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marketing communications report | November 2010 IGGA

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IGGA Brag Book November

TRANSCRIPT

Page 1: IGGA Brag Book

marketing communications report | November 2010

IGGA

Page 2: IGGA Brag Book

CASEstudies

Page 3: IGGA Brag Book

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, Caltran’s 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(Owner)

• IllingworthandRodkin,Inc.(Tirepavementnoiseresearch)

• VolpeCenterAcousticsFacility(Drive-bytesting)

• PenhallCompany(Diamondgrindingcontractor)

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) 731–7450

CPR - Rebuilt to last

>>> DiamonD GRinDinG

April2010

Page 4: IGGA Brag Book

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 contractor’s 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

• ArkansasHighwayTransportationDepartment(AHTD)(Owner)

• ChesterBrossConstructionCo.(Contractor)

• HuffSealing(Sawandresealsubcontractor)

• HusqvarnaConstructionProducts(Bladesupplier)

• DiamondProducts(Bladesupplier)

Infrastructure Improvements in Jonesboro, aR

12573 Route 9W • West Coxsackie, NY 12192 • www.igga.net • (518) 731–7450

CPR - Rebuilt to last

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

May2010

Page 5: IGGA Brag Book

TEAM MEMBERS

• SouthDakotaDepartmentofTransportation(Owner)

• BorderStatesPaving(Contractor)

• DiamondSurface(Subcontractor)

• DiamondB(Diamondbladesupplier)

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 isn’t 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) 731–7450

CPR - Rebuilt to last

>>> Pavement Rehabilitation and diamond GRindinG

June2010

Your Pavement Preservation Resource

Typical asphalt grinding operation

Page 6: IGGA Brag Book

In the sprIng of 2008, the Tennessee De-partment of Transportation (TDOT) recognized that Interstate 440 from I-40 East to I-40 West was in need of rehabilitation. Known by signage along the route as “The Four-Forty Parkway,” In-terstate 440 in Tennessee is the southern bypass of downtown Nashville – the largest metropoli-tan area in the state. Connecting Interstate 40, In-terstate 20 and Interstate 65, the 7.64-mile, four-lane highway is the main thoroughfare in the area and is extremely congested during rush hour. The existing pavement had experienced faulting, spalled joints, some random cracking and there was a need to address skid resistance.

After having first considered 4-inch asphalt con-crete resurfacing and shot blasting as options to renew the skid, TDOT decided to use Concrete Pavement Preservation (CPP) including full-depth slab replacement as their rehabilitation method. Recognizing the longer life capabilities of CPP, TDOT knew this solution would mini-mize future inconvenience to the traveling public. As a viable alternative to costly asphalt overlays, CPP targets and repairs areas of distress within otherwise structurally sound concrete pavement. It was critical for the rehabilitation team to mini-mize traffic disruption as much as possible on this heavily trafficked roadway, which made CPP the best solution for this project. Further, CPP allowed for maximum efficiency within small work areas and at off-peak hours. The project in-cluded 10,000 square yards of pavement replace-ment, 2,000 square yards of spall repair, 350,000 square yards of diamond grinding and grooving and 450,000 linear feet of joint cleaning and re-sealing. Because of the difficulty in determining the extent of patching required until traffic could

be diverted, closer field inspection was needed after the road was closed. In turn, the full-depth patching quantities grew substantially, due in part to the time lag between scoping the project and the actual letting date.

Working around the multitude of sporting events in the area, the state incorporated full weekend closures to accelerate the construction progress. Since the highway is so heavily traveled, work was performed at night to avoid the congestion prob-lems caused by the high traffic volumes during the day. Further, the team performed longitudi-nal grooving to enhance safety.

“This project grew in scope after traffic was di-verted and we had the opportunity to perform a closer inspection of pavement. But, by com-pleting all the necessary repairs while the con-tractor was on site, Tennessee road users can expect many years of smooth, uninterrupted service,” said Doug Hagar, Project Engineer for the Tennessee Department of Transportation.

With a project value of $4,334,788, the final

teAM MeMBers

• TennesseeDepartmentofTransportation(Owner)

• LoJacInc.(PrimeContractor)

• PenhallCompany(Grinding)

• TrulineCoring&Cutting(Sawing)

I-440 Concrete pavement rehabilitation, nashville, tn

12573 Route 9W • West Coxsackie, NY 12192 • www.igga.net • (518) 731–7450

CPR - Rebuilt to last

>>> ConCRete Pavement Rehabilitation and diamond GRindinG

July2010

cost of CPP treatments including dowel bar retrofit, diamond grinding and full depth slab replacement was approximately $400,000 per mile. Further, this preservation project resulted in a smoother riding surface and improved skid resistance, which not only increased the aesthet-ic appeal but made the roadway safer for travel-ers. No further maintenance will be required for this roadway for the next 12 to 15 years.

“We now have a smoother, safer roadway for travelers,” said Jay Norris, Special Projects En-gineer for the Tennessee Department of Trans-portation.

Your Pavement Preservation Resource

Page 7: IGGA Brag Book

Known as one of the most dangerous and deadly stretches of road in Australia, the Pacific Highway contains long sections of undivided road along which all types of vehicles travel at speeds of up to 110 kilometers per hour (68.2 miles per hour). A substantial amount of this roadway is undivided so there is a very high risk of head-on collisions. In an effort to combat these issues, the Roads and Traffic Authority (RTA) NSW determined certain sections needed to be divided into a dual carriageway. The par-ticular section for discussion is the Pacific High-way Bonville Upgrade. This major transportation route in eastern Australia is 9.6 kilometers (5.9 miles) long, and is a small plain concrete pave-ment (PCP) link between Sydney and Brisbane that was completed in 2008. The new pavement consisted of approximately 4.5 kilometers (2.8 miles) of PCP and approximately 5 kilometers (3.1 miles) of Continuously Reinforced Con-crete Pavement (CRCP) with stone matrix as-phalt (SMA) overlay. Subsequent roughness tests carried out by the RTA resulted in an average smoothness of 59 counts/km (144.46 in/mi IRI) when measured using the National Associa-tion of Australian State Road Authorities Rough-ness Meter (NRM), which is outside of the RTA specification. A plan to implement diamond grinding was developed.

The project involved grinding various areas on both the northbound and southbound carriage-ways, which included six on/off ramps to achieve a roughness of less than 35 NAASRA roughness counts (86.80 in/mi IRI). Conventional diamond grinding of this 54,000 square-meter (64,000 square-yard) section of road was done by way of an O3 Industries 8700 grinding machine with a 4-foot-wide head.

Having recently completed the construction of

the nearby Coffs Harbor Waste Water Treatment Plant, the road constructor, Abigroup Contrac-tors Pty. Ltd., was able to negotiate the disposal of slurry into existing settlement ponds with a low pH level. This provided an added benefit of increasing the pH level, making the waste water more suitable to treatment through the newly commissioned plant. This environmentally con-scious manner of disposal allowed Coffs Harbor Council (CHC) to process the existing waste wa-ter for further use in the shire.

Operating during the day time hours, construc-tion had to contend with live traffic requiring traffic control. The coastal city’s extremely hot and humid climate, coupled with the suscepti-bility to significant rainfall and particularly hard aggregate, made grinding conditions less than ideal. Further, the hand poured ramps were chal-lenging due to the initial high roughness count (greater than 100 NAARSA roughness counts or 242.04 in/mi IRI).

“We were expecting about a 30 to 40 percent im-provement in the ride results, but when we drove the first section on day one of grinding, we were very impressed. Our Profilograph confirmed re-sults well below 20 NAASRA roughness counts on a section that started at over 50. We were blown away by the final ride quality of the ramps, which went from 100 plus to approximately 40 NAASRA roughness counts,” said Ben Murray of Abigroup Contractors.

team memBeRs

• Roads&TrafficAuthorityNSW(Owner)• AbigroupContractorsPtyLtd.

(Primecontractor)• SeovicCivilEngineering

(Grindingcontractor)• O3Industries(Grindingmachine

manufacturer)• HiltiNorthAmerica(Blades)

Bonville Upgrade, Coffs harbour, new south wales (nsw) australia

12573 Route 9W • West Coxsackie, NY 12192 • www.igga.net • (518) 731–7450

CPR - Rebuilt to last

>>> DiamonD GRinDinG of Plain ConCRete Pavement (PCP)

September2010

According to Paul Miskell, General Manager, Seovic Civil Engineering, the average roughness count measured post grinding was 30 NAASRA roughness counts (74.76 in/mi IRI), which ex-ceeded the expectations of their goals.

“The proof is in the final ride. The decrease in productivity as a result of the hard aggregates used in this concrete also provided a lesson for us in terms of just how efficiencies can alter due to the makeup of the concrete,” said Miskell.

With a project grinding value of $400,000, the average cost per kilometer was $41,670 ($67,797 cost per mile). The overall success of this project resulted in the reduced roughness count, which will enable the RTA to minimize the maintenance required. Locals commented on the smoothness of the ground pavement, in addition to the lower noise levels, the enhanced road visibility and skid resistance during heavy rainfall periods.

Your Pavement Preservation Resource

Page 8: IGGA Brag Book

In 2009, the north Dakota Department of Transportation (NDDOT) determined that the most heavily traveled road in Jamestown, N.D. was in need of repair. U.S. Highway 281 – known as the longest continuous three-digit route in the U.S. – extends from the Mexican border to the Canadian border. A 0.5 mile stretch of this four-lane highway was in dire need of rehabilita-tion, due to panel faulting and joint sealant dete-rioration. The concrete pavement was 17 to 18 years old and while in generally good condition, most of the panels were faulted approximately one-quarter inch or more. This was due to the lack of mechanical load transfer devices such as dowel bars, the steep grade, certain subsoil con-ditions and heavy traffic loads. With partial fund-ing from the state of North Dakota and a por-tion of the City’s stimulus funding, rehabilitation began in May, 2010.

With the existing steep grade and the panel faulting, an asphalt overlay would have been difficult to place and could not have guaranteed the desired level of performance and longev-ity. Because of this, the city opted for a con-crete pavement rehabilitation solution because it offered overall cost savings, met the project

deadline quicker and provided a longer road life expectancy. Choosing this method also allowed for the road to be continuously open to the pub-lic for access to local businesses and daily travel. Had an asphalt overlay been used on this proj-ect, the curb and gutter (drainage lines) would have needed to be raised, significantly increas-ing costs. The methods selected included full- and partial-depth patching, sawing and reseal-ing, dowel bar retrofit and diamond grinding.

As the main feeder road through Jamestown, by way of Interstate 94 to northern North Dakota, this heavily traveled road required a quick and efficient process to rehabilitate the pavement and reopen it to the public. Performing work during daytime hours, traffic was diverted down to two lanes from both the north and south.

According to Steve Thompson, Project Engineer of Interstate Engineering, Inc., the benefits have been evident to local travelers and businesses.

“The pavement rehabilitation improved the ride and added to the pavement life, reducing the fre-quency of repair cycles and interruption to the local businesses in the future,” said Thompson.

team memBerS

• NorthDakotaDepartmentofTransportation(Owner)

• CityofJamestown(Owner)

• DiamondSurface,Inc.(Primecontractor)

• InterstateEngineering,Inc.(Engineer)

• J.A.G.,Inc.(Dowelbarretrofit,jointsawingandresealing)

• EdlingElectric(Electricalcontractor)

• NewmanSigns(Trafficcontrol)

• Swanston(Striping)

12573 Route 9W • West Coxsackie, NY 12192 • www.igga.net • (518) 731–7450

CPR - Rebuilt to last

>>> ConCRete Pavement Rehabilitation, DiamonD GRinDinG anD Dowel baR RetRofit

October2010

Despite the challenges, there were no major dis-ruptions to local or through traffic, and minimal disturbance to local businesses. With a project value of $449,000, the final cost of the dowel bar retrofit, partial- and full-depth repairs and diamond grinding saved money for the local and state government. The dedication of the prime and subcontractors allowed the project to be completed two months ahead of schedule in July, 2010, which attracted much praise and appreciation from the local businesses and City officials. NDDOT considers this project to be a 15 to 20 year fix.

Your Pavement Preservation Resource

pavement rehabilitation in Jamestown, nD

Page 9: IGGA Brag Book

During the summer of 2010, the Califor-nia Department of Transportation (Caltrans) programmed a section of I-10 for rehabilitation that was in need of some much deserved repairs. This stretch of roadway, a major west to east In-terstate highway in the southern United States, has experienced a great deal of traffic over its more than 40 years of existence. I-10 runs east from Santa Monica through Los Angeles and San Bernardino to the Arizona border. The rigid pavement was widened in earlier years to accom-modate the increase in traffic demands and re-quired rehabilitation. Surface spalls had appeared at random joints and other surface defects were identified in the east-bound lanes near the Jack-son Street exit. A pavement preservation method of surface repair, known as partial-depth repair (PDR), was chosen to address this pavement de-terioration, since it did not extend through the entire concrete slab. This type of deterioration is likely caused by a number of factors such as late sawing, poor joint design, and inadequate joint/crack maintenance and material durability issues. PDR is an excellent preventative maintenance technique that is proven to last more than 20 years when properly constructed.

This project was repaired using a new product, CeraTech D.O.T. Line rapid repair concrete, which is an environmentally-friendly fly-ash based ce-mentitious material made from waste by-prod-ucts. Creating a finish similar to Portland cement based concrete, this material cleans up easily with water and is packaged pre-blended with aggre-gate. During the beginning stages of construc-tion, diamond sawing of the perimeter followed by chipping was used to remove the deteriorated concrete. With a shallow vertical saw-cut ap-proximately two to four inches deep performed around the perimeter of the spalled area, a 15 to 30 pound jackhammer was then used to remove the deteriorated concrete until sound concrete was exposed. The perimeter of the repair area

needed to extend six inches into sound concrete, per Caltrans requirements, which resulted in an area rectangular in shape, deep enough to expose sound concrete, free of loose material and clean. With the majority of spalls next to a transverse or longitudinal joint, a foam board insert was placed in the existing joint, preventing the patch mate-rial from filling the joint and creating an incom-pressible condition. The foam board extended four inches beyond the patched area. The CeraT-ech D.O.T. Line product was mixed onsite, result-ing in a concrete product with a four-inch slump and a 25-minute working time. After dampening the clean, chipped out spall area, the material was placed, screened off and finished with a trowel. The final surface texture applied to the patches was a broom texture.

Each 54-pound bag of patch material was mixed with two quarts of water for seven minutes, which the manufacturer says will result in a com-pressive strength of 2,500 psi in a maximum of two hours. This is considered the minimum strength to open to traffic. Workers operated at night by way of a lane closure.

According to Anna Hernandez, Area Supervisor

teAm memBers

• CALTRANS(Owner)

• JohnM.FrankConstruction(Primecontractor)

• CeraTech(Productsupplier)

12573 Route 9W • West Coxsackie, NY 12192 • www.igga.net • (518) 731–7450

CPR - Rebuilt to last

>>> PaRtial-DePth RePaiR

November2010

and John Hubbs, Area Superintendent for Cal-trans, they are encouraged by the new product and anxious to see how the material holds up with the summer heat in excess of 120 degrees Fahrenheit and the cool winters.

The total project value for the 179 repairs, cov-ering approximately 13 miles, was $258,072. About 1,700 bags of material were used. The production schedule called for placing 300 bags of material per work shift, which enabled the workers to complete all of the spall repairs in just six nights. The overall success of this project resulted in improving ride quality and comfort for the traveling public, decreasing wear and tear on the pavement, and extending the pavement’s service life.

Your Pavement Preservation Resource

interstate 10, san Bernardino, CA

Photo:CeraTech,Inc.

Page 10: IGGA Brag Book

BOOTHStrade show

Page 11: IGGA Brag Book

• Pavement Preservation

• Diamond grinding and grooving

• Dowel bar retrofit

• Full and partial depth patching

• Joint and crack sealing

• Slab stabilization and lifting

• Precast pavement repair

• Pavement breaking and recycling

• Tire/pavement noise abatement

• Smoothness enhancement

• Ride profiling

• Skid accident reduction

Look to IGGA for InformAtIon on

Your Pavement Preservation Resource

For more information go to www.IGGA.net

Page 12: IGGA Brag Book

• Nonewnaturalresourcesconsumed

• Threetimeslessfuelconsumedduringconstructionthan3-inchoverlay

• Reducedurbanheatislandeffect

• Improvedsafetyduetoincreasedmacrotexture

• Longerservicelifeofpavement

• Minimaltrafficdisruption

• Reducedtire/pavementnoise

• Minimizedeffectongeometricroadwayconstraints

• Smootherroadsreduceimpactloading,resultinginlongerservicelife

• Reducedvehiclefuelconsumptionduetoincreasedsmoothness

>> ConCrete steps to sustainability

Your Pavement Preservation Resource

Formoreinformationgotowww.IGGA.net

the differenCe is blaCk and white diamond grinding benefits

Page 13: IGGA Brag Book

NGCSDuluth campaign

Page 14: IGGA Brag Book

WHAT: A demonstration of the Next Generation Concrete Surface (NGCS) – a long-lasting, economi-cal, noise-reducing surface for concrete pavement. These diamond saw cut surfaces are designed to pro-vide a consistent profile absent of positive or upward texture. Since the NGCS is a “manufactured” surface, it is more consistent and predictable than most traditional surfaces.

