CROSS-REFERENCE TO RELATED APPLICATION 
     This application is a continuation-in-part of U.S. patent application Ser. No. 09/682,546, entitled “Exo-Lift,” which was filed on Sep. 19, 2001 now U.S. Pat. No. 6,595,718 by inventor William Bruce Smith, the entire disclosure of which is herein incorporated by reference. 
    
    
     BACKGROUND OF INVENTION 
     In the rigid pavement industry, concrete failures often occur in isolated areas. In the past, saw-cutting failed slabs in multiple smaller sections and then individually removing these sub-sections separately accomplished removal of these damaged slabs. This has become known as the “non-impact” method of removal. An alternative to this “non-impact” method is known as the “impact method” in which an air compressor-powered jackhammer mounted on a backhoe is used to “rubble-ize” the damaged slab. This rubble must then be removed, and the underlying base must be repaired before the replacement slab can be installed, costing more time and money. The non-impact method spares the structural integrity of the base layer of the rigid pavement, while the impact method destroys the structural soundness of the base material. The non-impact method is preferred due to the added labor, cost and time of repairing the damaged base material when the impact method is used. 
     At this point the concrete is placed, finished and cured. Depending on the type of concrete used, curing could require hours to days before reaching design strength and being put back into service. Because the economic cost of stopping vehicular or aircraft traffic, and the inconvenience to the public in shutting down the transportation system, choices had to be made between closing lanes of highways or airport landing fields for long periods of time or, alternatively, using very expensive concrete products which cure in a few hours. These fast setting concretes can be so sensitive and unpredictable that they sometimes set up while still in the transit mix truck; or if certain conditions change slightly they can take 12 hours to set up instead of the usual four to six hours. Another great concern is that if the repair location is more than a short haul distance from a concrete production plant fast-setting concrete mixes were infeasible because of their short set times. One alternative is to set up portable batch plants for on-site preparation of fast-setting concrete, but additional costs are associated with this operation. For these reasons, this method of repair is extremely expensive and problematical. 
     An alternative to the fast-setting concrete method is to place pre-cast slabs into the holes from which the damaged panels were removed. Then an expanding foam injection process raises the new panel into position. Both methods (fast-setting concrete or pre-cast panels) have saved time, also saving effort, while allowing the repairs to be done in an eight hour shift in the middle of the night, or at a time when the highway, runway, or bridge can be closed or partially shut down. Because of the expense of fabricating and hauling pre-cast panels to the site and using the expensive expanding foam agents, the latter method proved more expensive than using fast-setting concrete but less problematical. 
     SUMMARY OF INVENTION 
     This novel invention solves many of the problems of the prior art methods of removing and replacing damaged rigid pavement sections. 
     The novelty of this invention is in the way it is used to remove, and replace various rigid pavements, in particular, the concrete used in highways and runways at airports. This invention utilizes an external framing (and thus the present frame may be referred to as an “Exo-Lift” frame, as in “exo-skeletal”), a structural frame to remove broken concrete slabs as single units, and replace the same with new panels. It further acts to externally reinforce the new panels during lifting and aligning in position. It maintains structural support for the replacement slab during its final placement and connection to adjacent slabs, structures, and various other items depending on its application. Support is also maintained while the replacement slab is being bedded and anchored in cementitious or other properly chosen fast-setting materials. 
     Initially, using a novel tilted guide platform for mounting the concrete saw at a small angle to the perpendicular modifies the saw-cutting process. This allows the concrete joint to be double sawn, once vertically and once at a small angle, to give the concrete slab being removed a beveled edge, which allows it to be removed in a vertical direction without binding to and possibly damaging the rigid concrete pavement to remain. This provides significant savings in time and monetary cost. 
     After saw cutting around the area to be replaced, the frame is placed over the area of the broken-up concrete. Because it is important to preserve the integrity of the layer just below the concrete layer (which is typically aggregate base, cement treated base, asphalt base, Lean concrete or some similar base material), the broken pieces of slab are individually drilled for anchor installations. The new frame is adjustable both in width and length to accommodate any configuration of cracks in the damaged pavement. Once the frame is bolted to the broken slab, the slab can be removed as a single unit by crane. This saves much time and allows the unit to be hauled off the site and out of the way quickly and efficiently. This frame can save an estimated 10 to 60 percent of the usual time over the current demolition and piecemeal removal methods. The base material is essentially undisturbed, alleviating the need to repair it and thus saving more time and money. 
