Modular engineered wood composite road

A method of making a modular engineered wood composite road (40) includes determining a bearing strength of the soil at a location where the modular engineered wood composite road will be installed; determining a bearing strength of the soil at a location where a modular engineered wood composite road (40) will be installed; determining a flexural strength and stiffness required for the modular engineered wood composite road (40) based on the determined bearing strength of the soil at the location where the modular engineered wood composite road (40) will be installed; assembling a plurality of engineered wood composite billets (46) from a plurality of composite wood laminations, wherein each engineered wood composite billet (46) has the required flexural strength and stiffness; and assembling the engineered wood composite billets (46) to define the modular engineered wood composite road (40).

BACKGROUND OF THE INVENTION

This invention relates in general to wooden roads for use in rural areas. In particular, this invention relates to an improved modular engineered wood composite road for use in rural areas wherein the load bearing capability of the modular engineered wood composite road may be selected based on the environment within which the modular engineered wood composite road will be deployed and upon the maximum load of vehicles that will travel on the deployed modular engineered wood composite road.

Throughout history, rural and remote communities around the world have desired reliable roads that connect with other established lines of communication, such as improved and/or paved roads, railroads, and commercial waterways, and thus allow these communities to reach markets. The transportation of food, consumer goods, humanitarian aid, and education are critical components to a developing nation, but remote villages can be isolated from desired food, consumer goods, humanitarian aid, and education because of incomplete infrastructure, especially the lack of reliable roads.

Natural resources and precious revenue generating commodities can be isolated from markets. Well developed infrastructure may be under-used because the link to production is broken. Roads needed to link remote villages to all-weather transportation routes may only need to be a few kilometers long. To mitigate these challenges and to provide a life-line for isolated communities, rural connecting roads are needed.

Proper construction and maintenance are critical to develop the needed reliable transportation routes, but standard road construction methods may not be effective. For example, environmental conditions may not support standard road construction methods, and challenging or problematic site conditions, such as excessively wet conditions, may require unique construction methods.

Although wood has a long tradition as a road construction material to link rural communities in developing regions, it would be desirable to provide an improved engineered wood composite road that is modular, and thus relatively easy to both ship and assemble, and wherein the strength of the modular engineered wood composite road may be tailored such that its load bearing capability may be selected based on the environment within which the modular engineered wood composite road will be deployed, and upon the maximum load that will travel on the deployed modular engineered wood composite road.

SUMMARY OF THE INVENTION

This invention relates to improved Type II and Type III modular engineered wood composite roads for use in rural areas wherein the load bearing capability of the modular engineered wood composite road may be selected based on the known material properties of billets from which the road will be assembled, the environment within which the modular engineered wood composite road will be deployed, and upon the maximum load that will travel on the deployed modular engineered wood composite road. In one embodiment, a method of making a modular engineered wood composite road includes determining a bearing strength of the soil at a location where the modular engineered wood composite road will be installed; determining a flexural strength and stiffness required for the modular engineered wood composite road based on the determined bearing strength of the soil at the location where the modular engineered wood composite road will be installed; assembling a plurality of engineered wood composite billets from a plurality of composite wood laminations, wherein each engineered wood composite billet has the required flexural strength and stiffness; and assembling the engineered wood composite billets to define the modular engineered wood composite road.

In a second embodiment, a method of making a modular engineered wood composite road includes determining a bearing strength of the soil at a location where a modular engineered wood composite road will be installed; determining a flexural strength and stiffness required for the modular engineered wood composite road based on the determined bearing strength of the soil at the location where the modular engineered wood composite road will be installed; assembling a plurality of engineered wood composite billets from a plurality of composite wood laminations, wherein each engineered wood composite billet has the required flexural strength and stiffness; disposing a plurality of timbers on the ground and oriented substantially perpendicularly to a direction of traffic flow of vehicles that will travel on the modular engineered wood composite road; and attaching the engineered wood composite billets to the plurality of timbers to define a modular engineered wood composite road.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

Referring now toFIGS. 1 and 2, a section of an improved Type II modular engineered wood composite road according to the invention is shown generally at40. The improved modular engineered wood composite road40includes decking42mounted to a plurality of runners44in a manner described below in detail.

