Transportation Infrastructure

A URETEK project manager evaluates the actual soil and pavement conditions on site first, not a standard package applied regardless of what caused the problem. On projects like the I-40 bridge approach in Knoxville, URETEK crews worked directly from a plan reviewed with the Tennessee Department of Transportation's own engineers before drilling started.

Yes. Soil testing sets the depth and pattern for each site, and that pattern is designed around the specific structure above it, a bridge approach slab settles differently than open highway pavement or a runway. On Highway US-50 in Nevada, that meant stabilizing a 32-foot section of pavement from the top down over three days in freezing temperatures. On the Buffalo, New York bridge project, it meant correcting up to three inches of differential settlement across two separate approach slabs.

In most cases, yes, because there is no excavation, no demolition, and no rebuild. The soil is strengthened and the surface lifted back to grade in place, which is also why these repairs are measured in hours or days rather than the weeks a full reconstruction would take.

Usually, yes. Because the fix is injected through small holes, most work is scheduled around existing traffic rather than stopping it. At DFW Airport, a settled departure slab was lifted back to grade and safe for traffic again by 7:00 a.m. the next morning. At LAX, crews stabilized a runway and terminal apron in a single overnight shift, and air traffic resumed on schedule.

Crews can mobilize on short notice, including nights, weekends, and holidays. At DFW Airport, URETEK was called at 7:00 p.m. on a holiday and had a crew assessing the site by 12:30 a.m. In Sugar Land, Texas, a four-lane settlement on an I-69 feeder road was fully repaired more than 24 hours ahead of the deadline set by TxDOT and the city.