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Review

Effectiveness of Diamond Grinding in Enhancing Rigid Pavement Performance: A Review of Key Metrics

by
Alka Subedi
1,
Kyu-Dong Jeong
2,
Moon-Sup Lee
2,* and
Soon-Jae Lee
3
1
Materials Science, Engineering, and Commercialization, Texas State University, San Marcos, TX 78666, USA
2
Korea Institute of Civil Engineering and Building Technology, Goyang-si 10223, Republic of Korea
3
Department of Engineering Technology, Texas State University, San Marcos, TX 78666, USA
*
Author to whom correspondence should be addressed.
Appl. Sci. 2025, 15(16), 8980; https://doi.org/10.3390/app15168980
Submission received: 8 July 2025 / Revised: 8 August 2025 / Accepted: 12 August 2025 / Published: 14 August 2025
Browse Figures
Versions Notes

Abstract

Diamond grinding is a key concrete pavement restoration technique for concrete pavements. Traffic degrades the serviceability of the concrete pavements, resulting in unsatisfactory skid levels and noise concerns. Diamond grinding is known to enhance longevity and performance by improving smoothness and friction. By removing flaws with a cutting head equipped with diamond blades, the procedure produces a “corduroy” texture that enhances braking and stability. Diamond grinding typically results in a 20–80% reduction in the International Roughness Index, significantly enhancing pavement smoothness. It also improves macrotexture and creates longitudinal drainage channels, which collectively increase skid resistance and lower the chance of hydroplaning. The paper aims to highlight the need for diamond grinding for concrete pavements, which, despite their longevity, have decreased serviceability from traffic. The review further explores emerging innovations and identifies the gaps in long-term performance tracking and life-cycle environmental assessment. This paper reviews the effectiveness of diamond grinding as a pavement rehabilitation technique, with emphasis on ride quality, surface friction, noise reduction, and durability. Field applications and evaluation metrics are discussed to assess their contribution to pavement performance. This review aims to support researchers, pavement engineers, and agencies by providing a comprehensive understanding of diamond grinding’s applications, performance metrics, and potential for sustainable pavement management.

1. Introduction

Continuously Reinforced Concrete Pavement (CRCP) is a long-lasting paving option for roads with heavy traffic and loads [1,2,3]. The serviceability of CRCP declines under continuous traffic due to reduced skid resistance, noise concerns, and surface damage from joint openings and aggregate wear [4,5,6]. “According to the Crash Reporting Information System maintained by the Texas (Department of Transportation) DOT, 218,402 crashes occurred on Texas concrete pavements over the 4-year period that ended in 2009, and 28,308 of them occurred under wet surface conditions.” [7]. Preservation treatments that increase surface friction, lower the risk of hydroplaning, and improve ride comfort have been given priority by authorities due to public concerns about pavement-related safety and noise, particularly in urban and residential areas [8]. Pavement rehabilitation techniques add on to the pavement life cycle; thus, accurately forecasting their efficacy and their role in reducing pavement distress is crucial for prioritizing decisions within a pavement management system [9]. To address these issues, highway agencies use a suite of rehabilitation techniques, including joint resealing, partial- and full-depth repairs, overlays, grooving, and diamond grinding [10,11] whose selection depends on the type and severity of distress, traffic volume, climatic conditions, cost-effectiveness, and available materials [12,13].
Among these rehabilitation techniques, diamond grinding has gained prominence, especially for improving the longevity and performance of concrete pavements to enhance the smoothness and friction of concrete pavements [14]. It involves removing surface defects with diamond blades; this process enhances the pavement’s overall ride quality, noise reduction, and skid resistance, among other functional characteristics. Furthermore, it greatly enhances surface macro-texture, which lowers noise, improves safety, and decreases the chance of hydroplaning [15,16]. Additional benefits include reestablishment of cross slope and impact loading reduction on adjacent pavement, reducing impact loadings. Diamond grinding prolongs the service life of pavement by lowering cracking and pumping potential [17,18]. Diamond grinding can also be used to reprofile rutted pavements brought on by studded tires both longitudinally and transversely [19]. Diamond grinding is gaining traction as a more economical solution to enhance the functional qualities of both new and existing CRCP if there is enough depth of cover for the steel [20].
Despite its growing use, a comprehensive understanding of diamond grinding’s overall performance, implementation practices, and comparative benefits remains fragmented across studies and agency reports. The objective of this review is to critically evaluate and synthesize existing knowledge on diamond grinding, with an emphasis on its effects on long-term durability, surface texture, noise reduction, and pavement ride quality. For transportation authorities, academics, and engineers looking to use or enhance diamond grinding procedures for more environmentally friendly pavement maintenance, this article is crucial since it highlights research gaps and offers a comprehensive resource. In performing so, it distinguishes itself by emphasizing field data, DOT practices, and rehabilitation-focused performance evaluation.
For the study, a comprehensive literature review was conducted to understand the fundamentals of diamond grinding and its performance. A broad search was performed across multiple academic and technical databases, including Scopus, ScienceDirect, Google Scholar, ASCE Library, TxDOT Library, and FHWA Library, covering publications from 1989 to 2025 to ensure inclusion of both foundational studies and recent advancements. The selection process involved an initial screening of titles and abstracts to assess relevance, followed by full-text reviews of the most pertinent studies. Studies were evaluated based on methodological rigor, accuracy of findings, and field verification in the performance of diamond grinding and its effectiveness.

