冷再生鋪路技術(shù)能夠降低材料成本，節(jié)省時(shí)間，并減少施工現(xiàn)場(chǎng)的排放。

　　Cold recycling paving technology can reduce material costs, save time, and reduce emissions at construction sites.

　　當(dāng)?shù)缆烽_(kāi)始開(kāi)始出現(xiàn)問(wèn)題時(shí)，道路所有者必須做出決定：是進(jìn)行修補(bǔ)還是重新建設(shè)道路？這些決定通常由預(yù)算決定，從長(zhǎng)遠(yuǎn)來(lái)看，并不總是對(duì)出行公眾和納稅人來(lái)說(shuō)是的，而且如今政府的普遍預(yù)算都已捉襟見(jiàn)肘。就地冷再生（CIR）是一種既具有經(jīng)濟(jì)效益又經(jīng)久耐用的重新鋪路方法。通過(guò)利用地面上已有的大量破損路面材料，這種鋪路技術(shù)可以降低材料成本、節(jié)省時(shí)間，并減少了施工現(xiàn)場(chǎng)的排放。利用城市采石場(chǎng)可以減少需要開(kāi)采和處理的原始骨料的數(shù)量，對(duì)道路所有者、納稅人、承包商客戶和環(huán)境來(lái)說(shuō)是一項(xiàng)實(shí)現(xiàn)共贏的施工技術(shù)方案。

　　When problems begin to arise on the road, the road owner must make a decision: whether to repair or rebuild the road? These decisions are usually determined by the budget, and in the long run, they are not always the best for the traveling public and taxpayers, and now the government's general budget is already stretched thin. In situ cold recycling (CIR) is a cost-effective and durable method for re paving roads. By utilizing the existing large amount of damaged pavement materials on the ground, this paving technology can reduce material costs, save time, and reduce emissions at construction sites. Utilizing urban quarries can reduce the amount of raw aggregates that need to be mined and processed, which is a win-win construction technology solution for road owners, taxpayers, contractor customers, and the environment.

　　北美許多道路承載的交通量遠(yuǎn)遠(yuǎn)超出了它們的設(shè)計(jì)承載能力，銑削和填充路面表層幾英寸以覆蓋更深的裂縫和疲勞路面并不能解決導(dǎo)致這些道路持續(xù)損壞的根本問(wèn)題。事實(shí)證明，就地冷再生可以打造出耐磨損的道路基礎(chǔ)設(shè)施，可以結(jié)束只能掩蓋更深層次的基礎(chǔ)問(wèn)題的持續(xù)維修循環(huán)。使用就地冷再生技術(shù)在環(huán)境敏感和偏遠(yuǎn)地區(qū)（如優(yōu)勝美地公園）完成道路修復(fù)項(xiàng)目，可以減少運(yùn)輸材料所需的車(chē)輛交通量及其相關(guān)的成本和排放。

　　Many roads in North America carry traffic far beyond their designed carrying capacity, and milling and filling the surface of the road a few inches to cover deeper cracks and fatigue cannot solve the fundamental problem that causes sustained damage to these roads. It has been proven that on-site cold recycling can create wear-resistant road infrastructure and end the continuous maintenance cycle that can only mask deeper fundamental issues. Using on-site cold recycling technology to complete road repair projects in environmentally sensitive and remote areas, such as Yosemite National Park, can reduce the amount of vehicle traffic required for transporting materials and its associated costs and emissions.

