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IGGA Brag Book November


  • marketing communications report | November 2010


  • CASEstudies

  • State Route 58 (SR 58) is an east-west highway in California that travels across the southern San Joaquin Valley, the Tehachapi Mountains and the Mojave Desert. The City of Mojave is located 50 miles east of Bakersfield and has a population of more than 4,000. In 2003, Caltrans constructed a new section of concrete pavement on SR 58 to bypass the City of Mojave in Kern County. The location was chosen to evaluate both concrete pavement surface textures and one bridge deck texture technique. The newly constructed four-lane concrete pavement was selected as a test bed for concrete pavement research in California.

    At the time of construction, three concrete pavement surface textures were created con-sisting of a Caltrans standard longitudinal tined section, a burlap drag texture and a longitudinal broomed texture. For the bridge deck research, a skewed (30 degrees) transverse broomed tex-ture was constructed to compare against the Caltrans standard transverse tined bridge deck texture. Upon completion, it was decided to create eight additional test sections consisting of diamond ground and grooved textures. The diamond grinding and grooving sections were constructed within the three original texture test areas providing a total of eleven concrete pavement test sections at the Mojave site.

    To evaluate the research from the test sites, Caltrans Bruce Rymer, PE, Senior Engineer with the Division of Environmental Analy-sis, contracted with Illingworth and Rodkin, Inc. to conduct tire-pavement noise research in March 2003. Prior to opening the roadway to actual traffic, Paul Donavan of Illingworth and Rodkin, Inc. used several techniques to evalute the sections. On Board Sound Intensity

    (OBSI) was used to evaluate the tire noise produced by each sur-face type. Additionally, wayside measurements were obtained by driving a reference vehicle past microphones positioned along-side the roadway. Caltrans also contracted with the Volpe Cen-ter Acoustics Facility to conduct additional passby testing with multiple vehicles on the origi-nally constructed three concrete surface textures.

    To date, five reports by Caltrans and Illing-worth & Rodkin, Inc. have been prepared on the Mojave test site. The OBSI results found that the conventional diamond ground surface with 0.105-inch spacers resulted in noise levels lower than any of the 11 test sections. For the longitudinal grooved surfaces, the greater the cross sectional area of the groove, the greater the increase in noise. The longitudinal tined sections, representing the Caltrans standard practice, resulted in the noisiest texture. The short segment of bridge deck evaluated in the study (skewed transverse broom texture) was determined to be approximately 4 to 6 dBA quieter than transverse tined textures that were tested.

    The test results have been extremely useful to the industry as they have been utilized to sup-plement additional research efforts in regards to joint slap effects and acoustic longevity of concrete pavement textures.

    Experiments conducted at the site have pro-vided a fundamental understanding of surface texture acoustics and joint impulse noise. The

    acoustic data collected there has had immediate application for quieter pavement strategies and it has provided valuable information for speci-fying quieter, longer lasting pavements, said Rymer. The team continues to test and moni-tor the site and the project also initiated a new bridge deck texturing specification.

    Periodic testing, conducted by Illingworth and Rodkin, Inc. indicates the acoustic longevity of the 0.105-inch spacers diamond ground surface has changed less than 1 dBA in the five years since construction.

    teaM MeMBeRS





    Caltrans Research on State Route 58 Proves that Diamond Grinding is a Quiet Solution

    12573 Route 9W West Coxsackie, NY 12192 www.igga.net (518) 7317450

    CPR - Rebuilt to last

    >>> DiamonD GRinDinG


  • In the fall of 2009, the Arkansas Highway Transportation Department (AHTD) realized the need for repairs on both the eastbound and westbound lanes of Route 63 a major business route through downtown Jonesboro. The surface of the four-lane concrete highway, originally constructed in 1966-67, had become rough after carrying 40-plus years of significant passenger and commercial traffic. The road ex-hibited an International Roughness Index (IRI) average of 162.71 in/mile.

