The deployment of next generation concrete surface (NGCS) technology in the North Split project involved several key stages. Planning and design along with material and construction. The benefits of NGCS technology is noise reduction, improved safety and enhanced smoothness. The North Split project in Indiana serves as a benchmark for the successful implementation of NGCS technology in large-scale infrastructure projects.

To enhance the smoothness and overall driving experience on bridge decks, the Illinois Department of Transportation (IDOT) implemented a new policy on diamond grinding overlays. The U.S. 30 bridge project significant improved smoothness and resulted in a quieter deck due to the transition from transverse to longitudinal grooving and overall reduction of surface roughness.

Construction for The Finish Line, also known as Section 6, includes 27 miles of new interstate highway, as well as work on the heavily traveled I-465 between I-70 and I-65 on Indianapolis’s southwest side. It entails either replacement, rehabilitation or new construction for 42 bridges. Concrete paving will be used on all of them, and many will be surfaced using Next Generation Concrete Surface (NGCS).

In 2019, the Minnesota DOT (MNDOT) announced a project to reconstruct and expand both directions of I-94 between TH25 in Monticello and TH24 in Clearwater, approximately 35 miles northwest of Minneapolis. The standard mitigation technique requires the construction of expensive noise walls. However, the geography of the site and the proximity of the lake to the roadway made the construction of noise walls exceedingly difficult. In response to this challenge, HcPCi provided data showing that using next generation concrete surface (NGCS) would provide noise reduction meeting MnDOT’s mitigation requirements.

Ames Engineering conducted profile testing of three lanes of I-290 in Chicago, between Austin Ave. and Sacramento Blvd. The results indicate that the conventional diamond grinding (CDG) surface was smoother than the Stone Matrix Asphalt (SMA) overlay by approximately 3 inches/mile and that the smoothness variability was approximately half that of the SMA surface.

Concrete Pavement Preservation (CPP) has long been used on deteriorated highways, but it also offers an alternative to asphalt overlays when rehabilitating city streets constructed of concrete. Techniques include: Slab stabilization, Full-depth repair (FDR), Partial-depth repair (PDR), Dowel bar retrofit (DBR), Cross-stitching longitudinal cracks or joints, Conventional diamond grinding (CDG) and Joint and crack resealing.