion Joints(7). THE HIGHWAYS AGENCY. Design Manual for Roads and Bridges. BA 26/94 Vol. 2, Section 3,
Expansion Joints for Use in Highway Bridge Decks, Her Majesty’s Stationery Office, 1994.
Produced in a simple generic format, it covers the dangers of working on
TRANSPORT RESEARCH LABORATORY. TRL Report LR1104: The performance in service of
major road networks, the handling of dangerous materials used in some bridge deck expansion joints, 1984.
bridge joints and where further advice and information can be found if TRANSPORT RESEARCH LABORATORY. TRL Report PA2138/92: Draft design for durability:
necessary. expansion joints and continuity, 1992.
TRANSPORT RESEARCH LABORATORY. TRL Report PR9: Research into the condition and
performance of bridge deck expansion joints, 1993.
TRANSPORT RESEARCH LABORATORY. TRL Report SR479: Bridge temperatures for setting
bearings and expansion joints, 1979.
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