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: First Major Dowel Bar Retrofit Project in Nevada Restores Reno Highway
A highway in Reno, Nevada, underwent a significant rehabilitation project using dowel bar retrofit (DBR) and diamond grinding. DBR restored load transfer, and diamond grinding improved pavement performance. One year following project completion, the improved International Roughness Index (IRI) indicated a significantly smoother ride.
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Highway
Diamond Grinding, Dowel Bar Retrofit
Smoothness, Structural/Material Issues
Concrete Pavement Preservation (CPP) Built To Last
In 2020, Oklahoma's concrete pavements were due to begin a maintenance cycle, and by the end of that year, concrete pavement preservation (CPP) consisting of selected panel replacements, dowel bar retrofit (DBR) and diamond grinding had been completed on portions of the Cimarron, Bailey and Indian Nation Turnpikes. CPP allows for seven times the length of roadway repaired for every dollar spent.
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Highway
Concrete Pavement Preservation and Restoration, Diamond Grinding, Dowel Bar Retrofit
Structural/Material Issues
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: 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
