Crews are applying a product called GSB-88 ®, which “penetrates
the asphalt and fills in all those voids,” said Jeremy Noel, the
department’s streets and sewers manager. If not filled, potholes could lead to bigger problems that Noel is trying to avoid.
“We are proactive in trying to extend the lives of our pavements,”
Noel said.
One application of GSB-88 can last up to 10 years and delay expensive resurfacing projects.
Council Bluffs resident Bill Grove said he is happy about the possible solution.“Makes
sense to me to try something new,” he said. “It’s going to be a lot
less expensive than putting two more inches of asphalt on it.”
Noel
said he knows the department has a lot of work to do. In the meantime,
he is asking motorists to be patient while crews finish the job.
“It’s an inconvenience for a little while, but it’s worth it in the end,” he said. Council
Bluffs road officials plan to test another product on the roads later
this summer to see which will work best in the long run.
Click here for video.
Showing posts with label parking lot. Show all posts
Showing posts with label parking lot. Show all posts
Thursday, July 16, 2015
Sunday, March 22, 2015
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:
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:
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!
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
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!
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!
Monday, January 5, 2015
Sustainability and the case for Pavement Preservation
(adapted from ASI research)
All of us in the pavement industry are ultimately responsible for how to best sustain our pavements.
FACT
World Pavement Numbers
There are nearly 3-million miles of paved roads in the U.S. alone - enough to circle the earth 120x at the equator. Total U.S. farmland is approximately 80,000 square miles, while pavement (including parking lots and airfields) is approximately 61,000 square miles. China and India are close behind and growing quickly; globally, we will soon exceed 12-million miles of paved roads. Each additional car requires an average of .18 paved acres (road & parking), meaning that 5 cars require an additional football field of pavement.
The reality is that pavements pose a sustainability challenge. Their construction and maintenance consumes large quantities of non-renewable materials, while also creating significant energy and environmental impacts. In the U.S. alone, over 350 million tons of raw materials go into the construction, rehabilitation, and maintenance of pavements annually.
Maintenance Considerations
“Environmentally friendly” can often mean “more expensive,” but that is not the case with pavement preservation options. Economically, over a pavement’s 20-30 year lifespan, it is 10x cheaper to maintain existing asphalt than to replace it. And environmentally, enormous resources are saved: studies have shown that if all pavements were properly maintained rather than repaved, global CO2 emissions could be reduced by over 1 billion metric tons per year, which equals an annual 3% reduction in global greenhouse gas emissions.
Naturally, some pavement preservation products are “greener” and therefore more sustainable than others. Water-based emulsions are widely recognized as a better environmental choice than fuel-based cutbacks. GSB-88® sealer/binder/rejuvenator emulsion represents a very economical, versatile, and environmentally friendly option – plus it is the only industry product to receive an Environmental Product Declaration as well as Green Circle Certification.
Even larger sustainability differences can be found in various pavement preservation methods, shown in the chart below.
Annualized Energy Consumption & Greenhouse Gas (GHG) Emissions per Type of Treatment:
Sustainability is an economic and environmental priority in today’s world, and proper asphalt preservation represents a significant part of it. Asphalt pavement comprises nearly 2% of the earth’s surface, and preserving it wisely can save billions of dollars every year while also reducing annual global greenhouse emissions up to 3%. Affordable and resource-friendly solutions are readily available; utilizing these products and processes properly will help achieve the decoupling of economic growth and environmental decline, and thereby move the planet forward more sustainably.
(full article and research references can be viewed at http://www.asphaltsystemsinc.com/blog/item/sustainability-and-pavement-preservation)
All of us in the pavement industry are ultimately responsible for how to best sustain our pavements.
FACT
- There is an enormous amount of pavement in the world, and the quantity is growing every year;
- Economically & environmentally, it is infinitely cheaper & better for the planet to maintain pavement than to replace it;
- Some methods of pavement preservation are much “greener” and therefore more sustainable than others;
- To move forward sustainably on local and global levels, asphalt pavement simply must be preserved wisely.
World Pavement Numbers
There are nearly 3-million miles of paved roads in the U.S. alone - enough to circle the earth 120x at the equator. Total U.S. farmland is approximately 80,000 square miles, while pavement (including parking lots and airfields) is approximately 61,000 square miles. China and India are close behind and growing quickly; globally, we will soon exceed 12-million miles of paved roads. Each additional car requires an average of .18 paved acres (road & parking), meaning that 5 cars require an additional football field of pavement.