     The new frame allows the choice of manufacturing pre-cast replacement panels efficiently at a pre-cast yard. The frame could be attached to these panels at the site of manufacture to facilitate their transportation to the job site. Alternatively, the replacement slabs can be cast at or near the job site. Since the frame reduces the moment loading of the replacement slabs during lifting, transport and installation, it is no longer necessary to include internal steel reinforcement in their manufacture to enable them to withstand the stresses of shipping, lifting, and installation (which are much greater than the stresses encountered during the actual traffic loading of the slab), thus saving time and monetary expense. 
     Now the slab with the frame attached can be crane-lifted into place, where it is aligned with the pavement surrounding it by the extensions of the longitudinal and transverse beams. The replacement slab will also be supported so that it can leave a small void under the new slab. This void produces the prism for the new base support layer, which can be filled with a very small amount of fast-setting grout. The grout can be mixed at the site with no transit mix trucks required. Only 5 to 10 percent of the original volume of the slab would be required to be replaced with this fast setting material. Because of the small volume of materials required, bagged products would become economically feasible for use. (Bagged products being those whose performance and specifications are documented, proven and generally accepted in the industry as acceptable for use in applications similar to the present application.) The use of these “bagged products” opens the door to remote use of this method where only a small mixing drum is necessary to mix products which have a much higher level of quality control inherent in their production. Costs ranging several orders above the fast setting concrete mixes are still economic and actually preferable because there is no question as to material consistency and the water addition is observable at the site by the inspector. Products do not need to be hauled, so much “hotter” mixes—those that set much faster—can be used without problems occurring such as might be encountered with a ready-mix truck hauling over a distance, or a delay occurring in unloading a truck. Such delays sometimes cause the mix to set up in the truck before it gets unloaded. This is known to happen, and it increases costs significantly. It also increases down time, causing major problems for the facility users. When hotter mixes can be used without these problems, lane closure or runway down time can be dramatically reduced. Because the material under the slab would only need to meet a small percentage of the strength of materials which were used to support the surface load, the time before which loading could be allowed would be significantly shortened. Once the grout underlying the new slab reached initial set and achieved adequate compressive strength, the present frame can be unbolted and removed and traffic loading can be resumed. 
     The grout can be pumped into the low side of the slab edge and will fill upward forcing out air bubbles. As the void below the slab is filled it also fills any irregularities in the base surface providing a uniformly supported replacement slab. As the grout continues to be pumped it rises to fill the voids where the rebar-to-slab splices are, and then finally the joints surrounding the replacement slab are filled to a level just below the surface. Immediately after the initial set the joints can be topped off to be flush with the adjoining surfaces. All that is left is to remove the frame and fill the connection holes with the same grout. Within minutes the replacement slab will be able to accept traffic loading. 
     The frame is completely collapsible into single beam sections that can typically be lifted, maneuvered and bolted in place by a two-person crew, without the use of equipment. The present frame saves both time and money over the prior art methods. 
     This frame advances the state of the art and science of removing, manufacturing, transporting, installing, and anchoring of concrete or other composition slabs. This opens the doors to meeting the needs of transportation, on the ground and in the air, assisting engineers in overcoming many of the problems they are facing and those, which shall become much greater. The exo-skeletal novelty opens doors, affecting many applications on virtually all fronts, including, but not limited to: slab construction and materials; transportation; installation methods; novel connection methods; handling; removal; economy; safety; downtime; inter-slab reinforcement (doweling—load transferring). 
    
    
     BRIEF DESCRIPTION OF DRAWINGS 
     FIGS. 1A through 1E are plan views showing various possible configurations of longitudinal lower frame beams crossed by transverse upper frame beams, both overlying an existing saw cut portion of rigid pavement to be removed, or alternately overlying the replacement panel joint outline. 
     FIG. 1F is a plan view depicting the configuration shown in FIG. 1A enlarged to show the detail of spacers between doubled up steel channels and the lifting lugs between the doubled steel channels. 
     FIGS. 2,  3 , and  4  are FIG. 1 shown in plan, side and end views respectively. 
     FIG. 5 is an enlarged top view of  3  at the lifting lug  5  along including a section and elevations at lifting lug  5 . 
     FIG. 6 is an enlarged top view of the intersection of upper and lower beams along with a section view showing the pinned connection between upper and lower beams  3  and  4 . 
     FIG. 7 is a section through an existing broken slab  13  with the frame attached to that slab set up for removal. This view also depicts the beveled saw cut  23 . 
     FIG. 8 is a section view through the existing rigid pavement, shown on the right side of the joint and the replacement slab shown on the left, with the frame set up for installation. This view also depicts the support beam block  18  placed under the upper beam. 
     FIG. 9 is a section view through the replaced section at the joint between existing and new rigid pavement with the under bedding and joint filling material shown. 
     FIG. 10 is a top view and a section view of a guide rail to be used to set the concrete saw at an angle so that the beveled saw cut  23  can be made in FIG.  7 . 