The NGCS surface was developed through a partnership consisting of the International Grooving and Grinding Association (IGGA), American Concrete Pavement As-sociation (ACPA), Portland Cement Association and Purdue University. Extensive field testing and evalua-tion were conducted by the Minnesota Department of Transportation (Mn/DOT) at the MnROAD pavement research facility. Although this surface texture has been constructed at a number of locations across North America, this marks the first time NGCS has been used extensively on an urban interstate concrete pavement.

WHERE: I-35 northbound and southbound from ap-proximately Boundary Ave (CSAH 14) to Cody Street. Mn/DOT SP 6982-290 (Let 04/2/10, Plan Qty: 104093 SY- 2-3 lanes each way)

WHEN: Wednesday, Sept. 22, 2010

10:00 AM The group will meet at the Black Woods Banquet & Catering Center at 195 Hwy 2, Proctor, MN 55810. The history of NGCS and project over-view will be presented by Mn/DOT, Arrowhead 35 Constructors, LLC (Prime Contractor), PCi Roads (Paving Contractor), Interstate Improvement (Dia-mond Grinding Contractor) and IGGA. This will be followed by an overview of tire pavement noise measurement using On Board Sound Intensity (OBSI) and a discussion of noise levels measured on the project, presented by ACPA.

Noon-12:45 PM Lunch at the Black Woods Banquet & Catering Center

1:00 -2:30 PM A live field demonstration of NGCS construction and tour of the I-35 project site will be conducted followed by a field demonstration of the OBSI testing apparatus on site. Transportation via bus will be provided.

HOW: The cost to attend is $20 and includes lunch and transportation. RSVP to Michele Rivenburg at IGGA, 518-731-7450 or [email protected] by Sept. 8, 2010.

August 2010

Your Pavement Preservation Resource

You are invited to learn about the

NExT GENERATiON CONCRETE SuRfACE (NGCS)

first High Production NGCS Project in the united States

Page 15: IGGA Brag Book

WHAT: A demonstration of the Next Generation Concrete Surface (NGCS) – a long-lasting, economical, noise-reducing surface for concrete pavement. These diamond saw cut surfaces are designed to provide a consistent profile absent of positive or upward tex-ture. Since the NGCS is a “manufactured” surface, it is more consistent and predictable than most traditional surfaces.

The NGCS surface was developed through a partnership consisting of the International Grooving and Grinding Association (IGGA), American Concrete Pavement As-sociation (ACPA), Portland Cement Association and Purdue University. Extensive field testing and evalua-tion were conducted by the Minnesota Department of Transportation (Mn/DOT) at the MnROAD pavement research facility. Although this surface texture has been constructed at a number of locations across North America, this marks the first time NGCS has been used extensively on an urban interstate concrete pavement.

AGENDA: Beginning at 10 AM CDT

Introduction and Welcome

Matt Zeller (CPAM)

5 min

History of Concrete Pavement Noise Research

John Roberts (IGGA)

10 min

Development of Next Generation Concrete Surface

Larry Scofield (ACPA)

15 min

MNDOT Field Development of NGCS at MNROAD

Bernard Izevbekhai (MNDOT)

20 min

MNDOT Project Overview

Pat Huston and Jim Sorenson (MNDOT)

30 min

Contractor Panel Q & A on Constructing NGCS

Contractor Panel 20 min

Noise Analysis of Project Site

Larry Scofield (ACPA)

20 min

Lunch at Noon CDT

Leave for Demo after LunchSeptember 2010

Your Pavement Preservation Resource

NExT GENErATioN CoNCrETE SurfACE (NGCS)

Thanks for Attending our Demo of the first High Production NGCS Project in the united States

www.igga.net http://twitter.com/PavementPres

(518) 731–7450

Page 16: IGGA Brag Book

Page 1 of 3

IGGA/ACPA CPR Division 12573 Route 9W, West Coxsackie, NY 12192

T (518) 731-7450 / F (518) 731-7490

Your Pavement Preservation Resource

FOR IMMEDIATE RELEASE Editorial Contact: Kimberly Kayler, 614-873-6706 or [email protected]

DEMO OF FIRST HIGH PRODUCTION NEXT GENERATION CONCRETE SURFACE PROJECT IN UNITED STATES SCHEDULED

WEST COXSACKIE, NY – (Aug. 24, 2010) – In partnership with the Minnesota Department of

Transportation (Mn/DOT) and Concrete Paving Association of Minnesota (CPAM), the

International Grooving and Grinding Association (IGGA) will host a demonstration of the first

high production Next Generation Concrete Surface (NGCS) project in the United States on

Sept. 22.

This innovative project is being constructed on I-35 northbound and southbound from

approximately Boundary Ave (CSAH 14) to Cody Street near Duluth, Minn.

The NGCS is a long-lasting, economical, noise reducing surface developed for concrete

pavement. These diamond saw-cut surfaces are designed to provide a consistent profile absent

of positive or upward texture. Since the NGCS is a “manufactured” surface, it is more consistent

and predictable than most traditional surfaces.

The NGCS surface was developed through a partnership consisting of the IGGA, American

Concrete Pavement Association (ACPA), Portland Cement Association and Purdue University.

Extensive field testing and evaluation were conducted by Mn/DOT at the MnROAD pavement

research facility. Although this surface texture has been constructed at a number of locations

across North America, this marks the first time NGCS has been used extensively on an urban

interstate concrete pavement.

Page 17: IGGA Brag Book

Page 2 of 3

According to Pat Huston, Mn/DOT District 1 Resident Engineer, “The NGCS texture was

specified primarily for noise reduction on the north end of the project. Although conventional

diamond grinding was considered, Mn/DOT District 1 chose NGCS due to its noise mitigating

characteristics that were shown in the results of the testing done on the NGCS sections that

were completed at the MnROAD test facility. While noise was not a critical issue in all areas of

the project, Mn/DOT also chose to use this surface on the south end of the project after

completing concrete pavement rehabilitation to maintain consistency and provide a smooth

surface with a long lasting texture.”

John Roberts, Executive Director of the IGGA, stated “NGCS is a shining example of the

concrete paving industry’s commitment to constantly improve its product. Tire pavement noise

has become a serious issue facing transportation departments worldwide, and we have reacted

to this need by developing a quiet, environmentally-friendly and economical concrete pavement

surface that will provide service for many years to come. We greatly appreciate the support and

assistance provided by Mn/DOT in bringing this innovation to the marketplace.”

NGCS pavements describe a category of textures that will evolve through current research.

NGCS is a hybrid texture constructed on concrete surfaces that resembles a combination of

diamond grinding and longitudinal grooving. The texture can be constructed as either a single-

pass or two-pass operation using diamond tipped saw blades mounted on conventional

diamond grinding and grooving equipment. These textures, for both new construction and

rehabilitation of existing surfaces, have the desirable characteristics of a very smooth profile,

coupled with good micro texture and excellent macro texture.

According to Larry Scofield, Director of Pavement Innovation for the ACPA, “The industry will

continually work to improve the NGCS and as more is learned through research, the

configuration of the surfaces may change. As NGCS technology continues to develop, more

testing will be conducted to further evaluate these new surface textures. The NGCS represents

the concrete industry’s most significant advancements in achieving quieter concrete pavement

surfaces to date. All of the NGCS validation tests in the field have successfully demonstrated

that it is a very low-noise concrete surface. NGCS and conventional diamond grinding are

competitive with all surfaces from a noise reduction perspective.”

Page 18: IGGA Brag Book

Page 3 of 3

Demonstration Details The event will begin at 10 a.m. at Black Woods Banquet Center, located at 195 Highway 2 in

Proctor. The history of NGCS and project overview will be presented by Mn/DOT, Arrowhead 35

Constructors, LLC (Prime Contractor), Interstate Improvement (Diamond Grinding Contractor),

PCi Roads (Paving Contractor) and IGGA. This will be followed by an overview of tire pavement

noise measurement using On Board Sound Intensity (OBSI) and a discussion of noise levels

measured on the project, presented by ACPA. After the presentations, attendees will travel to

the live field demonstration of NGCS construction and tour of the I-35 project site, followed by a

field demonstration of the OBSI testing apparatus. Transportation via bus will be provided.

The cost to attend is $20 and includes lunch and transportation. RSVP to Michele Rivenburg at

IGGA, 518-731-7450 or [email protected] by Sept. 8, 2010.

About IGGA The International Grooving and Grinding Association (IGGA) is a non-profit trade association

founded in 1972 by a group of dedicated industry professionals committed to the development

of the diamond grinding and grooving process for surfaces constructed with Portland cement

concrete and asphalt. In 1995, the IGGA joined in affiliation with the American Concrete

Pavement Association (ACPA) to represent its newly formed Concrete Pavement Restoration

Division. The IGGA/ACPA CPR Division now serves as the technical resource and industry

representative in the marketing of optimized pavement surfaces, concrete pavement restoration

and pavement preservation around the world. The mission of the International Grooving and

Grinding Association (IGGA) is to serve as the leading promotional and technical resource for

acceptance and proper use of diamond grinding and grooving as well as Concrete Pavement

Preservation (CPR) and restoration. For more information, visit www.igga.net.

# # #

Page 19: IGGA Brag Book

Aggregate Research : The 'Next Generation Concrete Surface' Project In US Scheduled

http://www.aggregateresearch.com/print.aspx?ID=20031[10/28/2010 1:48:17 PM]

The 'Next Generation Concrete Surface' Project In US Scheduled

Http://www.aggregateresearch.com/article.aspx?ID=20031

Aug, 24 2010

(WEST COXSACKIE, New York) -- In partnership with the Minnesota Department of Transportation (Mn/DOT) and Concrete PavingAssociation of Minnesota (CPAM), the International Grooving and Grinding Association (IGGA) will host a demonstration of the firsthigh production Next Generation Concrete Surface (NGCS) project in the United States on Sept. 22.

This innovative project is being constructed on I-35 northbound and southbound from approximately Boundary Ave (CSAH 14) to CodyStreet near Duluth, Minn.

The NGCS is a long-lasting, economical, noise reducing surface developed for concrete pavement. These diamond saw-cut surfacesare designed to provide a consistent profile absent of positive or upward texture. Since the NGCS is a “manufactured” surface, it ismore consistent and predictable than most traditional surfaces.

The NGCS surface was developed through a partnership consisting of the IGGA, American Concrete Pavement Association (ACPA),Portland Cement Association and Purdue University. Extensive field testing and evaluation were conducted by Mn/DOT at theMnROAD pavement research facility. Although this surface texture has been constructed at a number of locations across NorthAmerica, this marks the first time NGCS has been used extensively on an urban interstate concrete pavement.

According to Pat Huston, Mn/DOT District 1 Resident Engineer, “The NGCS texture was specified primarily for noise reduction on thenorth end of the project. Although conventional diamond grinding was considered, Mn/DOT District 1 chose NGCS due to its noisemitigating characteristics that were shown in the results of the testing done on the NGCS sections that were completed at theMnROAD test facility. While noise was not a critical issue in all areas of the project, Mn/DOT also chose to use this surface on thesouth end of the project after completing concrete pavement rehabilitation to maintain consistency and provide a smooth surface witha long lasting texture.”

John Roberts, Executive Director of the IGGA, stated “NGCS is a shining example of the concrete paving industry’s commitment toconstantly improve its product. Tire pavement noise has become a serious issue facing transportation departments worldwide, and wehave reacted to this need by developing a quiet, environmentally-friendly and economical concrete pavement surface that will provideservice for many years to come. We greatly appreciate the support and assistance provided by Mn/DOT in bringing this innovation tothe marketplace.”

NGCS pavements describe a category of textures that will evolve through current research. NGCS is a hybrid texture constructed onconcrete surfaces that resembles a combination of diamond grinding and longitudinal grooving. The texture can be constructed aseither a single-pass or two-pass operation using diamond tipped saw blades mounted on conventional diamond grinding and groovingequipment. These textures, for both new construction and rehabilitation of existing surfaces, have the desirable characteristics of avery smooth profile, coupled with good micro texture and excellent macro texture.

According to Larry Scofield, Director of Pavement Innovation for the ACPA, “The industry will continually work to improve the NGCSand as more is learned through research, the configuration of the surfaces may change. As NGCS technology continues to develop,more testing will be conducted to further evaluate these new surface textures. The NGCS represents the concrete industry’s mostsignificant advancements in achieving quieter concrete pavement surfaces to date. All of the NGCS validation tests in the field havesuccessfully demonstrated that it is a very low-noise concrete surface. NGCS and conventional diamond grinding are competitive withall surfaces from a noise reduction perspective.”

Read more about the Next Generation Concrete Service (NGCS)

Page 20: IGGA Brag Book

Aggregate Research : The 'Next Generation Concrete Surface' Project In US Scheduled

http://www.aggregateresearch.com/print.aspx?ID=20031[10/28/2010 1:48:17 PM]

Demonstration Details

The event will begin at 10 a.m. at Black Woods Banquet Center, located at 195 Highway 2 in Proctor. The history of NGCS andproject overview will be presented by Mn/DOT, Arrowhead 35 Constructors, LLC (Prime Contractor), Interstate Improvement (DiamondGrinding Contractor), PCi Roads (Paving Contractor) and IGGA. This will be followed by an overview of tire pavement noisemeasurement using On Board Sound Intensity (OBSI) and a discussion of noise levels measured on the project, presented by ACPA.After the presentations, attendees will travel to the live field demonstration of NGCS construction and tour of the I-35 project site,followed by a field demonstration of the OBSI testing apparatus. Transportation via bus will be provided.

The cost to attend is $20 and includes lunch and transportation. RSVP to Michele Rivenburg at IGGA, 518-731-7450 [email protected] by Sept. 8, 2010.

About IGGA

The International Grooving and Grinding Association (IGGA) is a non-profit trade association founded in 1972 by a group of dedicatedindustry professionals committed to the development of the diamond grinding and grooving process for surfaces constructed withPortland cement concrete and asphalt. In 1995, the IGGA joined in affiliation with the American Concrete Pavement Association(ACPA) to represent its newly formed Concrete Pavement Restoration Division. The IGGA/ACPA CPR Division now serves as thetechnical resource and industry representative in the marketing of optimized pavement surfaces, concrete pavement restoration andpavement preservation around the world. The mission of the International Grooving and Grinding Association (IGGA) is to serve asthe leading promotional and technical resource for acceptance and proper use of diamond grinding and grooving as well as ConcretePavement Preservation (CPR) and restoration. For more information, visit www.igga.net.

Page 21: IGGA Brag Book

Next Generation Concrete Surface is a long-lasting, economical, noise reducing

surface developed for concrete pavement. These diamond saw-cut surfaces are

Demo of First High Production Next Generation Concrete Surface Project in U.S. Scheduled Posted: August 24th, 2010 11:08 AM EDT

,

WEST COXSACKIE, NY - In partnership with the Minnesota Department of Transportation (Mn/DOT) and Concrete Paving Association of Minnesota (CPAM), the International Grooving and Grinding Association (IGGA) will host a demonstration of the first high production Next Generation Concrete Surface (NGCS) project in the United States on Sept. 22.

This innovative project is being constructed on I-35 northbound and southbound from approximately Boundary Ave (CSAH 14) to Cody Street near Duluth, Minn.

The NGCS is a long-lasting, economical, noise reducing surface developed for concrete pavement. These diamond saw-cut surfaces are designed to provide a consistent profile absent of positive or upward texture. Since the NGCS is a "manufactured" surface, it is more consistent and predictable than most traditional surfaces.

The NGCS surface was developed through a partnership consisting of the IGGA, American Concrete Pavement Association (ACPA), Portland Cement Association and Purdue University. Extensive field testing and evaluation were conducted by Mn/DOT at the MnROAD pavement research facility. Although this surface texture has been constructed at a number of locations across North America, this marks the first time NGCS has been used extensively on an urban interstate concrete pavement.

