 If I understand correctly, you are optimizing the construction process, not the construction parameters. Actually, the model is allowing the wear rate for the parameters that I put in there. So, if there is a study done to optimize the thickness, you can use the model to optimize the thickness. The thickness is not limited only to an early age. You should also consider the long life of the platform, the cycle, the bed, because the cars are in the bus and the number of the cars are excellent. You should tell me. My thought is that actually, so far, what you have shown is the organization of the construction, the technology portion, so that you get no cracks. Yeah, you minimize the risk. Yeah. But there is also other optimization logic, actually. If you decide about the thickness of the pavement, if you have it very thick, it's too expensive, but it can serve longer times. Yes. Is it included in the organization? Well, it doesn't mean if it is very thick, it will serve for a longer, longer time. But it should be included in the study, by the way. So, it's back to how it was started. So, when we are starting the tests, we are supposed to do one for the early age and the second part will be like a study. But because of the time limitations, now we are doing this part on this. And maybe we can end up with doing the intersection part, which is much easier to do this part in terms of analysis in terms of modeling. So, the thickness is defined by the load. And the technology is defining the optimum load to have a crack. Because if your work has a thicker, it does not add much to the longevity. Well, I don't realize that if you have increased the thickness, for example, instead of 20 years or 50 years, one of the tears, I don't know. Maybe the distance does exist, but I don't know. I have another question, too. In fact, when I drove on AstraZeneca highway, it makes that sound. Actually, it reminded me, when I was driving in the United States, from Newport News to New York, I can't tell which highway was that. I don't remember the number, etc. But I'm sure it was constructed of separate blocks. Separate blocks were put there. And you just feel how the car was just bouncing the next load each time. But these are separate blocks, totally separate. Here it is not separate blocks. They cut at the surface, not at the bottom. But on the road, in the United States, I think it was just separate slabs, separate blocks, put there. When you put a cut here. Eventually it becomes a block. Yeah, if you put a cut here, for example, if you are forcing the car to appear here, it will not appear somewhere else. So, mostly they will become separate blocks. What you are telling is, maybe they have a separate block, which are put there, this technology is applied here. My impression was that or it was like that, because of the cuts, they were separated these blocks. Separation was so distinct, that actually it was kind of moving like this. And it was not pleasant at all. It was not pleasant at all. It was kind of like moving that separate blocks each time you are kind of doing this kind of movement. And you don't feel the same in a slalom or parking. This is a mixed forecast solution that is used in precasts in the States. Now it's not too much. Some states even are avoiding the use of this technology. Others states are like promoting. But it's not everything precasts, but some part of the slalom is precasts, and after they are joined again, it will mix concrete inside. It should work. But here it's not this technology. This is maybe used in some states in America, mainly in the south part of America because of the wet conditions, but before the ecstasy, you know, it's another kind of solution. So it's not a very good technology? No, in my opinion. Is it going to become like this after the cracks penetrate? No. Well, this is you. At beginning we have monolithic, yes? Yes. Then when you, and before that, you put tie bars and steel bars inside. So there is rebar. So, well, yes, it's a joint. So what is that? First to avoid of this, yes, different, different, yes. Thermal expansion. Yes. Well, the movement, not thermal expansion. Thermal expansion is very little. So they are work separated and together, and they are bonded, yes? So you can't have the same speciality that you see so in the US. So this is different technology with different advantages, yes, with different benefits. If we put something in these plagues, or not in these cuttings, in joints, it would be better, I don't know. Yes, it would be better. What? Bars. Bars? To connect one way. To connect, yes. No, you mean inside? Inside. Yes. Yes. To avoid the joints. To avoid, with the continuous bending, to avoid the joints by reinforce the whole slab. In this technology, you only reinforce the joints. Yes. That's 50 centimeters. Okay. In the continuous... What is your question? Okay. No, no, no. Is there anything, any solutions for, to avoid it? To put some things... To avoid what the... Yes, no. I have one question. Are you... Is the cutting profile, is it square? Or is it... Not, well, you will do it with the... With the machine, but... I'm not sure. Because... This is... Ah, okay. Because usually I would, if it was going to be like this. No, actually it is... Something like this, you know. If you look closely to the... how the cuts are... The cuts are long. Something like this. Maybe not perfectly. If it was going to be square, I would expect the crack to form. Yes. Especially in... Maybe, if you... You are just reducing the strength of it. So that maybe the cut will go with the hand. But... You are just reducing... Perhaps I could share some advice on it. The initial cut is... To about a thumb of the depth of the slab, is done with a thin saw cut. And the opening... The square opening is... Is cut later in order to allow a seal to be inserted to stop water penetrating. And, yeah, one more question. So this is a situation where there is no ice. And with ice, with the thermal expansion and the phase transfer, everything goes much worse. Which you can see right now on the joints, on the Kiev bridge. Please pass that Kiev bridge now. And you will see there are joints there. But because of that ice formation and the negative temperatures, freezing temperatures, that ice formation have just cracked that places. And all that is just... These cracks have made something like a big pothole. So it's all different. And these kind of cuts are sources for that kind of potholes. If you do not have a fill, for instance a rubber fill or some kind of something like that. They are filled. They are filled. But they are not filled and flattened. So you fill them. They are filled with either the vituminous material or rubber, which wouldn't support the fire. When is the ideal country for this kind of ideal temperature or ideal country? No, no, I think depending on that... Here, I think all this... Yes, no, no. I feel all this discomfort when I'm driving. In which country it's important. So maybe let me jump in. It's maybe not so much of an expert in pavement design. In general, I think this kind of discussion is fascinating because there are so many aspects as many of us as drivers of cars or even pedestrians walking across bridges where we can see ice propagation and cracks. It is fascinating. I think that I'm happy, as I mentioned in the introduction as the dean of the college here, that we have students who graduate who go on and are like any kind of PhD work getting very deeply involved in one aspect of what is obvious, a very, very broad kind of design and implementation challenge and one that probably extends much, much... the whole domain extends much, much beyond everything we've talked about today. Again, I'm not an expert at all in this field, but I imagine the world has many, many, many alternatives and as we heard, different ones have different costs, different benefits and they work in different weather conditions and different climatic conditions and all the parameters, many of which you mentioned, Roslyn. Roslyn, maybe if I could ask you a more fundamental question, what next is there future work?