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: 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
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