2. Fundamentals of Diamond Grinding

Diamond grinding equipment features a cutting head with diamond blades mounted on a horizontal shaft beneath a specialized machine. The machine’s front wheels pass over pavement irregularities, which are then ground off by the centrally mounted cutting head, leaving a smooth surface for the rear wheels to follow. The cutting head typically measures 914–965 mm wide, with 164–193 blades per meter, creating a “corduroy” texture on the pavement, enhancing vehicle directional stability and braking [21]. The cutting head is cooled by water during grinding, and vacuum-equipped equipment is required to continuously remove the resultant slurry for safe disposal onto roadside slopes [18].
Cutting segment width determines the width of the grooves, whereas spacer thickness between segments determines the width of the land areas in diamond-ground texture (Figure 1). To restore the roughness and surface friction of a pavement surface, gang-mounted diamond saw blades are used for grinding and grooving, which involves shaving off 3.2 mm or more of the existing concrete surface. The depth of grinding should be adequate to eliminate ruts from studded or tire chain wear and roughness from pavement distress such as faulting [22,23]. Grooving, a related process, involves wider spacing between blades (typically > 10 mm), and is primarily used to enhance water drainage and reduce hydroplaning risk [24,25]. For optimal effects, grinding should be performed continually along the traffic lane, and each lane requires multiple passes due to the narrow width of the cutting head; therefore, maintaining a 1-inch overlap between consecutive passes is advised.
Another important aspect associated with diamond grinding is the optimization of grinding parameters. Pavement groove geometry, particularly depth, width, and spacing, significantly influences stress distribution, steering stability, and hydroplaning resistance. A 3D simulation model showed that deeper and broader grooves, along with narrower spacing between them, generally increase resistance to hydroplaning [26]. The optimization study further suggests that the texturing parameters for concrete pavement showed that the depth, width, and spacing of the grooves had the greatest effects on the steering resistance torque, texture depth, and stress concentration coefficient [27]. The properties of the concrete, such as aggregate hardness, surface condition, and mix design, influence the choice of blade type, spacing, and cutting depth [28]. Table 1 shows standard dimensional ranges for groove width, land area, and depth across different aggregate types [29].
Even while diamond grinding is often finished in a single pass, some parts of hard or rough aggregate pavements can need more grinding to fulfill profile requirements [30]. To effectively smooth out surface flaws, the equipment should use a lengthy reference beam. Any 3 × 100 ft area should have at least 95% of it appropriately textured. Following grinding, tiny surface fins might still be present but should be easily removed; if not, the blade wear or spacing may need to be adjusted [31]. It is necessary to grind and finish the surfaces on either side of transverse joints or cracks in nearly the same plane. The pre-grind cross slope must be reflected in the final cross slope. When measuring with a 12-foot straightedge positioned perpendicular to the centerline, there shouldn’t be any depressions or slope misalignment larger than 1/4 inch in 12 feet [32]. In the case of diamond grinding, heavier equipment offers higher texture control, and broader grinding avoids overlapping between grinding passes, as this might result in uneven textures. Since excessive vibrations can produce recurring surface textures that amplify noise, one should try to manage them [33]. It is important to note that diamond grinding is most effective when applied to moderately distressed surfaces. It is essential to comprehend and accurately specify the many input factors that characterize process geometry and kinematics to plan an effective grinding operation. Effective planning of grinding operations requires attention to input variables such as grinding depth, speed, and blade wear, which affect tool performance and surface outcomes. These factors affect cutting forces, temperature, tool wear, and workpiece quality, as well as process properties inside the contact zone [34]. Table 2 summarizes variations in grinding specifications across several states, highlighting differences in equipment and smoothness requirements [35].