　　01冷再生的工作原理

　　Working principle of 01 cold regeneration

　　筆者與維特根北美副總裁Mark Stahl進(jìn)行了訪談，探討了道路所有者和承包商客戶選擇冷再生作為道路修復(fù)方法所帶來(lái)的令人難以置信的機(jī)遇。據(jù)Stahl稱，冷再生雖然并非新技術(shù)，但因其可持續(xù)性、成本和效率優(yōu)勢(shì)而在北美重新受到關(guān)注。冷回收早于20世紀(jì)70年代推出，指在環(huán)境溫度下對(duì)路面進(jìn)行再生，用于道路翻新和重鋪?lái)?xiàng)目。施工人員將瀝青道路銑削縮小到原始骨料大小，然后添加粘合劑。重新鋪設(shè)瀝青路面后，在其上面鋪設(shè)磨耗層；在高車(chē)流路面上，磨耗層可以是另一層瀝青，在低流量道路上，可以是泥漿封層或碎石封層。根據(jù)道路狀況，冷再生可以采用部分深度置換或全深度再生（FDR）的方式進(jìn)行。有多種冷再生方法，包括就地冷再生，即在施工現(xiàn)場(chǎng)的攤鋪機(jī)內(nèi)處理RAP，以及場(chǎng)外冷再生（CCPR），即在場(chǎng)外處理儲(chǔ)存的RAP。與場(chǎng)外冷再生相比，現(xiàn)場(chǎng)冷再生效率更高、成本更低、排放會(huì)更少，因?yàn)樗胁牧隙荚诠ぷ鳜F(xiàn)場(chǎng)提取并重復(fù)利用。冷再生的目標(biāo)是打造性路面，“瀝青路面聯(lián)盟”將其描述為“一種高強(qiáng)度的柔性路面，可以長(zhǎng)期（少50年）抵抗結(jié)構(gòu)疲勞損傷，從而實(shí)現(xiàn)長(zhǎng)壽命。因?yàn)闆](méi)有自下而上的路面損傷，結(jié)構(gòu)完整性可以無(wú)限期地保持不變。這些長(zhǎng)效瀝青結(jié)構(gòu)可以通過(guò)僅保留和更新表層來(lái)實(shí)現(xiàn)經(jīng)濟(jì)地維護(hù)，無(wú)需進(jìn)行大規(guī)模的修復(fù)或重建。”現(xiàn)場(chǎng)冷再生已在加拿大不列顛哥倫比亞省、阿爾伯塔省和安大略省等地的施工現(xiàn)場(chǎng)取得成功。Stahl說(shuō)，在美國(guó)，有一些熱點(diǎn)地區(qū)——當(dāng)?shù)氐睦湓偕珜?dǎo)者提高客戶對(duì)這種施工工藝優(yōu)勢(shì)的認(rèn)知——包括加利福尼亞州、中西部和東部各州。維特根 WR 240 X 冷再生機(jī)和土壤穩(wěn)定機(jī)

　　The author conducted an interview with Mark Stahl, Vice President of Wirtgen North America, to explore the incredible opportunities brought by road owners and contractor clients choosing cold regeneration as a road repair method. According to Stahl, although cold regeneration is not a new technology, it has regained attention in North America due to its sustainability, cost, and efficiency advantages. Cold recycling was first introduced in the 1970s, referring to the regeneration of road surfaces at ambient temperatures for use in road renovation and resurfacing projects. The construction personnel will mill the asphalt road to the original aggregate size and then add adhesive. After re laying the asphalt pavement, lay a wearing layer on top of it; On high traffic roads, the wear layer can be another layer of asphalt, while on low traffic roads, it can be a slurry seal or gravel seal. According to the road conditions, cold regeneration can be carried out through partial depth replacement or full depth regeneration (FDR). There are various cold recycling methods, including on-site cold recycling, which involves processing RAP in the paving machine at the construction site, and off-site cold recycling (CCPR), which involves processing stored RAP outside the site. Compared with off-site cold recycling, on-site cold recycling has higher efficiency, lower cost, and fewer emissions because all materials are extracted and reused at the work site. The goal of cold recycling is to create permanent pavements, described by the Asphalt Pavement Alliance as "a high-strength flexible pavement that can resist structural fatigue damage for a long time (at least 50 years), thereby achieving a long lifespan. Because there is no bottom-up pavement damage, structural integrity can be maintained indefinitely. These long-lasting asphalt structures can be economically maintained by retaining and updating only the surface layer, without the need for large-scale repair or reconstruction." On site cold recycling has been successful at construction sites in British Columbia, Alberta, Ontario, and other parts of Canada. Stahl said that in the United States, there are some hot spots - local cold recycling advocates raising customers' awareness of the advantages of this construction process - including California, the Midwest, and Eastern states. Wirtgen WR 240 X Cold Regenerator and Soil Stabilizer

　　02就地冷再生攤鋪工藝

　　02 On site cold recycling paving process

　　雖然生產(chǎn)冷再生材料有幾種不同的方法，但其攤鋪工藝與典型的銑刨回填工藝相似。在傳統(tǒng)的銑刨回填工藝中，攤鋪?zhàn)鳂I(yè)由銑刨機(jī)將銑刨好的材料送入卡車(chē)。廢料被運(yùn)走，工作人員跟隨銑刨機(jī)清理剩余的灰塵和碎屑。然后，攤鋪人員跟進(jìn)鋪設(shè)新的瀝青。在施工現(xiàn)場(chǎng)、瀝青攪拌站和垃圾填埋場(chǎng)或再生瀝青（RAP）料堆之間來(lái)回運(yùn)輸材料可能需要數(shù)百卡車(chē)。

　　Although there are several different methods for producing cold recycled materials, their paving process is similar to typical milling and backfilling processes. In the traditional milling and backfilling process, the paving operation first involves the milling machine feeding the milled material into the truck. The waste was transported away, and the staff followed the milling machine to clean up the remaining dust and debris. Then, the paving personnel follow up to lay new asphalt. Transporting materials back and forth between construction sites, asphalt mixing plants, and landfills or recycled asphalt (RAP) piles may require hundreds of trucks.

