Joint Sealant Failure
If you have joint sealant failure, you need to perform:
Joint/Crack Resealing
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Uncontrolled water ingress, especially water from a pavement’s surface, contributes to multiple types of pavement distress. It can lead to spalling, base or subgrade softening, dowel bar corrosion, pavement joint blow-ups and/or materials-related distress.
For many concrete pavements, proactively sealing or filling transverse and longitudinal joints and cracks to reduce water penetration improves long-term pavement performance. In addition to limiting the entry of water, joint sealing can reduce the entry of incompressibles into the joint reservoir that exert pressure on the pavement. Performed alone, joint resealing
is a maintenance activity. However, it is also an important part of the concrete pavement preservation (CPP) toolbox.
There are two basic approaches to joint treatment (other than leaving the joint open): joint filling and joint sealing. Joint sealing involves a foam backer rod and more rigorous preparation of a sealant reservoir than filling, which often involves simply filling up a diamond saw cut joint with sealant material after minimal preparation. Joint filling may be appropriate when the reservoir is narrow and difficult to prepare, but full adhesion of the filler may be difficult to achieve, resulting in less protection from moisture penetration. In CPP projects where joints have previously been sealed, resealing them is important.
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See also our industry partner website Seal/No Seal to learn more about the benefits of sealing joints.
Resources
CPR: Rebuilt to Last: Infrastructure rehabilitation in Winnipeg, Manitoba, Canada
Winnipeg, Manitoba, saw significant improvements in road smoothness and durability through comprehensive Concrete Pavement Rehabilitation (CPR) initiatives. The project encompassed several techniques, including diamond grinding, dowel bar retrofit (DBR), partial depth repair (PDR), full depth repair (FDR), and transverse joint sealing. These methods were chosen over an asphalt overlay due to their cost-effectiveness, resulting in significant improvements in road smoothness and durability.
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Highway
Concrete Pavement Preservation and Restoration, Diamond Grinding, Dowel Bar Retrofit, Full & Partial Depth Repair, Joint and Crack Resealing
Structural/Material Issues
CPR: Rebuilt to Last: Infrastructure improvements in Jonesboro, AR
The surface of the Route 63 highway had become rough after carrying 40-plus years of significant passenger and commercial traffic. The Arkansas Highway Transportation Department (AHTD) opted to use patching and diamond grinding as well as joint sawing and joint resealing. The roadway now boasts a safer riding surface with a nearly 56% improvement in smoothness.
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Highway
Concrete Pavement Preservation and Restoration, Diamond Grinding, Full & Partial Depth Repair, Joint and Crack Resealing
Structural/Material Issues
CPR: Rebuilt to Last: Interstate 15, Ogden, UT
In 2013, the Utah Department of Transportation (UDOT) began concrete rehabilitation on a 15-mile stretch of Interstate 15 in Ogden, UT. Concrete Pavement Preservation (CPP) methods selected for the project included partial and full panel patching, slab jacking, resealing, dowel bar retrofit (DBR) and diamond grinding. UDOT provided a safe, smooth ride while reducing costs.
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Highway
Diamond Grinding, Dowel Bar Retrofit
Structural/Material Issues
CPR: Rebuilt to Last: Barlow Road & Gateway Avenue rehabilitation, Fort Morgan, CO
Barlow Road & Gateway Avenue in Fort Morgan, Colorado, were rehabilitated using slab stabilization, diamond grinding and joint resealing to prevent water ingress. Slab stabilization addressed pavement distress, and diamond grinding enhanced surface smoothness. These techniques proved effective for long-term use. The nondestructive methods used, including the injection of expanding structural polymer, eliminated the need for pavement removal, saving time and money.
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Industrial
Diamond Grinding, Joint and Crack Resealing, Slab Stabilization
Smoothness
CPR: Rebuilt to Last: US Route 52, Rivers Avenue, Charleston, SC
U.S. Route 52 in Charleston, SC, needed maintenance. Given the generally good structural condition of the pavement, a decision was made to rehabilitate the original concrete using a non-overlay solution. The project consisted of 8-inch full depth concrete patching, diamond grinding, joint cleaning and joint sealing, and asphalt median milling and resurfacing. The final product was an enormous improvement from previous conditions.
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City/Municipal
Concrete Pavement Preservation and Restoration, Diamond Grinding, Full & Partial Depth Repair, Joint and Crack Resealing
Structural/Material Issues
CPR: Rebuilt to Last: National Highway Route 60/MT200 in Great Falls, MT
The National Highway Route 60/MT200 is a four-lane highway located in Great Falls, MT that connects several small towns in central and eastern areas of the state. The project to make the roadway smooth and safe for drivers involved repairing approximately 12 lane mines of nine-inch Portland Cement Concrete (PCC). Methods included dowel bar retrofit, full depth repair, partial depth repair, diamond grinding and resealing. The project proved to be a cost-effective solution.
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Highway
Concrete Pavement Preservation and Restoration, Diamond Grinding, Dowel Bar Retrofit, Full & Partial Depth Repair, Joint and Crack Resealing
Structural/Material Issues, Sustainability/Environmental