    In response to these factors, AHTD opted to use patching and diamond grinding on a 3.59 mile stretch of the highway that runs between Highway 91 and Highway 226. In total, the 10 inch thick, jointed plain concrete pavement re-ceived 2,412 square yards of full depth patching and 92,026 square yards of diamond grinding, followed by a joint saw and resealing operation.

    One of the unique aspects of this project was the use of a high speed profiler a device

    used to measure pavement surface roughness at highway speeds. This was a first for the area.

    From the contractors perspective, the greatest challenge was the schedule. The original main-line roadway was constructed with limestone, however, it was discovered that a hard river gravel was used to construct patches in prior years. This required the diamond grinding op-eration to proceed at a slower pace to adjust to the hardness of the gravel material. In addition to this setback, the blade wear on the diamond blades was much higher than estimated.

    Despite the challenges, the project is recognized as a huge success. The roadway now boasts a safer riding surface with a nearly 56 percent im-provement in smoothness as measured at 71.47 in/mile. The taxpayers will benefit with fewer traffic disruptions and repair expenditures due to an expected life increase of approximately 15 to 20 years. The project value was $934,305, which averages out to be $260,252 per mile.

    teaM MeMBeRS






    Infrastructure Improvements in Jonesboro, aR

    12573 Route 9W West Coxsackie, NY 12192 www.igga.net (518) 7317450

    CPR - Rebuilt to last

    >>> PCC PatChing, DiamonD gRinDing anD saw anD Reseal







    In ThE SuMMER of 2006, the South Dakota Department of Transportation (SDDOT) rec-ognized that Interstate 90 from milepost 94 to 112 was in need of rehabilitation. As the longest stretch of Interstate highway in South Dakota, I-90 runs from the Minnesota border through the Central Plains area and into the heart of the Black Hills region covering 412 miles of the state. Hav-ing overlaid this roadway with an asphalt surface almost three years before, the Department of Transportation was not satisfied with the results. The deteriorating asphalt was in need of improve-ments and posed a safety issue for travelers.

    In order to repair the rideability of this 18-mile stretch of road, SDDOT decided to diamond grind approximately 11.89 lane miles of asphalt. Typically, a project such as this would be milled and overlayed with new asphalt pavement, but SDDOT recognized that they could improve the overall ride and friction on the existing sur-face with diamond grinding and save money at the same time. The scope of work included 83,724 square yards of asphalt grinding, which consisted of safety improvements (guardrail), asphalt milling and repaving of deteriorated asphalt pavement, as well as bridge approach improvements, rumble strips and pavement markings. Diamond grinding was performed on asphalt pavement sections that were structurally sound but needed ride improvement.

    According to Brenda Flottmeyer, Lead Project Engineer for South Dakota Department of Transportation, the designers recommended diamond grinding as a means to smooth the road based on their prior experience in using di-amond grinding on concrete surfaces and other asphalt surfaces.

    We chose to profile grind the area and we were pleased with the results, said Flottmeyer.

    In addition to providing the travelers of I-90 with a smoother ride, this project confirmed that ride deficiencies can be corrected on as-phalt pavements using diamond grinding, said Kraemer. There is a mindset in our industry that diamond grinding is not for asphalt, but that isnt true.

    With the total project cost of $ 8,212,721, the grinding cost $263,000 or $22,176 per lane mile, which is 67% to 75% less than an overlay would have cost.. The project started in June 2006 and had a total of 25 working days.

    Using the method of diamond grinding not only corrected the ride quality issues on I-90, but al-lowed for less maintenance and increased pave-ment longevity. Since the completion of this project, the South Dakota Department of Trans-portation has completed other similar projects.

    According to Terry Kraemer, President of Diamond Surface, the project validated that diamond grinding can be used to improve the surface characteristics of asphalt roadways.

    I-90 Diamond Grinding of Asphalt, Wall, SD

    12573 Route 9W West Coxsackie, NY 12192 www.igga.net (518) 7317450

    CPR - Rebuilt to last

    >>> Pavement Rehabilitation and diamond GR