Although load bearing mats and temporary roads for access to, and use in, undeveloped areas such as construction sites are known, conventional mats used in such applications are typically made from wood or wood composites and are typically deployed in a work site using one of three techniques or mat arrangements, known as Type I, Type II, and Type III arrangements. A contractor using the conventional mats may choose between the Type I, Type II, and Type III arrangements based on the soil conditions and the desired load bearing capability. However, because the specific strength properties of the materials used in the construction of the known Type I, Type II, and Type III arrangements, such as their flexural strength and stiffness, is not precisely known, the known Type I, Type II, and Type III arrangements are not designed for the measured or estimated bearing strength of the soil at a location where the known Type I, Type II, and Type III arrangements will be installed.

The wood laminations48and the engineered wood composite billets46made from the wood laminations48are unique in that both the wood laminations48and the engineered wood composite billets46can be designed to achieve a desired flexural strength and stiffness. Further, the bearing strength of the soil at a location where the improved Type II modular engineered wood composite road40will be installed may be measured or estimated. Thus, the improved Type II modular engineered wood composite road40may be designed, manufactured, and/or its components selected to have a specific flexural strength and stiffness required for the bearing strength of the soil upon which the modular engineered wood composite road40will be installed, and required for the load that will be supported by the improved Type II modular engineered wood composite road40.

A Type I mat arrangement is shown at10inFIG. 11, and includes one or more mats12. Each mat12is comprised of a plurality of billets14. Each billet14is comprised of a plurality of wood members (not shown inFIG. 1). The Type I mat arrangement10is typically used on job sites in which the mats12are simply laid directly on the ground perpendicularly to the direction of traffic flow, as indicated by the chevrons16. The Type I mat arrangement10is typically used when the site conditions are generally uniform so that the mat or mats14can lay substantially flat on the ground.

A Type II mat arrangement is shown at20inFIG. 12, and includes two components: two or more stringers22and decking24comprising a plurality of mats26. Each stringer22and each mat26is comprised of a plurality of the billets14. The Type II mat arrangement20is typically used on job sites that have non-uniform site conditions. Such a job site may have high and low spots that may be one or two feet apart, and the site may have varying soil strength. The stringers22are positioned to bridge across the terrain variations and the decking24provides a solid road surface. The stringers22are laid parallel to the direction of traffic flow, as indicated by the chevrons16, and the mats26of the decking24are laid on the stringers22perpendicular to the direction of traffic flow.

A Type III mat arrangement is shown at30inFIG. 13, and includes two components: two or more bars32and a plurality of runners34comprising plurality of mats36. Each bar32and each mat36is comprised of a plurality of the billets14. The Type III mat arrangement30is typically used on job sites that have extremely poor soil conditions. Typically, such poor soil conditions mean that it is very difficult to walk across the job site, and foot access may require the use of hip-waders. Such a job site may also be described as one in which a Type I mat arrangement10would generally become submerged under typical equipment loads. The bars32are positioned perpendicularly to the direction of traffic flow, as indicated by the chevrons16, and further positioned to cover a relatively large area to develop enough support to distribute typical equipment loads. The runners34are laid on the bars32parallel to the direction of traffic flow.

As shown inFIG. 1, the runners44are positioned substantially parallel to the direction of traffic flow, as indicated by the arrow A1, and the decking42is laid on the runners44substantially perpendicularly to the runners44and to the direction of traffic flow. As shown inFIGS. 1 and 2, the decking42and the runners44each comprise a plurality of billets46, as shown inFIGS. 3 and 4. In the illustrated embodiment, the billets46are an engineered wood composite product formed from a plurality of composite wood laminations48(seeFIG. 3). Examples of such billets, and of methods of making such billets, are disclosed in U.S. Pat. Nos. 7,137,226, 7,818,929, and 8,906,480, the disclosures of which are incorporated herein by reference in their entireties. In general, the process of manufacturing the billet46begins by machining rough hardwood boards to a desired dimension for laminating. The boards are first ripped to a width that will ultimately yield the billet thickness. The top and bottom longitudinally extending wide faces of the ripped boards are surfaced to define the laminations48and to prepare and define uniform surfaces for laminating. Adhesive is then applied to each lamination48. Each lamination48is set on edge and nested into a lay-up with others laminations48to create an un-pressed billet. The lay-up is then moved into a press, where the lay-up is pressed using heat and pressure to define the billet46. The pressed billets are further machined to achieve the desired billet dimensions. Connection hardware, described below, may then be attached to the billets46. Each billet46includes outboard laminations50(seeFIG. 3).