Feasibility and Application Considerations

Engineers have emphasized the significance of enhancing pavement skid resistance to prevent skidding-related incidents because of the increasing number of accidents and fatalities in the United States caused by rising traffic volumes and speeds [36]. In 1965, a 19-year-old segment of I-10 in California underwent diamond grinding for the first time to remove substantial faulting. Since then, pavement grinding has developed into a crucial component in restoring pavement made of Portland cement concrete (PCC) [21,37]. Today, many states also allow diamond grinding as a final surface texture for newly constructed pavements due to its smoothness and noise-reducing benefits.
Since the grinding process averages the depth of cut, diamond grinding helps lessen joint slap noise by minimizing height differences between slabs [38]. Also, the procedure lessens the roughness that develops over time when a pavement surface deteriorates under traffic. Most states consider it a way to restore an existing concrete pavement. The goal is to use controlled abrasion to produce a fresh surface on the pavement [39]. If we consider the age of pavement, higher friction is created by diamond grinding on new concrete pavement than on pre-existing concrete pavement, especially during the first 24 months [40].
Diamond grinding is most effective when applied to structurally sound pavements with functional surface distress. Key factors influencing its feasibility include faulting severity, aggregate type, structural condition, and pre-existing durability issues (e.g., ASR or D-cracking) [41,42]. Grinding should be used in conjunction with repair methods and usually, it is carried out according to the roughness standards established by every agency [20]. Table 3 outlines typical considerations for determining grinding suitability [29].
Pavement grinding enhances surface conditions, but it does not deal with the underlying issues that lead to faulting or improving structural capability. One disadvantage is that grinding makes pavement thin, which may result in more stress along the edges. Faulting hence frequently recurs rather quickly following treatment. It was seen in PCC pavements I-5 and I-90 in Washington State, where faulting reoccurred within just 2 to 3 years following grinding [44].
However, it is important to consider the influence of aggregate characteristics while carrying out diamond grinding. Concrete pavements with larger-sized aggregates may not have a long-term increase in friction since they are susceptible to polishing [45]. A study examining various combinations of aggregate types (siliceous and limestone), grinding and grooving methods, and blending percentages showed that optimal diamond grinding texture and percentage of blended aggregates can minimize friction loss [46].
In addition, grinding reduces the pavement thickness [47] and can expose coarse aggregate. On carbonate aggregate, this may lead to rapid polishing, which would result in a loss of microtexture, eventually lessening pavement friction to intolerable levels. While newer grinding patterns with broader land areas can restore macrotexture, they may not fully offset microtexture loss [48]. Diamond grinding is often combined with Dowel Bar Retrofit (DBR) to improve both ride quality and structural integrity [49]. Pavement age and state determine the impact of the treatment; pavements with an age of less than 30 years and with a pretreatment PSR of less than 1.5 show greater improvements [50].

3. Performance Metrics and Evaluation

The evaluation of the performance of the diamond grinding is mostly concentrated on evaluating how well the procedure accomplishes the intended outcomes, like enhancing ride quality, lowering noise, and increasing skid resistance. FHWA [51] has developed a checklist to inspect the diamond grinding after the procedure, ensuring that there should be no raveling, aggregate fractures, or joint disruption from the grinding machinery; the shoulder, auxiliary, or ramp lane grinding transitions from the mainline edge as needed to enable drainage leave an appropriate riding surface with no more than a 3/16-inch ridge; proper cross drainage must be maintained in accordance with the pre-grind state; and disposal of the cement slurry is apt.
Table 4 below outlines the example of trigger and limit values used for carrying out the diamond grinding based on International Roughness Index (IRI), Average Daily Traffic (ADT), and Present Serviceability rating (PSR) provided by the Federal Highway Administration (FHWA); it can be modified by the highway agencies based on pavement [20].
The post-grind IRI is typically expected to be less than 1.6 m/km [52]. However, agencies generally set grinding thresholds based on the International Roughness Index (IRI), faulting depth, or serviceability ratings. For example, in Texas, diamond grinding is recommended for faulting greater than 6.35 mm or more than 10 patches per mile on JCP and CRCP [53].

3.1. Smoothness (IRI Improvements)

The IRI measures pavement smoothness. For JPCP and CRCP, acceptable IRI values range from 2.5 to 3.0 m/km. Higher values indicate roughness, reduced ride quality, and may signal the need for maintenance [54]. IRI of the pavement can be lowered from 20 to 80 percent (usually 50 percent) by diamond grinding in conjunction with other repairs.
Field Applications and Evaluation:
Diamond grinding with DBR carried out in Texas, US, 69 JCP, showed a 52% reduction in IRI as shown in Figure 2.
Caltrans uses the IRI as an important metric to measure how much diamond grinding improves pavement smoothness and to estimate how long these improvements will last. The ratio of the average IRI before and after grinding is used to calculate the average improvement in IRI brought about by diamond grinding. As shown in Figure 3 the ratio before and after grinding for 26 statewide projects ranged from 1.5 to 2.0, and the average value was found to be 1.78 [41].
These ratios demonstrate that diamond grinding effectively lowers the IRI value, which signifies a smoother pavement and thus an improvement in ride quality [56]. Similarly, a study carried out in eleven Texas statewide diamond grinding sections showed that the IRI decreased by almost 40% right after diamond grinding; also, the oldest diamond grinding segment has maintained an IRI reduction of almost 36% after eight years of traffic [57].
However, diamond grinding is not always a desirable option for concrete pavements with extreme roughness or faulting. For instance, a pavement with moderate traffic and a roughness IRI value of more than 3 m/km could not be suitable for diamond grinding at a reasonable price [25].