　　采用就地冷再生工藝時(shí)，幾乎所有材料都留在施工現(xiàn)場(chǎng)。再生機(jī)將瀝青粉碎，然后將粘合劑注入材料中，材料隨后被輸送到攤鋪機(jī)。攤鋪機(jī)緊跟在再生機(jī)后面運(yùn)行，將材料鋪回原位，兩到三個(gè)壓路機(jī)跟在后面進(jìn)行壓實(shí)。再生材料壓實(shí)后，傳統(tǒng)的攤鋪機(jī)便會(huì)鋪設(shè)一層磨耗層——厚度為一英寸半到兩英寸的熱拌瀝青路面。

　　When using on-site cold recycling technology, almost all materials are left at the construction site. The recycling machine crushes the asphalt and then injects the binder into the material, which is then transported to the paver. The paver runs closely behind the rejuvenator, laying the material back in place, and two to three rollers follow behind to compact it. After compacting the recycled materials, traditional pavers will lay a layer of wear layer - a hot mix asphalt pavement with a thickness of one and a half inches to two inches.

　　泡沫瀝青這種粘合劑是將再生瀝青 (RAP) 材料打造成柔韌耐用基層的秘訣。它由加熱 175 攝氏度的普通瀝青制成，并在高壓下注入少量水和空氣，使其發(fā)泡膨脹。泡沫瀝青被注入冷再生機(jī)內(nèi)的再生瀝青 (RAP) 中，終產(chǎn)品被稱為瀝青穩(wěn)定材料 (BSM)。

　　Foam asphalt is the secret of making recycled asphalt (RAP) material into flexible and durable base course. It is made of ordinary asphalt heated to 175 degrees Celsius and injected with a small amount of water and air under high pressure to make it foam and expand. The foam asphalt is injected into the recycled asphalt (RAP) in the cold recycling machine, and the final product is called asphalt stabilized material (BSM).

　　這一工藝效率顯著提高，并節(jié)省了與傳統(tǒng)鋪路過(guò)程相關(guān)的運(yùn)輸和材料成本。Stahl的熱情顯而易見(jiàn)：“當(dāng)我們進(jìn)行再生時(shí)，好處是于幾乎所有材料，95%的材料，都能夠保持原位?！?/span>

　　This process significantly improves efficiency and saves transportation and material costs associated with traditional paving processes. Stahl's enthusiasm is evident: "When we carry out regeneration, the benefit is that almost all materials, 95% of them, can remain in place

　　Wirtgen提供CR系列和WR系列冷回收機(jī)。CR系列機(jī)器需要傳統(tǒng)的鋪路機(jī)，而WR系列冷回收機(jī)和土壤穩(wěn)定機(jī)則不需要。根據(jù)斯塔爾的說(shuō)法，對(duì)于將骨料回收到瀝青中的812英寸深度的典型全深度再生（FDR）應(yīng)用，其中骨料被回收用于瀝青，設(shè)備組將使用一臺(tái)橡膠輪胎WR系列機(jī)，以及一臺(tái)羊腳壓路機(jī)和一臺(tái)平地機(jī)，然后再加兩臺(tái)壓實(shí)機(jī)。羊腳壓實(shí)機(jī)是實(shí)現(xiàn)該深度厚度的適當(dāng)壓實(shí)所必需的。

　　Wirtgen offers CR series and WR series cold recycling machines. The CR series machines require traditional paving machines, while the WR series cold recycling machines and soil stabilizers do not. According to Starr, for typical full depth recycling (FDR) applications that recycle aggregate into asphalt at depths of 8 to 12 inches, where the aggregate is recycled for asphalt, the equipment team will use a rubber tire WR series machine, as well as a sheep foot roller and a grader, followed by two compactors. The sheep foot compactor is necessary to achieve appropriate compaction at this depth and thickness.