     FIG. 11 is a plan view of the joint  2  at the reinforcement steel with two sections taken one transversely and one longitudinally. These three views show the reinforcement connection dowel and the reduction block-out used to make the connection between the existing and replacement rigid pavements. 
     FIG. 12 is a top view of an extension that can be inserted into beams for supporting a slab. 
     FIG. 13 is a cross sectional view of the extension of FIG. 12, inserted into beams to provide slab support. 
     FIG. 14 is a isometric sectional view of a pavement section including a broken slab. 
     FIG. 15 is a top view of a frame installed on a broken slab, according to one embodiment of the present invention. 
     FIG. 16 is an isometric view of the frame of FIG. 15 being hoisted as a unit with the broken slab of FIG.  14 . 
     FIG. 17 is an isometric view of the pavement section of FIG. 14, with the broken slab removed to expose a hole or void. 
     FIG. 18 is an isometric view of a replacement slab. 
     FIG. 19 is an isometric view of a frame according to one embodiment of the present invention installed on the replacement slab of FIG. 18, and shown being hoisted and moved as a unit. 
     FIG. 20 is a top view of a frame according to another embodiment of the present invention, shown installed on the replacement slab of FIG. 18, the frame and replacement slab being positioned in the void left by removal of the broken slab shown in FIG.  16 . 
     FIG. 21 is a top view of the frame of FIG. 19, shown installed on the replacement slab of FIG. 18, the frame and replacement slab being positioned in the void left by removal of the broken slab shown in FIG.  16 . 
     FIG. 22 is a transverse cross sectional view of the frame of FIG. 21, shown installed on the replacement slab. 
     FIG. 23 is a longitudinal cross sectional view of the frame of FIG. 21, shown installed on the replacement slab. 
    
    
     DETAILED DESCRIPTION 
     Referring to FIG.  1 A Through FIG. 1E, a frame system according to one embodiment of the present invention is shown. The frame system typically includes a frame F including frame members such as upper or transverse beams  4  and lower or longitudinal beams  3 . The frame members are adjustable and configurable in various shapes and sizes, as shown, and may be mounted to either a broken slab  1  or a replacement slab  2 . 
     The frame members may be arranged in a wide variety of configurations. This is typically achieved using a plurality of selectively releasable pinned connections between the frame members, as shown in FIG. 6, which may be inserted at suitable locations through channels formed along the length of each frame member. FIG. 1A shows a typical rectangular shape, although parallelogram or skewed frame shapes may be required to fit skewed slabs that exist in some highway pavements. This is easily accounted for by simply changing the pinning locations in the beams. 
     FIG. 1B depicts the frame system positioned over a curved-shape slab, such that the frame F overlaps the section to be removed. FIGS. 1C and 1D show the frame system positioned over a triangular slab and a narrow, elongate rectangular slab, respectively, further showing the adaptability in length and width proportioning and ability to accommodate various shapes of pavement slabs. FIG. 1E shows a frame embodiment in which both longitudinal and transverse lower beams  3  are used to form a rectangular shape, to which “rotated” upper beams  4  are attached. This large degree of freedom of shape size and location of beam placement relative to the outer perimeter of the broken slab  1  being removed (and also to the perimeter of the replacement slab  2 ) is important in that when failed or broken slabs are removed it must be possible to get an anchor into any given point of the existing pavement so that any and all sections can be attached to the frame so that a single removal operation will lift out the various sections of the broken slab. 
     Beams  3  and  4  can be of any material although double steel channels are used in this depiction, which are C-shaped in cross section. Member sizes will vary depending on sizes and depth of rigid pavement. Pinned connection are used to facilitate assembly and break down of the frame into multiple parts which can be lifted by two men and loaded/unloaded from a truck without necessity for wide loads. A wide variety of fastening mechanisms may be used to attach the frame members together. For example, in addition to the pin connections described above, rivets, welds, bolts and other threaded fasteners, epoxy, or other fastening mechanism may be used. Typically the fastening mechanism are releasable, and re-positionable, such that the frame members may be moved and oriented relative to each other and the slab. Thus, the pin connections and double steel channels through which they are inserted are not to be interpreted as unnecessarily limiting. 
     Referring to FIG. 1F depicts frame F installed on a pavement slab, which may be a broken slab  1  or a replacement slab  2 , and thus shows the conditions of both of slab removal and installation. It will be appreciated that the invention may also be used to install new slabs, using the methods described for replacement slabs. For slab removal the lower beams  3  typically are moved out toward the edge of the broken slab  1  to increase the area to which attachments can be made. (This is the configuration shown). For slab installation the beams are typically spaced inward from the outer perimeter of the replacement slab  2  to help minimize bending moments when lifting un-reinforced replacement slabs. It should be noted that since the replacement slab is not broken into a plurality of sections, during installation of a replacement slab attachments typically go through both beams  3  and  4  at fewer connection points than during removal of a broken slab. 
