Are reoccurring repairs a Budget Nightmare for 2016?

What’s on your Budget for the New Year? 

Are some of the same patches and fixes expected on your Budget again in 2016? If you are this pavement owner, just like last year and several years before that, this ugly repair is now a permanent line in the Budget. 

Plus, besides the cost of the materials, this downhill narrow stretch without shoulders creates potential safety hazards for both motorists forced to a stop and workers out on the road during the duration of the repair…YEAR AFTER YEAR.

Had a more proactive approach been taken—before the tale-tale signs of pavement decay—with a sound Asphalt Preservation strategy, this repair wouldn’t be a reoccurring nightmare. 

Being Pro-active with a sound Asphalt Preservation Strategy saves A LOT of money!

With proven cost savings—up to $10.80 for every $1 spent on Asphalt Preservation, just how much money is being wasted on reoccurring repair YEAR AFTER YEAR?

Contact us today for a free consultation and let us show you how you can sustain pavements AND save money with GSB-88 ® as part of a sound Asphalt Preservation Maintenance Strategy!

GSB-88® received 4th GreenCircle® Certification!

We’ve all heard in the news the increasing scrutiny and even some lawsuits over health-food claims and misleading ingredients.

You may also be skeptical about new sealcoat products and their claims...but GSB-88® is not just another sealcoat! Gilsonite Sealer Binder comes from Gilsonite, a unique natural hydrocarbon high in asphaltenes and nitrogen compounds–completely unrefined; nothing taken out or added. And, GSB-88® can be tested with quantifiable and predictable results!

Just recently GSB-88® was submitted to the rigorous and Internationally accepted Life Cycle Assessment (LCA) conducted by 3rd party testing & analysis.

We proudly announce, on behalf of our distributor ASI, GSB-88® has received GreenCircle® Certification for the 4th consecutive year! GSB-88® received high scores in all categories, and GSB-88® remains the only product in its category to be recognized.

If utilized globally, GSB-88® could save 1.2 million metric tons of CO2 emissions per year and billions of dollars in savings!

Click here to see the certificate here.

Can Asphalt Preservation REALLY Impact a Pavement's Load-Carrying Capability?

There are
always variables affecting a road, but the impact of preventive maintenance
can be this noticeable!










What Determines the Load-Carrying Capability of Asphalt Pavement?
Asphalt pavement mixes are mostly made of Aggregates (90-95% of the pavement mix, by weight) and Asphalt Binder (4-8% of the pavement mix, by weight).

Aggregates provide most of the load-bearing properties of the mix. I.E., crushed stone, gravel, and sand–all hard, inert mineral materials. In contrast, as defined by the FHWA, the Asphalt Binder, typically produced by refineries during petroleum processing, is the thermoplastic materials and sticky substance that holds everything together.

When your Binder is left unpreserved, it dries out/loses flexibility and vital oils, and is no longer able to hold the Aggregates in place. When Aggregates become loose, the Load-Carrying Capabilities of your pavement are severely compromised–and your pavement will continue to decrease in Grade/Quality/Usability.

There is ABSOLUTELY something you can do to preserve YOUR pavement’s load-carrying ability and halt the deterioration cycle–ASPHALT PRESERVATION.
The FHWA states, "Preservation addresses minor deficiencies early, before the defects become major problems, and extends the life of the asset at a relatively low cost. A strong preservation program is essential to asset management."

We ARE the Asphalt Preservation Specialists!
Gee is a Family company and we have been conducting research on best-practices for more than 60 yrs! Do you want to know how you can maintain the Load-Carrying Capabilities of your pavement?  Give us a call, drop us an email, or connect with us via social media. We'd love to share our expertise with you!

Road Maintenance: We need to change our thinking–NOW.

Not just up to Congress to fix:
In the news, the ASCE graded our 4+ million miles of public roadways a “D” and ranked us 16th in the world! They concluded:

Plus, our economy is impacted as freight is slowed down, diverted, impeded on the way to ports, railways, and city centers—and the cost is passed down to the consumer.

This is making news alongside our almost bankrupt Federal Highway Trust Fund.
But, ear-marking more money and resources to reconstruct a lot of failing roads now just means the cycle will repeat itself in 20 years–and be even more expensive and dire.

This isn’t a problem that has crept up on us overnight.
The snowball has been forming as regular maintenance initiatives have been put on the back-burner. Especially repairing minor surface defects, that don’t seem to impact the average traveler and are expected even as roads age, are often perceived as unnecessary and even wasteful spending by states, counties, and municipalities.

