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4/15/2009 International Grooving & Grinding Association 1
Rigid Pavement Distressand
Strategy Selection
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PCCP Preservation Techniques Full-depth repair
Partial-depth repair
Slab stabilization
Retrofitting dowels
Cross-stitching longitudinal cracks/joints
Diamond grinding
Joint & crack resealing
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Concrete Pavement Preservation
First level of response for deteriorating
concrete pavements should always bePCC Preservation
Least cost Cheaper than reconstruction
Least service disruption
Increases safety
Environmentally sound
Addresses operator comfort
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Factors to Consider
Ride Skid
Noise
Distress Types
Durability/Longevity
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Purpose of CPP
Used early when
pavement has little
deterioration.
Repairs isolated areasof distress.
Repairs someconstruction defects.
Manages the rate ofdeterioration.
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PCCP Preservation Techniques Full-depth repair
Partial-depth repair
Slab stabilization
Retrofitting dowels
Cross-stitching longitudinal cracks/joints
Diamond grinding
Joint & crack resealing
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Full-Depth Repair
Corner BreaksCorner Breaks
Multiple CracksMultiple Cracks
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Full Depth
Patching
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Partial Depth Repairs
Repairs deterioration in the top 1/3 of the slab. Generally located at joints, but can be placed
anywhere surface defects occur.
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Partial Depth
Patching
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Slab Stabilization / Slab Jacking
Insertion point
zPressure insertion of flowable materialbeneath the PCC slab
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SlabStabilization/
Jacking
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Load Transfer Restoration
Placement of load transfer devices acrossjoints or cracks of existing pavements
Candidate projectsPoor load transfer (< 70 %)
PumpingFaulting
Corner breaks
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Purpose of Load TransferRestoration
Reestablish load-
transfer across joints or
cracks
Load-transfer is a slabsability to transfer part ofits load to its neighboringslab
Used in JRC and JPCpavements to limit future
faulting
Load Transfer = 100% (Good)
L= xU= 0
Load Transfer = 0% (Poor)
L= x U= x
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Dowel Bar
Retrofit
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35- 45Epoxy rebar into place
T
Subbase
Slab
Cross-sectional View
25 mmMinimum
Cross Stitching
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24 in. min.
Transverse Joint
Cross-stitch Holes (Typ.)(Alternate sides of crack)
See Note B
35-45
0.75-in. dia. RebarEpoxy into Place
T
Subbase
Slab
Note A: Distance between holesis 24 in. for heavy traffic; 36 in.for light trafficNote B: Determine distance fromlongitudinal crack to hole basedon slab thickness T and drillangle. Slabs less than 12 inchesthick require a 35 insertion
angle.
Top View
Cross-sectional View
See Note A
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Cross
Stitching
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Diamond Grinding
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Grinding &Texturing Concrete
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Diamond Grinding of
Roadways Was Invented inCalifornia
Diamond grinding was first used in California in1965 on a 19-year old section of I-10 to eliminatesignificant faulting (Neal and Woodstrom 1976).
In 1983, CPP was conducted on this samepavement section, including the use of additionalgrinding to restore the rideability and skid resistanceof the surface. In 1997, the process was repeated.
Since its first use in 1965, the use of diamondgrinding has grown to become a major element of
PCC pavement preservation.
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Effectiveness of Diamond Grinding -CALTRANS
CALTRANS has determinedthat the average life of a
diamond ground pavementsurface is 17 years and that apavement can be ground atleast three times withoutaffecting pavementstructurally. See IGGA.net forfull report
STATE OF CALIFORNIADEPARTMENT of TRANSPORTATION
DIVISION OF
ENGINEERING SERVICES
MATERIALS ENGINEERING
AND TESTING SERVICES
OFFICE OF RIGID PAVEMENT
AND STRUCTURAL CONCRETE
5900 Folsom Boulevard
Sacramento, California 95819
THE EFFECTIVENESS OF DIAMOND GRINDING
CONCRETE PAVEMENTS IN CALIFORNIA
November 2004
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Joint/Crack Resealing Application of a sealant material in concrete
pavement joints and cracks
Purpose
Minimize moisture infiltration
Prevent intrusion of incompressibles
Sealant Materials
Rubberized asphalt
Silicone
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Joint andCrack
Resealing
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Sequencing of TechniquesRestoration Slab Stabilization
Retrofit Edge Drains
Trans/Long. Crack Repair
Tied PCC Shoulders
Dowel Bar Retrofit
Grooving
Full-Depth Repair
Part.-Depth Repair
Diamond Grind.
