Paving the way... Naturally!

RNRNP's unconfined compressive strength tests 2 to 7 X's greater than asphalt!

Unconfined compressive strength of asphalt tests between 300 - 400 psi. 

Unconfined compressive strength of RNR NP tests between 800 - 2,200 lbs psi!

Crushed rock, Class 2, CAB, rip-rap etc. tests the highest!

Concrete, tests at 4,000 - 5,000 psi. Concrete CRACKS due to expansion and contraction.

RNRNP is unaffected by expansion or contraction; no need for expansion joints!

RNRNP is a "rigid" pavement more flexible than concrete; not as "flexible" as asphalt. 

RNRNP is a soil solidifier, not merely a “stabilizer”. RNR NP surfaces last 5 to 10 years without a maintenance application, if not subjected to extreme conditions.  

RNRNP has the ability to alter soils native color as desired.

RNR NP roads can meet aesthetic and performance specs.  

It's an "art and science" to custom color RNRNP. You must trial and error several percentages of pigment to counter the natural color of each soil as well as consider pigment percentage altering product effectiveness in each application

RNRNP  can provide "LOW HEAT" pigmentation. This is a military grade pigment developed to counter infra red heat seeking cameras. The resulting heat index is similar to white coloration.

RNRNP solidifies base and subgrade often eliminating asphalt/concrete and crushed base!

RNRNP creates it's own "wear surface"!  

Wear surfaces protect foundation (base and sub grade) from traffic and weather elements. 

Asphalt and concrete are standard wear surface materials. Both crack allowing water to permeate into the base and subgrade defeating their purpose and than must be removed and replaced! This may include repairing and replacing the deteriorated base/subgrade! 

Often, RNRNP can use subgrade as a base AND wear surface! In drier climates with "good soils", subgrade soil can be used as base material without crushed rock because the sub grade will not become wet. In those cases RNR NP surfaces does not need a crushed rock base layer..  

RNRNP is extremely resistant to cracking; creating low probability of surface water seeping through, weakening the base & subgrade.

With asphalt and concrete, water enters and weakens the base or subgrade through surface cracks. 

RNRNP can be used as soon as the surface dries because the compaction and PSI strength are inlace and protected by the impermeable surface!

DRYING TIME cannot be predicted with accuracy. Drying is a water evaporation process. It varies with weather conditions. Hot sunny days can dry a surface in 15 minutes! Cool cloudy days could add several hours of drying time. A RNR NP dry treated soil surface attains 80 percent of its maximum strength and may be used as planned.

CURING TIME  is directly related to weather conditions. Higher  temperatures and wind speeds create quicker cure times. Full-depth curing requires two to four weeks. RNR NP treated soil attains maximum resistance to water invasion after it has fully cured. 

RNRNP maintainance/repair is simple and infrequent. RNRNP is maintained by spraying a diluted solution directly onto the surface; allowing it to dry. RNRNP is repaired by spreading and compacting pre-mixed soil on the damaged/worn surface or pouring a slurry-like mixture into place. 

Under normal traffic conditions and moderate weather, RNRNP does not deteriorate in a manner requiring removal or replacement.  A two-inch thick application can be expected to provide a maintenance-free, all-weather surface for approximately 5 to 10 years. 

Periodic spray-on maintenance renews the surface bond keeping RNRNP looking new. 

Worn RNRNP surfaces can appear rougher, not having the newly installed appearance. 

MAINTENACE APPLICATION

At first sign of surface soil particle loss, spray-on maintenance should be applied. Simply soak RNRNP surface with diluted RNRNP.  (approx. 20 to 1), Spray directly onto surface maximum amount without run-off (approx. 0.20 gal per sq yrd). Allow to dry.  

DAMAGE REPAIR

A worn, rough or damaged RNRNP surface can be repaired by applying a mixture of RNRNP soil directly on the worn/damaged surface. RNRNP soil batches are mixed using only the fine particles of the same soil used for the initial application at the same percent of RNRNP. Clear existing worn damaged surface of debris. Spray with diluted RNRNP, then spread batch mix evenly onto surface and compact with steel drum roller or hand-held tamper. Alternatively pour or trowel into place a slurry-like (fluid mix) batch evenly over the entire surface. Allow to dry. 

RAIN: A fully dried/cured RNRNP surface is resistant to water invasion and can endure daily rain. However, prior to drying, water WILL adversely affect the application. Avoid water on RNRNP that has not yet dried! DO NOT APPLY RNR NP during or before a rain! If rain is forecasted within 24 hours...POSTPONE the application. 

If climate or ground conditions do not allow existing wet soil to dry, then RNRNP also, will not dry. 

RNRNP can be used successfully in wet climate conditions if the roadway is elevated above the ground moisture level using supportive road base material or other elevating road building methods.

If RNRNP treated soil is cured then submerged in water, as in a flood, for a sustained period of time (days to weeks), the compressive strength reduces to approximately twice the strength of submerged asphalt. However, RNRNP regains the higher compressive strength when the soil dries back. 

DRAINAGE REQUIREMENTS:  RNRNP has high resistance to sheet-flowing water. 

RNRNP is similar to asphalt's water "channel flowing" characteristics . Concrete can be used for channel flowing water (i.e gutters). RNRNP like asphalt cannot be used to "channel" water without eroding and should not be contoured to channel or gutter water any distance before it finds its way off the surface. An RNRNP surface should be crowned or contoured for "sheet-flow" drainage, ONLY! Where a naturally flowing water channel must cross RNRNP, a sub-surface drain is required to prevent damage and erosion. .

Snow, sun and temperature extremes have little affect on the life of an RNR NP surface.

RNRNP can perform exceptionally well in regions that dip below freezing temperatures. However, RNRNP must be installed when temperature is and remains above 42°F (5.6 *C) allowing sufficient time for RNRNP to dry and cure, or RNRNP might be damaged beyond repair. 

Once RNRNP has dried and cured, it is not damaged significantly by freeze-thaw conditions.  

SNOW PLOWS AND SNOW SHOVELS: A worn, rough RNRNP surface is more likely to be damaged by a snow plow than a smooth finished surface. If the surface has a high number of protruding rocks, a snow plow could be very damaging.  

CHEMICAL DEICERS: Some deicers break the bond between RNRNP and soil particles. If the deicer becomes a soil contaminant it prevents that soil from being treated successfully with RNRNP. Salt dissolves in water and can discolor the pavement. Sand is preferred to mitigate the hazard caused by ice on RNRNP.  A snow blower is preferred to remove snow from an RNR NP surface. 

HEAVING: RNRNP is less likely to be damaged, by heaving, than asphalt or concrete.

Water in base and sub grade freezes and expands and can move upward. If upward force is sufficient, it will crack any pavement. RNRNP significantly reduces heaving by managing the flow of water away from the base and sub grade with it's water-sheeting surface!

However, water entering from below or laterally may still cause issue as with all roads.

FREEZE-THAW PRECAUTIONS: Freeze-thaw damage will occur if an RNRNP wear-surface is installed directly on top of an improperly prepared or unelevated sub-grade that sits below ground water levels or wet ground surface conditions. 

RNRNP has high resistance to surface water penetration but it is not as resistant to water invasion laterally or from beneath. After a period of days or weeks, If water remains, and it should happen to freeze, the expanding water/ice within the soil particles will break the polymers' bond between the soil particles permanently and RNRNP will have to be re-installed. This potential freeze-thaw problem is prevented by using sound road building techniques.