 In Fremont Bridge, it's on Interstate 405 in Portland, Oregon, and this spans over the Willamette River. I don't think you would find anybody that would advocate putting about six or eight inches of asphalt paving over this bridge deck and would expect this bridge to carry that kind of extra loading. We have cases over the years where we've actually done that to bridges, paved, overpaved, overpaved, and asked our old bridges to carry a tremendous loading. What we're looking at here is some of the typical flaws that you see in roadway pavements, AC pavements. There's a plating out and some utility cut damage and longitudinal cracking and alligator cracking and all of these are brought on basically by too much load and too much water and the hydraulic ram effect that water can have under loading and over the years we end up with these kinds of failures. Here's a classic example of paving patch upon patch upon patch and you end up without the curb exposure. Here we're looking at maybe two inches of curb reveal left. Water splashes on the pedestrians on the sidewalks. There's much crown buildup that high container trucks would hit the telephone poles along the sides. There comes a time when you can't add any more and you actually need to start removing some of that. Reshape your road and repave and what we've found here in the Portland area over the years is an excellent tool for this is the large coal planer. We use that for removal of AC and also what we term inlay patching. Here's a typical flaw that you encounter, it's longitudinal cracking and alligator cracking. You could use the large planer in an area like this to remove that down maybe three to four inches, use some paving fabric and pave it back to match the surrounding road area that wasn't flawed. You aren't adding additional mix to reduce your curb reveal or increase your crown so your water will run off as it was designed to do. You can come in on a road like this and you see how the flaw is localized in one line. You could remove all of your AC out of that one lane and then take your small coal planer and deal with just the flawed area and actually rebase that. You could cut it further on down maybe six, eight inches and rebase that using your grinding material and then pave back your inlay to match your surrounding lanes. Here's a classic example of an area where a small coal planer would fit in, maybe a three foot wide cut outside of that old underlying concrete pavement. Here where we have this edge cracking, that's an area where the water can get into the area and since this is a narrow old underlying concrete pavement, the trucks, heavy loads actually run off of that concrete and start breaking down that shoulder area. This is some longitudinal cracking indication of possibly a base problem or differential of materials. It kind of tends to look like it maybe could be involved with the utility cut too. There's a manhole and utilities if we didn't have any in any of our highways, I think we'd be better off structurally but that isn't reality and we have to deal with those. It's really important to get the utility companies to do a good quality job when they work on the highways but you can't always have people out there watching that activity either so many times we're left with dealing with the utility cuts after the fact and going to make the repairs. This is a good example of a utility installation where they've done a good quality job. Here where we're into an inlay patch, the old AC is being removed not because we have a structural problem, we don't, it's an erosion problem that's taking place is creating some fairly severe ravelling and rutting of the road. So we'll mill out this lane about 11 foot wide. This particular coal planer is a DynaPak front conveyor 6.5 foot wide so you'll make two partial passes there to remove the lane. They're milling down about two inches and then they'll pay that back. Won't be necessary to use any fabric because we don't have a structural problem. You note the front convey is especially important on a high volume road so that you can keep all of your operation in line. If this were a rear convey as some of the coal planers are, that driver of that truck would be backing up to the coal planer that would be pulling away from him. And so you're dependent on somebody to load the truck and motion them forward all time or backwards all time. It works a lot better with the front convey and the truck moving ahead. Then he's lined up with traffic in the normal flow direction. This particular coal planer is DynaPak at the present time as we think is kind of the state of the art. It's a good heavy machine that's got plenty of horsepower and does a good job, holds good grade. Just an all-around excellent machine. Whoever invents a good durable sweeper will have their fortune made. I don't think there's any such thing on the market right now. Sweeping these millings is extremely hard on a sweeper. They tend to pack and all kinds of little recesses in the sweeper and this causes them to break. This shows the area after it's cleaned up, the cut area. And it's important to, if you can, to plane through your lift so that you don't have a thin partial lift left there that is deep-onded. You want good adhesion with your new mix. You can see the old highway stripe in that particular picture there. Here they're tacking the edges of the cut and that's important to get a good bond there. And that edge is roughened by this coal planer so it makes a good vertical bond with your AC also. They'll use the hand one here and then they'll shoot the center of that with the distributor. This is a Mulsvite asphalt tack, CSS1 in this case. We found that it's a little more compatible with some of the loose crumbs or dust that's left in the cut. We found it isn't really all that important to clean it like a house tooth that just get it fairly clean. And then the CSS is liquid enough that it'll flow in amongst this stuff and create a good tack. Now the distributor is shooting the main part of it. You see that when this is paved back it's going to match the lanes either side. So it isn't necessary to do any feathering out over those areas and use that additional mix that you don't really need. And it also leaves the cross section of the road intact where the water will run across like you want it to. Super sections, that's particularly important that you aren't reducing the amount of super on a roadway. You can hold the design. Now here we're using a paving machine to pave this back. It's adjusted to the width of the cut. This is a little self-propelled paving machine that we rent. Squaring up the edge of the panel, that's important. The cuts should, the payback should look neat and if you have ruts you need to rake a transition into that patch so that you don't bump up onto a nice level patch from a rutted road. You get a lot of criticism from people if they bump up and off of these patches. Now here you can see kind of a side view shows how they're allowing for the compaction actually leaving the loose AC a little high so that when you get your compacter on there it's going to push it down to match the surrounding roadway. After in a year's time or less you'll start seeing a crack open up along these inlay patches. So it's important that prior to that time you get in there and seal those edges with some kind of a flexible crack sealer. We use a rubber asphalt crack sealing material. Now here the roller is pinching at edge. Starting at the outside edge you'll do both sides of that panel and then you'll start in towards the middle. This is especially important. It should always be done this way to pinch that material against the existing pavement edge. On the low side of a super, if you're making a cut on a super section you want to start your compaction on the low side of that. Otherwise you'll push a wave out and you'll have a ridge out there at that low side. This particular compactor is a vibrating steel on the front and pneumatic on the back. It just does an excellent job of compaction. We've run some density tests on it with a nuke. Generally on a two inch lift like this where you don't have a yielding under surface two passes you've got your density. This is the finished product. If you notice how it matches the surrounding area and a good writing, a good quality patch. I appreciate the opportunity of talking to you about inlay patching with the large coal planer.