3.2. Skid Resistance/Friction

Skid resistance is a critical safety metric reflecting a pavement’s ability to maintain traction and prevent vehicle slippage, especially during wet conditions. Enhancing skid resistance reduces stopping distance and accident risk, making it a key consideration in pavement surface treatments [58,59]. Agencies consider durability, skid resistance, and water surface drainage as important factors of consideration when deciding which texturing technique is necessary for their pavements [60]. Skid resistance force is the most significant indicator of grooved concrete pavement performance in the US, according to the Portland Cement Association (PCA) and the American Association of State Highway and Transportation Officials (AASHTO) [16].
The two primary components of frictional behavior in concrete pavements are as follows:
Microtexture: Finer-scale roughness (<0.5 mm) provided by sand particles in the mortar or fine aggregate. It directly interacts with the tire rubber at the molecular level to promote adhesion.
Macrotexture: Coarser-scale texture (0.5–50 mm) from exposed coarse aggregate or grooves, which influences drainage, hydroplaning resistance, and high-speed friction [61,62].
Diamond grinding usually enhances the macrotexture by creating longitudinal grooves that facilitate water drainage and increase tire-pavement contact, particularly at higher speeds [63,64]. Texture wavelength in the 0.5–50 mm range is especially impactful in reducing rolling resistance, improving noise, and maintaining surface friction [65].
Field Applications and Evaluation:
Numerous field studies and agency reports have confirmed the effectiveness of diamond grinding in improving surface texture and skid resistance as shown in Table 5 below.
A study conducted in California revealed a significant reduction in wet-pavement accidents following grinding and grooving. Despite the related expenses and traffic interruptions, pavement grooving was proposed as a workable approach for reducing wet pavement accidents [69]. A similar assessment using laser scanners on five pavement test sections of both hot mix asphalt (HMA) and concrete conducted the by Indiana Department of Transportation (INDOT) demonstrated that macrotexture and microtexture created using diamond-ground surfaces and conventionally tined surfaces showed longitudinal diamond grinding can provide similar or better initial friction and provide lasting friction performance for both types of pavement, even if friction may drop after initial use [70].
Diamond grinding has been shown to lower the danger of hydroplaning and sliding by enhancing macrotexture and promoting water drainage. Long-term performance depends on knowing material behavior, including aggregate polishing, and optimizing groove shape. Continual research and field validation are essential to improving best practices in surface treatment design since texture depth is still a key determinant of pavement longevity and safety.

3.3. Noise Reduction

A major source of road noise, particularly on concrete pavements, is tire-pavement interaction, and texturing has been found effective in reducing the pavement noise. According to some of the results, transverse tining is usually noisier than longitudinal tining or asphaltic surfaces, and PCC pavements are often louder than asphaltic surfaces [71]. Quieter burlap drag textures were first employed in concrete surfaces. However, friction became a problem when traffic and truck levels increased; thus, tining was used to improve friction by increasing macrotexture. Because of the tonal problems with transverse tining, concrete pavements were linked to louder pavements by the 2000s [72]. More advanced texturing techniques, such as the Next Generation Concrete Surface (NGCS) as shown in Figure 4, are used to improve the pavement textures to strike a balance between safety and noise performance to address acoustic issues [73]. The NGCS method employs a two-pass grinding process. Firstly, fine grinding is performed after the conventional grinding to smooth the land areas, followed by a second pass, tall grinding, to cut the grooves [74].
Further studies as shown in Table 6 demonstrates a direct relationship between surface texture, concrete composition, and noise emission. Noise levels are significantly influenced by blade spacing, with smaller spacers producing less noise. The composition of concrete, particularly its strength, has a major impact on the geometry of land areas and the noise emission that results from wider space widths [24].
Field Applications and Evaluation:
Overall, diamond grinding is a better option for lowering noise while preserving or improving durability and friction, especially in its advanced forms like NGCS. Particularly useful in urban or noise-sensitive settings, NGCS continuously offers the maximum noise reduction (up to 6 dB). Depending on traffic and material, most benefits are immediate and last for at least a year or two. These findings support the continued use and development of refined grinding techniques as an integral part of sustainable and user-friendly pavement design.

3.4. Service Life Extension

It is expected that diamond grinding extends service life by an average of 14 years nationwide in the United States. The average pavement age in California is 16–17 years, which is on the higher side [31]. According to documented performance, half of diamond-ground pavements endure at least 13.5 years, and 90% last at least 9.5 years [14]. Re-grinding a diamond-ground pavement can help it last longer after it has reached the end of its usable life. A pavement’s fatigue life can be significantly extended by regrinding it up to three times. Concrete pavements can endure significantly longer than their original design lifespan because of diamond grinding. Diamond grinding has been utilized to successfully establish load transmission and restore tolerable smoothness when paired with DBR, extending pavement life by roughly 15 years [53,80,81].

