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Thank you for your service. That is a good question, but we don't have the cost numbers on that project. Guessing...tens of thousands. And, of course, there is the prep work, the foundation keys, transportation, setting crew, and so on. There's a lot involved. But the advantages of precast sections like this in terms of quality control are a real leg up on traditional cast-in place.

@@DelawareT2Center Thanks for the nice complement, most appreciated. So you're best guess is that "one section" would be possibly $20k or $30k or ??? What would you recommend on how I could find out? Do you know who the manufacturer is? Any info would MOST helpful. Thanks! Mr Bowen Retired, Veteran

Excellent question. My recollection is that there had been significant rainfall on the scarified material prior to placement of cement and homogenization. But they still would have come back after grading it to wet it again and then it would be necessary to wet daily for 4-7 days, depending upon the design. That's all a weasel's way of saying, oops, failed to get a shot at a water truck! See this project as well - ruclips.net/video/tHRE_LM904k/видео.html - there you see the water truck included.

It is a Mirafi MPV 500 polypropylene non-woven fabric.

Yes. Unlike most other field testing methods, there is a fairly high bar to entry for this and not just because of money; there's regulatory issues, medical testing, security, etc. However, Troxler has now come out with a non-nuclear gauge and it will be interesting to see if testing agencies migrate, at least partially, to these over time. As expected, there remain some questions about accuracy under some conditions and I suspect that will improve over time. We'll see. Thanks for the input!

I don't recall for sure, but commonly these types of sections are connected with cables that provide post-tensioning. But there are a variety of connecting types, particularly when those structural concerns aren't the driver.

Agreed!

Glad it was helpful!

Thanks for viewing.

Glad you enjoyed it. We embedded engineering interns to the US 301 project and gathered some great educational video, which we enjoy sharing.

Rodolfo sets a good example for others.

It takes a whole team, right? Looked at your site, so you have the experience to know what you're looking at! Thanks for the comment.

@@DelawareT2Center hell yea man I love to see everyone do this type of work… stay safe always my brother!

We are not experts on the mix side. I would reach out to Slurry Pavers - www.slurrypavers.com/ - they're out of Richmond, VA and did the work here. You can also look at the resources at ISSA - www.slurry.org/ - a great industry association. Their Slurry Systems Workshop is in Las Vegas in January and that's a great opportunity to learn from peers across the industry.

All constructive dialogue is welcome; that's how we all learn. We don't do the work; that's Slurry Pavers out of Richmond, VA; we're observers and use these materials to educate local agency personnel about techniques and materials. You are correct that you can always improve in various ways and that's why it is helpful to look at operations and constructively critique. Thanks for the input!

Yes, for the right road at the right time, this can extend the life of the pavement and freshen up the look for some time.

Could be. RoadResource.org is a great resource for looking at pavement preservation techniques and there you will see anywhere from 3-5 years up to 7-10 years, depending upon the nature and condition of the existing bed; and of, course, the quality of the materials and craftsmanship putting down the chip seal. There is a lot of science in the materials and there is a good deal of art and experience in putting it down. We have some roads locally that, with a double shot of chip seal and then slurry seal (some would call this a Cape Seal), have lasted 20 years with little distress; admittedly, low volume, low speed roads. You are also correct on the expectations side. Chip seal will reflect the existing surface profile, so if the existing road has some challenges (not too many or perhaps you shouldn't be chip sealing), some wedge and leveling with asphalt ahead of it may be needed. But well applied chip seal should hold up to snow plows reasonably, particularly if mold board skids are used to keep the cutting edge slightly elevated. Thanks for the comment!

Did the same ahit to my street 20 years ago. Was so pissed.

Agreed. Best practice is to fully clean the crack. Spraying the weeds in advance can help the heat lance work even better, but there's not always the resources to do it. The better the crack is cleaned and dried, the better performance you can expect from the crack seal. But in practice, schedule, manpower, and the weather can complicate things and a good job of crack sealing is far better than letting those cracks erode your pavement.

I hope we have the translation correct. Seemed like you asked what was the goal or purpose. A good question. This road had become distressed beyond other pavement preservation methods (i.e., crack seal, microsurfacing) and had subsurface deficiencies. Simply milling and paving would have just put an expensive cover on a poor subbase. This techique re-homogenizes the existing asphalt and the drainage materials under it, mixes it with a small ration of cement and lots of water, creating a stronger foundation for a surface treatment. The result is a less expensive approach than removing all the material and replacing with virgin material. The road should be stable for many years to come and can be sustained with new surface treatment (probably chip seal followed by slurry seal) every 7-9 years. Merci pour la question.

you cannot b serious 🤣

We'll send them over! LOL

You are very kind. We may have a couple of longer format ones coming up; we'll see what the content provides. Some of our earlier ones were longer also - go back and have a look.

As motorists, cyclists, and pedestrians get accustomed to the facility, it does seem to be settling into a nice asset.

It certainly can be applied as a pavement preservation to asphalt in otherwise good condition (i.e., without advanced distresses). It does not provide additional structural strength; it seals out the surface to minimize water intrusion through minor cracks, stems the advance of oxidation and raveling, and can provide a little bit of skid resistance. More commonly (at least in our neck of the woods), it follows another treatment like chip seal. It is a low-cost treatment to extend the life of a pavement that has not deteriorated too far. Remember the central tenant of the pavement preservation toolbox - use the right technology for the right road at the right time. See also roadresource.org/.

Thank you. We couldn't be happier to be back in person in the classroom, but virtual fit the bill for a couple years!

Yeah, there are a lot of different approaches for sure. What part of the country/world are you in?

Thanks for the comment. We're big fans (obviously) of considering pavement preservation tools whenever they are right for the right road, so we agree. Our focus is biased to local roads, meaning lower speed and lower volume so we would defer to others about this tool for high speed roads.

@@DelawareT2Center something like that would work well in the UK 🇬🇧 we have a lot of C and unclassified roads where it would benefit