     Upper beams  4  are shown substantially perpendicular to and bearing on lower beams  3 . Beams  3  and  4  include spacers  6  positioned between double steel channels (as used herein the term “double steel channels” refers to opposed C-shaped steel members  3   a ,  3   b ) at spaced-apart intervals, so as to provide a substantially continuous slot along the length of the beams. To connect beams  3  and  4 , a user typically inserts a fastening mechanism (typically a pin connector) through the respective slot in beams  3 ,  4 , to secure the beams to each other. The pin connector may be inserted at any suitable location in the slot along the length of the beams. This continuous slot also provides the ability to make an attachment as shown in FIG. 7 anywhere within the perimeter of the section being replaced. These spacers  6  also serve the purpose of connecting the doubled steel channels. The spacers are typically welded in place to both channels. 
     As shown in FIG. 6, at the intersection of beams  3  and  4  the spacers  6  and beam surfaces may form an approximately square tube or barrel into which pin connector  7  may be inserted, to lock the beam in position. In FIG. 8, a coil rod  14  is shown installed through a barrel or tube extending through the upper beam  4  and lower beam  3 . The coil rod is secured into an anchor embedded in the slab, locking the beams in position and securing the frame to the slab. 
     Referring again to FIG. 1, the frame system may further include a plurality of lifting lugs  5 , which are welded into place between the double steel channels that form beams  3 . The lifting lugs  5  are typically placed in spaced apart orientations along the length of both of the longitudinal beams  3  on the left and right sides of the slab. The lugs are placed so that when the frame is lifted using the lugs, the resulting moment in the slab is minimized by the support gained in the moment carrying capacity of the beams. Quarter points in the length of the slab may produce this result, best but conditions can vary with shape. No matter where the fractures are in the slab being removed the frame can be attached to all pieces. 
     Referring to FIGS. 2,  3 , and  4 , a top view, side view, and end view of the frame are shown, respectively. These views are shown to help clearly represent relative positions of beams  3 ,  4  in the various dimensions. 
     Referring to FIG. 5, lifting lug  5  is welded at all contact points between both of the steel channels composing beam  3 . The lug  5  protrudes above the beam to allow easy connection of crane rigging or forklift brackets to these points. 
     Referring to FIG. 6 as described earlier the dually installed spacers form a convenient barrel for either the pin connector  7  (during the removal process) or the coil rod  14  (during installation process) to be installed through which gives the beams support allowing them to lock in place when the frame is loaded while lifting for removal or installation. 
     Referring to FIG. 7, the frame is shown in a removal mode. Important to note are saw cuts in section  23  which are made prior to slab removal. These cuts are facilitated with the use of the concrete saw guide shown in FIG. 10 which allows the saw to be operated at an inclined angle. These saw cuts are made around substantially the entire perimeter of the slab to be removed. The beveled saw cut produced using the saw cutting guide frame is used to keep the slab from binding when removed. Slab binding could add undue strain on lifting equipment and could also damage adjacent slab edges thus requiring more repair and added cost. With the beveled saw cut the broken slab pieces are easily removed as a single unit. 
     In the removal process, typically at least one concrete anchor  9  is installed in each separate broken piece of slab. After the anchors are set, the frame members (i.e. beams  3  and  4 ) can be positioned such that all anchors are directly under some portion of frame members. The frame members are typically attached to the anchors  9  in the slab via attachment assemblies. The attachment assemblies typically include a threaded fastener (such as “all-thread”  8  or coil rod  14 ), plate washers  10  and nuts  11 ,  15 . By tightening the connector pins  7  and attachment assemblies, the frame can be tightened down to the slab. The combination of connector pins and attachment devices pulling down create forces on the beams  3  and  4 , which naturally lock all parts into position. At this point the slab can be rigged to crane, fork lift of various other pieces of equipment and removed as a single unit. The unit can be placed on a truck and removed out of the work zone and the installation process can now begin. 