3.5. Environmental Considerations

One of the aspects associated with diamond grinding is the proper disposal of the concrete grinding residue (CGR). CGR, a byproduct of the diamond grinding procedure, presents both opportunities and challenges regarding its reuse and environmental impact. The CGR disposal methods vary according to the state DoT; however, this might have environmental impacts if not disposed of properly.
Soil Impact: CGR can cause temporary pH increases and modify certain topsoil properties when applied to soil. However, studies show these impacts often do not persist beyond one year and are minimal at application rates below 8.96 kg/m2 [82,83].
Land Application: Surface application of Diamond Grinding Slurry (DGS) at rates intended for soil pH correction has shown no adverse effects on vegetation or water quality in short-term studies. More research is needed for long-term assessments [84].
Reuse Opportunities: CGR has been successfully reused in cement-treated base (CTB) layers to reduce pavement thickness, though high alkalinity may require additional containment [85]. The New Jersey DOT used plastic-covered retention dikes to evaporate slurry and reuse aggregate as gravel base material [86].
In terms of sustainability, diamond grinding improves Pavement Vehicle Interaction (PVI) by restoring surface smoothness, thereby reducing fuel consumption:
  • A 4 m/km reduction in IRI has been linked to a 2.8% reduction in truck fuel use and 4.2% for cars [87].
  • In California, diamond-ground pavements reportedly save up to $25,000 per lane-mile per year in fuel costs for trucks alone [88].
  • Grinding also removes carbonated concrete surfaces, restarting the carbonation cycle and enhancing CO2 absorption [89].
Although DG methods have significant functional and financial benefits for pavement maintenance, their sustainability and environmental effects need constant evaluation. While optimizing the long-term advantages of diamond grinding, possible environmental hazards can be reduced with the use of creative grinding processes, regulated application rates, and appropriate disposal procedures.

3.6. Economic Viability of Diamond Grinding

The cost-effectiveness of pavement treatment is estimated based on the cost of treatment, treatment life, traffic control expenses, user costs during application, maintenance, and rehabilitation costs during an analysis period, and user benefits [12]. For many existing JPCPs and JRCPs, diamond grinding is regarded as an affordable preservation treatment that can greatly extend pavement life before more expensive treatments like overlay or reconstruction are needed [90]. Diamond grinding is also a highly cost-efficient alternative to conventional overlays. It can be three to four times more economical than a 150 mm asphalt concrete (AC) overlay. Since the AC overlay needs to be installed on every lane, the grinding options can only be used where they are needed (the truck lane), which accounts for a large portion of the cost reduction.
By only grinding to the depth required to restore surface texture, DG minimizes the energy use, which contributes to its lower cost. Due to the smoother surface, it not only saves money on construction but also helps road users by reducing fuel consumption and vehicle maintenance expenses [57]. Typically, the unit cost for DG is USD 2.03–USD 8.01/m2, which is cheaper compared to other surface treatments like asphalt overlays [42,91]. The overall cost for a 38.1 mm thick mill and overlay treatment, including milling, tack coat application, overlay placement, and traffic control, is around USD 9.57/m2. For thicker overlays ranging from 50.8 to 63.5 mm, the total cost typically increases to between USD 13.16 and USD 14.35 per square meter [92].
However, Buddhavarapu et al. [93] suggested that although the initial cost of DG resurfacing is less than half that of an asphalt overlay, the savings could be diminished due to their possibly poorer long-term performance. Therefore, ongoing monitoring is necessary in determining whether diamond grinding is a practical maintenance approach for reviving the functionality of aging CRCP in Texas.
Table 7 below shows the cost comparison between the different rehabilitations carried out on the pavement. It shows that the cost/lane (meter) for CPR with grinding is less compared to other rehabilitation techniques [94].

3.7. Recent Advancements in Diamond Grinding Technologies

Several innovations are shaping the next generation of diamond grinding:
Flush Grind and Groove: Developed to produce quieter surfaces, this technique smooths the texture while preserving durability. Field testing at MnROAD revealed its viability for manufacturing and its potential for noise reduction, enhanced texture, and ride quality improvements [95].
3D-Printed Diamond Grinding Wheels with Linear Cooling Channels (GWLCC): This technology addresses issues like tool clogging and overheating during concrete grinding. It improves cooling, self-sharpening, and material removal efficiency, especially on hard aggregates [96].
Advanced Surveying and Profiling Equipment: Integration of 3D pavement profiling allows for pre-programmed grinding depths, maximizing smoothness and material efficiency. New machines can now grind 6 ft widths, increasing productivity compared to traditional 4 ft heads [55].
These advancements promise greater performance, a reduced environmental footprint, and an improved user experience, marking a shift toward smart, sustainable grinding practices.