The reality is that pavements pose a sustainability challenge. Their construction and maintenance consumes large quantities of non-renewable materials, while also creating significant energy and environmental impacts. In the U.S. alone, over 350 million tons of raw materials go into the construction, rehabilitation, and maintenance of pavements annually.
Maintenance Considerations
“Environmentally friendly” can often mean “more expensive,” but that is not the case with pavement preservation options. Economically, over a pavement’s 20-30 year lifespan, it is 10x cheaper to maintain existing asphalt than to replace it. And environmentally, enormous resources are saved: studies have shown that if all pavements were properly maintained rather than repaved, global CO2 emissions could be reduced by over 1 billion metric tons per year, which equals an annual 3% reduction in global greenhouse gas emissions.
Naturally, some pavement preservation products are “greener” and therefore more sustainable than others. Water-based emulsions are widely recognized as a better environmental choice than fuel-based cutbacks. GSB-88® sealer/binder/rejuvenator emulsion represents a very economical, versatile, and environmentally friendly option – plus it is the only industry product to receive an Environmental Product Declaration as well as Green Circle Certification.
Even larger sustainability differences can be found in various pavement preservation methods, shown in the chart below.
Annualized Energy Consumption & Greenhouse Gas (GHG) Emissions per Type of Treatment:
Sustainability is an economic and environmental priority in today’s world, and proper asphalt preservation represents a significant part of it. Asphalt pavement comprises nearly 2% of the earth’s surface, and preserving it wisely can save billions of dollars every year while also reducing annual global greenhouse emissions up to 3%. Affordable and resource-friendly solutions are readily available; utilizing these products and processes properly will help achieve the decoupling of economic growth and environmental decline, and thereby move the planet forward more sustainably.
(full article and research references can be viewed at http://www.asphaltsystemsinc.com/blog/item/sustainability-and-pavement-preservation)
Thursday, August 14, 2014
New FAA P-608 Specification Calls for Emulsified Asphalt Seal Coat
Proven on 400+ airfields and 300+ runways nationwide, GSB-88® qualifies for AIP funds!
The recently published Federal Aviation Administration’s revised Advisory Circular contains new and revised “P” Specs. One of the new additions is P-608 Emulsified Asphalt Seal Coat which calls
for Gilsonite Modified Asphalt Emulsion to be used on ALL airfield pavements, including runways and high-speed taxiways. Although P-608 is a new FAA specification, Gilsonite Modified Asphalt Emulsions have been used as highly effective airfield pavement preservation tools for 40+ years.
Gilsonite is Green Circle Certified and fully compatible with bitumen. As a resin, can be melted into hot bitumen, added during the hot-mix manufacturing process, or blended into a preservation treatment as a uniform, easily workable product with minimal downtime.
Better than a typical sealer that sticks on top and wears away while allowing damage to weaken runway binders, GSB® penetrates through and becomes part of the surface creating a superior barrier against the elements, fuel spillage, and breakdown during daily use. Grooved runways need not be re-grooved, nor are PFC (porous friction course) asphalt surfaces altered.
Gee Asphalt Systems, Inc.
• Family Owned and Operated.
• Recognized & Trusted Nationwide.
• Long-established Industry Leaders.
• Leaders in Advancing Preservation Strategies.
• Our skilled team of technicians and craftsmen have a combined experience of 150+ years.
As one of approximately 65 GSB® dealers in the United States, Gee Asphalt is the ONLY GSB® applicator with 41+ years of continuous experience traveling to projects nationwide. Let us show you how you can sustain your runways AND save money!
Friday, April 18, 2014
Our NEW Gee Overview Video!
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.
Monday, April 14, 2014
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.
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.
Friday, March 7, 2014
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?
Sunday, February 9, 2014
New Branch Office Opens Near Chicago
Now, just in time for the 2014 working season, we proudly announce the opening of our Chicagoland branch office in Somonauk, IL.
At our new branch office, you can expect the same great Gee quality, pride, and service you have come to expect from us...just now a little closer to you!
Sunday, January 5, 2014
Top New Years Resolutions for Pavement Maintenance
--Matt Hawks, General Manager, White Cloud Casino
“Thank-you for introducing us to a cost-effective and efficient product (GSB-88®)! All airfield users agree it is a great improvement rejuvenating a deteriorated taxiway into an almost new system.”