　　CR機(jī)器非常適合三到五英寸的部分深度更換。需要更少的整體壓實(shí)，可以通過(guò)在鋪路機(jī)上安裝標(biāo)準(zhǔn)振動(dòng)熨平板來(lái)實(shí)現(xiàn)，然后使用壓路機(jī)即可完成。在這種情況下，無(wú)需使用羊腳壓路機(jī)或平地機(jī)。

　　CR machines are very suitable for partial depth replacement of three to five inches. Less overall compaction is required, which can be achieved by installing a standard vibrating screed on the paving machine and then using the roller to complete it. In this case, there is no need to use a sheep foot roller or grader.

　　當(dāng)與高密度熨平板配對(duì)時(shí)，CR機(jī)器可用于FDR，但這并不常見(jiàn)。Stahl將這種應(yīng)用稱為“攤鋪機(jī)鋪設(shè)FDR”。就地冷再生可在城市和鄉(xiāng)村環(huán)境中進(jìn)行，并減少道路封閉時(shí)間，為出行公眾提供更多便利，也為路面施工人員提供更多保障 ?

　　When paired with high-density ironing boards, CR machines can be used for FDR, but this is not common. Stahl refers to this application as "paver laying FDR". On site cold recycling can be carried out in urban and rural environments, reducing road closure time, providing more convenience for the traveling public, and also providing more safety guarantees for road construction personnel?

　　03就地冷再生的優(yōu)勢(shì)

　　03 Advantages of on-site cold regeneration

　　一個(gè)施工過(guò)程很少能為所有相關(guān)利益相關(guān)者帶來(lái)如此多的利益。重復(fù)使用現(xiàn)場(chǎng)已有材料是的成本、時(shí)間和排放的節(jié)約機(jī)會(huì)，并具有額外的溢出效應(yīng)，包括提高性和減少浪費(fèi)。Stahl預(yù)測(cè)，北美任何一個(gè)冷再生項(xiàng)目的總成本都將節(jié)省40%到60%，主要是由于減少了通常需要大量卡車(chē)來(lái)往施工現(xiàn)場(chǎng)之間運(yùn)輸材料。Stahl估計(jì)，與標(biāo)準(zhǔn)的拆除和更換項(xiàng)目相比，采用就地冷再生可減少卡車(chē)運(yùn)輸排放量 90%，施工現(xiàn)場(chǎng)二氧化碳總排放量減少約 70%。減少往返于施工現(xiàn)場(chǎng)的卡車(chē)數(shù)量，對(duì)出行公眾和地面施工人員都有保障。減少整體交通量，減少需要在可能擁擠的施工現(xiàn)場(chǎng)的大型車(chē)輛，從而降低了事故風(fēng)險(xiǎn)。更快的工期也減少了工人暴露于流動(dòng)交通帶來(lái)的風(fēng)險(xiǎn)的時(shí)間。

　　A construction process rarely brings so many benefits to all relevant stakeholders. Reusing existing materials on site is the biggest cost, time, and emission saving opportunity, with additional spill over effects including improved safety and reduced waste. Stahl predicts that the total cost of any cold recycling project in North America will be saved by 40% to 60%, mainly due to the reduction of the need for a large number of trucks to transport materials between construction sites. Stahl estimates that compared to standard demolition and replacement projects, adopting on-site cold recycling can reduce truck transportation emissions by 90% and total carbon dioxide emissions at construction sites by about 70%. Reduce the number of trucks traveling back and forth to the construction site, ensuring safety for both the traveling public and ground construction personnel. Reducing overall traffic volume and minimizing the need for large vehicles at potentially crowded construction sites has lowered the risk of accidents. Faster construction schedules also reduce the time workers are exposed to safety risks caused by mobile traffic.

　　更短的道路封閉時(shí)間也為公眾帶來(lái)了更多便利。冷再生項(xiàng)目無(wú)需完工即可讓車(chē)輛立即通行，從而縮短了車(chē)道封閉時(shí)間，因?yàn)榈缆房梢栽诿看问┕ぐ啻谓Y(jié)束時(shí)重新開(kāi)放。

　　Shorter road closures have also brought more convenience to the public. The cold recycling project allows vehicles to pass immediately without completion, thereby reducing lane closure time as the road can reopen at the end of each construction shift.