4. Discussion

Diamond grinding has evolved as a multifunction rehabilitation technique for both new and aging concrete pavements. Supported by the performance indicators like skid numbers and the IRI, diamond grinding significantly improves functional characteristics such as smoothness, skid resistance, noise reduction, and ride quality. In conjunction with treatments like DBR, diamond grinding can increase pavement service life by more than 10 years.
Although diamond grinding is generally beneficial, its effectiveness depends on the aggregate type, structural conditions, and underlying pavement stability. Less ideal candidates are pavements with ASR, D-cracking, or inadequate load transfer systems. Additionally, aggregate hardness affects cost and texture retention over time; hard aggregates offer a longer-lasting texture but come with higher grinding expenses. Another area in which DG shines is noise reduction, especially when using cutting-edge techniques like NGCS and flush grind-and-groove profiles. These techniques maintain the advantages of drainage and friction while also lowering decibel levels.
Recent advancements—such as the Flush Grind and Groove technique, 3D-printed grinding wheels with cooling channels, and 3D pavement profiling—have enhanced the performance, safety, and efficiency of diamond grinding. These innovations help mitigate common issues such as groove pattern inconsistency, overheating, and inefficiency in large-scale grinding operations. Such technologies also support the growing need for quieter pavements, especially in urban areas.
From an environmental perspective, diamond grinding’s ability to improve Pavement Vehicle Interaction (PVI) directly correlates with reductions in vehicle emissions and fuel consumption. Furthermore, innovative methods of managing and reusing Concrete Grinding Residue (CGR), such as land application, incorporation in cement-treated base, or evaporation and reuse, further support its sustainability profile. Nonetheless, potential environmental concerns such as high pH runoff and CGR accumulation near vegetation necessitate careful regulation and continued research.
Economically, diamond grinding proves to be highly viable. Compared to asphalt overlays, it is far less expensive and requires less energy, material, and traffic interruption. Ongoing performance monitoring and comprehensive condition assessments are necessary, though, given worries about the long-term performance of pavements with structural flaws or excessive initial roughness.
Diamond grinding is not a one-size-fits-all approach, despite showing promising advantages. The type of distress, traffic volume, type of aggregate, and surface roughness influence the selection and performance of diamond grinding. Moreover, achieving a balance between friction, noise, and texture durability requires optimizing the groove geometry (depth, spacing, and land area) for better performance of diamond grinding.

5. Research Gaps and Future Directions

Even with diamond grinding’s well-established surface advantages, there are still several important research gaps. It is challenging to completely evaluate the longevity and economic viability of diamond grinding throughout a pavement’s life cycle because most current research concentrates on short-term enhancements like IRI and skid resistance, with little information available on long-term performance beyond 10 to 15 years. Furthermore, there is a need for a life-cycle assessment (LCA) framework designed especially for grinding, including environmental effects, greenhouse gas emissions, energy consumption, and material efficiency. Moreover, there are few direct comparisons between diamond grinding and alternative maintenance methods like micro-milling or thin overlays, which makes evidence-based decision-making more difficult. Finally, while it is commonly known that diamond grinding improves surface condition, less is known about how it affects structures, especially in CRCP.
Future research should concentrate on developing innovative technology and comprehensive approaches to improve the use and efficacy of diamond grinding. By predicting performance enhancements and identifying the optimal time for grinding based on traffic, climate, and pavement condition inputs, machine learning or artificial intelligence (AI)-based prediction models can assist data-driven decision-making. AI-based predictive modeling can be used to analyze historical and real-time pavement performance data to forecast the optimal timing and locations for grinding interventions. Furthermore, investigations into combining different rehabilitation techniques with grinding may show synergistic advantages in terms of both cost-effectiveness and performance. Optimizing grinding patterns and using eco-friendly techniques, including recycled water or low-energy equipment, can improve sustainability. The precision and consistency of the surface could potentially be enhanced by research into real-time quality control instruments, such as sensor-integrated grinding machines. Adaptive grinding techniques could help to enhance the grinding process by dynamically adjusting in real time based on pavement conditions and targeted surface outcomes. Lastly, expanding research to more recent rigid pavement varieties like high-performance concrete will aid in determining the wider applicability of diamond grinding in pavement systems.