     Referring to FIGS. 12 and 13, a plurality of extensions  26  can be inserted into beams  3  and  4  to increase support of the slab against forces tending to move the slab during the installation of an underbedding material  19 , such as grout or expanding foam. Each extension  26  is configured to adjustably slide in and out relative to beams  3  and  4 . Each extension  26  is further provided with a slot or notch  28 . Extensions  26  are configured to extend beyond the edge of the replacement slab and rest upon adjacent slabs, thereby supporting and aligning the replacement slab on the adjacent slabs. Each of the extensions is typically formed of double C-channel construction, connected by spacers  6 , as described above. Anchors  9  are typically pre-installed in the adjacent slab. The installation may take place on a previous day, for example, to allow epoxy to cure. Due to the curing process and imprecision in drilling techniques, the position of the anchors may vary slightly. Further, as the replacement slab is lowered in place, the position of the frame members relative to the anchors on the adjacent slabs may vary slightly. After installation of the anchors, the frame is typically secured to the adjacent slab  13  by bolting the extension to the anchors that have been pre-installed in the adjacent slab, using threaded fasters such as all-thread  8  or coil rod  14 . To accommodate for variation in position of the anchors in the adjacent slab relative to the frame, the extensions are configured to slide in and out relative to beams  3 ,  4 , and the threaded fastener  8 ,  14  may be positioned an any suitable location along the length of slot  28 . The result is that the extensions may be used to secure a threaded fastener to an anchor located at a wide variety of locations on the adjacent slab. 
     Many rigid pavement designs call for steel reinforcement between adjacent slabs and many do not. This next phase is typically used with pavement designs that call for reinforcement between adjacent slabs. If inter-slab reinforcement is necessary the following approach is preferred. Referring to FIG. 11, a plan view of a new joint with a transverse section D—D and a longitudinal section E—E is shown. These sections are taken at a reinforcement tie which uses a reinforcement connection dowel  21 . A hole is drilled into the existing slab  13  at a spacing that will coincide with reduction cavity block-out  22  locations in the new replacement slab sections  17  (typically 2 foot spacing). The reinforcement dowel can be slipped into the hole or can be secured in the hole with epoxy at a depth approximately one half its length (typically six to twelve inches). 
     The reduction cavity block-outs  22  are shaped as shown for at least two reasons. The upper portion is sloped upward and outward so that when under bedding and joint filling material  19  is pumped in (see next operation in the following paragraph), starting at the bottom, the air will be forced out and no bubbles will be left which would weaken the connection. In the plan view of FIG. 11 the sides of the reduction cavity block-out  22  are skewed to the reinforcement causing the joint filing material to be trapped into the block-out when hardened and resisting slab separation, when required by joint design, relying on not only bonding of the joint material with the new slab but also on mechanical interlocking to resist this separation. In section E—E the sides of the reduction cavity block-out are also skewed for the same reason to cause the reinforcement to be mechanically interlocked into the reduction cavity block-out. The shape is desirable as mentioned above for the general high strength which is obtained using this connection, and because it (1) resists slab separation (alternate joint designs vary on requirement to resist separation—transverse joints often do not resist separation and use a smooth slip dowel), (2) resists differential settlement, (3) resists longitudinal movement of the joint, (4) transfers load and strengthens slab perimeter condition. Now that the reinforcement connection dowel is secured the new replacement slab section is ready to be placed. 
     FIG. 8 shows a transverse section through a joint between the existing rigid pavement (i.e. an adjacent slab) on the right and the replacement slab on the left. The frame system is shown attached to the new slab and holding it in final position in the void created by the removed section. The frame comprised of upper and lower beams  4  and  3  is attached to the slab through the use of a cast-in-place coil rod embedded anchor  16  and a coil rod  14  which goes up through the continuous slots in beams  3  and  4  and also goes through a plate washer  10 . This attachment assembly is tightened down with a coil rod wing nut  15 . A minimum of four of these attachments are typically used per slab, however more may be used to lower the load at each point of connection and also to reduce the moment that the new slab (which may be either reinforced or non-reinforced by rebar). The lower beams  3  in this case run longitudinal to the greatest dimension (length dimension) of the slab and are set back in from the right slab edge in this view so that they are one fourth of the narrower dimension of the slab from the edge. This positioning when coupled with the other beam on the opposite side of the slab will balance the load and minimize moment forces in the slab. Additional attachments can be made along the beam  4  as well, to further minimize moment forces. It is contemplated that, if the new slab were to be hung in place, centered in the opening, one forth of the load of the slab would bear on each end of each of the lower beams  3 . For the majority of slabs this will work, however for longer slabs the load will need to be distributed so that the slab does not tend to bow in the center. A support beam block  18  can be placed at locations as necessary to support the load, using beam  4 . These intermediate supports, which are placed on opposing ends of the upper beam  4 , also align the mid-span of the slab with adjoining surfaces. The overall effect of this frame support is to align and support in place the slab after the frame has been used to lift and move the slab into position. Throughout the lifting, moving and placing of the slab the moment in the slab has been kept to a minimum. Now that the slab is in its final place and held securely by its own weight. 