　　所有這些優(yōu)勢(shì)都很誘人，但冷再生可行性的終考驗(yàn)在于其使用壽命，以及這種更經(jīng)濟(jì)、更、減排的解決方案是否也能提供旅行公眾和道路所有者所需的東西——一條持久可靠的道路。

　　All these advantages are tempting, but the ultimate test of the feasibility of cold regeneration lies in its service life and whether this more economical, efficient, and emission reducing solution can also provide what the traveling public and road owners need - a durable and reliable road.

　　04經(jīng)研究和測(cè)試驗(yàn)證的冷再生道路使用壽命

　　04 Service life of cold recycling roads verified through research and testing

　　冷再生的真正價(jià)值在于道路的使用壽命。熱拌合瀝青和混凝土是粘合材料，在持續(xù)應(yīng)力下不會(huì)提供很大的柔韌性。冷再生材料是非連續(xù)粘合材料，可以防止開(kāi)裂。它具有很大的柔韌性，使裂縫難以在持續(xù)使用中擴(kuò)展。

　　The true value of cold recycling lies in the service life of roads. Hot mix asphalt and concrete are bonding materials that do not provide significant flexibility under sustained stress. Cold recycled materials are non continuous bonding materials that can prevent cracking. It has great flexibility, making it difficult for cracks to propagate during continuous use.

　　學(xué)術(shù)界對(duì)冷再生的可行性進(jìn)行了深入研究，其中包括致力于改進(jìn)此類道路設(shè)計(jì)、施工和維護(hù)的研究。研究人員研究來(lái)自施工現(xiàn)場(chǎng)和已投入使用道路的樣本，以分析其性能并測(cè)試材料的使用壽命。

　　The academic community has conducted in-depth research on the feasibility of cold recycling, including studies dedicated to improving the design, construction, and maintenance of such roads. Researchers study samples from construction sites and roads that have been put into use to analyze their performance and test the service life of materials.

　　他們也在研究實(shí)驗(yàn)室進(jìn)行自己的實(shí)驗(yàn)。美國(guó)幾家機(jī)構(gòu)都在研究性路面，包括位于阿拉巴馬州奧本大學(xué)的瀝青技術(shù)中心 (NCAT) 路面試驗(yàn)跑道。在測(cè)試跑道上，研究人員比較不同的鋪設(shè)路段，以確定不同重新鋪設(shè)方法的壽命。多家研究機(jī)構(gòu)開(kāi)展的加速路面測(cè)試包括在測(cè)試路段上持續(xù)運(yùn)行高流量模擬交通，在數(shù)月的時(shí)間內(nèi)快速加載測(cè)試跑道上數(shù)年甚數(shù)十年的典型交通量。研究人員研究跑道樣本，以了解道路的老化速度、老化方式以及預(yù)期的使用壽命。

　　They are also conducting their own experiments in the research laboratory. Several institutions in the United States are researching permanent pavement, including the National Asphalt Technology Center (NCAT) pavement test track located at Auburn University in Alabama. On the test track, researchers compared different paving sections to determine the lifespan of different re paving methods. The accelerated road testing conducted by multiple research institutions includes continuously running high flow simulated traffic on the test section, rapidly loading typical traffic volumes on the test track for years or even decades over several months. Researchers study runway samples to understand the aging speed, aging mode, and expected service life of roads.

　　據(jù)奧本大學(xué)助理教授Ben Bowers介紹，NCAT研究人員在測(cè)試跑到上裝載了一段FDR路面，流量為九年的交通量。FDR 路面保持良好，沒(méi)有任何變化的跡象，可以被視為性路面，只需定期進(jìn)行加鋪。多家研究機(jī)構(gòu)已證實(shí)了這種超長(zhǎng)使用壽命。加州大學(xué)戴維斯分校人行道研究中心副主任David Jones說(shuō)：“我們的研究測(cè)試、知識(shí)、路面建模、對(duì)材料性能的理解意味著我們可以自信地預(yù)測(cè)路面的使用壽命可達(dá) 80 年。”

　　According to Ben Bowers, assistant professor at Auburn University, NCAT researchers loaded a section of FDR road surface with a traffic volume of nine years on the test run. The FDR road surface remains in good condition with no signs of change and can be considered a permanent road surface, requiring only regular paving. Multiple research institutions have confirmed this ultra long service life. Our research testing, knowledge, pavement modeling, and understanding of material properties mean that we can confidently predict the service life of road surfaces up to 80 years, "said David Jones, Deputy Director of the Pedestrian Research Center at the University of California, Davis