The billets46may have any desired dimensions as disclosed in U.S. Pat. Nos. 7,137,226, 7,818,929, and 8,906,480. In the illustrated embodiment, and as best shown inFIG. 3, the billets46have a height of about 3.5 inches (89 mm) and a width of about 12 inches (30.5 cm). The billets46configured to form the runners44may have a length of about 28 feet (8.5 m) and the billets46configured to form the decking42have a length of about 14 feet (4.27 m). Alternatively, the billets46may have any desired length determined by the needs of a road project.

Referring toFIGS. 2 and 4, the runners44may be formed by attaching together two of the billets46. The billets46may be arranged side by side such that wide faces50aof the outboard laminations50of the adjacent billets46face each other.

The billets46of the runners44may then be attached together by rigid rods52having nuts56and washers58, as best shown inFIG. 4, threaded onto the distal ends thereof. The rods52extend through apertures54formed transversely through the billets46. The rods52nearest distal ends44aof the runners44may be spaced a distance D1of about 12 inches (30.5 cm) from the distal ends44a, and the remaining rods52may be spaced about 2 feet (61.0 cm) apart. It will be understood that any number of the rods52may be used to attach the billets46together, and that the rods52may be spaced any desired distance apart. The nuts56may be tightened to urge the billets46together to define the runner44.

If desired, expansion pads or spacers60(seeFIGS. 5A and 5B) may be mounted between the adjacent billets46, centered on each of the rods52, such that the rods52extend through an aperture61formed in each spacer60. The spacers60are therefore also spaced about 2 feet (61.0 cm) apart. The illustrated spacers60are formed from rubber, although other elastomeric and resilient materials may be used. The spacers60may have any desired dimensions as disclosed in U.S. Pat. Nos. 7,818,929 and 8,906,480. In the illustrated embodiment, and as best shown inFIGS. 5A and 5B, the spacers60have a length L of about 6.0 inches (15.2 cm), a width W of about 3.0 inches (7.6 cm), and a thickness T of about 0.75 inches (19 mm). With the spacers60mounted between adjacent billets46, a plurality of elongated slots62are defined between the adjacent billets46and between the spacers60.

Referring again toFIGS. 1 and 7, the decking42includes a central portion64and two leading/trailing end portions66. It will be understood however, that only a portion of the modular engineered wood composite road40is shown and therefore only one of the two leading/trailing end portions66is shown inFIGS. 1 and 7. Like the runners44, the central portion64of the decking42includes a plurality of the billets46arranged side by side such that wide faces50aof the outboard laminations50of the adjacent billets46face each other.

Unlike the billets46of the runners44, the billets46of the central portion64are attached together by lengths of chain68that extend through the apertures54formed transversely through the billets46. The lengths of chain68nearest distal ends46aof the billets46that comprise the central portion64are spaced a distance D1of about 12 inches (30.5 cm) from the distal ends46a, and the remaining lengths of chain68are spaced about 2 feet (61.0 cm) apart. It will be understood that any number of the lengths of chain68may be used to attach the billets46of the central portion64together, and that the lengths of chain68may be spaced any desired distance apart. The spacers60are mounted between the adjacent billets46of the central portion64, centered on each of the lengths of chain68, such that the lengths of chain68extend through the aperture61formed in each spacer60.

It will be further understood that any desired number of billets46may comprise the central portion64. An L-clip70may be provided on each length of chain68as described below, and/or on each rod52in the leading/trailing end portions66.

As shown inFIGS. 6A and 6B, each L-clip70includes an eyelet72having a first leg74extending radially therefrom and a second leg76extending at about a 90 degree angle from the first leg74. Alternatively, the second leg76may extend from the first leg74at any desired angle, such as within the range of about 80 degrees to about 100 degrees. The eyelet72is configured such that the distal ends of the lengths of chain68may extend therethrough. The illustrated first leg74has a length of about 4.81 inches (12.2 cm) and the illustrated second leg76has a length of about 4.375 inches (11.1 cm). The illustrated L-clip70has diameter of about 0.375 inches (9.5 mm) and is formed from a rigid material, such as steel. Alternatively, the L-clip may be of any size suitable for the size of the billets46being used.

