Severely Cracked Slabs
If you have severely cracked slabs, you need to perform:
Full-Depth Repairs
Full-depth repair is the removal and replacement of full slab thickness sections of deteriorated pavement. Length can vary based on conditions present. A common minimum patch size is four to six feet long and a full lane width wide. This type of repair can be completed on both jointed and continuously reinforced concrete pavement. On jointed pavement, the transverse construction joints at the patch ends are typically doweled and/or tied to restore load transfer across the joints. Additionally, on longer patch sections, dowel bar assemblies are placed at intervals to coincide with the existing transverse joint pattern present. On continuously reinforced concrete, the reinforcing steel pattern of the existing pavement is removed and replaced with new steel within the repair section. The transverse repair boundaries are first sawed and jackhammered to expose approximately two feet (typical) of the existing steel to facilitate the tying of the new reinforcement bars to the steel pattern in the existing pavement.
Resources
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
Long-Lived Concrete Pavement: TH 210 in Minn. Achieves a 69-Year Service Life—With More Years to Come
There are a few key takeaways. First is that pre-emptive maintenance, often referred to as pavement preservation, is necessary to maximize the life of a pavement. Second is that smooth pavements stay smooth longer, so implementing techniques like dowel bar retrofit (DBR), diamond grinding and joint resealing early in the pavement’s life will reduce dynamic loads and greatly increase the amount of time a pavement remains serviceable at a high level for minimum cost.
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Highway
Joint and Crack Resealing, Full & Partial Depth Repair, Diamond Grinding, Dowel Bar Retrofit
Friction/Safety, Smoothness, Tire/Pavement Noise
CPR: Rebuilt to Last: Interstate 94, Minnesota
In 2009, the Minnesota Department of Transportation (MnDOT) began concrete rehabilitation on the original 65-mile stretch of Interstate 94 between Minneapolis and St. Cloud. Many concrete pavement preservation treatments were used in the initial repair effort, which took place across approximately 40 miles, including full depth repair and partial depth repair with diamond grinding. The final phase of repair used the method known as "Buried Treasure" - a method referred to as such because non-destructive testing tools allow for the collection of information.
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Highway
Concrete Pavement Preservation and Restoration, Diamond Grinding, Full & Partial Depth Repair
Sustainability/Environmental
CPR: Rebuilt to Last: Afton Interchange on Will Rogers Turnpike in Oklahoma repaired using CPR
The Afton Interchange on Will Rogers Turnpike in Oklahoma underwent rehabilitation using dowel bar retrofit (DBR), diamond grinding and full depth repair (FDR). The DBR improved load transfer efficiency, diamond grinding enhanced surface smoothness, and full depth repair (FDR) replaced damaged concrete.
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Highway
Diamond Grooving, Dowel Bar Retrofit
Smoothness, Structural/Material Issues