　　為了讓道路所有者對(duì)其冷再生項(xiàng)目的路面壽命更加有信心，維特根制造了一個(gè)實(shí)驗(yàn)室規(guī)模的泡沫瀝青攪拌站和一臺(tái)實(shí)驗(yàn)室規(guī)模的雙臥軸強(qiáng)制式攪拌機(jī)，可以在實(shí)驗(yàn)室中模擬冷再生，在施工項(xiàng)目開(kāi)始前生產(chǎn)測(cè)試樣品，以確保終結(jié)果符合預(yù)期。

　　In order to make road owners more confident about the pavement life of their cold recycling projects, Wittgen has built a laboratory scale foam asphalt mixing plant and a laboratory scale double horizontal shaft forced mixer, which can simulate cold recycling in the laboratory and produce test samples before the start of the construction project to ensure that the final results meet expectations.

　　05Caltrans在冷再生方面擁有超過(guò)25年的經(jīng)驗(yàn)

　　05Caltrans has over 25 years of experience in cold regeneration

　　降低成本和延長(zhǎng)使用壽命對(duì)納稅人來(lái)說(shuō)吸引力，二十多年來(lái)，加州交通部 (Caltrans) 一直使用冷再生技術(shù)來(lái)翻新全州的道路，其中包括圣何塞周邊數(shù)百英里的公路。

　　Reducing costs and extending service life are highly attractive to taxpayers, and for over 20 years, the California Department of Transportation (Caltrans) has been using cold recycling technology to renovate roads throughout the state, including hundreds of miles of roads around San Jose.

　　加州交通部路面工程師 Thomas Pyle 表示，冷再生初是為了加快建設(shè)速度并節(jié)省低流量公路的成本，但現(xiàn)在Caltrans已采用就地冷再生技術(shù)來(lái)減少溫室氣體排放并提高可持續(xù)性。

　　According to Thomas Pyle, a pavement engineer at the California Department of Transportation, cold recycling was initially designed to speed up construction and save costs on low flow highways, but now Caltrans has adopted on-site cold recycling technology to reduce greenhouse gas emissions and improve sustainability.

　　此外，據(jù)路面設(shè)計(jì)工程師介紹，對(duì)于FDR加瀝青加鋪面，就地冷再生每英里車(chē)道的成本約為 25 萬(wàn) 30 萬(wàn)美元，而重建道路每英里的成本則超過(guò) 50 萬(wàn)美元，而重建道路本質(zhì)上只是鋪設(shè)一層厚厚的加鋪面，并不能解決道路損壞的根本原因。

　　In addition, according to pavement design engineers, the cost of on-site cold recycling for FDR asphalt pavement is approximately $250000 to $300000 per mile of lane, while the cost of rebuilding the road exceeds $500000 per mile. Essentially, rebuilding the road is just laying a thick layer of pavement and cannot solve the root cause of road damage.

　　06長(zhǎng)期解決方案使所有利益相關(guān)者受益

　　06 Long term solutions benefit all stakeholders

　　就地冷再生技術(shù)為從城市采石場(chǎng)中挖掘可重復(fù)利用的材料，用于建設(shè)更具韌性的基礎(chǔ)設(shè)施提供了的機(jī)會(huì)。然而，采用該技術(shù)需要長(zhǎng)遠(yuǎn)的思考，并樂(lè)于嘗試新方法。就地冷再生技術(shù)經(jīng)久耐用，值得承包商和道路所有者關(guān)注，并認(rèn)為它能夠節(jié)省成本、減少排放、提高性，并打造出經(jīng)久耐用、惠及子孫后代的道路。

　　The in-situ cold recycling technology provides an excellent opportunity to excavate reusable materials from urban quarries for the construction of more resilient infrastructure. However, adopting this technology requires long-term thinking and a willingness to try new methods. The on-site cold recycling technology is durable and worthy of the attention of contractors and road owners, who believe that it can save costs, reduce emissions, improve safety, and create roads that are durable and beneficial to future generations.

　　“我們可能會(huì)糾結(jié)于流程細(xì)節(jié)和效益，但終，我們擁有的是經(jīng)過(guò)數(shù)十年驗(yàn)證的成熟工藝，”Stahl說(shuō)道?！奥访嬖偕某晒Ρ砻鳎鼘?shí)際上并不存在風(fēng)險(xiǎn)，只是一種不同的做法?！?/span>

　　We may struggle with process details and benefits, but ultimately, what we have is a mature process that has been validated for decades, "Stahl said. The success of road regeneration indicates that there is actually no risk involved, it is just a different approach

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