The L-clips70may be provided at any desired location on the lengths of chain68, such as shown within the circles C inFIG. 1. As shown inFIG. 1, the L-clips70are positioned on each length of chain between the billets46of the leading/trailing end portions66, and then every seventh billet46of the central portion64, such that the L-clips70are about 6.0 feet (1.83 m) apart.

The illustrated decking42includes the two leading/trailing end portions66, only one of which is shown inFIG. 7. The leading/trailing end portions66are mounted to the leading and trailing ends of the central portion64. Each leading/trailing end portion66is formed in a manner similar to each runner44. Each leading/trailing end portion66is formed by attaching together two of the billets46with rigid rods53having the nuts56and the washers58threaded onto the distal ends thereof. The rods53have a length longer than an assembled width of the leading/trailing end portion66, such as about 10 inches (25.4 cm) longer, extend through apertures54, and are spaced apart as described above. The illustrated rods53include a hook53aat an inboard end thereof (seeFIGS. 7 and 9). The purpose for the hook53awill be described below.

Elongated protective edge members78may be attached to the outboard laminations50of the outboard billets46of the leading/trailing end portions66as shown inFIG. 1. The protective edge members78include first or rod apertures78aand second or tool apertures78bconfigured such that a tool, such as wrench, may be inserted therethrough. As best shown inFIGS. 7 through 9, the rigid rods53extend through the rod apertures78ain the protective edge members78and are attached to the leading/trailing end portions66by one or more nut56.

The illustrated protective edge member78is formed from steel and has a substantially rectangular cross section. Alternatively, the protective edge member78may have other shapes, such as a substantially M-shaped cross section as shown at79inFIG. 10, and any of the shapes described in U.S. Pat. No. 8,906,480. In the illustrated embodiments, the protective edge members78have a length of about 4.0 feet (1.22 m). Alternatively, the protective edge members78may have lengths of less than about 4.0 feet (1.22 m) and greater than about 4.0 feet (1.22 m).

To assemble the leading/trailing end portions66, the hooks53aof the rods53are extended into the apertures54of the billets46of the central portion64, and connected to a leading link in the length of chain68. The leading/trailing end portions66are then assembled onto the rods53. For example, one or more of the nuts56, a first one of the protective edge members78, a first billet46, the spacers60, a second billet46, a second one of the protective edge members78, and a nut56are then sequentially assembled together to define the leading/trailing end portion66. The nuts56may be tightened to urge the rods53away (to the left when viewingFIG. 7) from the lengths of chain68, thus tightening the lengths of chain68. The nuts56may be further tightened to urge the billets46of the leading/trailing end portion66together and to urge the leading/trailing end portion66toward the central portion64.

When the decking42is assembled on top of the runners44, the second leg76of the L-clips70are rotated about 90 degrees such that the second leg76is substantially parallel with a longitudinal axis of the runners44. The second leg76is inserted into one of the slots62until the second leg76extends below the runner44. The second leg76is again rotated about 90 degrees such that the second leg76is returned to its original position; i.e., substantially perpendicular to an axis of the runners44. The L-clips70thus hold the decking42against the runners44.

Referring toFIGS. 1 and 7, substantially U-shaped bolts80may be provided to attach the decking42to the runners44and to mitigate vibration that may occur when vehicles travel on the modular engineered wood composite road40, especially when the modular engineered wood composite road40, or a portion thereof, is deployed on surfaces having a grade above about 4%.

The U-shaped bolts80include a body82and two substantially parallel legs84. The illustrated U-shaped bolts80are formed from ⅝ inch (1.6 cm) diameter rods. Alternatively, the U-shaped bolts80may be formed from rods having a diameter of less than about ⅝ inch (1.6 cm) and greater than about ⅝ inch (1.6 cm). The body82may have a length slightly larger than a width of the billets46. The legs84of the U-shaped bolts80may be extended through the slots62between adjacent billets46and through holes86drilled or otherwise formed through the runners44. The U-shaped bolts80may be secured to bottom surface of the runners44(i.e., the ground facing surface of the runners44) with washers88and nuts90.

Any number of U-shaped bolts80may be attached to the modular engineered wood composite road40and may be positioned as needed to mitigate vibration.

