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: Minnesota Department of Transportation utilizes full CPR toolbox and diamond grinding
Concrete Pavement Restoration (CPR) techniques were applied on I-94 between Stearns County State Aid Highway 75 and Trunk Highway 241. The project involved diamond grinding, full depth repair (FDR) and partial depth repair (PDR), joint resealing, crack resealing, and the introduction of Next Generation Concrete Surface (NGCS) to enhance ride quality and reduce noise.
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Highway
Concrete Pavement Preservation and Restoration, Diamond Grinding, Full & Partial Depth Repair, Joint and Crack Resealing
Smoothness, Structural/Material Issues, Sustainability/Environmental
CPR: Rebuilt to Last: Interstate-44 in Oklahoma City, OK Utilizes Concrete Pavement Restoration
A physical survey conducted before work began on Interstate-44 in Oklahoma City, OK, revealed severe panel damage and faulted pavement. Due to the high level of traffic and poor road conditions, a fast-track yet long-term solution was needed. Dowel bar retrofit (DBR), diamond grinding, joint sealing, selective panel replacement and base repair were used on the project for all lanes in both directions. The result for taxpayers is a smooth road that is expected to last 15 years.
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Highway
Diamond Grinding, Dowel Bar Retrofit
Smoothness
CPR: Rebuilt to Last: Bullitt County, KY road repair
Bullitt County roads in Kentucky saw enhanced ride quality and extended pavement lifespan through comprehensive rehabilitation efforts. The project involved employing techniques such as diamond grinding, full depth repair (FDR) and joint resealing. The project enhanced ride quality, safety, and extended the pavement's lifespan by eight to nine years, demonstrating cost-effectiveness and efficiency.
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Highway
Diamond Grinding, Full & Partial Depth Repair, Joint and Crack Resealing
Structural/Material Issues
CPR: Rebuilt to Last: Runway and Taxiway Pavement Improvements in DeKalb County, Georgia
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.
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Airport/Airfield
Diamond Grinding, Diamond Grooving, Full & Partial Depth Repair, Joint and Crack Resealing
Structural/Material Issues
Concrete Pavement Preservation (CPP) Slashed Repair Costs
The city of Baytown, Texas lowered the expected repair costs by 80% with concrete pavement preservation (CPP). CCP techniques are less invasive, low-cost alternatives to full concrete replacements. The city replaced approximately 20 percent of the road surface with CCP work including full-depth panel replacement, dowel bar retrofit, cross stitching, replacement and resetting of manholes, diamond grinding, and crack repair and sealing.
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City/Municipal, Highway, Industrial
Concrete Pavement Preservation and Restoration
Structural/Material Issues
CPR: Rebuilt to Last: First Major Dowel Bar Retrofit Project in Nevada Restores Reno Highway
A highway in Reno, Nevada, underwent a significant rehabilitation project using dowel bar retrofit (DBR) and diamond grinding. DBR restored load transfer, and diamond grinding improved pavement performance. One year following project completion, the improved International Roughness Index (IRI) indicated a significantly smoother ride.
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Highway
Diamond Grinding, Dowel Bar Retrofit
Smoothness, Structural/Material Issues