JRI+ joint system evolution
Initially, in 1993, the aim was to achieve savings in the thickness of concrete highways, without reducing the strength of the pavement.
After tests and preliminary minor trials, in 1994, following a consistent notion of coupling torpedo tubes to a paver, the Ministry of Public Works and Transport (now Ministry of Development) commissioned the construction of a section of (2) * 600 * 7 meters motorway variant Sollana (Valencia) Covers & MZOV (now ACCIONA). A section of lightened concrete slab of 40cm edge with 22cm circular holes spaced 8 cm apart, achieved a very strong roadbed.
For transmission between slabs due to the difficulty of placing dowel barrs into the holes, a new system was devised: based on placing a mesh on the ground, cut along an S-shape around the vertical plane of the board, on both sides of that plane. The goal (achieved) was the increase of the edge but it was not tested with the Deflectometer (DWF).
A new goal came up: for the proper functioning of the pavement, it was more important to achieve a good load transfer with no steps on the boards. Until then, the transmission was achieved with the simultaneous action of dowel bars and good base layers, but it was a solution that deteriorated over time, even before the expiration of the life of the pavement.