Dowel bar retrofit (DBR) is most often used as part of a comprehensive Concrete Pavement Preservation (CPP) program. The techniques employed in a CPP program usually include a combination of full-depth repair (FDR), partial-depth repair (PDR, dowel bar retrofit (DBR) joint and crack resealing, slab stabilization, cross-stitching of longitudinal cracks, diamond grooving and diamond grinding.

Joint resealing is a vital tool in the Concrete Pavement Preservation (CPP) toolbox. For many concrete pavements, proactively sealing or filling transverse and longitudinal joints and cracks to reduce water penetration improves long-term pavement performance. Performed alone, joint resealing is a maintenance activity.

Research conducted by NDOR demonstrates that slurry application on roadway shoulders is safe. When diamond grinding concrete highways, water used to cool cutting blades combines with hardened cement paste and aggregate particulates, generating a byproduct known as concrete grinding residue (CGR), or slurry.

Concrete pavement preservation (CPP) and diamond grinding are longstanding preservation techniques that contribute to sustainable infrastructure by significantly reducing environmental impact while enhancing safety and performance.

Diamond grinding and grooving are fast becoming desirable options for both new and existing asphalt surfaces. Several state transportation departments—including Ohio, Missouri and South Carolina—have adopted the mechanical abrasion treatments to provide a smoother ride and speed construction practices.

Full-depth repair (FDR) is a vital tool in the concrete pavement preservation toolbox. Joint deterioration (i.e., cracking, breaking or spalling at edges, where edges are defined by longitudinal or transverse joints) is a common form of distress requiring full-depth repair. Other distresses requiring FDR can include blowups, corner breaks, isolated concrete durability issues or severe random cracking.