Smoother asphalt installations on SC 544 in Conway, South Carolina were achieved with the application of diamond grinding. The project involved a five-inch mill and overlay conducted in a single-lift operation, where diamond grinding was employed to create an ultra-smooth, high-friction and quiet riding surface. This technique significantly reduced the International Roughness Index (IRI) measurements, improving rideability and safety.

County Highway 22 in Olmsted County, Minnesota, was successfully restored through the implementation of DBR as a concrete pavement preservation technique. DBR involves installing dowel bars to restore load transfer across joints and cracks, effectively linking adjoining slabs, leading to improvements in pavement performance and extending the service life of the roads.

A 2007 pavement management report on the runway and taxiway pavements at the DeKalb-Peachtree (PDK) Airport in Chamblee, GA, noted significant amounts of cracking in the longitudinal direction of the runway's panels. The project consisted of replacing 125 of the concrete slabs scattered randomly throughout the 6,001 by 100 foot runway, diamond grinding and then re-grooving the entire surface, as well as re-marking. In total, the repairs included 9,500 square yards of patching; 80,000 linear-feet of joint resealing and crack sealing; 70,000 square yards of diamond grinding; and 56,000 square yards of grooving.

The Franklin D. Roosevelt (FDR) ramp at the Robert F. Kennedy (RFK) Bridge in Manhattan, NY, was in need of surface repairs. The solution came in the form of longitudinal grooving of the pavement. The project involved milling, paving and grooving.

Maintaining Iron Mountain Road, South Dakota's historic route 16A using modern equipment and techniques was a challenge confronted by repair crews who undertook its resurfacing in early 2014. SDDOT specifications require diamond grinding of bridge decks in preparation for the placement of epoxy chip seal overlays. Epoxy resin was selected for repair of four pigtail bridges.

In 2005, the Oklahoma Turnpike Authority (OTA) identified the need for significant road repairs on the John Kilpatrick Turnpike. Full depth repair, dowel bar retrofit (DBR), diamond grinding and joint resealing methods of repair were selected to address the deterioration. It is predicted that it will be 15 to 20 years before any additional major work will need to be completed.