According to Pat Huston, Mn/DOT District 1Resident Engineer, "The NGCS texture was specified primarily for noise reduction on the north end of the project. Although conventional diamond grinding was considered, Mn/DOT District 1 chose NGCS due to its noise mitigating characteristics that were shown in the results of the testing done on the NGCS sections that were completed at the MnROAD test facility. While noise was not a critical issue in all areas of the project, Mn/DOT also chose to use this surface on the south end of the project after

Page 1 of 2Demo of First High Production Next Generation Concrete Surface Project in U.S. Schedu...

8/26/2010http://www.forconstructionpros.com/publication/printer.jsp?id=17449

Page 22: IGGA Brag Book

designed to provide a consistent profile

absent of positive or upward texture.

completing concrete pavement rehabilitation to maintain consistency and provide a smooth surface with a long lasting texture."

NGCS pavements describe a category of textures that will evolve through current research. NGCS is a hybrid texture constructed on concrete surfaces that resembles a combination of diamond grinding and longitudinal grooving. The texture can be constructed as either a single-pass or two-pass operation using diamond tipped saw blades mounted on conventional diamond grinding and grooving equipment. These textures, for both new construction and rehabilitation of existing surfaces, have the desirable characteristics of a very smooth profile, coupled with good micro texture and excellent macro texture.

Demonstration Details The event will begin at 10 a.m. at Black Woods Banquet Center, located at 195 Highway 2 in Proctor. The history of NGCS and project overview will be presented by Mn/DOT, Arrowhead 35 Constructors, LLC (Prime Contractor), Interstate Improvement (Diamond Grinding Contractor), PCi Roads (Paving Contractor) and IGGA. This will be followed by an overview of tire pavement noise measurement using On Board Sound Intensity (OBSI) and a discussion of noise levels measured on the project, presented by ACPA. After the presentations, attendees will travel to the live field demonstration of NGCS construction and tour of the I-35 project site, followed by a field demonstration of the OBSI testing apparatus. Transportation via bus will be provided.

The cost to attend is $20 and includes lunch and transportation. RSVP to Michele Rivenburg at IGGA, 518-731-7450 or [email protected] by Sept. 8, 2010.

Printable version may be for personal use only. Content may not be duplicated, re-used or otherwise replicated without

expressed, written consent from ForConstructionPros.com and/or the original author/source.

Visit ForConstructionPros.com daily for the latest industry news, commentary, features and more.

Page 2 of 2Demo of First High Production Next Generation Concrete Surface Project in U.S. Schedu...

8/26/2010http://www.forconstructionpros.com/publication/printer.jsp?id=17449

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Better Roads » Concrete Solutions » Print

http://www.betterroads.com/concrete-solutions/print/[11/4/2010 11:49:32 AM]

- Better Roads - http://www.betterroads.com -

Concrete SolutionsPosted By Brooke Wisdom On September 1, 2010 @ 6:00 am In Featured Articles, In the Magazine | NoComments

Progress Reported on Quiet Concrete Pavement

Field tests show that the Next Generation Concrete Surface is competitive with the quietestpavements available.

In the past decade or so, environmental noise has become a major issue in many parts of the world, includingthe United States. Stakeholders ranging from the general public to the roadbuilding industry have expressedconcerns over highway noise. Recognizing that highways are a factor in urban noise, the concrete pavementindustry set out to research and develop quieter pavements without compromising performance, durability,safety or other inherent benefits of concrete.

NGCS pavements have been placed with either asingle-pass or double-pass operation by thegrinder, and both work equally well.

In recent years, the concrete pavement industry has developed a Next Generation Concrete Surface (NGCS).With field tests indicating sound levels of 99 to 101 decibels, these diamond-ground surfaces are producingresults that are very competitive with the quietest pavements available, says Larry Scofield, P.E., Director ofPavement Innovation for the American Concrete Pavement Association (ACPA).

Sound testing is conducted using the On Board Sound Intensity (OBSI) method, which allows assessments ofacoustic performance of pavements over time. The method was developed by General Motors and introducedto the highway community by the California Department of Transportation. More about the NGCS follows:

The background

Research showed that much of the perceived problem with concrete pavement’s noise results from a puretone, or “whine” that occurs when noise with a certain discrete frequency emanates from the tire/pavementinterface. Almost always, those frequencies were set with concrete pavement by uniformly-spaced transversetining.

In an effort to improve pavement safety, the FHWA in the late 1970s had mandated transverse tining, andmany states complied. Then in 2005, FHWA dropped the requirement for transverse tining, and opened thedoor to other concrete pavement texture treatments. California, for example, had used longitudinal tining formore than 30 years and reported few if any problems with it.

Recognizing the worldwide interest in quiet pavements, in 2004 ACPA, with support from the cement industry,developed a program to research the noise characteristics of concrete pavements. A primary objective wasthe evaluation and development of a quieter concrete pavement surface. Also providing support for theprogram were the International Grooving and Grinding Association (IGGA) and several of its members.

Purdue University’s Ray W. Herrick Laboratories conducted the research using its Tire Pavement TestApparatus (TPTA). The machine consists of a 38,000-pound, 12-foot-diameter drum that makes it possible totest numerous pavement textures and compositions in combination with various tire designs. Six curved test

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sections of pavement fit together to form a circle around the vertical edge of the drum. Two tires, mountedon opposite ends of a beam, are then rolled over the test samples while microphones and other sensorsrecord data. The TPTA has been described as a “noise microscope” for tire-pavement noise. Tire speeds of upto 30 mph can be tested.

Scofield says the Purdue diamond grinding research was based on theories that the blade- and/or spacer-widths might be the keys to a more quiet pavement surface. But after evaluating the range of blade andspacer widths requested by the industry, Purdue reported that no unique relationship could be found betweensound levels and spacer width, blade width and spacer/blade configuration. Instead, it appeared that thecontrolling variable – where sound was concerned – was the variability in the fin profile height resulting fromthe grinding process. The fins are the tiny vertical ridges that appear on a diamond-ground concrete surface.

Textures with low variability were quieter than textures with high variability. In conventional diamondgrinding, the resulting fin variability is influenced by the blade/spacer configuration, the concrete mixture,aggregate type, pavement condition, equipment set-up and more. Because the fin variability occurs in thefield, it is difficult to adjust in a laboratory setting. Researchers decided to grind a pavement smooth, thenimpart additional texture by grooving, which provided an exact fin profile that could be controlled andpredicted.

An epiphany

A conventional diamond-ground surface produces texture in the upward or positive direction, while thetexture tested at Purdue produces texture in the downward or negative direction. “The texture, which laterwas called the Next Generation Concrete Surface (NGCS), was desirable from the standpoint that it was moreof a ‘manufactured surface’ and thus could be controlled as necessary on an experimental basis,” saysScofield.

The Next Generation Concrete Surface iscompetitive with the quietest pavementsavailable.

“When these new textures were tested on the TPTA, they produced the quietest diamond ground surfaces,”Scofield says. “This was an epiphany in the research because it verified, for the first time, what thecontrolling factor was for tire-pavement noise generation of diamond-ground surfaces.

“The point of the NGCS surface is to limit positive or upward texture,” Scofield explains. “The NGCS texture isdesigned to develop good macro-texture through ‘negative’ or downward texture (grooves). We want to haveboth good microtexture (the texture on top of the lands), and good macrotexture, which is developedprimarily through the grooves.

“The NGCS is quieter because it relies on negative texture and not positive texture,” Scofield continues.“Since it is more of a manufactured surface, it can control the fin profile to a greater degree than previouslypossible. Purdue University determined that the fin profile is the critical element in noise generation.”

A new reality

The epiphany in research was soon confronted by reality, Scofield says. Research showed that the flush-ground-then-grooved texture could produce a quieter pavement. But the research could not verify whethersuch a texture could be constructed with conventional equipment in the field.

Next, in response to industry representatives, researchers developed two methods of reproducing the NGCS.The first was a grinding head configuration that used three smaller blades stacked between two taller blades.That pattern was repeated across the grinding head. That way, in one pass the head could grind the surface

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Better Roads » Concrete Solutions » Print

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smooth and also groove it on approximately ½-inch centers in one pass of the machine. The smaller bladeswould flush grind the specimen and provide microtexture while the taller blades created grooves.

The second grinding configuration used the same smaller blades to flush grind the pavement in one pass.Next a second pass using taller blades with spacers created the grooves, similar to what was constructed withthe single-pass operation.

That way, contractors could choose either option – the single pass or the double pass – in field construction.Some industry representatives thought the single-pass operation would cause excessive blade wear and havethe potential for ruining the head and blades. Many believed the two-stage process would be required. Today,this is not a concern. NGCS pavements have been placed with a single-pass or double-pass operation, andboth work equally well.

Field trials

The opportunity to construct field test sections became a reality when the Minnesota DOT allowed constructionof test sections at the MnROAD Low Volume Road Test Cell Number 37 as part of an FHWA pooled fund effort.The two Purdue surfaces were to be compared to a conventional diamond grinding surface to assist indetermining the benefit achieved by controlling the fin profile. So, there was a need to build three testsurfaces.

This first-pass, flush-ground surface onI-355 in the Chicago area shows up asthe whiter strip on the pavement.

Findings validated that the newly-developed surface was quieter, at the time of construction, than theconventional diamond ground texture. And, findings showed that the Purdue TPTA results could be reproducedin the field using conventional equipment. But because those were not full-width text sections, the next stepwas to construct a full-width test section using a conventional diamond grinding machine.

The first opportunity to construct a full lane-width test section occurred on Interstate 355 in the Chicago area.In October 2007, both a conventional diamond-ground test section and an NGCS were built on the I-355tollway. The sections were 1,200 feet long and one lane wide.

Scott Eilken is the owner of Quality Saw and Seal, the diamond grinding contractor for the NGCS section at I-355. He is an ACPA member, a board member of IGGA, and was instrumental in writing the specifications forNGCS.

“On I-355 we did one pass to flush grind the surface, and the second pass as surface grooving,” Eilkenrecalls. “When we first tested it, the surface produced just 99 dB(A). We were one of the first concretepavements in the nation to get below 100 dB(A), so it worked pretty well.”

The next opportunity to build test sections occurred at MnROAD’s Interstate 94. A two-lane wide by 500-foot-long section of NGCS was constructed in a single-pass operation on a 14-year-old random transverse-tinedpavement in October 2007.

With the successful placement and performance of the two mainline sections, the ACPA officially named thetexture as the Next Generation Concrete Surface (NGCS). The name describes a category of textures thatevolve for both new construction and rehabilitation of existing surfaces.

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“The desirable characteristics of such textures will be predominately negative texture coupled with goodmicrotexture and excellent macrotexture,” says Scofield. NCGS can now be found at seven sites in five states.There are three test sections near MnROAD; one in suburban Chicago; one in Norman Okla.; one nearAbilene, Kansas; and one near Omro, Wis.

Other test sections have been established this year in Washington state and in Arizona.

All surfaces are still performing as intended. As of 2009, ACPA’s figures show that OBSI testing was conductedon 288 pavement sections consisting of 126,720 lineal feet (24 miles) of concrete pavements across NorthAmerica. The surfaces were evaluated with two goals in mind; first, to benchmark current surface texturingpractices, and second, to develop insight into the acoustic longevity of textures. The acoustic longevity willbecome increasingly important as quiet pavement technology becomes integrated into noise mitigation.

Recent sound results from the MnROAD test sections indicate that NGCS pavements are running in the rangeof 99 dB(A) to 101 dB(A). By comparison, conventional diamond ground sections ranged up to 104 dB(A).

One test section in Kansas shows that an NGCS surfaces has produced 99 dB(A) and 100 dB(A) in twodifferent tests. By comparison, an Astro-Turf drag surface ranges up to 102.5 dB(A) and an exposedaggregate surface ranges up to 104.5 dB(A).

A renewable surface

At MnROAD, Diamond Surface Inc. constructed a surface casually called NGCS LITE, which was designed as arenewable surface. It was developed to provide additional microtexture on existing NGCS surfaces if the needarose to do so. With the large land size (between the grooves) of the NGCS surface, the texture wear hasbeen assumed to be less than for a conventional diamond-ground surface. So, NGCS is expected to have along life by comparison. v

by Daniel C. Brown, Contributing Editor

In association with ACPA

(American Concrete Pavement Association)

How the Mechanistic-Empirical Pavement Design Guide Helps OptimizeConcrete Pavements

The M-E PDG can account for numerous variables in concrete pavement design

In its simplest terms, concrete pavement design optimization considers the performance benefits of variouscomponents versus their cost.

Design optimization can be thought of in various ways, says Michael Ayers, PhD, Director of Education forDesign and Construction at the American Concrete Pavement Association (ACPA). Those include:

Achieving long life;

Lowering initial cost;

Minimizing maintenance and rehabilitation costs; and

Developing a sustainable, environmentally-sound pavement system.

Until recently, pavement designers were mostly limited to the 1993 AASHTO Pavement Design Procedure.Although many agencies are still using the 1993 protocol, it has limited inputs and is not ideal for optimizingpavement design.

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Finance & Commerce > Print > Duluth’s pavement ‘grinding’ project aims to reduce tire hum

http://finance-commerce.com/wp-content/plugins/dmc_sociable_toolbar/wp-print.php?p=19767&b=1[9/15/2010 10:37:54 AM]

http://finance-commerce.com

Paving the stretch of I-35 in Duluthrepresents the first extensive use of anew method to lessen the noise from

automobiles. (Submitted photo)

Finance & Commerce

Duluth’s pavement ‘grinding’ project aims to reduce tire humby Brian JohnsonPublished: September 13th, 2010

A section of Interstate 35 in Duluth is a testing ground for an unusualconcrete-grinding process that’s designed to make tires hum rather thansqueal on older concrete pavements.

So far, the noise-reduction process, which applies to decades-oldconcrete surfaces that produce high-pitched tire noise when cars zoomby, appears to be working as advertised.

But there’s a catch: It’s more expensive than traditional concretediamond grinding, so its application is limited.

Concrete insiders call it a “Next Generation Concrete Surface” or NGCSproject. It was used on a 3.7-mile portion of I-35 between BoundaryAvenue and Cody Street near Duluth as part of a larger I-35improvement project.

The Minnesota Department of Transportation (MnDOT) opted to go withNGCS after some positive test results at its facility near Monticello.

Pat Huston, resident construction engineer for MnDOT’s District 1, said early indications are the process reducedtire noise by about 80 percent in Duluth.

“But the other thing is, it’s quite expensive,” he said. “Concrete grinding in general is quite expensive. We didthe equivalent of 3.7 miles long-by-four lanes wide [in Duluth]. And that cost nearly half a million, so that is notsomething we can do everywhere.”

Matt Zeller, executive director of the Concrete Paving Association of Minnesota, said the NGCS diamond grindingis, at most, 25 percent more expensive than traditional diamond grinding.

But he hastened to add that the Duluth project is “the first large production job in the country, so it will take acouple of years to flush this out.”

The process has been tried out at MnDot’s MnRoad test facility in the Monticello area and has been usedthroughout the continent, according to the International Grooving and Grinding Association.

But the Duluth project represents the first extensive use of NGCS on an urban interstate concrete pavement,according to the IGGA, which is heavily promoting the paving technique.

The New York-based IGGA says it worked with the American Concrete Pavement Association, Portland CementAssociation and Purdue University to develop the paving process.

“Tire pavement noise has become a serious issue facing transportation departments worldwide, and we havereacted to this need by developing a quiet, environmentally friendly and economical concrete pavement surfacethat will provide service for many years to come,” John Roberts, executive director of the IGGA, said in preparedremarks.

No more annoying squeals

Tire noise isn’t an issue with modern concrete surfaces. But many older surfaces, like the one in Duluth, werebuilt with “tines” designed to prevent hydroplaning. An unfortunate side effect was that annoying tire squeal.

Diamond grinding takes away the “tining” effect, according to Zeller.

Traditional diamond grinding involves a series of blades that dig into the concrete surface, with slight spacesbetween each blade. It leaves behind surface that resembles a corduroy material, Zeller said.

But the newer technique results in “negative texture,” which eliminates the “fins” in the corduroy - thusproducing a smoother, quieter surface, Zeller said.

A lot of concrete pavements across the Twin Cities are good candidates for the technique, according to Zeller.

“We have some pretty loud concrete,” he said, adding that the roads were built that way decades ago because

Page 31: IGGA Brag Book

Finance & Commerce > Print > Duluth’s pavement ‘grinding’ project aims to reduce tire hum

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that’s what transportation departments specified at the time.

NGCS diamond grinding has been tried on “a number of smaller jobs” throughout the country, including a stretchof Interstate 94 near Monticello, he said.