6. Conclusions

Diamond grinding is emphasized as a reliable and flexible way to increase the longevity and use of concrete pavements. With demonstrated improvements in surface smoothness, skid resistance, noise reduction, and environmental efficiency, it addresses a wide spectrum of pavement preservation goals.
  • When pavement conditions are favorable, with minimal structural distress, acceptable aggregate hardness, and sufficient cover for steel reinforcement, diamond grinding is more feasible.
  • When performed properly, diamond grinding can prolong the service life of pavement by at least 15 years, reduce fuel consumption through smoother ride quality, and act as a preventative and restorative surface treatment.
  • Although diamond grinding has shown obvious advantages as a restorative and preventative treatment, further research is necessary to fully understand its potential and long-term effects. To assess its performance under various traffic loads and environmental circumstances, a continuous study is crucial. Although initial findings are promising, particularly in terms of improved surface texture and ride quality, comprehensive long-term data remains limited.
  • Continued studies are needed to better quantify serviceability, expected service life, and cost–benefit ratios in diverse application scenarios. Its use must be prudent and guided by multi-criteria decision-making procedures such as life-cycle cost analysis, pavement condition surveys, and material testing. Concerns about sustainability and the environment must also be considered, especially about long-term noise performance and CGR disposal.
  • Future research should prioritize refining life-cycle cost analysis (LCCA) by incorporating detailed performance data and environmental impacts of diamond grinding to better assess its long-term cost-effectiveness. Optimizing grinding parameters like cutting and blade spacing for different pavement conditions and aggregate types is also essential to enhance efficiency and durability.
In the end, when used properly, diamond grinding is an economical, performance-boosting, and environmentally friendly pavement preservation technique. Diamond grinding restores both functional and structural performance without the need to add new materials, making it an environmentally responsible rehabilitation method. Diamond grinding is in a strong position to continue being an essential part of contemporary pavement management systems if agencies continue to place a high value on both functional performance and user comfort, in addition to durability.
Furthermore, this review will serve as a technical reference for transportation agencies, pavement engineers, and researchers seeking to implement or optimize diamond grinding in pavement management programs. Future work will include comparative field studies of diamond grinding across different pavement types, climates, and international practices.

Author Contributions

A.S. contributed to study design, data collection, and writing. K.-D.J., S.-J.L. and M.-S.L. contributed to editing and reviewing. All authors have read and agreed to the published version of the manuscript.

Funding

This research was supported by a grant from a government funding project (2025 National Highway Pavement Management System).

Institutional Review Board Statement

Not applicable.

Informed Consent Statement

Not applicable.

Data Availability Statement

No new data were created or analyzed in this study. Data sharing is not applicable to this article.

Conflicts of Interest

The authors declare no conflicts of interest.

Abbreviations

The following abbreviations are used in this manuscript:
CRCPContinuously Reinforced Concrete Pavement
CGRConcrete Grinding Residue
dBDecibel
dBAA-Weighted Decibels
DBRDowel Bar Retrofit
DoTDepartment of Transportation
IRIInternational Roughness Index
JPCPJointed Plain Concrete Pavement
NGCSNext Generation Concrete Surface
PCCPortland Cement Concrete