     Referring to FIG. 9 the under bedding and joint filling material  19  can now be placed. The under bedding and joint filling material can be one of many materials however a non-shrink, fast setting, “bagged product” (prepackaged in specific proportions where quality control is high and the material can be mixed on site in a small mixer with no quality control problems) is desirable for ease of quality control and better efficiency with short pot life products. As is noticeable in the section view of FIG. 9 the new slab  17  is slightly thinner than the existing rigid pavement  13 . This is done to ensure that the base material  20  is not detrimentally affected by the replacement operation. The new slab material can be produced of higher strength material to make up for this smaller dimension or the strength of the under bedding material can also be produced to be significantly stronger than the original material thereby the net effect is actually greater inherent strength in the replacement slab sections than in the original rigid pavement being replaced. Starting on the low side of the slab  17 , the under bedding material can be pumped or funneled into the joint where it will rise naturally to the high side, pushing out any air (this is critical to ensure 100% contact bearing with the base  20 ). Next the joints can be filled with a lower slump mixture of the same material. Now in about the time the it takes to remove broken slabs with current methods, the replacement slab is ready to have the frame removed. The slab can be put back into service very quickly (often within minutes) depending on the projected loads and how hot of a mix (fast setting) was used to under bed and fill the joints. 
     FIGS. 14-23 illustrate a method for moving a rigid slab, according to one embodiment of the present invention. FIGS. 14-16 relate to removal of a broken slab, while FIGS. 17-23 relate to installation of a replacement slab. FIG. 14 shows a pavement section  100  including a broken slab  104  surrounded by a plurality of adjacent slabs  102 . Broken slab  104  is fractured into a plurality of broken sections  106 . Typically, pavement section  100  is a road that is built upon earth or other subjacent material  108 , but alternatively may be a bridge, highway runway, etc. Typically, slabs  102 ,  104  are rigid concrete slabs, although rigid slabs of other suitable cementitious material, or other suitable rigid material may also be used. 
     According to one embodiment of the present invention, the method includes installing a plurality of anchors  110  in a concrete slab. Typically the anchors are installed into a substantially planar upper surface of the slab, and extend into an interior of the slab. The anchors are typically installed into holes drilled into the concrete slab. Expansion anchors, epoxied anchors, adhered anchors, or a wide variety of other commercially available anchors may be used for this purpose. Alternatively, the anchors may be embedded within the slab at the time the slab is cast, similar to anchor  16  in FIG.  8 . These anchors are referred to as cast-in-place embedded anchors. For broken slabs, typically at least one anchor is installed in each broken section  106  of the slab. The anchors may be installed substantially at the centroid of each broken section, or in another suitable location, such as in a middle region of the upper surface of each slab. Each anchor is typically rated for a predetermined weight limit, and a plurality of anchors may be used for certain broken sections  106 , such as heavier or unbalanced broken sections. 
     To install the anchors in the slabs, holes are first pre-drilled at predetermined locations on the upper surface of each slab. The anchors may be secured into the holes using epoxy or other adhesive, or the anchors may be mechanically secured, for example, using expansion anchors that feature an expanding portion at their tip to inhibit removal. Typically, for broken slabs, at least one hole is drilled and at least one anchor installed in each broken section  106 . 
     Referring to FIGS. 15 and 16, the method further includes installing a frame  112  adjacent the upper surface of the broken slab. Frame  112  is similar to the frame shown in FIGS. 1-13, with certain differences noted below. As described above, the frame is typically installed such that respective portions of the frame are adjacent each of the anchors positioned in the broken sections. Typically, the frame is installed beam by beam, such that lower beam members  112   a  are first laid against the slab, and upper beam members  112   b  are next positioned on top of the lower beam members. The beams are typically fastened together using connectors  118 , typically pin connectors of the type described above. The locations of the upper and lower beam members of the frame  112  may be adjusted such that each anchor may be secured to a portion of the frame, via an attachment assembly  114  including various attachment devices. The attachment devices may include coil rod or other threaded connectors that extend through slots in the beams, and nuts and washers to secure the ends of the rods and threaded connectors. Rivets, welds, bolts, wire, or other suitable attachments devices may alternatively be used. As described above, each of the frame members typically has a slot  113   a ,  113   b , formed its approximate center, through which attachment assembly  114  or connectors  118  may be inserted, allowing the different frame members to be attached together in various orientations, such that they are positioned adjacent each of the anchors in broken slab  106 . For greater flexibility, a third level of transverse beams  116  positioned on top of transverse beams  112   b  may be also used, as shown in FIG.  14 . 