Asked if it will hold up to Minnesota’s climate, Zeller said weather is not a factor as long as the concrete isdurable from the beginning. And without the “fins,” the smoother road should be easier on tires, too.

The concrete industry is heavily promoting the technique because it addresses two criticisms of concrete: it’slouder than asphalt and not as easily repairable as asphalt surfaces.

Indeed, the asphalt industry, which competes with concrete, makes the case that asphalt pavements are quieterin the first place when it comes to tire noise.

“European countries have been very, very proactive in using pavement surface types as a noise-mitigationstrategy,” said Richard Wolters, executive director of the Minnesota Asphalt Pavement Association.

“We in Minnesota, or in the U.S., have on the hot-mix asphalt side various designs or recipes to combat some ofthose [tire noise] concerns. … On the asphalt side, it is quieter in the vehicle and it is also quieter at a distance.”

The Duluth area was a logical site for the test pavement project because freeway noise has been a concernthere.

John Bray, special assistant to the district engineer for MnDOT’s District 1, said a lot of hotels are in the projectarea and the noise from the freeway was very loud.

A before-and-after test shows the project reduced noise by about eight decibels, he said.

Bray said there’s “lots of noise over which we have no control, like very loud, pounding stereos, the sound ofhorns honking. … But what we do have control over is the degree of the tire humming.

“It’s a good investment to try to make the highway a little more compatible with the nature of the urban area.”

IGGA officials will demonstrate the Interstate 35 pavement as part of a Sept. 22 event at the Black WoodsBanquet Center in nearby Proctor. More information is at www.igga.net.

Members of the Duluth project team — including prime contractor Arrowhead 35 Constructors, diamond grindingcontractor Interstate Improvement, paving contractor PCi Roads, and MnDOT officials — will also be at theevent.

Complete URL: http://finance-commerce.com/2010/09/duluths-pavement-%e2%80%98grinding-project-aims-to-reduce-tire-hum/

Page 32: IGGA Brag Book

EVENTS

Vol 4 201032

In partnership with the Minnesota Department of Transportation

(Mn/DOT) and Concrete Paving Association of Minnesota (CPAM), the International Grooving and Grinding Association (IGGA) hosted a demonstration of the first high production Next Generation Concrete Surface (NGCS) project in the United States on 22 September 2010.

This innovative project is being constructed on I-35 northbound and southbound from approximately Boundary Ave (CSAH 14) to Cody Street near Duluth, Minnesota.

NGCS is a long-lasting, economical, noise reducing surface developed for concrete pavement. These diamond saw-cut surfaces are designed to provide a consistent profile absent of positive or upward texture. Since the NGCS is a “manufactured” surface, it is more consistent and predictable than most traditional surfaces.

The NGCS surface was developed through a partnership consisting of the IGGA, American Concrete Pavement Association (ACPA), Portland Cement Association and Purdue University. Mn/DOT conducted extensive field-testing and evaluation at the MnROAD pavement research facility. Although this surface texture

Demo of first high production next generation concrete surface project in United States held

has been constructed at a number of locations across North America, this marks the first time NGCS has been used extensively on an urban interstate concrete pavement.

According to Pat Huston, Mn/DOT District 1 Resident Engineer, “The NGCS texture was specified primarily for noise reduction on the north end of the project. Although conventional

NGCS is a long-lasting, economical, noise reducing surface developed for concrete pavement.

diamond grinding was considered, Mn/DOT District 1 chose NGCS due to its noise mitigating characteristics that were shown in the results of the testing done on the NGCS sections that were completed at the MnROAD test facility. While noise was not a critical issue in all areas of the project, Mn/DOT also chose to use this surface on the south end of the

NGCS at MnROAD Pavement Research Facility.

Page 33: IGGA Brag Book

EVENTS

Vol 4 2010

33

project after completing concrete pavement rehabilitation to maintain consistency and provide a smooth surface with a long lasting texture.”

John Roberts, Executive Director of the IGGA, stated “NGCS is a shining example of the concrete paving industry’s commitment to constantly improve its product. Tire pavement noise has become a serious issue facing transportation departments worldwide, and we have reacted to this need by developing a quiet, environmentally friendly and economical concrete pavement surface that will provide service for many years to come. We greatly appreciate the support and assistance provided by Mn/DOT in bringing this innovation to the marketplace.”

NGCS pavements describe a

Since the NGCS is a “manufactured” surface, it is more consistent and predictable than most traditional surfaces.

category of textures that will evolve through current research. NGCS is a hybrid texture constructed on concrete surfaces that resembles a combination of diamond grinding and longitudinal grooving. The texture can be constructed as either a single-pass or two-pass operation using diamond tipped saw blades mounted on conventional diamond grinding and grooving equipment. These textures, for both new construction and rehabilitation of existing surfaces, have the desirable characteristics of a very smooth profile, coupled with good micro texture and excellent macro texture.

According to Larry Scofield, Director of Pavement Innovation for the ACPA, “The industry will continually work to improve the

NGCS and as more is learned through research, the configuration of the surfaces may change. As NGCS technology continues to develop, more testing will be conducted to further evaluate these new surface textures. The NGCS represents the concrete industry’s most significant advancements in achieving quieter concrete pavement surfaces to date. All of the NGCS validation tests in the field have successfully demonstrated that it is a very low-noise concrete surface. NGCS and conventional diamond grinding are competitive with all surfaces from a noise reduction perspective.”

The event began at 10 a.m. at Black Woods Banquet Center, located at 195 Highway 2 in Proctor. The history of NGCS and project overview was presented by Mn/DOT, Arrowhead 35 Constructors, LLC (Prime Contractor), Interstate Improvement (Diamond Grinding Contractor), PCi Roads (Paving Contractor) and IGGA.

This was followed by an overview of tire pavement noise measurement using On Board Sound Intensity (OBSI) and a discussion of noise levels measured on the project, presented by ACPA. After the presentations, attendees travelled to the live field demonstration of NGCS construction and tour of the I-35 project site, followed by a field demonstration of the OBSI testing apparatus.

As one of the most promising event in China Bridge Industry, Bridge Tech 2010 will be held from 29

November 2010 to 2 December 2010 in Shanghai, China. This summit is a hard-won opportunity, which can offer face-to-face communication and network with bridge professionals from global leading bridge organisations.

Jiangsu Transportation Research Institute (JTRI) will continue to be the co-organiser, together with Key Laboratory of Large-span Bridge Health Inspection &

Communication and networking at Bridge Tech 2010

Diagnosis Technology Ministry of Communications, PRC and Global Leaders Institute (GLI).

Also, the International Association of Bridge and Structural Engineering (IABSE) and American Concrete Institute (ACI) will also be lending their support to this annual event. NACE International and The Association of Consulting Engineers of Hong Kong (ACEHK) are endorsers this year.

Enquiry:[email protected]

Page 34: IGGA Brag Book

Published on FOX 21 Online (http://www.fox21online.com) Home > Megaproject madness leaves interstate 80 percent quieter

Megaproject madness leaves interstate 80

percent quieter

Created Sep 17 2010 - 6:00pm FOX 21 News / Lisa Baumann, Duluth News Tribune

DULUTH - Taking the kids to stay at Duluth’s Edgewater Resort and Waterpark became

a little more peaceful in recent weeks — but not because of anything inside the hotel.

Hotel managers at the hotel at 2400 London Road say that since it opened in 2005,

Interstate 35 traffic noise has been the number one complaint of hotel guests. And before

the waterpark existed, guests staying at the Edgewater have been complaining about the

noise since the freeway was built, according to general manager Justine Steinbach.

“I’ve got 300 rooms right here on London Road and the noise was definitely noticeable,”

he said.

But not anymore.

Heeding the concerns of residents and business owners, Minnesota Department of

Transportation engineers and other officials researched options to quiet the traffic and

make the road safer as part of the I-35 Mega Project.

What they found is an innovative pavement grinding technique known as Next

Generation Concrete Surface.

NGCS is a hybrid texture constructed on concrete surfaces that resembles a combination

of diamond grinding and longitudinal grooving. The noise mitigation is substantial, with

a six-decibel reduction in sound, which translates to an 80 percent reduction in the overall

sound of vehicle tire noise, according to John Bray, MnDOT regional spokesman. It is

also supposed to provide better traction for vehicles. This is the first time the application

has been used on such a large portion of interstate anywhere in the country.

“The old style grooving we did to pavement was more perpendicular to the road than

parallel but this stuff has gone through all kinds of testing,” Bray said. “I think it could be

the key to reducing noise levels in big cities across the country.”

In total, nearly 142,000 square yards of pavement on the interstate has this application,

which came with a $638,000 price tag.

Page 35: IGGA Brag Book

While that might sound expensive. in terms of the overall $7 million megaproject cost,

this pavement technique was relatively inexpensive, according to Bray.

“It was a relatively small cost to make quality of life better those parts of Duluth,” Bray

said.

The new diamond-ground concrete surface can be seen on a one-mile stretch of I-35 from

26th Avenue East to Leif Erikson Park as well as on the entire stretch of Thompson Hill.

“Absolutely we can tell the difference in traffic noise, Steinbach said. “It’s fantastic that

(MnDOT was) able to take a look into the issue… since they opened the freeway back

around Labor Day we haven’t fielded one complaint.

Page 36: IGGA Brag Book

Duluth News Tribune | Duluth, Minnesota

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Lisa Baumann, Published September 21 2010

On I-35, a sweet sound of silence

1 2

Traffic travels in the northbound lane of Interstate 35 near its intersection with London Road in Duluth. Thepavement has been resurfaced, reducing vehicle noise by as much as 80 percent, the Minnesota DOTsays. (Clint Austin / [email protected])

Since he began working with Duluth’s Edgewater Resort and Water Park 13 years ago, general managerJustin Steinbach had cursed the traffic noise on nearby Interstate 35.

The sound of I-35 traffic has been the No. 1 complaint of hotel guests, Steinbach said.

But not anymore.

Heeding the concerns of residents and business owners, Minnesota Department of Transportation officialsresearched options to quiet the traffic and make the road safer as part of the I-35 megaproject.

What they found is an innovative pavement-grinding technique called Next Generation Concrete Surface.

The special concrete surface consists of an innovative pattern of longitudinal grooves, MnDOT projectmanager Roberta Dwyer said.

“It’s all in the pattern,” she said.

Dwyer described the pavement pattern as deeper grooves with grinding across the entire surface.

“Before, (the pavement application) was like running a rake down something,” she said. “This smoothesand levels the whole surface and touches every piece of pavement.”

It was developed through a partnership between the International Grooving and Grinding Association, theAmerican Concrete Pavement Association, the Portland Cement Association and Purdue University.

Though the Next Generation Concrete Surface has been used throughout North America, the Duluthproject is the first to use it extensively on an urban interstate.

The new surface was applied to a one-mile stretch of I-35 from Leif Erickson Park to 26th Avenue East aswell as on the entire stretch of Thompson Hill.

The surface treatment reduces noise substantially — by six decibels on the northernmost section of the I-35 megaproject, according to John Bray, MnDOT regional spokesman. Six decibels translates to an 80percent reduction in the overall sound of vehicle tire noise.

“It was shocking,” Bray said of the difference in noise levels. “I think it could be the key to reducing noiselevels in big cities across the country.”

The special concrete surface also provides better traction for vehicles, a feature that appealed to MnDOTofficials.

“It will be safer with a greater skid-resistance for tires,” said Dwyer.

In total, nearly 142,000 square yards of I-35 pavement — most of it on Thompson Hill — has thisapplication.

Page 37: IGGA Brag Book

Duluth News Tribune | Duluth, Minnesota

https://secure.forumcomm.com/?event=article_view&publisher_ID=36&pnref=VXHE6A892283&article_id=179366[11/4/2010 12:19:35 PM]

With a price tag of $4.50 per square yard for a total of $638,000, the cost was 30 percent to 40 percenthigher than a regular pavement, Dwyer said. That’s nearly 10 percent of the overall megaproject cost of$6.8 million.

The decision to use the new grinding technique was made by MnDOT district staff, and Bray said hebelieves it was worth it.

“It was a relatively small cost to make quality of life better in those parts of Duluth,” he said.

At the Edge, Steinbach is enjoying the silence.

“Absolutely, we can tell the difference,” he said. “It’s fantastic that (MnDOT was) able to take a look intothe issue. … Since they reopened the freeway back around Labor Day we haven’t fielded one complaint.”

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PavingSolutions

http://www.cement.org/ps/pavingsolutionsSept10.html[10/27/2010 1:48:39 PM]

September 2010 View in Web Browser

Print This Page

Paving Solutions is publishedmonthly by the Portland CementAssociation as an internalcommunications vehicle to keepmembers, stakeholders, andpartners informed aboutdevelopments in the promotion ofconcrete paving and infrastructurefunding.

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The Portland Cement Associationconducts market development,research, education, and governmentaffairs work on behalf of its members—cement companies in the United Statesand Canada.

Portland Cement Association5420 Old Orchard Rd. Skokie, Illinois 60077 847.966.6200 [email protected]

500 New Jersey Ave. N.W. 7th Floor Washington, D.C. 20001 202.408.9494fax 202.408.0877

©2010 Portland Cement Association

All rights reserved

The Future of Concrete PavementsHere Today

The first high production NextGeneration Concrete Surface(NGCS) project in the UnitedStates is being constructed onI-35 northbound andsouthbound near Duluth, Minn.

The NGCS project wasdeveloped through apartnership of PCA, theInternational Grooving andGrinding Association (IGGA),American Concrete PavementAssociation, and PurdueUniversity. Minnesota

Department of Transportation (Mn/DOT) conducted extensive field testingand evaluation on NGCS at the MnROAD pavement research facility.Although this surface texture is in place at a number of locations acrossNorth America, this marks the first use of NGCS on an urban interstateconcrete pavement.

NGCS is a combination of diamond grinding and longitudinal grooving.The texture can be constructed as either a single-pass or two-passoperation using diamond tipped saw blades mounted on conventionaldiamond grinding and grooving equipment. These textures have thedesirable characteristics of a very smooth profile, coupled with good microtexture and excellent macro texture.

In partnership with Mn/DOT and Concrete Paving Association ofMinnesota, IGGA hosted a demonstration at the site on September 22. Photo courtesy of the American Concrete Pavement Association.

New Paving Ad Compares Apples to

Page 47: IGGA Brag Book

Next Generation Concrete Surface | Hindsight - From Minnesota 2020

http://www.mn2020hindsight.org/?tag=next-generation-concrete-surface[10/27/2010 1:53:54 PM]

Posts Tagged ‘Next Generation Concrete Surface’

Quiet Concrete, a First in Minnesota

September 24th, 2010 at 8:19 am By Conrad deFiebre

Among the many negative economic externalities of driving — costssuch as air pollution, crashes and “free” parking that are not directlyborne by users — seldom acknowledged is noise. As John Denversang, “the whining of his wheels just makes it colder.” If you live nextto a busy freeway, it can be hard to even carry on a conversation.

What to do? In many places, huge noise barriers separate homesand traffic. But when the Minnesota Department of Transportationlaunched its “Megaproject” to refurbish 10 miles of Interstate Hwy. 35through Duluth, walls weren’t an option. They would have blockedtreasured views of Lake Superior. The solution was a new pattern ofgrooves in concrete pavement that reduces noise up to 80 percentwhile also improving ride smoothness and traction against skidding.

The new process, developed by Purdue University, the concrete industry, and something called the InternationalGrooving and Grinding Association (no relation to funky dancing) is called Next Generation Concrete Surface. Earlytesting was done at MnDOT’s St. Michael pavement research strip along I-94. A first in Minnesota, it’s already wonpraise from long-suffering neighbors of the freeway.

“Absolutely we can tell the difference,” the general manager of the Edgewater Resort and Water Park told the DuluthNews Tribune this week. While the racket from I-35 was the No. 1 complaint of hotel guests for years, there hasn’t beena single one since the Next Generation surface opened in early September.

The new process, involving diamond grinding and longitudinal grooving on three noise-critical miles of I-35, added about1 percent to the overall project cost of $66.8 million. But it is expected to cut maintenance costs, reduce accidents andextend the life of repaired 40-year-old concrete by 15 years and a 20-year old stretch by another 20 years.

The concrete paving industry has always touted its durability to claim a cost-effectiveness edge over cheaper, softerasphalt. Asphalt folks responded that their product was “the Quiet Alternative.” Now they might have more competition inthat regard from their concrete rivals, whose marketing slogan is “Think Harder.”