--Shaun Germolus, Director of Operations, Duluth International Airport
"Analysis shows GSB-88® yields a Savings-To-Investment Ratio (SIR) Of 5.0 and a Return On Investment (ROI) of 400%."
--GSB-88 NAVFAC Performance Report
“$1 spent today on pavement preservation reduces future replacement costs up to $10.80”
--Matt Hawks, General Manager, White Cloud Casino
“GSB-88® is engineered to significantly retard surface oxidation by rebinding the surface aggregate and protect the pavement binder from the natural surface oxidation process. Surface oxidation is far and away the greatest deteriorating factor on the majority of DOD airfields.”
--DOD Comprehensive Evaluation of GSB-88® Sealer Binder
--Tom McCarthy, Operations Manager, Northpark Mall
“We are very satisfied with GSB® and over the years of wear and tear it has held up tremendously well. We have used other products over the years but they do not compare to the quality of the GSB® application.”
--Eugene Oakey, Director of Facilities, May Centers, Inc.
“Gee Asphalt showed me pavements where GSB® had been used from as little as 1 year ago, up to pavements maintained as long as 32 years, and they all looked amazing!”
--Brent Stansbury, Facility Engineer, Gateway, Inc.
“We wanted to try something besides the ss1h asphalt emulsions to keep aggregates bound in place on the shoulders, prevent raveling, and keep newly placed asphalt in a "like new" condition. We tried GSB-88®. Years later aggregates were still bound tightly in place...GSB-88® was applied to asphalt overlay projects having ADT (average daily traffic) ranging from 300-2600 vehicles. We will continue using GSB-88® for our asphalt preservation applications.”
--Allen Horak, District Maintenance Superintendent, Nebraska Department of Roads
--Scott Mallicoat, District Maintenance Supervisor, Farmington Schools
“Gee got the job done right!...Working with a company that gets the job done right the first time with little supervision is great! I look forward to working with Gee Asphalt in the future.”
--Les Lawson, Iowa State University, Facilities Planning & Management Campus Services
“From the salesperson to receptionist, owner to crew, these top-notch professionals exceeded our expectations with their fast and efficient, high quality work. Knowledgeable and courteous describes their staff and crew. I would highly recommend them.”
--Ms. Angie Ellison, Engineering Technician, City of Eagan Minnesota
“Everyone at Gee Asphalt Systems, from the owner to office staff to field crews, are professional and act with integrity. They understand our shopping center clients and work diligently to minimize customer inconvenience."
--Thomas R. Zimmer, PE, Principal, Zimmer Consultants, Ltd
Make Gee part of your New Year's Resolution and improve the health of your pavements today!
Monday, December 9, 2013
Is your ice prevention strategy GOOD for your assets?
Every year building and pavement owners discover thousands of dollars in property damage after the snow and ice thaw.
Don’t let this be you. Use the right product for the right job!
Unlike in other de-icers, Caliber does not contain abrasive elements so replacement, cleanup or repair becomes virtually non-existent.
Liquid de-icers enhanced with Caliber are environmentally friendly to pedestrians and vegetation (including delicate landscaping) and are less corrosive to concrete and concrete parking structures, and will not damage your expensive floors and carpeting. Many of our customers have indicated their reduced floor care costs single-handedly paid for the switch over to liquid de-icers!
And, Caliber is more powerful than other de-icers, so less is needed to yield the same or even better melting performance. This means for a lower overall cost, Caliber gives you more melting and staying power than nearly anything else on the market today.
See more info at:
geeasphalt.com/#!ice-prevention-products-and-services/c3
For a complete product list see:
geeasphalt.com/#!ice-prevention-helpful-links/c1c2x
Don’t let this be you. Use the right product for the right job!
Liquid de-icers enhanced with Caliber are environmentally friendly to pedestrians and vegetation (including delicate landscaping) and are less corrosive to concrete and concrete parking structures, and will not damage your expensive floors and carpeting. Many of our customers have indicated their reduced floor care costs single-handedly paid for the switch over to liquid de-icers!
See more info at:
geeasphalt.com/#!ice-prevention-products-and-services/c3
For a complete product list see:
geeasphalt.com/#!ice-prevention-helpful-links/c1c2x
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