     Typically the lower the frame members  112   a  are placed longitudinally along the slabs, and the upper frame members  112   b  are placed transversely, such that the upper and lower frame members intersect at intersections. Each frame member may be formed of C shaped members spaced apart by a slot  113   a ,  113   b , spacers being placed at intervals within the slot, as shown in FIG.  21 . Where the frame members intersect, barrels are formed through which the connectors  118  may be inserted, as described above. 
     The method further includes attaching the frame to the anchors via a plurality of attachment assemblies. Each attachment assembly typically securely connects one of the anchors to a corresponding portion of the frame, to thereby secure the frame to the slab. As discussed above, the attachment assemblies typically include various attachment devices, including an attachment device selected from the group consisting of a coil rod or threaded connector, as well as nuts, and associated washers. Thus, the method typically includes tightening each attachment assembly to secure the frame to the slab. 
     Before lifting the slab, the method may include cutting a bevel edge along at least one edge of the broken concrete slab to inhibit binding of the slab to adjacent slabs during removal. The bevel edge may be cut around substantially the entire perimeter of the broken concrete slab. A detail view of the bevel cut is shown in FIG.  7 . 
     Upon securing the frame to the slab, the method includes attaching hoist members  117  (typically ropes, straps, bars, or cables) to the frame via hoist attachments  115 . The method further includes lifting the slab and frame upward and moving the slab and frame together as a unit, without gripping the slab from the side, as shown in FIG.  15 . For broken slabs, this enables the removal of a plurality of broken sections of the slab as a unit, attached to the frame, avoiding the time consuming process of reducing the slab to rubble. The broken slab may be placed directly on a truck for removal. 
     It will be appreciated that the above described steps of installing anchors to a concrete slab, attaching a frame to the slab via anchors and associated attachment assemblies, and moving the slab and frame as a unit may be practiced both with broken slabs, as well as with unbroken slabs. For unbroken slabs the method has the advantage that the slab is supported by an external frame, thereby reducing or eliminating the need for an internal reinforcement structure in the slab such as rebar, which keeps the slab from cracking under tension caused by bending moments experienced during hoisting and other movement. 
     The installation of an unbroken replacement slab  128  will now be described with reference to FIGS. 17-23. As shown in FIG. 17, a hole or void  120  is typically left by the removal of the broken slab  104  from the pavement section  100 . As shown in FIG. 18, the method typically further includes installing anchors  110  at predetermined locations in replacement slab  128 , that will be used to fill void  120 . The anchors are typically installed in the replacement slab at spaced-apart locations that balance the weight of the slab, as shown in FIG.  18 . As shown in FIG. 17, the method may further include drilling holes and installing anchors  110  in adjacent slabs  102  surrounding void  120  left by removal of broken slab  104 . 
     The method may further include positioning frame  112  adjacent replacement slab  128  with the anchors installed therein, and securing the frame to the anchors of the replacement slab via attachment assemblies  114 . Typically the frame is configured such that a portion of the frame is positioned adjacent each of the preinstalled anchors in the replacement slab. As mentioned above, due to the external reinforcement of the frame, the replacement slab need not have (but is not limited from having) an internal reinforcing structure. 
     As shown in FIG. 20, the method may further include installing longitudinal extensions  126   a  and lateral extensions  126   b  to the lower and upper beams respectively. With the extensions installed, the frame and replacement slab  128  may be hoisted as a unit via hoist members  117  that are attached to the frame by hoist attachments  115 . The replacement slab may be placed in a void  120  left by the removed broken slab, adjacent existing slabs  102 . The extensions extend outside of a perimeter of the replacement slab, and may be placed to rest on adjacent slabs  102 . Typically extensions  126   a  are placed directly on the adjacent slabs, while extensions  126   b  are placed on support blocks  124 , which rest on the adjacent slabs. Extensions  126   a ,  126   b  serve to align and supper the replacement slab. The extensions are configured to align the replacement slab such that the upper surface of the replacement slab is substantially co-planar with the upper surfaces of the adjacent slabs, to ensure a smooth driving surface for the roadbed. The extensions are configured to support the replacement slab by placing all or part of the weight of the replacement slab on the adjacent slabs. 
     An alternative embodiment of a frame for use in installation of replacement slabs is shown at  112 ′ in FIG.  21 . Frame  112 ′ includes lower or longitudinal frame members  112   a ′ that are similar to those of frame  112 . However, transverse frame members  112   b ′ differ in many respects from those of frame  112 . Transverse members  112   b ′ are typically formed of hollow pipe or bar and do not include a central slot, although other suitable elongate structures resistant to buckling may be used. One purpose of transverse frame members  112   b ′ is to prevent inward rotation of the longitudinal frame members, induced by the angled upward pulling of the hoist members  117 , which may bend attachment assemblies  114 , causing the assemblies or the concrete slab itself to crack and fail. To maximize this preventative effect, transverse members  112   b ′ are typically positioned inwardly adjacent of hoist attachments  115 ′, adjacent an upper lip of the inward C-channel of frame member  112   a , as shown in FIG.  22 . Frame  112 ′ typically includes longitudinal extensions  126 ′, similar to extensions  126   a , described above. Although not shown, transverse extensions similar to  126   b  may also be used with frame  112 ′ for particularly long slabs, to prevent sag in the middle of the slab. 