Tags: "Megaproject", Duluth, I-35, negative economic externalities, Next Generation Concrete SurfacePosted in Transportation | 1 Comment »

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The Daily Reporter

Omro road tests concrete’s cutting edge by Marie Rohde Published: September 27th, 2010

By Marie Rohde

Wisconsin

Department of Transportation engineers are watching and listening for the results of an experimental road project on a highway leading into Omro.

The agency a little more than two years ago agreed to pay 25 percent more than the typical cost to resurface a 1.5-mile stretch of Highway 21. The new construction process was designed to dampen the noise of passing traffic.

But the jury’s still out on whether such projects are worth the money.

“Of course it’s quieter than it was,” said Linda Kutchenreiter, the Omro city administrator. “They had to redo the road because the concrete had buckled, and there was a constant ba-bump, ba-bump, ba-bump.”

Steve Krebs, WisDOT’s chief materials management engineer, said the true test of the so-called “next generation concrete surface” is whether it holds up over time.

“We’re not going to use it just to make a road quieter,” he said. “We’re looking at it as a way to make the road smoother.”

The traditional method of grinding used on older highways such as those near Omro involves using blades to dig into the concrete surface, resulting in a road that resembles corduroy. The newer system eliminates the fins of the corduroy and creates a smoother, quieter road, Krebs said.

Krebs said Wisconsin also is carefully watching a recently resurfaced 3.7-mile section of Interstate 35 in Duluth, Minn. Officials there say the high-pitched noise of cars streaming by has been reduced to a hum.

The Duluth project is the largest use of the new concrete system on an urban interstate, Krebs said, but the Minnesota Department of Transportation earlier tried the process at its Monticello, Minn., testing building.

http://dailyreporter.com

A test section of Next Generation Concrete Surface road in Minnesota is part of the NGCS project. Omro, Wis., is also experimenting with a next generation of road surface. (Photo

courtesy of the American Concrete Pavement Association)

A test section of Next Generation Concrete Surface road in Minnesota is part of the NGCS project. Omro, Wis., is also experimenting with a next generation of road surface. (Photo courtesy of the American Concrete Pavement Association)

Page 1 of 2The Daily Reporter > Print > Omro road tests concrete’s cutting edge

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Page 49: IGGA Brag Book

Based on the Monticello results, WisDOT decided to try the process in Omro in Winnebago County, Krebs said.

Kevin McMullen, executive director of the Wisconsin Concrete Pavement Association, said the system is designed to retrofit roads 25 years or older. A groove is carved into the concrete on an angle pointing away from the direction of the tire, he said.

Newer construction uses a system that does not create noise, McMullen said.

Heath Schopf, the pavement association’s director of construction engineering, said, “I don’t think it’s a fad. I think it’s here to stay. From what I hear, people are quite happy with the noise reduction.”

Krebs said his department is assessing not only the cost but whether the road lasts as long and if there are any other difficulties with the process.

“We don’t foresee any problems,” Krebs said. “But sometimes you don’t know until a few years have passed.”

Omro’s Kutchenreiter said the value of such a project also is based on whether the cutting-edge strategy was needed in the first place.

“But is it really quieter than if they had just redone it the old way?” she said. “I can’t say anyone’s noticed.”

Complete URL: http://dailyreporter.com/blog/2010/09/27/omro-road-tests-concretes-cutting-edge/

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Page 50: IGGA Brag Book

Page 1 of 4

IGGA/ACPA CPR Division

12573 Route 9W, West Coxsackie, NY 12192 T (518) 731-7450 / F (518) 731-7490

Your Pavement Preservation Resource

FOR IMMEDIATE RELEASE

Editorial Contact: Kari Moosmann, 630-541-3857, [email protected] Kimberly Kayler, 614-873-6706, [email protected]

NGCS in Duluth Attracts Both Media and Contractors; Locals Rave About Quiet Roads

(Duluth, MN, October 15, 2010) — In a landmark event, more than 50 contractors, suppliers

and agency representatives gathered in Duluth in September to view the first large scale use of

the Next Generation Concrete Surface (NGCS) installed on a stretch of I-35. A top

representative from the Federal Highway Administration was on hand, as well as many saw

blade and equipment manufacturers; all interested in learning how to better construct the NGCS

while minimizing costs. “The many companies that participated in the Duluth demonstration

were enthusiastic about the NGCS,” said Jake Steinberg, Construction Materials, Inc.

The newly quiet highway I-35 recently made the front page news of the local newspaper,

lauding the success of the new concrete surface treatment. Even local businesses were

commenting on the decreased sound level. “The response to the quieter ride has been

overwhelming,” said John Roberts, Executive Director of the International Grooving and

Grinding Association. “Residents have called in asking how the roads became so quiet.”

Justin Steinbach, the General Manager of the Edgewater Resort and Waterpark, noted in the

Duluth News Tribune many of the same sentiments about the quieter highway. “Absolutely, we

can tell the difference,” he said. “It’s fantastic that (MnDOT was) able to take a look into the

issue…Since they reopened the freeway back around Labor Day we haven’t fielded one

complaint,” Steinbach remarked in the Duluth News Tribune article, Quieter commute on new

interstate.

Page 51: IGGA Brag Book

Page 2 of 4

The audience at the demonstration shared the same enthusiasm as the local residents and

businesses. “Rarely does a road surface gain such attention. The interest this event received

illustrates the need for this technique,” said Steinberg.

The Minnesota Department of Transportation (Mn/DOT) and Concrete Paving Association of

Minnesota (CPAM), and the International Grooving and Grinding Association (IGGA) hosted the

live demonstration of NGCS construction and a tour of the I-35 project site, followed by a field

demonstration of the On Board Sound Intensity (OBSI) tire-pavement noise testing apparatus.

At the demonstration, Mn/DOT explained the construction process and their purpose in using

the NGCS on this section of roadway. Pat Huston, Mn/DOT District 1 Resident Construction

Engineer explains that there were three primary reasons that NGCS was selected for this

project; to supply enhanced friction/skid resistance, enhance the pavement ride and to reduce

noise. NGCS meets all those requirements.

“Everyone at the demo was excited to hear about the results and see the actual surface

constructed on the highway,” said Matt Zeller, Executive Director, Concrete Paving Association

of Minnesota.

To understand the difference in the sound level with NGCS, a high traffic freeway with 240

vehicles will now sound comparable to only 120 vehicles of traffic, a substantial reduction in

sound. On a pavement that was formerly transversely tined, this is approximately a 75%

reduction in tire-pavement source sound. It is a substantial reduction for areas with a need for

quieter roads, such as urban or residential areas.

Steinberg credited the success of the NGCS to the time that MnROAD engineers put into

researching the NGSC and the commitment Mn/DOT had in using NGCS on a large scale high

traffic thoroughfare.

The first large scale use of this innovative grinding technique is on the high traffic thoroughfare

in Minnesota. This grinding is being completed on two segments of the I-35 Duluth Mega

Project: I-35 northbound and southbound from approximately Boundary Ave (CSAH 14) to

Central Avenue and I-35 northbound and southbound from 21st Avenue East to 26th Avenue

East. The repaired sections are equal to 3.7 miles of a four-lane freeway. Both segments are

located within an ongoing concrete pavement rehabilitation (CPR) project.

Page 52: IGGA Brag Book

Page 3 of 4

“We look forward to seeing the NGCS implemented throughout the country. The initial reaction

has been so favorable, that we believe as the word spreads about this technique, demand for it

will quickly rise. Municipalities are always looking for new ways to improve the quality of life for

their residents, and this provides one of the basics – a quieter community,” said Roberts.

The NGCS surface was developed through a partnership consisting of the International

Grooving and Grinding Association (IGGA), American Concrete Pavement Association (ACPA),

Portland Cement Association (PCA) and Purdue University. The result of the extensive testing

at Purdue was a new surface; the NGCS. This surface texture produced the lowest tire-

pavement noise levels in the study. The surface was then constructed in the field, using actual

diamond grinding equipment to confirm the laboratory study.

The NGCS is innovative because it is different from a typical grooved surface. It contains

diamond saw-cut surfaces that are designed to provide a consistent profile absent of positive or

upward texture; it’s a uniform land profile design with basically all negative texture. These

textures can be used for both new construction and rehabilitation of existing surfaces.

About IGGA The International Grooving and Grinding Association (IGGA) is a non-profit trade association

founded in 1972 by a group of dedicated industry professionals committed to the development

of the diamond grinding and grooving process for surfaces constructed with Portland cement

concrete and asphalt. In 1995, the IGGA joined in affiliation with the American Concrete

Pavement Association (ACPA) to represent its newly formed Concrete Pavement Restoration

Division. The IGGA/ACPA CPR Division now serves as the technical resource and industry

representative in the marketing of optimized pavement surfaces, concrete pavement restoration

and pavement preservation around the world. The mission of the International Grooving and

Grinding Association (IGGA) is to serve as the leading promotional and technical resource for

acceptance and proper use of diamond grinding and grooving as well as Concrete Pavement

Preservation (CPP) and restoration. For more information, visit www.igga.net.

# # #

Page 53: IGGA Brag Book

Concrete®

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Page 54: IGGA Brag Book

Three new publications released by the American Concrete Insti-

tute target concrete construction tolerances, cores and compres-

sive strength, plus floating structures. Orders can be placed by

phone, 248/848-3800; or online at www.concrete.org. ACI mem-

bers receive a discount (up to 40 percent) on all publications.

• Specification for Tolerances for Concrete Construction and

Materials and Commentary [Order Code: 11710.PR] is intend-

ed as a reference for specifiers and ACI committees. The

76-page document’s commentary facilitates clear interpreta-

tion and offers insight into the committee’s intent regarding

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• Guide for Obtaining Cores and Interpreting Compressive

Strength Results [Order Code: 214410.PR] summarizes best

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sistent with investigation objectives; strength correction fac-

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• Report on Floating and Float-In Concrete Structures [Order Code:

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specification for materials, construction tolerances

A stretch of Interstate 35 near Duluth, Minn., marks the Next Gen-

eration Concrete Surface (NGCS) premiere on mainline highway pave-

ment. Resembling a combination of diamond grinding and longitudi-

nal grooving, NGCS can be implemented as either a single- or two-pass

operation using diamond tipped saw blades on conventional grinding

and grooving equipment. It represents the industry’s most significant

advancement in quieter concrete pavement surfaces, notes American

Concrete Pavement Association Director of Pavement Innovation Lar-

ry Scofield, adding that surface configuration may change as research

identifies potential improvements.

NGCS was developed by ACPA, International Grooving and Grind-

ing Association, Portland Cement Association and Purdue University;

subsequent Minnesota Department of Transportation testing was con-

ducted at the MnROAD pavement research loop along Interstate 94

outside the Twin Cities. MnDOT, IGGA, and the Concrete Paving Asso-

ciation of Minnesota scheduled a late-September demonstration of

the I-35 NGCS, placed on northbound and southbound lanes between

Boundary Ave. and Cody St.

“The NGCS texture was specified primarily for noise reduction on

the north end of the project. Although conventional diamond grind-

ing was considered, [our] District chose NGCS due to noise-mitigating

characteristics at MnROAD,” says MnDOT District 1 Resident Engineer

Pat Huston. “While noise was not a critical issue in all areas of the

project, MnDOT also chose to use this surface on the south end of the

after completing concrete pavement rehabilitation to maintain con-

sistency and provide a smooth surface with a long lasting texture.”

—International Grooving and Grinding Association, www.igga.net

Pavement groups test first urban use of noise-reducing surface treatment

Page 55: IGGA Brag Book

CONCRETE CONSTRUCTION Online: Resources for contractors and specifiers including construction methods, materials and equipment.

http://www.concreteconstruction.net/industry-news-print.asp?sectionID=718&articleID=1419467[10/27/2010 2:06:57 PM]

I-35, the Quiet RoadSource: IGGAPublication date: 2010-10-15

In a landmark event, more than 50 contractors, suppliers and agency representatives gathered in Duluth in September to view thefirst large scale use of the Next Generation Concrete Surface (NGCS) installed on a stretch of I-35. A top representative from theFederal Highway Administration was on hand, as well as many saw blade and equipment manufacturers; all interested in learninghow to better construct the NGCS while minimizing costs. "The many companies that participated in the Duluth demonstrationwere enthusiastic about the NGCS," said Jake Steinberg, Construction Materials, Inc. The newly quiet highway I-35 recentlymade the front page news of the local newspaper, lauding the success of the new concrete surface treatment. Even localbusinesses were commenting on the decreased sound level. "The response to the quieter ride has been overwhelming," saidJohn Roberts, Executive Director of the International Grooving and Grinding Association. "Residents have called in asking howthe roads became so quiet."

Justin Steinbach, the General Manager of the Edgewater Resort and Waterpark, noted in the Duluth News Tribune many of thesame sentiments about the quieter highway. "Absolutely, we can tell the difference," he said. "It's fantastic that (MnDOT was) ableto take a look into the issue. Since they reopened the freeway back around Labor Day we haven't fielded one complaint,"Steinbach remarked in the Duluth News Tribune article, Quieter commute on new interstate. The audience at the demonstrationshared the same enthusiasm as the local residents and businesses. "Rarely does a road surface gain such attention. The interestthis event received illustrates the need for this technique," said Steinberg. The Minnesota Department of Transportation (Mn/DOT)and Concrete Paving Association of Minnesota (CPAM), and the International Grooving and Grinding Association (IGGA) hostedthe live demonstration of NGCS construction and a tour of the I-35 project site, followed by a field demonstration of the On BoardSound Intensity (OBSI) tire-pavement noise testing apparatus.

At the demonstration, Mn/DOT explained the construction process and their purpose in using the NGCS on this section ofroadway. Pat Huston, Mn/DOT District 1 Resident Construction Engineer explains that there were three primary reasons thatNGCS was selected for this project; to supply enhanced friction/skid resistance, enhance the pavement ride and to reduce noise.NGCS meets all those requirements. "Everyone at the demo was excited to hear about the results and see the actual surfaceconstructed on the highway," said Matt Zeller, Executive Director, Concrete Paving Association of Minnesota.To understand thedifference in the sound level with NGCS, a high traffic freeway with 240 vehicles will now sound comparable to only 120 vehiclesof traffic, a substantial reduction in sound. On a pavement that was formerly transversely tined, this is approximately a 75%reduction in tire-pavement source sound. It is a substantial reduction for areas with a need for quieter roads, such as urban orresidential areas.

Steinberg credited the success of the NGCS to the time that MnROAD engineers put into researching the NGSC and thecommitment Mn/DOT had in using NGCS on a large scale high traffic thoroughfare. The first large scale use of this innovativegrinding technique is on the high traffic thoroughfare in Minnesota. This grinding is being completed on two segments of the I-35Duluth Mega Project: I-35 northbound and southbound from approximately Boundary Ave (CSAH 14) to Central Avenue and I-35northbound and southbound from 21st Avenue East to 26th Avenue East. The repaired sections are equal to 3.7 miles of a four-lane freeway. Both segments are located within an ongoing concrete pavement rehabilitation (CPR) project. "We look forward toseeing the NGCS implemented throughout the country. The initial reaction has been so favorable, that we believe as the wordspreads about this technique, demand for it will quickly rise. Municipalities are always looking for new ways to improve the qualityof life for their residents, and this provides one of the basics - a quieter community," said Roberts. The NGCS surface wasdeveloped through a partnership consisting of the International Grooving and Grinding Association (IGGA), American ConcretePavement Association (ACPA), Portland Cement Association (PCA) and Purdue University. The result of the extensive testing atPurdue was a new surface; the NGCS. This surface texture produced the lowest tire-pavement noise levels in the study. Thesurface was then constructed in the field, using actual diamond grinding equipment to confirm the laboratory study.

The NGCS is innovative because it is different from a typical grooved surface. It contains diamond saw-cut surfaces that aredesigned to provide a consistent profile absent of positive or upward texture; it's a uniform land profile design with basically allnegative texture. These textures can be used for both new construction and rehabilitation of existing surfaces.

Page 56: IGGA Brag Book

Aggregate Research : 50 Contractors, suppliers & agency reps gather to view NGCS

http://aggregateresearch.com/print.aspx?ID=20627[11/5/2010 2:41:51 PM]

50 Contractors, suppliers & agency reps gather to view NGCS

Http://www.aggregateresearch.com/article.aspx?ID=20627

Oct, 29 2010

(Duluth, Minnesota) — In a landmark event, more than 50 contractors, suppliers andagency representatives gathered in Duluth in September to view the first large scaleuse of the Next Generation Concrete Surface (NGCS) installed on a stretch of I-35.

A top representative from the Federal Highway Administration was on hand, as wellas many saw blade and equipment manufacturers; all interested in learning how tobetter construct the NGCS while minimizing costs. “The many companies thatparticipated in the Duluth demonstration were enthusiastic about the NGCS,” saidJake Steinberg, Construction Materials, Inc.