Joint andCrack Resealing
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Determine the cause of distress.
Structural, Functional , Material, Drainage
Consider multiple perspectives
Ride Quality, Traffic, Noise, MaintenanceRequirements, Lane-Condition Uniformity,Future Performance, Cost
Rehabilitation Strategy
SelectionDetermining correct strategy is NOT complicated.
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Caltrans Approach to SelectingMaintenance Treatments
Assess Existing Pavement Conditions
Conduct visual site inspection and/or review
project informationPerform testing on the existing pavement, as
conditions require
Define the performance requirements for thetreatment
Chapter 3 Strategy Selection
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Pavement Distress Types
Structural Distress
Cracking
Joint / Crack deterioration
Durability distress
Punchouts (CRCP)
Functional Distress
Faulting
Noise
Surface polishing & surface defects
Concrete Pavement
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Pavement Distress Types
Transverse Cracking
Loading
Long joint spacing
Shallow / late jointsawing
Curling / warping
Loss of support Settlement / heave
Base / edge restraint
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Pavement Distress Types
Corner Cracking
Loss of support
Pumping of fines
Long joint spacing
Curling / warping
Settlement / heave
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Pavement Distress Types
Longitudinal Cracking
Near Centerline Shallow / late joint
sawing
Long joint spacing
Near Edge
Loading Loss of support
Settlement / heave
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Pavement Distress Types
Intersecting Cracks
Loss of support
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Full Depth Repair
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Pavement Distress Types
Joint / Crack Deterioration
Incompressible inJoint / Crack
Material DurabilityProblem
Metal / plastic joint
inserts Extreme cases can
cause Blow-ups
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Curling & Warping
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Pavement Distress Types
The difference in
elevation between
slabs.
Poor Load Transfer
Loss of Support
Pumping of fines
Faulting
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Pavement Distress Types
Tire/pavement
noise generation
may be a factor in
some urban areas.
Transverse tining
Roughness due to Faulting
Construction
Noise
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Pavement Distress TypesFriction
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Why Concrete Pavement
Preservation for City Streets? Diamond Grinding does not reduce the
reservoir capacity of the gutter
Curb reveal is not reduced
Man-hole covers and drainage inlets do notrequire adjustment
Guide-rails and overhead fixtures do notrequire adjustment
Residential driveways do not require
expensive tie-in operations
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Gutter Capacity Unaffected
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Maintain Curb Reveal
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Manholes Do Not Require
Adjustment
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No Additional Work at
Driveway Entrances
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Lower Ambient Temperatures
and Energy Costs
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Caltrans Approach to SelectingMaintenance Treatments
Assess Existing Pavement Conditions
Conduct visual site inspection and/or review
project informationPerform testing on the existing pavement, as
conditions require
Define the performance requirements for thetreatment
MTAG Chapter 3 Strategy Selection
Caltrans Approach to Selecting
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Caltrans Approach to SelectingMaintenance Treatments
Data Item Grind-ingLoad TransferRestor-ation
Partial-DepthRepair
Full-DepthRepair
Existing Pavement Structure X X X X
Original Construction Data * * * *
Age * * *
Materials Properties X * *
Subgrade
Climate
Distress X X X X
Skid *
Accidents *
NDT X *
Destructive Testing/Sampling
* * X X
Roughness *
Surface Profile X
Drainage X X
Previous Maintenance * * *
Utilities XTraffic Control Options X X X X
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Proposed Trigger Values andExpected Life
MTAG Chapter 3 Strategy Selection
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Approach for Selecting Maintenance
Treatments
MTAG Chapter 3 Strategy Selection
S
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Summary
Many available treatments for PCC pavements
Each has advantages and limitations Performance and cost vary with given conditions
Applying the right treatment to the right pavementat the right time
No universal method available
Take advantage of local contractor experience
IGGA is ready to assist
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Visit Us on the Web
International Grooving and GrindingAssociation
igga.net
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