Trails: Save 10x Over the Cost of 1 Asphalt Overlay!

Are you ready?
Soon cabin fever will give way to park dates and afternoon bike rides. Are your trail systems ready for the traffic?

Many communities have incentives to improve local bicycling infrastructure and expand ways to engage the community for a lasting positive impact. But, do you know how to stretch those dollars even further?

GSB-88® is your solution!
Because, seal with GSB-88® and get proven superior binding/adhesion, and water stripping resistance. Plus, pavements weather slowly, are proven more durable, have an increased load carrying ability and service life – and have a “like new” look!

E.P.A. Tested and Approved/Non-carcinogenic, non-mutagenic, and non-toxic/Won’t leach harmful levels of PAHs into the surrounding park environment.

And, GSB-88® is GREEN:
All attributes combined…seal with proven environmentally friendly GSB-88® and Sustain Park Pavements 10x longer than other processes!

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

GSB-88 ® Featured in the News

New product promises pavement preservation in Council Bluffs.

Jobeth Devera, 6/27/15 KETV/Omaha

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.

Why should you preserve a perfectly Good Runway?

Garfield County Regional Airport (RIL):
How a Pro-active Pavement Maintenance Strategy is saving this airport millions!

The Need for a Pro-active Strategy:
"In mountainous areas subject to extreme weather conditions, asphalt will fail after only 12 years, even if a runway was initially designed to structurally hold for 20 years."
–William VanHercke, Manager, Aviation Services, CH2M HILL's Northwest Mountain Region

“Research shows that if airports maintain asphalt pavement every three to five years, they can get more than 20 years out of a runway – if not 30.” –Joel Harry, Airfield Civil Engineer, Project Manager, CH2M HILL

"We (had) an absolutely perfect runway So, one month after it was finished, we completed a 20-year maintenance plan to make sure it stayed in that same condition."
–RIL Airport Director, Brian Condie

The Plan (Get Ahead of Deterioration Cycles):
Historically, RIL was forced to shut down each year for several days while the pavement surface was closely inspected and every crack sealed. This was a terrible inconvenience and loss of revenue for the airport and the whole community. Plus, Some RIL's runway pavement and joints were showing signs of premature raveling–only 3 short years after the runway was refurbished.
 
But, instead of waiting five years before taking steps to maintain their Good Condition runway, RIL developed a pro-active maintenance strategy to postpone a full resurfacing.

GSB Is the Solution:
RIL sought the advice of Asphalt Systems to determine the best long-term maintenance strategy while keeping the runway looking and performing like brand new. Together, it was decided GSB was the best solution.

GSB-88, made from a natural black bitumen, contains a rejuvenating agent that penetrates into the matrix providing long-term protection, while keeping the pavement pliable and flexible. And, because GSB is made from a long-chain hydrocarbon, it is extremely resistant to moisture and ultraviolet rays–preventing UV rays from breaking down vital oils.

GSB Is a Budget-saver!
Because the project came in around $300,000 (vs. the originally anticipated $470,000), RIL was able to carry over the airport's entitlement funds for use on a bigger project the following year.

But the money saving doesn’t stop there.
“By performing prompt preventative maintenance every few years, the airport expects to spend $1.5 million over 25 years vs. an estimated $6 million to resurface the runway twice."–William VanHercke, Manager, Aviation Services, CH2M HILL's Northwest Mountain Region

That’s over 3x in savings!!!

3 years after application, the GSB-treated surface remains in “like new” condition and performance! Now that’s a Win-Win result!

Plus, the New FAA P-608 Specification calls for Gilsonite Modified Asphalt Emulsion (GSB) to be used on all airfield pavements, including runways and high-speed taxiways! Start saving money and sustain the look and performance of your runway!
Contact us today!
--------------------------

Full quotes and related article:
Airport Improvement Magazine http://www.airportimprovement.com/content/story.php?article=00516

Interview with Derek Snead, P.E., Jones County Engineer

 

We sat down with Derek to hear his professional take on the problems he and his peers face concerning aging asphalt pavements.

What are some of the current trends or changes you've seen in pavement management since you've been on duty here?

Derek – I think typically in the past there wasn't such an emphasis on shortage of funding so it was a practice of use the existing pavement 'til it's completely deteriorated (then) tear it up and put new back down. Recently the amount of existing pavement that is past its useful life is so broad and we have such a short fundage--short amount of funding--that tearing it up and repairing all the existing ones just isn't an option.

How are things different now (you touched on the limited budgets we have) and how have people dealt with roads in the past in maintenance and such? Has it been more reactive or proactive?

Derek – I would say it probably varies, but the majority of it has been reactive. When you do have a shorter budget you have some tough choices to make. A lot of times you try to use the existing pavement as long as you possibly can before replacement, and that's one way of looking at it, or the second way would be to utilize some of the existing strength of that pavement.

(Would you) say keeping a pavement flexible would be a benefit to helping survive some of the stress that's put on it?

Derek – Particularly if you have a flexible pavement like asphalt is, in order to make the life of it last longer, you want to keep it that way (flexible). It's not designed to be a rigid pavement. If it turns into one, then the lifespan of that (pavement) deteriorates.

We are a very rural community here. We have a lot grain carts, a lot of heavy equipment going back and forth on our roads. They (pavements) weren't necessarily designed for types of loads that are going over them currently. So heavy loads and weather are the two main factors in deterioration of our existing pavements.

So, we're trying as many ways to prolong the existing ones (pavements) as we possibly can. So to prolong the life of the existing pavement that we have so far, this GSB® was one solution we looked at to try to offset some of the replacement (cost) with extending the life of some of our paved roads here in the county. So far we are very happy with the product (GSB®).

GSB® Extends Pavement Life, and Our Customers are Saving REAL Money!

Proven by FHWA, FAA, NAVFAC, MDOT, and AZDOT research:
GSB® Asphalt Preservation Treatments can Save 10x over the Cost of 1 Asphalt Overlay!

The reality of the overwhelming costs of relying on a Worst-First Maintenance Strategy has left 60% of Jones County roads close to the end of their life-cycle. As in many counties, facing steep reconstruction costs and budget shortfalls, many engineers and decision-makers are looking for a better, more cost-effective strategy. See how GSB® was the strategy of choice for extending the roads of Jones County.

Derek Snead, P.E., Jones County Engineer.
"I’ve been working with the county for about 2 1/2 years now. We’re trying our best to keep up with the roads as best we can with the money we’ve got. Well, we have an extensive pavement system here in the county, about 150 miles of paved roads. Of those 150 miles, a chunk of them, over 60% are getting closes to the end of their life.

We obviously don’t have the funds to repair all the roads we want to. GSB® (Gilsonite Sealer Binder® Preservation Treatment) was one solution we looked at to try to offset some of the replacement (cost) with extending the life of some of our paved roads here in the county.

It (GSB®) was a very easy process. We did the project under traffic. It didn’t take very much time. (We found) GSB® penetrates deep into the existing pavement. That creates a flexible pavement which is what it was initially intended to be. It (GSB®) gets down deep into the pavement as opposed to just on the surface--it gets down into it and makes the whole thing flexible and kind of work together. Typically when we do sealants they’re more for cracks and the surrounding areas. This GSB® is more of a broader (application). It goes over the entire area. It protects from future cracks that aren’t maybe existing quite yet or are very small.

It (GSB®) seemed to to do the job it said it was going to do so far. So far, we are very happy with the product."

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.