The newly quiet highway I-35 recently made the front page news of the localnewspaper, lauding the success of the new concrete surface treatment. Even localbusinesses were commenting on the decreased sound level. “The response to thequieter ride has been overwhelming,” said John Roberts, Executive Director of theInternational Grooving and Grinding Association. “Residents have called in askinghow the roads became so quiet.”

Justin Steinbach, the General Manager of the Edgewater Resort and Waterpark, noted in the Duluth News Tribune many of the samesentiments about the quieter highway. “Absolutely, we can tell the difference,” he said. “It’s fantastic that (MnDOT was) able to take alook into the issue…Since they reopened the freeway back around Labor Day we haven’t fielded one complaint,” Steinbach remarkedin the Duluth News Tribune article, Quieter commute on new interstate.

The audience at the demonstration shared the same enthusiasm as the local residents and businesses. “Rarely does a road surfacegain such attention. The interest this event received illustrates the need for this technique,” said Steinberg.

The Minnesota Department of Transportation (Mn/DOT) and Concrete Paving Association of Minnesota (CPAM), and the InternationalGrooving and Grinding Association (IGGA) hosted the live demonstration of NGCS construction and a tour of the I-35 project site,followed by a field demonstration of the On Board Sound Intensity (OBSI) tire-pavement noise testing apparatus.

Page 57: IGGA Brag Book

Aggregate Research : 50 Contractors, suppliers & agency reps gather to view NGCS

http://www.aggregateresearch.com/print.aspx?ID=20627[11/1/2010 1:45:02 PM]

At the demonstration, Mn/DOT explained the construction process and their purpose in using the NGCS on this section of roadway.Pat Huston, Mn/DOT District 1 Resident Construction Engineer explains that there were three primary reasons that NGCS wasselected for this project; to supply enhanced friction/skid resistance, enhance the pavement ride and to reduce noise. NGCS meets allthose requirements.

“Everyone at the demo was excited to hear about the results and see the actual surface constructed on the highway,” said MattZeller, Executive Director, Concrete Paving Association of Minnesota.

To understand the difference in the sound level with NGCS, a high traffic freeway with 240 vehicles will now sound comparable toonly 120 vehicles of traffic, a substantial reduction in sound. On a pavement that was formerly transversely tined, this is approximatelya 75% reduction in tire-pavement source sound. It is a substantial reduction for areas with a need for quieter roads, such as urban orresidential areas.

Steinberg credited the success of the NGCS to the time that MnROAD engineers put into researching the NGSC and the commitmentMn/DOT had in using NGCS on a large scale high traffic thoroughfare.

The first large scale use of this innovative grinding technique is on the high traffic thoroughfare in Minnesota. This grinding is beingcompleted on two segments of the I-35 Duluth Mega Project: I-35 northbound and southbound from approximately Boundary Ave(CSAH 14) to Central Avenue and I-35 northbound and southbound from 21st Avenue East to 26th Avenue East. The repairedsections are equal to 3.7 miles of a four-lane freeway. Both segments are located within an ongoing concrete pavement rehabilitation(CPR) project.

“We look forward to seeing the NGCS implemented throughout the country. The initial reaction has been so favorable, that we believeas the word spreads about this technique, demand for it will quickly rise. Municipalities are always looking for new ways to improvethe quality of life for their residents, and this provides one of the basics – a quieter community,” said Roberts.

The NGCS surface was developed through a partnership consisting of the International Grooving and Grinding Association (IGGA),American Concrete Pavement Association (ACPA), Portland Cement Association (PCA) and Purdue University. The result of theextensive testing at Purdue was a new surface; the NGCS. This surface texture produced the lowest tire-pavement noise levels in thestudy. The surface was then constructed in the field, using actual diamond grinding equipment to confirm the laboratory study.

The NGCS is innovative because it is different from a typical grooved surface. It contains diamond saw-cut surfaces that are designedto provide a consistent profile absent of positive or upward texture; it’s a uniform land profile design with basically all negative texture.These textures can be used for both new construction and rehabilitation of existing surfaces.

About IGGA The International Grooving and Grinding Association (IGGA) is a non-profit trade association founded in 1972 by a group of dedicatedindustry professionals committed to the development of the diamond grinding and grooving process for surfaces constructed withPortland cement concrete and asphalt. In 1995, the IGGA joined in affiliation with the American Concrete Pavement Association(ACPA) to represent its newly formed Concrete Pavement Restoration Division. The IGGA/ACPA CPR Division now serves as thetechnical resource and industry representative in the marketing of optimized pavement surfaces, concrete pavement restoration andpavement preservation around the world. The mission of the International Grooving and Grinding Association (IGGA) is to serve asthe leading promotional and technical resource for acceptance and proper use of diamond grinding and grooving as well as ConcretePavement Preservation (CPP) and restoration. For more information, visit www.igga.net.

ARI-C NEWS

Page 58: IGGA Brag Book

PUBLICrelations

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Publication Article Content/Title DateSize/

Length Circulation Ad

Equiv. ($)

Pavement Preservation Journal

Path-and-Grind Serves Cook County Road Users May-10 2 5,000 2,000

Public Works CPR for City Streets May-10 2 65,000 17,272

Concrete Technology Today

CPR Results in Shovel-ready, Long-term Solution

Jun-10 4 21,000 11,200

ConcreteTechnology Today

Washington State Study Finds Dowel Bar Retrofit Superior Performing, Cost-Effective Rehab for Concrete Pavement Repair

Jun-10 1 21,000 2,800

APWA Reporter Cook County Saves Taxpayers Money By Diamond Grinding Roadways

Jun-10 3 30,000 12,810

Concrete Monthly Dowel Bar Retrofit Proves Superior Rehab Aug-10 1.5 20,000 3,750

Government Engineering Journal

Dowel Bar Retrofit for Pavement Repair Aug-10 1 41,619 3,675

Press Release Demo of First High Production Next Generation Concrete Surface Project in United States Scheduled

Aug-10 Release

AggregateResearch.com

"The ""Next Generation Concrete Surface"" Project in U.S. Scheduled"

Aug-10 2 97,000 1,000

ForConstructionPros.com Demo of First High Production Next Generation Concrete Surface Project in U.S. Scheduled

Aug-10 2 50,000 4,000

Better Roads Progress Reported on Quiet Concrete Pavement

Sep-10 4 38,000 37,425

Better Roads Progress Reported on Quiet Concrete Pavement

Sep-10 3 38,000 22,471

Finance & Commerce Duluth’s Pavement ‘Grinding’ Project Aims To Reduce Tire Hum

Sep-10 2 1,000 1,476

Concrete Technology Today

Demo of First High Production Next Generation Concrete Surface Project In United States Held

Sep-10 2 21,000 5,600

Pr ACTiviTy AnD roi rECAP | 2010

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Publication Article Content/Title DateSize/

Length Circulation Ad

Equiv. ($)

Government Buyer Green Lighting Shines for City Sep-10 3 9,734 14,124

Fox21Online Megaproject Madness Leaves Interstate 80 Percent Quieter

Sep-10 1.5

Duluth News Tribune On I-35, A Sweet Sound of Silence Sep-10 1.5 40,933 83

Fox21Online On I-35, A Sweet Sound of Silence, Video Sep-10 Video

Concrete Construction Guiding the Direction of the Industry Sep-10 0.25 66,000 14,585

TwinCities Pioneer Press Street-Crack Sealer Called Deadly for Motorcyclists

Sep-10 2 117,500 2,000

Duluth News Tribune Quieter Commute on New Interstate Sep-10 2 40,933 112

Concrete Pavement Progress

What's All The Noise About? Sep-10 Newsletter

Paving Solutions The Future of Concrete Pavement Here Today Sep-10 Newsletter

Hindsight: Minnesota 2020

Quiet Concrete; A First in Minnesota Sep-10 Blog

The Daily Reporter Omro Road Tests Concrete's Cutting Edge Sep-10 1.5 2,400 1,444

Press Release NGCS in Duluth Attracts Both Media and Contractors; Locals Rave About Quiet Roads

Oct-10 Release

Concrete Products Pavement Group Tests First Urban Use of Noise-Reducing Surface Treatment

Oct-10 1 19,200 4,752

Concrete Construction Online

I-35, The Quiet Road Oct-10 1 70,000 3,500

Construction Diamond Grinding Passes Its Road Test Oct-10 2 8464 1,450

AggregateResearch.com 50 Contractors, Suppliers and Agency Reps Gather to View NGCS

Oct-10 2 97,000 1,000

ToTAL 920,783 168,529

Pr ACTiviTy AnD roi rECAP | 2010continued

Page 61: IGGA Brag Book

Patch-and-Grind ServesCook County Road Users

ook County, Ill., in the heart of the Chicago metroarea, has had great success serving its road usersby utilizing the patch-and-grind method ofconcrete pavement restoration (CPR).

Patch-and-grind involves pavement patching andjoint repair, followed by diamond grinding of the entirepavement. The patching addresses structural issues suchas cracked panels and spalled joints, while the diamondgrinding addresses the functional deficiencies.

The texture and resulting friction of aging concrete isoften reduced due to wear from traffic. Diamond grindingrenews the skid resistance, along with providing asmoother-riding pavement. The smoother profile reducesdynamic loading on the pavement, thus extending itsservice life.

Patching without diamond grinding can often resultin poor rideability and is not an attractive alternativewhen considering the most effective use of the taxpayer'smoney. This repair method has proven to be a lowercost construction alternative when compared to a fullreconstruction. Motorists also realize the benefit of theshorter construction duration.

AWARD-WINNING PROGRAMThe county's success with diamond grinding is such

that the Cook County Highway Department was namedby the International Grooving & Grinding Associationas its Government/Public Agency of the Year for 2009.Although the award typically goes to one individual,this time, the association opted to recognize an entiretransportation department based on its creativity,

38 pavement preservation journal Summer 2010

integrity, professionalism and commitment to theindustry.

Rupert Graham, Jr., P.E., superintendent of the CookCounty Highway Department, accepted the award. Grahamnoted that concrete pavement preservation and repairprojects are critical in maintaining their infrastructure, andthe use of diamond grinding techniques has become animportant tool that allows Cook County to be more creativein finding economic technical solutions.

Cook County first learned about diamond grinding whena contractor from Michigan constructed a short test sectionat an American Concrete Pavement Association-sponsoredevent. That demonstration piqued the interest of DanSzwaya, P.E., head of the Pavement Geometrics Divisionwith the Cook County Highway Department, and the workfollowed.

Using the new technique was not without complications.A by-product of the diamond grinding operation is aconcrete and water slurry that must be properly disposedof. Most of the repair work in Cook County has occurred inurban areas where slurry cannot be disposed of on adjacentshoulders as it is often done in rural settings.

To resolve this, Cook County engineers worked withlocal contractors to develop an efficient means to disposeof the slurry. The contractors worked on a system thatcollected the slurry in a specialized tanker, so it could bedisposed of offsite. "To be successful, you must have dialogwith the industry," said Graham. "Partnering is essential toimplement a new idea and get a return."

The Cook County Highway Department has useddiamond grinding on several projects. Full reconstruction of

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these areas would have cost the taxpayers three times morethan the patch and grind technique. A full reconstructioncosts approximately $45 to SO/sq.yd., while a patch andgrind costs approximately $IS/sq. yd. "When a typical fullreconstruction of a lane mile costs $1million, the use ofpatching and grinding makes sense since it can be doneat a fraction of the cost, provides long lasting repairs andcreates far less inconvenience to the motoring public," saidJohn Beissel, P.E.,assistant superintendent, Cook CountyHighway Department.

An unanticipated result of using patching and grindingis that several of the nearby municipalities have called CookCounty to ask what technique was used on their roads. Theywere impressed by the smooth results. "People are noticingand looking to us for guidance," said Graham.

MONITORING CONDITIONToplan future repairs, Cook County is developing a

pavement management system which will be a componentof the Cook County Highway Department Asset Program.

This new Asset Management Program will assessthe condition of some 1,500lane miles of pavement. Theprogram will be used to monitor the entire network on anongoing basis. The patch-and-grind areas are expected toscore very high on the front end and will then be monitoredas they age.

"The information about the condition of the concretewill be plugged into an Army Corps of Engineers' program(MicroPAVER) that prioritizes the expenditure of availablefunding in a way that optimizes the use of the funding froma system-wide perspective in order to maintain, or attain,a desired pavement condition index. "We're finding thatdiamond grinding repairs are often a best fit for our needs,"said Graham.

Another advantage of the future Pavement ManagementProgram is that sections that need repair can be identifiedbefore it is too late for a simple repair, resulting in a lessintensive and less costly repair. Sometimes diamondgrinding may be used just to add skid resistance to agingconcrete. Diamond grinding can extend the life of a road 15years for a fraction of the cost of alternative treatments.

COMMITMENT TO DIAMOND GRINDINGGraham and his department are not stopping with

eight initial projects. Sixmore are scheduled for patch andgrind repair in 2010.New projects include: Greenwood inNiles, Lake-Cook Road in Deerfield, Schaumburg Roadin Schaumberg, Devon Avenue in Elk Grove Village,Central Avenue in Oak Lawn, and Mt. Prospect Road inMt. Prospect. A total of 30 lane miles will be patched anddiamond-ground.

Looking forward, Graham would next like to implementdowel bar retrofit repair techniques in certain areas. This,and other CPR techniques, would be used in combinationwith pavement patching and diamond grinding projects toreduce the total amount of patching and further reduce thecost required to rehabilitate a pavement section. ~

Micro-Surfocing, Inc.

Pavement Preservationis What We Do

States • Counties • Cities

Offices: Illinois & MissouriPh: 800-747-3686

www.Micro-surfacing.com

Summer 2010 pavement preservation journal 39

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imakets'In asrturnimpre-rhome

Ird

CPR for city streetsEngineered repairs for concrete pavements.

Wen replacing or overlaying dete-riorated pavement is expected totake too long or cost too much,

consider another option: concrete pave-ment restoration (CPR).

CPR refers to a series of engineeredtechniques developed over the past 40years to rehabilitate concrete pavement.These techniques are well established fordeteriorated highways, but they also offeran alternative to asphalt overlays to reha-bilitatecity streets. The process targets andrepairs areas of distress within otherwisesound concrete pavements. CPR can beperformed within small work areas and atoff-peak hours, and its repairs can last foryears or even decades.

HOW IT WORKSCPR is used to restore concrete pavementto its original condition without changingitsgrade. Unlike the typical asphalt over-lay, CPR addresses the causes of pavementdistress,minimizing further deterioration.BasicCPR techniques include:• Slab stabilization, which restores sup-

port to concrete slabs by filling smallvoids that develop beneath the slab atjoints, cracks, or pavement edges.

• Full-depth repairs, which fix crackedslabs and joint deterioration by remov-ing a portion of the existing slab andreplacing it with new concrete.

• Partial-depth repairs, which correct sur-face distress and joint-crack deteriora-tion in the upper third of the concreteslab.A partial-depth repair involves re-moving the deteriorated concrete, clean-ing the patch area, placing new concrete,and reforming the joint system.

• Dowel bar retrofits, which involve cut-ting slots in the pavement across a jointor crack, cleaning the slots, placing thedowelbars, and then backfilling the slotswith new concrete. Dowel bar retrofits

link slabs together at transverse cracksand joints, so that the load is evenly dis-tributed across the crack or joint.

• Cross-stitching longitudinal cracksor joints, which repairs low-severitycracks. Reinforcing steel is added tohold the crack together tightly.

• Diamond grinding, which removesfaulting, slab warping, studded-tirewear, and unevenness resulting frompatches to create a smooth, uniformpavement profile.Diamond grinding re-duces road noise by providing a longitu-dinal texture that is quieter than trans-verse textures. The longitudinal texturealso enhances macro texture and skidresistance in polished pavements.

• Joint and crack resealing, which min-imizes the infiltration of surface wa-ter and incompressible material intothe joint system. Less water enteringthe joint reduces subgrade softening,slows pumping and erosion of subbasefmes, and may limit dowel bar corro-sion caused by de-icing chemicals.

In the past, many transportation agen-cies covered structurally sound concretepavement with an asphalt overlay to im-prove the ride, optimize friction, or reducetire noise. Diamond grinding a previouslyoverlaid pavement allows the asphalt mill-ings to be recycled as a gravel base or soldby the ton as reclaimed asphalt pavement(RAP) for a future asphalt project. Conse-quently, this process is frequently referredto as "buried treasure."