A plurality of straps92may be attached around the decking42and/or the runners44at the location of each rod52. As shown inFIG. 4, the straps92include a body94and two substantially parallel legs96. The legs96have rod apertures98formed therein. The straps92may be formed from flat steel or from other suitable metals and non-metals. In the illustrated embodiment, the straps92have a width of about 3.0 inches (7.62 cm), and a thickness of about 0.125 inches (3.18 mm). Alternatively, the straps92may have a width less than or greater than about 3.0 inches (7.62 cm), and a thickness less than or greater than about 0.125 inches (3.18 mm). The body94and the legs96of the illustrated straps92have lengths of about 24 inches (61.0 cm) and 3 inches (7.62 cm) respectively. It will be understood that the body94and the legs96may have any desired lengths determined by the size of the decking42and/or the runners44to which the straps92will be attached. As shown inFIG. 4, the ends of the rod52may be inserted through the apertures98prior to the washers58and the nuts56being installed and tightened.

The wood laminations48and the engineered wood composite billets46made from the wood laminations48are unique in that both the wood laminations48and the engineered wood composite billets46may be designed to achieve a desired flexural strength and stiffness. Further, the bearing strength of the soil at a location where the improved Type II modular engineered wood composite road40will be installed may be measured or estimated. Thus, the improved Type II modular engineered wood composite road40may be designed, manufactured, and/or its components selected to have a specific flexural strength and stiffness required for the bearing strength of the soil upon which the modular engineered wood composite road40will be installed, and required for the load that will be supported by the improved Type II modular engineered wood composite road40. For example the improved Type II modular engineered wood composite road40may be manufactured to have a known axle load strength rating of at least about 8 tons (7258 kg). Alternatively, and depending on the bearing strength of the soil upon which the modular engineered wood composite road40will be installed, and on the load that will be supported thereon, the improved Type II modular engineered wood composite road40may also be manufactured to have a known axle load strength rating of less than about 8 tons (7258 kg) and greater than about 8 tons (7258 kg).

Advantageously, the improved Type II modular engineered wood composite road40may be manufactured anywhere in the world, packaged as disassembled billets46with the required associated hardware, such as the lengths of chain68, the rods52and53, the L-clips70, the washers58, and the nuts56, and shipped to a remote or rural site at which the improved Type II modular engineered wood composite road40is required. At such a remote or rural job site, a team of minimally trained individuals may easily unpack the engineered wood composite billets46and the associated hardware, and assemble a desired length of the modular engineered wood composite road40.

An apron (not shown) may be formed from stone or gravel and may be formed or installed along the longitudinally extending side edges of the modular engineered wood composite road40. An underlayment (not shown) may also be disposed under the runners44and/or the apron, and may comprise overlapping sheets of material (not shown), such as 8 oz. non-woven geotextile material. Alternatively, other suitable non-woven and woven material may be used. The sheets of the underlayment may be overlapped as necessary to prevent or reduce soil migration. Additionally, the sheets of the underlayment may be placed loosely on the ground to allow the modular engineered wood composite road40to flex during use without tearing the sheets of the underlayment.

Referring now toFIGS. 14 through 18, a section of an improved Type III modular engineered wood composite road according to the invention is shown generally at100. The improved modular engineered wood composite road100includes a plurality of runners102mounted to a plurality of bars104in a manner described below in detail. As shown inFIG. 14, the bars104are positioned substantially perpendicularly to the direction of traffic flow, as indicated by the arrow A2, and the runners102are laid on the bars104substantially perpendicularly to the bars104and substantially parallel to the direction of traffic flow.

The illustrated bars104are formed from solid sawn timbers and have known design values for similar timbers used in vehicle platform or road applications. The bars104may be about 4 inches (10.2 cm)×about 12 inches (30.5 cm)×about 18.0 feet−½ inch (5.5 m), and may be spaced about 2.0 feet (60.1 cm) apart on-center. Alternatively, the bars104may be formed from the engineered wood composite product that comprise the billets46, described above, and formed having any desired dimensions and known design values for such engineered wood composite billets46.

As shown inFIG. 14, the runners102are formed from a plurality of the billets46. The billets46configured to form the runners102may have a length of about 28 feet (8.5 m). Alternatively, the billets102may have any desired length determined by the needs of a road project. As shown inFIG. 16each runner102may be formed by attaching together three of the billets46. The billets46may be arranged side by side such that wide faces50aof the outboard laminations50of the adjacent billets46face each other.