We’ve been building roads the same way for 50 years:
The traditional way we think about the life of a road is adding to the problem. Even today, we build a road based on a 20 yr life-cycle, leave it alone for a number of years “because it looks and performs Good”, and then act when the damage is clearly visible with varying degrees of fixes; patches, crack-sealing, overlays—often determined by what’s available in the budget and not what’s best for the health of the road.

One significant problem:
By the time the damage IS seen, over time, the binder strength has already been compromised.

The “fix” does not work:

• It does NOT improve binder health
• It uses a lot of resources for little gain

In other-words, It does NOT significantly extend the life of the road.
Also, since the lion’s share of the road maintenance budget went towards trying to fix Poor Condition roads, little if any is left to maintain Good Condition roads.

A better way—We MUST Maintain Good Condition Roads:
Asphalt Preservation with GSB-88:

• Penetrates into the pavement matrix; becomes part of the surface of asphalt, sealing and binding aggregates tightly together.
• Halts surface oxidation/weathering
• Lasts 2x as long as other products/extends pavement life
• Saves 10x over the Cost of 1 Asphalt Overlay!

The Future Impact:

We need take responsibility NOW-road by road-at the local, county, state, and federal level, and do our part to ensure a sustainable infrastructure for our children.

If all Good Condition roads were maintained and preserved on a regular schedule not only would there be significant cost-savings, but road life would be extended 20-30, even 40+ yrs!

Sound too good to be true? We have pavements that have been in service for 42+ yrs! Let us show you how you can create sustainable roads. Contact us today!

Our NEW Gee Overview Video!

Asphalt Preservation with Gee Asphalt Systems, Inc






Introducing a quick video all about Gee's proud history, mission, and the cost-saving benefits of using GSB to extend the life of your pavements.

Check our YouTube Channel to see examples of our processes and workmanship.

Are You Wasting Money on Crack Sealant?

“Nearly every surface defect started as a crack that got out of control. Each phase the remedy gets more expensive than the last. We’re here to break that cycle and to take care of your good pavements before it’s too late!” – Gee Asphalt Systems, Inc.

Did your crack sealant make it through the winter?

Last fall, many pavement owners spent good money fixing pavement cracks, but as the snow melted many failed fixes were revealed. 


But why did your crack sealant fail so quickly in the first place?

In most cases, the technique used to fill the cracks was substandard.


(Common) Blow & Go – (Not recommended):
Quick and cheap but least effective. Debris / dirt is blown and cracks filled leaving most of the sealant on top 
– vulnerable to being pulled out and scraped off – leaving your pavement further exposed to the elements, traffic and plows, and pedestrians during everyday use. And, once moisture follows down through the cracks and enters a pavement’s base and support structure, the rate of deterioration and damage and cost to repair will accelerate significantly unless you act quickly.



In addition, the sealant that does make it down into the crack has gritty, rough, unprepared surfaces which do not promote optimum bonding surfaces. Either way, sealant will need fixed a lot sooner than you think!

VS

Rout & Flush Pour – (We recommend):
Quality sealant (Hot applied ASTM 3405 rubberized sealant; proven superior bonding properties, high resiliency – up to 300%, and great cold weather performance) is carefully placed into the routed, dried and prepared crack, filling up from the bottom, until flush with the surface. Voids and bubbles that can shorten the life of the crack seal are eliminated while also preventing most surface damage. This technique also yields and longest “like new” look and attractive appearance.

OR

Rout & Overband – (We recommend for failed repairs):

Effective for crack sealing previously sealed cracks that cannot be routed. Sealant is carefully placed into the dried and prepared crack, filling up from the bottom, and squeegeeing the sealant flush with the surface. This minimizes most damage from traffic, plows, and pedestrians but is less attractive than the Rout & Flush Pour technique.

For best, longer lasting results choose a trusted / knowledgeable expert installer!
It may look like a budget-saver, but as the old adage goes, “You get what you pay for.” You can risk hiring cheaper contractors but if they are not specifically trained in crack sealing, you will have to repeat the process again sooner, wasting your valuable time and money. Choosing a trusted/knowledgeable installer who will use quality products and the right equipment is key to to the long-term performance of any crack seal. We utilize state-of-the-art double jacketed melters designed to safely melt sealant, gently agitate, and then pump it through insulated hoses and specially designed applicators into cracks. We also equip our machines with self contained compressors to blow out oil free compressed air to better prepare cracks for sealant. When properly installed, hot applied crack sealants will last for years to come, protecting your pavement investment. Crack sealing is just one of several integral components in an overall preservation strategy.