BURIED TREASUREWhen applying the buried treasure con-cept, use the value of asphalt millings tooffset the cost of removal and some ofthe diamond grinding cost. Every inch ofasphalt generates approximately 0.05 tonof RAP per square yard. Depending onthe oil content of the RAP and its prox-imity to a project location, this can addup to real value. Innovative owners andcontractors can save money and help theenvironment at the same time.

(continued)

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One of several basic (onaete pavement restoration- (CPR) techniques, full-depth repair of distressed areas

of concrete pavement can be a durable and economi-cal altemative to asphalt overlays.

t In 2006, the Village of Glen Ellyn, Ill.~ - an affluent Chicago suburb of moreI than 25,000 - needed major repairs on~ about 29 blocks of two main city streets,.~ both of which were 15 to 20 years old.~ Before the project began, the roads were~ 8-inch, undoweled jointed pavement with[ 1/4-inchto lh-inch faulted joints with de-I teriorating joint seals. The joints were

widened to 3/s-inchand then sealed atopbacker rods with silicone sealant. Oth-er methods used to repair these roads in-

eluded full-depth repair, diamond grind-ing, and sawing and sealing the joints. Intotal, the project included approximately185,000 lineal feet of joint work on bothOak Street and Western Avenue.

The Glen Ellyn Public Works Depart-ment found CPR to be more cost-effectivethan alternative methods. CPR allowedthe department to maintain the local traf-fic flow with minimal disruption to thedriving public. Furthermore, an asphaltoverlay would have raised the height ofthe road, which in turn would have filledstormwater gutters, covered the monolith-ic curbs, and required expensive tie-ins toadjacent driveways. The owner also likedthe appearance of concrete as comparedto asphalt.

THE NEXT GENERATION OFCONCRETE SURFACESTire and pavement noise has become a hot-button issue in areas with large popula-tions and high traffic volumes. In response,public officials are seeking long-lasting,economical, and quiet pavement surfaces.The Next Generation Concrete Surface(NGCS), now in the testing stage, showsgreat promise in meeting these needs.

Designed to provide a consistent profilewithout positive or upward texture, NGCSprescribes a hybrid texture on concrete sur-faces that resembles a combination of dia-mond grinding and longitudinal grooving.The texture can be produced through ei-ther a single-pass or two-pass operation,using diamond-tipped saw blades mount-ed on conventional diamond grinding andgrooving equipment. These textures, usedfor both new construction and the reha-bilitation of existing surfaces, will com-bine a very smooth profile and a quiet ride,as well as excellent macro texture for in-creased safety.

Based on the test sections construct-ed to date, the NGCS starts out about 1to 4 dBA quieter than a conventional dia-mond-ground surface. More time is need-ed to fully establish the NOCS pavement'sacoustic performance, but it is not expect-ed to change during the first 10 years ofservice, provided the pavements are welldesigned and constructed with high-qual-ity, durable aggregates. PW

- John Roberts ([email protected]) is the executive director of the Interna-tional Grooving & Grinding Association.

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Vol 3 201094

concrete pavement restoration Feature

Today, the roadways see an average of 3620 vehicles per day with 845 of those being heavy trucks.

Much has been written about the necessity of identifying shovel-ready projects, however,

specifiers must be careful not to throw their money at short lived, temporary pavement repair solutions in their haste to spend stimulus funds. To ensure we don’t end up repairing the same repair in a few years, long-term solutions are needed for our streets and highways. One proven solution is Concrete Pavement Restoration (CPR) treatments.

CPR is a series of engineered techniques developed during the last 40 years to manage the rate of pavement deterioration in concrete streets, highways and airports. It is a non-overlay option used to repair areas of distress in concrete pavement without changing its grade. This preventive procedure restores the pavement to a condition close to or better than original and reduces the need for major and more costly repairs later.

Furthermore, CPR addresses the causes of pavement

distress, minimising further deterioration. In contrast, covering the distress with an asphalt overlay does not correct the cause of the distress and it will eventually manifest itself again, usually as a larger, more expensive problem.

An old but proven solution

John Thompson, PE, Valley City District Engineer, North Dakota Department of Transportation, can attest to the performance of concrete pavement, citing a project first paved in 1958. Located on I-94 east and west bound from milepost marker 208 to mile marker 221, the pavement was originally constructed as un-doweled, 10-inches in depth with a sand base.

Today, the roadways see an average of 3620 vehicles per day with 845 of those being heavy trucks. CPR and diamond grinding were first performed on the

By Alex Ugalde, Hilti North America

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Vol 3 201096

concrete pavement restoration Feature

In addition to providing a smooth and quiet driving surface, the use of CPR and diamond grinding can increase the pavement’s friction characteristics.

CPR repair options can be designed and packaged for bid in a matter of days.

eastbound and westbound lanes in 1985. In 2003, CPR and diamond grinding were performed on the eastbound lanes, and in 2006, CPR and diamond grinding was performed to the eastbound and the westbound lanes.

“It is a standard practice in North Dakota to place dowel bar retrofits in undowled pavements, but this section of road had held up very well over the years,” said Thompson. “I was concerned about the cost effectiveness and the condition of the joints being able to effectively transfer loads for what was, at that time, 45 year old concrete. For that reason, the dowel bar retrofit work was not done on this pavement.”

In 2007, the condition of the road was tested using the International Roughness Index (IRI). The measure of smoothness on the eastbound roadway was 67, with a distress score of 85 (99 is a perfect section of road). The westbound IRI was 70

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Vol 3 201098

concrete pavement restoration Feature

CPR restores the pavement to a condition close to or better than original and reduces the need for major and more costly repairs.

CPR projects offer a long-term repair engineered to last many years, even decades.

with a distress score of 86. “For a 50 year old piece of concrete, this is very

impressive,” said Thompson. “These scores validate the effectiveness of concrete pavement and concrete pavement restoration techniques.”

Other more recent projects also serve as a testament to the longevity of CPR. In 1999, the NDDOT, assisted by Ultieg Engineers, oversaw a complete pavement restoration project on southbound Interstate 29 between Highway 200 east and west in Hillsboro, North Dakota. The roadway structure consisted of two 12-ft lanes along with a four-ft inside and a 10-ft outside shoulder.

The pre-rehabilitation conditions of the roadway included transverse joint faulting that ranged from 1/4-inch to 3/8-inch in the truck lane and little to no faulting in the passing lane. There were a few isolated areas that contained broken and dropped panels.

The 11.092-mile project entailed complete CPR including full- and partial-depth concrete repairs, dowel bar retrofit (DBR) to restore load transfer, diamond grinding to restore ride and skid resistance, and joint resealing to prevent the intrusion of water and incompressibles. Full- and partial-depth repairs were performed on both the truck lane and the passing lane, while DBR was performed on the heavily faulted truck lane. Diamond grinding was performed on the truck lane followed by a single diamond ground feather pass on both the outside shoulder and passing lane.

In addition to providing a smooth and quiet driving surface, the use of CPR and diamond grinding on this project also increased the pavement’s friction characteristics. The total cost of construction was approximately US$56,525 per lane mile.

Completed in the fall of 1999, the I-29 project was unique as the NDDOT demonstrated the flexibility of the

CPR process by targeting only the most deteriorated sections of the pavement, thereby stretching their dollars for more miles. The truck lane’s current smoothness measured by IRI is 62 inches per mile. In contrast, the left lanes, which did not utilise DBR to restore load transfer, now have an IRI of 140 inches per mile.

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Vol 3 2010

99

Featureconcrete pavement restoration

Yet another example of longevity is a project in Minnesota. In 2000, officials at Olmsted County sought to repair a six-mile section of the two-lane County State-Aid Highway (CSAH) 25, from CSAH 3 to CSAH 22 – a total of 5.34 miles. Originally surfaced in 1982, the concrete pavement has 12-ft lanes coupled with eight-ft aggregate shoulders.

The panels were constructed using skewed joints spaced at 15-ft intervals without the aid of dowel bars for load transfer. The smoothness at that time was measured at 60 inches per mile with a 2/10 blanking band. As the road aged, the joints began to fault, the shoulders started to settle and random cracking occurred. According to local motorists, “the ride was rough.”

Repair options included placing a bituminous overlay, concrete pavement preservation or taking no action at all. Although Olmsted County gave serious consideration to an asphalt overlay, they selected the CPR option including DBR, diamond grinding, partial and full-depth patching as well as joint re-sealing in order to obtain a longer-term solution.

The team patched more than 800 sq yds of concrete, installed 11,000 dowel bars to rehabilitate the joints and used 84,000 sq yds of diamond grinding. Further, the existing joints –approximately 60,000 lineal ft – were resealed, edge drains installed, and the asphalt turn lanes and shoulders were repaved.

According to Mike Sheehan, Olmsted County Engineer, the road and its improvements nine years ago are still performing very well. Although the road is now 27 years old, it is still in great driving condition with many more years of useful life.

“DBR and the complete CPR process has held up very well since it was completed in 2000,” said Sheehan. “The road should last at least another six years, which is 15 years from when it first had corrective work completed.”

With a total project value of US$924,131, the cost over an estimated 15-year life is just US$61,608 per year. The chosen construction methods resulted in a fast-track project, completed more than three months ahead of schedule. Upon completion, the smoothness improved to five inches on 2/10 blanking band, resulting in more than 90 percent improvement in ride quality.

Moving Forward

A proven solution for this region, CPR projects offer a long-term repair engineered to last many years, even decades, and they can be designed and packaged for bid in a matter of days. As of May 2009, 12 major projects containing 155,000 dowel bar retrofits and 3,040,000 sq yds of diamond grinding will be performed in Minnesota, North Dakota and South Dakota this calendar year. Motorists will benefit from the resulting smooth, safe and quiet ride when pavements are treated using CPR.

Slab stabilisation

This technique restores support to concrete slabs by filling small voids that develop underneath the concrete slab at joints, cracks or the pavement edge.

Full-depth repairs

This procedure is a way to fix cracked slabs and joint deterioration by removing at least a portion of the existing slab and replacing it with new concrete.

Partial-depth repairs

This method corrects surface distress and joint-crack deterioration in the upper third of the concrete slab. Placing a partial-depth repair involves removing the deteriorated concrete, cleaning the patch area, placing new concrete and reforming the joint system.

Dowel bar retrofits

This method consists of cutting slots in the pavement across the joint or crack, cleaning the slots, placing the dowel bars, and backfilling the slots with new concrete. Dowel bar retrofits link slabs together at transverse cracks and joints so that the load is evenly distributed across the crack or joint.

Cross-stitching longitudinal cracks or joints

Cross-stitching repairs low severity cracks. This method adds reinforcing steel to hold the crack together tightly.

Diamond grinding

By removing faulting, slab warping, studded tire wear and unevenness resulting from patches, diamond grinding creates a smooth, uniform pavement profile. Diamond grinding reduces road noise by providing a longitudinal texture, which is quieter than transverse textures. The longitudinal texture also enhances macro texture and skid resistance in polished pavements.

Joint and crack resealing

This technique minimises the infiltration of surface water and incompressible material into the joint system. Minimising water entering the joint reduces sub-grade softening, slows pumping and erosion of the sub-base fines, and may limit dowel bar corrosion caused by de-icing chemicals.

Basic CPR techniques include:

Page 69: IGGA Brag Book

NEWS

Vol 3 201012

State Departments of Transportation across the country face a common challenge: how to repair

concrete roadways that may be up to 50 years old in some locations. While replacing or overlaying deteriorated pavement can be time- and cost-prohibitive, Concrete Pavement Restoration (CPR) often provides the better solution. Recent studies demonstrate the long-term effectiveness of one CPR method known as Dowel Bar Retrofit (DBR).

DBR is a CPR procedure that involves cutting slots in the pavement across the joint or crack, cleaning the slots, placing the dowel bars and then backfilling the slots with new concrete. The method links slabs together at transverse cracks and joints to evenly distribute the load across the crack or joint. Such load transfer across transverse joints of jointed plain concrete pavements is essential for long-term performance, especially when the roadway carries heavy truckloads.

In Washington State, plain jointed concrete pavements constructed prior to the 1990s did not contain dowel bars across the transverse joints. As such, a significant number of the pavements aged 30 or more years had developed transverse joint faulting. With sufficient funding unavailable to reconstruct the faulted and rough concrete pavements, the Washington State Department of Transportation (WSDOT) decided in 1993 to begin its first full-scale DBR project for a severely faulted concrete pavement.

Since that time, WSDOT has used DBR to repair more than 280 lane miles of faulted concrete pavements. WSDOT’s DBR repair has also included diamond grinding the entire project length, full-depth replacement of concrete panels with two or more cracks, partial-depth spall repair, crack sealing, and resealing transverse and longitudinal joints.

Based on research by Linda M. Pierce, Senior Engineer, Applied Pavement Technology, Inc., as well as Stephen T. Muench, Assistant Professor, and Joe P. Mahoney, Professor, both of the University of Washington, DBR is a highly effective, cost-efficient method for repairing aging concrete roadways.

In the study, road roughness and wear were

Washington State study finds dowel bar retrofit superior performing, cost-effective rehab for concrete pavement repair

examined on Washington State pavements repaired with the DBR method between 1993 and 2007. The average age of the existing pavements prior to DBR was 32 years (with a range of 17 to 46 years), and the average in-service age of the DBR was nine years (with a range of one to 14 years).

Based on the review of approximately 380,000 DBR slots, Pierce noted the presence of cracking, spalling and debonding of the patching material as nearly non-existent, indicating superior construction and inspection practices leading to long-term performance.

“From the review of data collected, it was determined that Washington State has experienced very little DBR slot-related distress, with less than 3 percent of all DBR slot distress combined on any given project and typically less than 1 percent on all projects,” said Pierce.

Further, after reviewing DBR performance, it was found that five of the 21 projects examined showed superior longer-term performance as compared to all other DBR projects.

“The best results were found when DBR was performed prior to the development of significant faulting in the concrete,” said Pierce. “Therefore, it can be concluded that applying DBR prior to significant fault development can result in improved, longer-term DBR performance.”

According to John Roberts, Executive Director of the International Grooving and Grinding Association (IGGA) – a non-profit organisation dedicated to serving as the leading promotional and technical resource for acceptance of diamond grinding and grooving as well as pavement preservation and restoration markets – Washington State’s experience validates that DBR is a highly effective solution for long-term pavement repair.

“Critical to the success of DBR projects are appropriate specifications and construction inspection processes, as well as contractors firmly establishing themselves in DBR construction techniques,” said Roberts. “As all states seek ways to repair aging concrete pavements, DBR can be the ideal solution when long-lasting, cost-effective repairs are desired.”

Page 70: IGGA Brag Book

Cook County saves taxpayers money bydiamond grinding roadwaysKari MoosmannAEC Editorial ManagerConstructive Communication, Inc.Dublin, Ohio

he Cook County Highway De-partment in Illinois keeps thetaxpayers and motorists in mindwhen making decisions related

to roadway repair. Rupert Graham,Jr., P.E., Superintendent of the CookCounty Highway Department, and hisstaff are always watching for new andinnovative repair methods with theintent to extend the life of their pave-ments at a reasonable cost.

Graham is known for his willingnessto employ new techniques with thegoal of reducing costs to the taxpayers,while realizing long-term benefits. Onemethod his department has adoptedis the patch and grind method of con-crete pavement restoration (CPR). Thisapproach involves pavement patching,joint repair, and diamond grindingof the entire pavement. The patch-ing addresses structural issues suchas cracked panels and spalled jointswhile the diamond grinding addressesthe functional deficiencies. The tex-ture and resulting friction of agingconcrete is often reduced due to wearfrom traffic. Diamond grinding renewsthe skid resistance along with provid-ing for a smoother riding pavement.The smoother profile reduces dynamicloading on the pavement, thus extend-ing its service life. Patching withoutdiamond grinding can often result inpoor ridability and is not an attractivealternative when considering the mosteffective use of the taxpayer's money.This repair method has proven to bea lower cost construction alternativewhen compared to a full reconstruc-tion. Motorists also realize the benefitof the shorter construction duration.

Cook County first learned about dia-mond grinding when a contractor

68 APWA Reporter July 2010

Concrete pavement restoration involves pavement patching, joint repair, and diamond grind-ng of the entire pavement. Workers evaluate the condition of this roadway before proceed-g i e epai (Photo: Cook Cou

from Michigan constructed a short testsection at an American Concrete Pave-ment Association-sponsored event.That demonstration piqued the interestof Dan Szwaya, P.E., head of the Pave-ment Geometries Division with theCook County Highway Department.Szwaya began researching how CookCounty could implement the innova-tive method. Then, about four yearsago at Szwaya's urging, Cook Countyprepared contract plans for its first dia-mond grinding project. There were fewcontractors in the area capable of per-forming the diamond grinding opera-tion at that time and the low bid wasprovided by a Michigan contractor.Szwaya and Cook County are creditedwith bringing diamond grinding to theChicago area. Today, diamond grind-ing contractors are more abundant,which has resulted in increased com-petition and lower costs to the agencyand taxpayers.

