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: US Route 33, Appalachian Corridor H, Barbour, Upshur and Randolph Counties, WV
A 21-year-old 4.20-mile section of U.S. Route 33 in Upshur County, WV, exhibited distressed areas in need of repair. Full depth repair, partial depth repair, and diamond grinding techniques were chosen for the project. Compared to more traditional methods, the WVDOH feels that the application of these techniques is an effective combination of treatments to treat a significant portion of this corridor and provide long-term performance at a relatively low cost.
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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: Highway 21 repairs Newark, NJ
When the New Jersey Department of Transportation (NJDOT) set out to repair Highway 21 on the north side of Newark, they sought a cost-effective solution that would result in a safe, smooth ride. Recognizing that the existing pavement was structurally sound, NJDOT removed the asphalt overlay and performed diamond grinding on the underlying concrete pavement. The techniques used to complete the project included asphalt milling, cat basin reconstruction, slab stabilization, pre-cast panel replacement, partial depth repair, joint resealing and diamond grinding for the final ride and surface texture.
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Highway
Concrete Pavement Preservation and Restoration, Diamond Grinding, Full & Partial Depth Repair, Joint and Crack Resealing, Slab Stabilization
Structural/Material Issues
CPR: Rebuilt to Last: Roosevelt Roads Naval Base runway repairs, Ceiba, Puerto Rico
In 2001, the U.S. Navy sought to repair the 11,000-foot runway that served the Navy's Atlantic air fleet. The project employed partial depth repair, full depth repair, sawing, stripping, and joint resealing. The result for the naval base was a quality runway that will provide safe, economical service for many years into the future.
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Airport/Airfield
Full & Partial Depth Repair, Joint and Crack Resealing
Friction/Safety
CPR: Rebuilt to Last: Interstate 29 southbound between Highway 200A and Highway 200, Hillsboro, ND
Interstate 29 Southbound in Hillsboro, North Dakota, saw significant improvements in the International Roughness Index (IRI) through various concrete pavement restoration (CPR) techniques. Key components included diamond grinding, dowel bar retrofit (DBR), full depth repair (FDR), partial depth repair (PDR), and joint resealing. Conducted primarily to restore load transfer and enhance skid resistance, the CPR methods targeted only the most deteriorated sections, demonstrating cost-effectiveness and flexibility.
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Highway
Diamond Grinding, Dowel Bar Retrofit, Full & Partial Depth Repair, Joint and Crack Resealing
Smoothness, Structural/Material Issues
CPR: Rebuilt to Last: Concrete patching and maintenance for I-44 in Oklahoma City, OK
On I-44 in Oklahoma City, Oklahoma, extensive Concrete Pavement Restoration (CPR) measures, including diamond grinding, dowel bar retrofit (DBR), full depth repair (FDR) and joint resealing were applied to address transverse joint faulting and improve pavement conditions. Despite challenges such as limited work windows and high traffic volumes, the project was completed successfully in 2005, resulting in significant improvements in pavement service life and ride quality.
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Highway
Diamond Grinding, Dowel Bar Retrofit
Smoothness
CPR: Rebuilt to Last: I-94 repair from upper Midwest to upper Northwest, Douglas and Grant Counties, MN
I-94 from the Upper Midwest to Upper Northwest experienced improved ride quality and extended pavement lifespan through Concrete Pavement Restoration (CPR) methods. The project utilized several techniques, including diamond grinding, dowel bar retrofit (DBR), full depth repair (FDR), partial depth repair (PDR), joint resealing, and crack resealing. The project successfully improved ride quality and extended the pavement's lifespan by more than 15 years, demonstrating the flexibility and economic advantages of CPR.
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Highway
Concrete Pavement Preservation and Restoration, Diamond Grooving
Structural/Material Issues