The Pothole Epidemic

Freeze-thaw-moisture, freeze-thaw-moisture, freeze-thaw-moisture.
 

All across the nation, communities are dealing with an epidemic of potholes, possibly anticipated in aging streets, but also showing up in poorer quality repairs that just didn’t hold up under extreme winter conditions.

“Still, that (potholes) wouldn't be as big a problem had the nation invested more up front,” says Larry Galehouse, Engineer and Director of the National Center for Pavement Preservation.

"What people have to understand is you can't have a pothole without first having a crack in the pavement surface. Agencies have been cash-strapped for a number of years, and now it's all coming home to roost."

"If you've got a pavement in poor condition that's got a lot of alligator cracking ... where water is getting into the pavement and freezing and thawing, it's going to break up the structure," says Kevin J. Haas, Traffic Investigations Engineer, Oregon Department of Transportation, Salem. 



And to add weight to their statements, it’s no coincidence the American Society of Civil Engineers gave America's infrastructure (roads) a D last year.

And, now communities following Worst First Maintenance Strategies are just trying to keep up with the repairs and pay for it any way they can.

In New York City, 136,476 potholes have been patched since Jan. 1. — compared to the just under 57,000 by Jan 1 in 2013.

Closer to home, Cedar Rapids, Ia estimates the need to fix 100,000 potholes. So far the city has used over 120 tons of fill material. Paid for by local option sales tax, the city has purchased three new pothole mix spreaders for around $65,000 each and upgraded to a longer lasting premium mix—20% more expensive.


Still other communities are calling on volunteers to fill holes quickly with cold mix until permanent road patches can be made in April.

Better Quality vs Throw-and-Roll Methods:

“If a few simple and cost-effective measures are applied with each repair then there may be less need for as many repeat repairs and savings could be in the millions annually.”
— Mujib Rahman, co-author, Nottingham Trent University study, England.


The study found that applying a coat of bitumen emulsion between two layers of asphalt significantly improved its resistance to further cracks and confirmed a hot mix repair — in which the asphalt was heated to 284 degrees or higher — was the best option for fixing holes 1 inch and deeper.

Potholes Cause Property Damage:

TRIP, a nonprofit organization that researches surface transportation issues, estimated an average urban driver pays out $377 a year in repairs — or a total of $80 billion nationwide, with many flat tires caused by potholes. (based on 2013 data)

Keeping the Good Pavements Good:

Trying to put this all into perspective Larry Galehouse gives this statement, “Americans pay about $21 a month on average in state and federal road taxes — a fraction of what they pay for cable television or a cell phone. And yet what is one of our most (personal) expensive investments out there? It's our automobile. And we're wrecking our automobiles because we're hitting potholes ... The key is not fixing them. The key is preventing them."

Wouldn’t it make more sense to spend a dollar to preserve newer pavements, keeping them like new longer, rather than spending $10.80 to patch, repair and replace?

Find the best Ice Prevention solutions for Your needs!

Premium Quality De-icers / Official Authorized Distributors

Historically, pavement owner’s have reacted post-storm, allowing snowfall to accumulate and ice bonds to form, and then start the expensive and arduous process of clean up and removal–often taking days to complete, shutting down access for unbearable amounts of time.

But, now there is a better proactive way to combat the unpredictable winter months: Anti-icing 

Applying an anti-icing treatment with liquid de-icer before the storm helps impede the formation of ice bonds during the storm. As temperatures fluctuate, treatments remain on the surface and continue to work. Studies have proven using de-icers can reduce removal effort by up to 10 to 1! 

Sometimes the intensity of storms catch us off-guard. De-icers, also, specifically Meltdown Absolute Zero, can act as a “bond breaker” after ice bonds have formed.

 “Previously we used calcium chloride for our frost runs. This will be our fourth season using Caliber M1000. We like the performance and the residual between applications. I continue to use Caliber because it helps me sleep at night."
    –Kurt Bailey, County Engineer, Polk County Iowa 

“The use of MeltDown Liquid has allowed us to save $25,000.00 per year and eliminated the process of stripping and re-waxing floors every spring. This savings alone was large enough to cover the entire cost of our de-icer purchases for the entire winter season!”
    –Tom Pederson, Director of Operations, The Empire Mall

Here at Gee, because we care about working with you for the long haul, we strive to represent our products and services with accuracy and honesty. If we wouldn’t use it, we don’t sell it!