Slab Warping or Unevenness
If you have slab warping or unevenness, you need to perform:
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Conventional Diamond Grinding (CDG)
Conventional diamond grinding (CDG) is often used to create the smoothest and safest pavements available today. It is
appropriate for both new construction and existing pavement and can be performed at any time during a pavement’s life.
Diamond grinding removes a thin layer of the hardened concrete surface using a self-propelled machine outfitted with a series of closely spaced diamond saw blades mounted on a rotating shaft. Unlike diamond-impregnated carbide bits, which use impact to chip away the concrete surface, CDG blades use abrasion to gently remove the surface layer without the risk of introducing microcracking of the aggregates. After diamond grinding, the pavement texture consists of grooves and lands, with the grooves lying beneath the pavement interface.
CDG has been in use since the 1960s, with nearly 20 million square yards of pavement diamond ground each year in the United States alone. In addition to using CDG to improve the performance of existing, in-service pavements, several state Departments of Transportation specify diamond ground surfaces as the final surface on newly placed portland cement concrete pavement (PCCP).
Next Generation Concrete Surface (NGCS)
Next Generation Concrete Surface (NGCS) is the quietest non-porous concrete pavement surface available. NGCS is a hybrid texture that resembles a combination of diamond grinding and longitudinal grooving. It consists of a uniform land profile design with essentially an all-negative texture. Despite its flatter, smoother riding surface compared to traditional portland cement concrete pavement (PCCP), the NGCS still possesses and maintains reliable microtexture (friction) when constructed with quality aggregates. The longitudinal grooves provide substantial macrotexure and increase resistance to hydroplaning by providing escape channels that allow water to move out of the tire contact patch area.
Resources
CPR: Rebuilt to Last: Pavement rehabilitation in Jamestown, MD
U.S. Highway 281 in Jamestown, North Dakota, underwent concrete pavement rehabilitation methods to extend pavement life and minimize disruptions. Full and partial depth repair, joint resealing and diamond grinding were implemented to restore structural integrity and performance. These measures ensured cost savings, extended pavement life by 15 to 20 years, and minimized disruptions to local traffic and businesses. The project, completed two months ahead of schedule, demonstrated the benefits of targeted pavement preservation techniques.
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City/Municipal, Highway
Concrete Pavement Preservation and Restoration, Diamond Grinding, Dowel Bar Retrofit
Smoothness, Structural/Material Issues
CPR: Rebuilt to Last: Salt Lake City Concrete Pavement Restoration
In downtown Salt Lake City, Industrial Road at California Avenue required repair. The methods chosen were soil foundation stabilization, slabjacking, slab replacement, stitch-in-time crack repair, dowel bar retrofit (DBR), diamond grinding and joint resealing. The combination of using high density expansive polymers in conjunction with other concrete pavement preservation techniques including dowel bar retrofit and diamond grinding should extend the life of this pavement for approximately 15-20 years.
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Industrial
Concrete Pavement Preservation and Restoration, Diamond Grinding, Dowel Bar Retrofit, Full & Partial Depth Repair, Joint and Crack Resealing, Slab Stabilization
Structural/Material Issues
CPR: Rebuilt to Last: White Bear Lake Highway 61 CPR repairs last 22 years
US Highway 61 travels through White Bear Lake, MN. In 1987, it required full depth repair and partial depth repair, diamond grinding, re-saw and seal with silicone in the transverse joints and hot pour sealant in the longitudinal joints. The Concrete Pavement Restoration (CPR) methods performed more than two decades ago are still in good condition, lasting longer than originally predicted.
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Highway
Diamond Grinding, Full & Partial Depth Repair, Joint and Crack Resealing
Structural/Material Issues
CPR: Rebuilt to Last: John Kilpatrick Turnpike, Oklahoma City, OK, Interstate 40 near Yukon to I-35
In 2005, the Oklahoma Turnpike Authority (OTA) identified the need for significant road repairs on the John Kilpatrick Turnpike. Full depth repair, dowel bar retrofit (DBR), diamond grinding and joint resealing methods of repair were selected to address the deterioration. It is predicted that it will be 15 to 20 years before any additional major work will need to be completed.
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Highway
Diamond Grinding, Dowel Bar Retrofit, Joint and Crack Resealing
Smoothness
CPR: Rebuilt to Last: Arterial Street Rehabilitation in Ames, IA
In early 2009, engineers for the City of Ames, IA, recognized that the two roads that cross through the heart of the town as well as the campus (Stange Road and 24th Street) were in desperate need of repair. Although the City of Ames traditionally uses an asphalt overlay for this type of repair, they instead opted to use concrete pavement restoration (CPR) with diamond grinding. The methods selected were full depth repair and diamond grinding followed by joint resealing. The city has realized that CPR is the sustainable, cost effective maintenance answer for their concrete pavement.
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City/Municipal
Concrete Pavement Preservation and Restoration, Diamond Grinding
Smoothness
CPP: Rebuilt to Last: Diamond Grinding and Patching Restore U.S. 67 in Arkansas
Concrete pavements last 40+ years; treatment with CPP restores rideability. A 120-mile-long stretch of U.S. 67 connects North Little Rock, AK to Walnut Ridge, AK. Concrete pavement preservation (CPP) was deemed appropriate for rehabilitating the highway using diamond grinding. After patching and grinding, there was about an 80% improvement in smoothness.
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Highway
Concrete Pavement Preservation and Restoration, Diamond Grinding, Full & Partial Depth Repair
Structural/Material Issues