References

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Applsci 15 08980 g001
Figure 1. Schematic of grinding surface texture.
Figure 1. Schematic of grinding surface texture.
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Figure 2. Texas US 69 JPCP diamond grinding (52% reduction) [55].
Figure 2. Texas US 69 JPCP diamond grinding (52% reduction) [55].
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Figure 3. Expected survivability of diamond ground PCC pavements in California [41].
Figure 3. Expected survivability of diamond ground PCC pavements in California [41].
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Figure 4. Cutting head and surface texture for NGCS [24].
Figure 4. Cutting head and surface texture for NGCS [24].
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Table 1. Range of typical dimensions for diamond grinding operations [29].
Table 1. Range of typical dimensions for diamond grinding operations [29].
Range (mm)Hard AggregateSoft Aggregate
Groove width2.29–3.81 mm2.29–3.81 mm2.29–3.81 mm
Land area1.78–3.25 mm1.78–2.79 mm2.29–3.25 mm
Depth1.00–3.00 mm1.00–3.00 mm1.00–3.00 mm
No. of Blades165–200/m175–200/m165–180/m
Table 2. Construction methods and smoothness requirements for diamond grinding in different states [35].
Table 2. Construction methods and smoothness requirements for diamond grinding in different states [35].
StateConstruction Practices
Blades Per MeterHead WidthSmoothness Spec
Arizona164–197Minimum 914.4 mm947 mm/km
New MexicoNA914.4–1219.2 mm1658 mm/km
UtahNANAProfilograph
Texas164–197NANA
Table 3. Considerations to determine the feasibility of diamond grinding for pavement rehabilitation [29].
Table 3. Considerations to determine the feasibility of diamond grinding for pavement rehabilitation [29].
FactorsConsiderations
Faulting at Transverse JointsIndicates load transfer and slab support issues. Retrofitted dowel bars, slab stabilization, or edge drains should be installed before grinding to prevent recurring faulting.
Structural DistressesIssues like corner breaks, transverse cracks, and shattered slabs require repairs before grinding. If more than 10% of slabs are cracked or if extensive slab replacement is needed, grinding may not be suitable.
Aggregate HardnessHard aggregates (e.g., granite, quartzite) increase grinding costs but maintain texture longer, extending pavement life. Softer aggregates (e.g., limestone) are easier to grind [43].
Durability IssuesPavements with D-cracking or alkali-silica reaction (ASR) are unsuitable for grinding and require more extensive rehabilitation.
Reinforced Concrete PavementsSurface wire mesh in jointed reinforced concrete can cause localized raveling of the ground.
Table 4. Example of trigger and limit values for diamond grinding [20].
Table 4. Example of trigger and limit values for diamond grinding [20].
CategoryMeasureTraffic ADT
>10,0003000 to 10,000<3000
Trigger valuesIRI, m/km1.01.21.4
PSR3.83.63.4
Limit valuesIRI, m/km2.53.03.5
PSR32.52
Table 5. Field data on friction improvements from diamond grinding on concrete pavements.
Table 5. Field data on friction improvements from diamond grinding on concrete pavements.
Project/LocationTreatmentFriction GainNotes
I-65 (Indiana)Diamond GrindingFN increased from 30 to 42Improved wet traction; lasted ~3–4 years [66].
IH-35W, Fort Worth, TX, USADiamond Grinding on CRCPSN increased from 21 to 34 (62%)Saw a reduction in accident frequency [67,68].
Five different highways Diamond Grinding (varied sites)Up to 90% increase in FNSignificant ride quality and safety gains across five states [18].
Arizona SR-202 (“Whisper Grind”)Diamond Grinding on new PCC15 to 41% increase (avg. 27%)Even better gains expected on older, polished pavements [AZ DOT] [41].
Table 6. Field studies reporting noise reduction from diamond grinding and NGCS treatments on concrete pavements.
Table 6. Field studies reporting noise reduction from diamond grinding and NGCS treatments on concrete pavements.
Project/LocationTreatment TypePavement TypeNoise
Reduction		Notes
I-76, Ohio, USADiamond GrindingConcrete (Transverse tined)~3 dBGrinding reduced average roadside noise for nearby receivers [75].
Loop 610, Houston, TX, USANGCS (Next Gen Concrete Surface)CRCP~5.9 dBA (avg)On-board sound intensity (OBSI) measurements were carried out which showed reduced tire-pavement noise from 107.6 to 101.7 dBA; 67–79% intensity drop [76].
Minnesota Interstates, USANGCSPCC3–6 dBEquipment setup with a laser scanner, locked wheel trailer, and on-board sound intensity (OBSI) measured the reduced peak noise levels by 50–75% across multiple sites [77].
Buffalo, NY (I-190), USALongitudinal Diamond GrindingNew PCC2–5 dBQuieter than transverse tining; noise and skid performance stable after 1 year [78].
Waco, TX, USADiamond GrindingCRCP~2 dBThe ground section was 2 dB quieter than the adjacent untreated pavement [79]
Table 7. The cost comparison between the different rehabilitation types [94].
Table 7. The cost comparison between the different rehabilitation types [94].
LocationRehabilitation TypeCost/Lane-Meter
North Carolina I-26CPR with grinding$77.65
Crack and Seat + AC Overlay$232.81
Florida I-10CPR with grinding$38.81
Crack and Seat + 100 mm AC Overlay$117.19
Washington I-90Retrofit dowel bars + diamond grinding (truck lane)$73.80
Tied PCC shoulders + diamond grinding (truck lane)$69.09
110 mm AC Overlay$118.30
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Subedi, A.; Jeong, K.-D.; Lee, M.-S.; Lee, S.-J. Effectiveness of Diamond Grinding in Enhancing Rigid Pavement Performance: A Review of Key Metrics. Appl. Sci. 2025, 15, 8980. https://doi.org/10.3390/app15168980

AMA Style

Subedi A, Jeong K-D, Lee M-S, Lee S-J. Effectiveness of Diamond Grinding in Enhancing Rigid Pavement Performance: A Review of Key Metrics. Applied Sciences. 2025; 15(16):8980. https://doi.org/10.3390/app15168980

Chicago/Turabian Style

Subedi, Alka, Kyu-Dong Jeong, Moon-Sup Lee, and Soon-Jae Lee. 2025. "Effectiveness of Diamond Grinding in Enhancing Rigid Pavement Performance: A Review of Key Metrics" Applied Sciences 15, no. 16: 8980. https://doi.org/10.3390/app15168980

APA Style

Subedi, A., Jeong, K.-D., Lee, M.-S., & Lee, S.-J. (2025). Effectiveness of Diamond Grinding in Enhancing Rigid Pavement Performance: A Review of Key Metrics. Applied Sciences, 15(16), 8980. https://doi.org/10.3390/app15168980

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