Pa -tner 0 sol e roblernsUsing the new technique was not with-out complications. A by-product of thediamond grinding operation is a con-crete and water slurry that must beproperly disposed of. Most of the repairwork in Cook County has occurred inurban areas where slurry cannot be dis-posed of on adjacent shoulders as it isoften done in rural settings. To resolvethis, Cook County engineers workedwith local contractors to develop an ef-ficient means to dispose of the slurry.The contractors worked on a systemthat collected the slurry in a specializedtanker, so it could be disposed of off-site. "To be successful, you must havedialog with the industry," said Gra-ham. "Partnering is essential to imple-ment a new idea and get a return."

Reducing osts 0 t e taxpayeThe Cook County Highway Depart-ment has used diamond grinding onseveral projects. Full reconstruction ofthese areas would have cost the taxpay-ers three times more than the patch

Page 71: IGGA Brag Book

and grind technique. A full reconstruc-tion costs approximately $45-50/sq.yd., while a patch and grind costs ap-proximately $15/sq. yd. "When a typi-cal full reconstruction of a lane milecosts $1 million, the use of patchingand grinding makes sense since it canbe done at a fraction of the cost, pro-vides long-lasting repairs and createsfar less inconvenience to the motor-ing public," said John Beissel, P.E., As-sistant Superintendent, Cook CountyHighway Department.

An unanticipated result of using patch-ing and grinding is that several ofthe nearby municipalities have calledCook County to ask what techniquewas used on their roads. They were im-pressed by the smooth results. "Peopleare noticing and looking to us for guid-ance," said Graham.

I\i 0 ement'sc d onIn order to properly scope future re-pairs, Cook County is developinga Pavement Management Programwhich will be a component of theCook County Highway DepartmentAsset Program. "Our concrete is at theend of its lifecycle in many areas,"said Graham. Utilizing a new AssetManagement Program, approximately1,500 lane miles of pavement will beassessed as to its current condition.The program will be used to monitorthe entire network on an ongoing basisgoing forward. The patch and grind ar-eas are expected to score very high onthe front end and will then be moni-tored as they age. "The informationabout the condition of the concretewill be plugged into an Army Corps ofEngineers' program (MicroPAVER)thatprioritizes the expenditure of availablefunding in a way that maximizes theuse of the funding from a system-wideperspective in order to maintain, or at-tain, a desired pavement condition in-dex. We're finding that diamond grind-ing repairs are often a best fit for ourneeds," said Graham.

Another advantage of the future Pave-ment Management Program is thatsections that need repair can be iden-tified before it is too late for a simple

The contractors developed a system that collects the slurry in a specialized tanker, which can

repair, resulting in a less intensive andless costly repair. Sometimes diamondgrinding may be used just to add skidresistance to aging concrete. Diamondgrinding can extend the life of a road15 years for a fraction of the cost of al-ternative treatments.

amond

Graham and his department are notstopping with eight initial projects.Six more are scheduled for patch andgrind repair in 2010. New projects in-clude: Greenwood in Niles, Lake-CookRd. in Deerfield, Schaumburg Rd. inSchaumberg, Devon Ave. in Elk GroveVillage, Central Ave. in Oak Lawn, andMt. Prospect Rd. in Mt. Prospect. A to-tal of 30 lane miles will be patched anddiamond ground.

As a county, Cook County has beenable to cross municipal borders andprovide the advantages of the econo-mies of scale. The department has beenable to reach out and provide repairsto many municipalities when a singlemunicipality may have a more limitedbudget. They have been instrumentalin introducing the technique to severalmunicipalities that are considering itfor their own smaller repairs. "We arefortunate that Cook County has a Su-perintendent who is willing to try new

procedures, allowing an innovativeprocess such as diamond grinding,"said Beissel. "He has the willingness topursue leading-edge technologies in pi-lot programs and then push for wideruse if successful."

"Diamond grinding is a particularlyvaluable technique to us because ofour commitment to concrete. Today'seconomy and the advantages of thelong lifecycle of concrete have madeit the material of choice for our net-work system where high Average DailyTraffic (ADT) is predominant," saidGraham. Looking forward, Grahamwould next like to implement dowelbar retrofit (DBR) repair techniques incertain areas. This and other CPR tech-niques would be used in combinationwith pavement patching and diamondgrinding projects to reduce the totalamount of patching and further reducethe cost required to rehabilitate a pave-ment section.

Recognized for leadership int e' us yAs a result of the use of patch and grindprograms to save taxpayers money, theCook County Highway Departmentwas recently presented the Govern-ment/Public Agency of the Year Awardby the International Grooving and

July 2010 69APWA Reporter

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Only23% of vehicle travel occurs during

night time driving hours, but more than 50%of all traffic fatalities occur during that time.

L..ii6i•••• .w.iiii'~I. the "RetroreflectivityCompliance Using Cartegraph"technology white paper, or sign upfor a no-cost gap analysis.

Guide your organization toward compliance.www.cartegraph.com/retro

Grinding Association (IGGA).Accord-ing to John Roberts, Executive Directorof the IGGA, the purpose of the awardis to recognize a government or pub-lic official for leadership in transporta-tion activities with special emphasis ongrooving, grinding and concrete pave-ment preservation (CPP).

Although the award typically goes toone individual, this year the Associa-tion opted to recognize an entire trans-portation department based on theircreativity, integrity, professionalismand commitment to the industry.

lilt has been very fulfilling to work withand witness Cook County's creative useof concrete pavement preservation forthe benefit of society as a whole," saidRoberts. "The Cook County HighwayDepartment has been extremely cre-ative in integrating new tools in theirtoolbox and the taxpayers will benefitfrom their efforts."

Cook County Board President Todd H.Stroger agrees. "I can't think of a singlegovernment in the nation that isn'ttackling revenue shortfalls and tougheconomic forecasts," said PresidentStroger. "The Highway Department'scommitment to fiscally responsible in-novation helps keep our costs down inchallenging economic times and givesthe taxpayer and the people who relyon our roads every day a great value insafety and drivability."

Karl Moosmann can be reached at(614) 873-6706 or [email protected].

Page 73: IGGA Brag Book

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Dowel bar retrofit proves superior rehab State departments of transportation across the country face a common challenge: How to repair concrete roadways that may be up to 50 years old in some locations. While replacing or overlaying deteriorated pavement can be time- and cost-prohibitive, concrete pavement restoration (CPR) often provides the better solution. Recent studies demonstrate the long-term effectiveness of one CPR method known as dowel bar retrofit.

Dowel bar retrofit (DBR) is a CPR procedure that involves cutting slots in the pavement across the joint or crack, cleaning the slots, placing the dowel bars and then backfilling the slots with new concrete. The method links slabs together at transverse cracks and joints to evenly distribute the load across the crack or joint. Such load transfer across transverse joints of jointed plain concrete pavements is essential for long-term performance, especially when the roadway carries heavy truck loads.

In Washington State, plain jointed concrete pavements constructed before the 1990s did not contain dowel bars across the transverse joints. As such, a significant number of the pavements aged 30 or more years had developed transverse joint faulting. With sufficient funding unavailable to reconstruct the faulted and rough concrete pavements, the Washington State Department of Transportation (WSDOT) decided in 1993 to begin its first full-scale DBR project for a severely faulted concrete pavement.

WSDOT has since used DBR to repair more than 280 lane miles of faulted concrete pavements. WSDOT's DBR repair has also included diamond grinding the entire project length, full-depth replacement of concrete panels with two or more cracks, partial-depth spall repair, crack sealing, and resealing transverse and longitudinal joints.

Research by Linda M. Pierce, senior engineer at Applied Pavement Technology Inc.; and Stephen T. Muench, assistant professor, and Joe P. Mahoney, professor, both at the University of Washington, show DBR an effective, cost-efficient method for repairing aging concrete roadways.

Road roughness and wear were examined on Washington pavements repaired with the DBR method between 1993 and 2007. The average age of the existing pavements before DBR was 32 years (with a range of 17 to 46 years), and the average in-service age of the DBR was 9 years (with a range of 1 to 14 years).

Based on the review of approximately 380,000 DBR slots, Pierce said she noted the presence of cracking, spalling and debonding of the patching material as nearly non-existent, indicating superior construction and inspection practices leading to long-term performance.

"From the review of data collected, it was determined that Washington State has experienced very little DBR slot-related distress, with less than

July 2010 issue Current Issue

Page 1 of 2Dowel bar retrofit proves superior rehab

8/2/2010http://www.concretemonthly.com/monthly/art.php?3661

Page 74: IGGA Brag Book

3 percent of all DBR slot distress combined on any given project and typically less than 1 percent on all projects," she said.

Further, after reviewing DBR performance, it was found that 5 of the 21 projects examined showed superior longer-term performance as compared to all other DBR projects.

"The best results were found when DBR was performed prior to the development of significant faulting in the concrete," Pierce said. "Therefore, it can be concluded that applying DBR prior to significant fault development can result in improved, longer-term DBR performance."

John Roberts, executive director of the International Grooving and Grinding Association (IGGA), said Washington State's experience validates that DBR is a highly effective solution for long-term pavement repair.

"Critical to the success of DBR projects are appropriate specifications and construction inspection processes, as well as contractors firmly establishing themselves in DBR construction techniques," Roberts said. "As all states seek ways to repair aging concrete pavements, DBR can be the ideal solution when long-lasting, cost-effective repairs are desired."

More information is available at igga.net.

This article appears in the July 2010 issue of Concrete Monthly.

Order reprints of this article

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Weathering Storms with Precast Association News Industry News Product News Cornell Professor Kenneth Hover to headline ASCC Sept.

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program Lafarge NA opened new headquarters July 7 Foundation releases self-consolidating concrete formwork

pressure study in July Lafarge celebrates health and safety achievements in 2010 American Shotcrete Association issues call for entries in

6th annual awards competition Cemstone testing CNG powered mixer truck View all articles in this issue

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The effectiveness of renovating worn concrete roads

by retexturing the surface, a procedure first used in

California, USA in 1965, has been proven in the UK

on a 13 km stretch of major trunk road. The diamondgrinding technique was shown to be half the cost of

overlaying concrete with asphalt, was much faster and

req u i red co nsi d e ra b I y I owe r i nvestm e nt i n ca p ita I p I a nt.

Also, the new pavementdemonstrated a 33% reduction

in noise levels and an increase in skid resistance of 54%.

Fig 2 A view of the grinding head of the PC6000,which comprises 250 Tyrolit diamond saw blades of

450 mm diameter; 4 mm thick, spaced 1.2 mm apart

he UK Government's 1O-year plan to overlay every concretehighway in the country to reduce noise pollution, with theworst roads tackled first, may well be radically modified

now that the UK Highways Agency has approved the lower costdiamond grinding process. lt is estimated that there are nearly1,350 lane k i lometres that current ly need at tent ion.

The first major road grinding project has been completed byConcrete Cutters (5arum) Ltd, a specialist cuttrng and sawingcontractor with over 40 years' experience in concrete renovation.The remedial work was carried out on four ' l 3 km lanes of theA12, a major trunk road connecting the M25 London ring roadwith the port of Felixstowe on the east coast. Comprising a total 'area of 125.000 m2. work star ted in mid March 2010 and took13 weeks to complete.

Successful trials

The Highways Agency spent almost a year in consultation withConcrete Cutters and its diamond tool supplier Tyrolit UK. TheA12 project was finally approved following the success of highwaygrinding trials carried out in October 2009 on a stretch of one ofthe busiest sect ions of dual carr iageway around London.

The 13 km sect ion of the A12 was chosen s ince i t oresentedaconsiderable challenge, having become badly worn after 10 yearsof heavy use. Uneven expansion and contraction joints between th€concrete slabs were giving poor ride quality and the road surfac(had been smoothed and degraded by heavy traff ic, resulting in noisdpollution, diminished skid resistance and increased accident levels.

Commented Ken Clay, a director of Concrete Cutters, "Having

had good experience retexturing airport runways with a relativellsmal l gr inding machine f rom a Tyro l i t subsid iary in the USA

Page 81: IGGA Brag Book

Construction

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byingon.theladDtalDOK

Diamond Products, we decided to purchase a larger PC6000 machineto undertake trials on four, 500 m lane sections on the A'l 2 Usingthe grinding method, there was no need to change the crashbarriers or consider bridge clearance heights, and remedial worksto drains and other road furniture were not required either.

"Consequent ly , we were able to machine 7,500 m2 of roadover six nights and reopen the ,A12 every day. Restricting roadclosures to n ights caused a min imum of d isrupt ion to the heavydaily traffic f lows. Results were better than expected. An even,safe, quiet road surface was produced in a fraction of the timeand at a f ract ion of the cost of lay ing asphal t . "

The grinding technique

Diamond grinding involves removing irregularit ies from concreteroads by grinding away between 3 and 10 mm from the surface.This flattens the road by evening out any undulations and atthe same time retextures the surface to improve skid resistance.Interestingly, even though roughening the surface actually decreasesthe contact area between tyre and road, braking is improved.

Moreover, the less the contact area, the lower the noise. Inpractice, traffic driving over a textured surface emits considerablyless sound energy than if the surface were smooth.

This has profound impl icat ions, s ince i f housing is wi th in 300 mof a t runk road such as the A12, UK law requires the HighwaysAgency to consider the detrimental effects of noise and how itcan be reduced. Road surface texturing has the potential to reducecosts by eliminating more expensive mitigation measures, such asbarriers, fences, earth mounds and overlay materials.

Diamond gr inding turned out to be hal f the cost of over lay ingconcrete with asphalt and required considerably lower investmentin capi ta l p lant . l t is a lso more envi ronmental ly f r iendly, having alower carbon footprint than asphalt, and results in a road surfacethat is noticeably quieter than untreated concrete when traffic isflowing. The residue that is removed from the road surface canbe recycled for other uses.

Diamond sawblades

Tyrolit claims to be the world's largest manufacturer of equipmentfor grinding (and grooving) concrete roads and airport runways.The two PC6OOO road grinders its Diamond Products substdiarysupplied to Concrete Cutters (Sarum) are each rated at 6,000 hp.They are fitted with 250 Tyrolit diamond saw blades of 450 mmdiameter , 4 mm th ick, spaced 1.2 mm apart , prov id ing a gr indinghead length of 1.3 m.

For th is appl icat ion, the b lade segments that do the cut t ingcomprise synthetic diamond particles of various sizes in a hard,sintered metal matrix. Grinding is achieved by the dual action ofhead rotation and hydraulic pressure downwards against the roadsurface, in the presence of water.

The texture imparted to the road surface is longitudinal ratherthan transverse, as the former is quieter when tyres roll over it.Reductions in noise level comoared with a smooth concrete surfacewith traffic f lowing at 30 to 50 mph are between 4 and 6 dBA.As a point of comparison, a doubling of traffic density producesan increase in noise level of 3 dBA. At higher vehicle speeds, thenoise reduction is even more apparent, as the top six decibelscontributes one-third of the audible sound energy at 80 dBA.

SCRIM (Sideways force Coefficient Routine Investigation Machine)tests on the textured concrete reveal an averaoe increase in skid

Fig 3 A section of concrete road after grinding bythe PC6000, showing a level, roughened surfaceand no mismatch between adiacent slabs

Fig 4 One of the two Diamond Products PC6000road-grinding machines supplied to Concrete Cutters

resistance of 54% compared with a smooth road surface. Figuresfrom Wisconsin Department of Transportatron show that a diamondground surface decreases accident levels by 42% in both dry andwet conditions.

Other advantages of diamond grinding include shorter road closures,the ability to retexture one lane without affecting adjacent lanes thatmay have acceptable surface characteristics, and elimination of theneed to taper overlays at motorway junctions and side streets.

After the init ial success, four more trial sections were cnosen anoanother 24,000 m2 of highway were ground. Concrete C utters thenpurchased a second machine to cope with the heavy workload.

Since completion of the first trials, which are subject to continued,stringent monitorlng bythe HighwaysAgenry the benefitsexperiencedat the outset have not diminished. Evidence from the US predictsthat the advantages of a reground and retextured concrete roadsurface can last up to 10 years, with the abil ity to re-machine theroad once or twice more to extend its l i fe further, with l itt le lossof structural or load-carrying capacity. o

. Contactwww.tyrolit.com

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