     The remainder of the method will be described with reference to frame  112 ′, referring to FIGS. 22 and 23, although it will be appreciated that frame  112  and frames of other configurations may also be used. The method further includes securing frame  112 ′ to the adjacent slabs, typically by bolting down the extensions  126 ′ to the adjacent slabs using anchors  110  installed in the adjacent slabs  102 , and associated attachment assemblies  114 ′ for attaching the anchors to the extensions. Securing the frame to adjacent slabs increases the ability of the slab to resist uplift caused by underbedding, as discussed below. Where a frame such as  112  is used, the method may include securing both the transverse and longitudinal beams to adjacent slabs adjacent to the sides and ends of the replacement slab, via longitudinal and transverse extensions  126   a ,  126   b , as shown in FIG.  20 . Alternatively, where a frame such as  112 ′ is used, the method may include only securing the longitudinal beams to adjacent slabs adjacent to ends of the replacement slabs, via longitudinal extensions  126 ′, as shown in FIG.  21 . Alternatively or in addition to securing the extensions to the adjacent slabs, the method may include placing one or more additional weights on the frame or replacement slab, to thereby increase the overall weight available to resist uplift of the replacement slab. A wide variety of objects may be used as weights, such as beams, sandbags, vehicles, persons, or other materials or equipment at the construction site. 
     Underbedding and joint filler material, shown at  119  in FIG. 22, is typically inserted underneath the replacement slab while the frame is secured to adjacent slabs, and/or while the additional weights are on the replacement slab and frame. The underbedding material may be grout, foam, or other suitable material, as discussed above. The underbedding material is installed to fill gaps between the slab and the road bed, and between the replacement slab and adjacent slabs. As described above the subjacent layer or roadbed  108  is typically an underlying layer of aggregate, pavement, or concrete. Underbedding foams typically expand and cause uplift, and underbedding grout typically is pumped in at pressure, and may also cause uplift. If this uplift is too great, the replacement slab may shift out of position. Securing the frame to adjacent slabs and/or placing weights on the frame and slab not only aligns the upper surface of the replacement slab with the adjacent slab surfaces, but also provides additional downforce to resist this uplift. As a result, the replacement slab is inhibited from rising or moving when the underbedding material is inserted, and the underbedding material sets more quickly and more densely (i.e., more material and fewer gas bubbles per unit volume), making it stronger. Once the underbedding material is set, the frame is removed from the slab, and the roadbed is ready for traffic. 
     In addition to or as an alternative to the extensions, the adjacent concrete slabs may be attached to the replacement slab via one or more joints, as shown in FIG.  11 . As described in detail above, the joint may include a dowel with one end installed into the existing concrete slab. The joint may further include a reduction cavity block-out into which the dowel is secured using a joint filler material. The reduction cavity block-out may include an upper portion with upwardly and outwardly sloping walls, to inhibit trapping of bubbles in the joint filler material. Alternatively, the reduction cavity block-out may include sides that are skewed inward to inhibit longitudinal separation of the replacement slab from the existing concrete slab once the joint filler material is cured. 
     While the examples of the different configurations and methods of use for the device described with reference to the accompanying drawings have met the objective of the present invention, it will be appreciated by those skilled in the art that many alterations and additions can be made without departing from the scope of the invention as defined by the following claims. For example, it is not essential that the beams be steel or even C-channels, or that the beams be stacked rather than welded in the same plane, or that bolting the beams rather than welding or pinning them is outside the scope of the current invention. Likewise devices for lifting the frame could be other than crane or fork lift. They could be placed with jacks and casters, mobile trailers, or various other means. In addition, a wide variety of different attachment assemblies and anchors could be used. A number of alternative bedding base materials, which would satisfy constraints of individual projects, could be employed without departing from the scope of the invention.
The current invention includes a system and method for removing and replacing rigid slabs in pavement sections of highways, bridge decks, airport runways, and various other similar structures. The method may utilize a lifting frame which acts to remove damaged slabs in a single operation also is used to reinstall a replacement slab or panel while acting as external reinforcement and also serving to align and secure the replacement panel in the void left by the removed section while under bedding material is installed and cured under the new panel.