The elongated protective edge members78may be attached to the outboard laminations50of the outboard billets46of the runner102as shown inFIG. 16. The billets46of the runners102may then be attached together by rigid rods106having the nuts56and the washers58threaded onto the distal ends thereof. The rods106extend through apertures54formed transversely through the billets46. It will be understood that any number of the rods106may be used to attach the billets46together, and that the rods106may be spaced any desired distance apart. As shown inFIG. 16, the rigid rods106also extend through the rod apertures78ain the protective edge members78and are attached to the runner106by the nuts56and the washers58. The nuts56may be tightened to urge the billets46together.

If desired, the spacers60(seeFIGS. 5A and 5B) may be mounted between the adjacent billets46, centered on each of the rods106, such that the rods106extend through the aperture61formed in each spacer60.

Referring toFIGS. 17 and 18, substantially U-shaped bolts108may be provided to attach the runners102to the bars104and to mitigate vibration that may occur when vehicles travel on the modular engineered wood composite road100, especially when the modular engineered wood composite road100, or a portion thereof, is deployed on surfaces having a grade above about 4%.

The U-shaped bolts108include a body110and two substantially parallel legs112. The illustrated U-shaped bolts108are formed from 0.5 inch (12.7 mm) diameter rods. Alternatively, the U-shaped bolts108may be formed from rods having a diameter of less than about 0.5 inch (12.7 mm) and greater than about 0.5 inch (12.7 mm). The body110may have a length slightly larger than a width of the billets46. For example, the body110may have a length of about 14 inches (356 mm). The legs112of the U-shaped bolts108may be extended through U-bolt apertures114formed in a surface of the protective edge members78(the ground facing or downwardly facing surface when viewingFIGS. 17 and 18). The U-shaped bolts108may be secured to protective edge members78with nuts116.

Any number of the U-shaped bolts108may be attached to the modular engineered wood composite road100and may be positioned as needed to secure the runners102to the bars104and to mitigate vibration.

In a deployed environment, the modular engineered wood composite road100is configured such that water, such as from rainfall, may easily flow between the bars104and underneath the runners102. Advantageously, the thickness and width of the bars104, and the distance between adjacent bars104may be varied based on the terrain and environmental factors, such as expected rainfall. Additionally, the modular engineered wood composite road100is configured such that its width may be adjusted by varying the number of runners102in the modular engineered wood composite road100. For example, the illustrated modular engineered wood composite road100has five runners102, but may be assembled with one to four runners102, or with six or more runners102.

As described above, an apron (not shown) may be formed from stone or gravel and may be formed or installed along the longitudinally extending side edges of the modular engineered wood composite road100. An underlayment (not shown) may also be disposed under the runners44and/or the apron, and may comprise overlapping sheets of material (not shown), such as 8 oz. non-woven geotextile material. Alternatively, other suitable non-woven and woven material may be used. The sheets of the underlayment may be overlapped as necessary to prevent or reduce soil migration. Additionally, the sheets of the underlayment may be placed loosely on the ground to allow the modular engineered wood composite road100to flex during use without tearing the sheets of the underlayment.

Like the improved Type II modular engineered wood composite road40, the wood laminations48and the engineered wood composite billets46in the improved Type III modular engineered wood composite road100may be designed to achieve a desired flexural strength and stiffness. Further, the bearing strength of the soil at a location where the improved Type III modular engineered wood composite road100will be installed may be measured or estimated. Thus, the improved Type III modular engineered wood composite road100may be designed, manufactured, and/or its components selected to have a specific flexural strength and stiffness required for the bearing strength of the soil upon which the modular engineered wood composite road100will be installed, and required for the load that will be supported by the improved Type III modular engineered wood composite road100. For example the improved Type III modular engineered wood composite road100may be manufactured to have a known axle load strength rating of at least about 8 tons (7258 kg). Alternatively, and depending on the bearing strength of the soil upon which the modular engineered wood composite road100will be installed, and on the load that will be supported thereon, the improved Type III modular engineered wood composite road100may also be manufactured to have a known axle load strength rating of less than about 8 tons (7258 kg) and greater than about 8 tons (7258 kg).

Advantageously, the modular engineered wood composite roads40and100may be used together. For example, an improved modular engineered wood composite road may be assembled wherein one or more portions of the modular engineered wood composite road is the modular engineered wood composite road40and one or more portions of the modular engineered wood composite road is the modular engineered wood composite road100.