Slab Warping or Unevenness
If you have slab warping or unevenness, you need to perform:
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: 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: South Eleventh Street Profiling, Oskaloosa, IA
In 1993, the city of Oskaloosa, Iowa, set out to conduct its first extensive surface profiling/diamond grinding project on South Eleventh Street. With minor maintenance patching and contraction joint sealing performed in 1986 and in 1990, this one-mile-long stretch of city street required no repairs. This project shows the longevity that can be achieved with diamond grinding.
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City/Municipal
Diamond Grinding
Smoothness
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
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
