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Can you name the second largest asset that property owners care for? If you said “pavement infrastructure,” you are correct. There is currently no data for private sector pavement values; however, recent calculations for our highway system show the total infrastructure asset value is nearly 80 trillion dollars! It is astounding in its sheer size, and even more amazing is what the backbone of our system does for us. Private sector pavement values are estimated to be something near this vast value as well. What would the value to property owners be if we could make this crucial asset last one more day, 1 more year, 5 more years, or 10 more years?  Let’s talk about preservation of this crucial asset by cost-effectively extending the normal life cycle of our good asphalt pavements. There has never been a better time than right now for this philosophy to take root and spread into your pavement preservation program. Our pavements carry our most valuable and precious cargo – such as our families, all trade and commerce, and military and civilian activities. Pavements literally convey everything we do as Americans, every day of our lives to and from every conceivable location. If you consider every asset at its cost and value returned, nothing else comes close.  At first blush this asset seems permanent. It last forever right?  Not so fast, Federal Highway Administration (FHWA) research shows that under current practices, pavements average life span between rehabilitation processes is 8.5 years. Additional research from FHWA indicates that for every dollar spent on timely effective pavement preservation, a reduction of future replacement costs up to $10.80 can occur. Current practices unfortunately do not include pavement preservation activities on a consistent widespread basis.  The truth is our pavement infrastructure is aging and deteriorating at faster rate than ever before. Many pressures effect and reduce the life cycle period including physical factors like weather and traffic, loads and even the current “low bid” practice. However another phenomenon has presented challenges that are difficult at best to deal with and are economically driven.  Today, refineries fraction or divide crude oil into many components, one of which is asphalt cement, (the binder that glues aggregates together into airfield pavements and roadways). Many other new petroleum segments are being manufactured from crude, adversely affecting the aging and adhesion qualities of asphalt. This means our pavements are aging faster than they used to, which is not a good thing when you consider we are already behind the eight ball with budgets.   Considering the current national financial situation where budgets are consistently falling short, and our roads fall farther behind each year in the rehabilitation process, now more than ever the pavement preservation discussion rings true. The choices are two-fold: (1) We keep doing what we have been doing getting further behind every day, or (2) We start a pavement preservation strategy that will help us dig ourselves out of this situation. The clear choice is Pavement Preservation. What is pavement preservation? One definition of preservation is to keep alive, intact or free from decay. Oxidation and aging of asphalt pavement begins during the manufacturing process - even before the asphalt is constructed into a road or airport runway. If aging has already begun even before the pavement is built, then what can we do to extend the intervals between rehabilitation and when should we start a preservation process?  Pavement preservation addresses the aging issue by beginning the life cycle extension in the early years immediately following construction. Instead of waiting for damage to occur, and the most desirable, luxurious ride qualities to deteriorate and be lost forever, preservation keeps new pavements alive, intact, and free from decay for many years by starting these activities much sooner than current practices allow for.  The old school way of doing things says to wait several years, allowing aging issues to develop before any action is taken. Such philosophy spends 100% of budget dollars on the worst pavements while allowing the good and best condition pavements to harden and dry out. Next they crack, pothole, alligator, surface ravel, spall, oxidize and eventually turn back to gravel. This cycle repeats, except to say the overall asset quality of our infrastructure deteriorates over time because there is never enough money to catch up.  A tough question is: Why would we wait years allowing this all important asset to age into a condition that is so much harder and more expensive to manage and maintain? Maybe we did not really understand, or believe the data. Logic and field data would suggest borrowing a few dollars from the worst pavement budgets this year (they have been pretty bad for years, what is one more?) and spending it wisely on our best pavements to keep them in their best possible condition longer. This allows good pavements to last longer while we do the work later on bad pavements and gives us the opportunity of catching up in just a few years. If it seems like a good idea, it is! Remember the data: $1.00 for preservation reduces replacement cost by up to $10.80!  One answer to the tough question may be our lack of understanding the basic mechanics of a flexible pavement. For asphalt pavement the most important aspect is its flexibility. Flexibility equals strength. So instead of waiting so long and allowing the most valuable component (pavement flexibility) to escape, and then trying to do the impossible by putting flexibility back after it has escaped, we start a preservation strategy earlier in the life cycle. The default result is pavements that last longer, performing at higher levels of service, providing safer and lower cost to the property owners. Does any of this make sense? It should; the preservation concept is quite simple and results are amazing. Let’s start taking care of our good pavements while they are good and the rest will take care of itself!  Copied with permission by Dan Gee, President of Cedar Rapids, Iowa-based Gee Asphalt Systems. 

Sealcoating seals the small cracks that can turn into large cracks and prevents water from seeping down to the base material. The dark black color of newly applied sealcoat improve the appearance of new and old asphalt.

New sealcoating can preserve the resilience of asphalt surfaces and help hide small cracks, patches and rough spots as well as making traffic lines more visible. Sealcoat that is applied correctly makes your asphalt look cleaner because rain washes dirt and debris easily away from the smooth, non-porous surface.

Sealcoating helps protect the asphalt from the sun as well as the harmful effects of chemical spills such as oil and gasoline. Asphalt sealcoating fills surface voids, which in turn reduces exposure to oxygen and UV rays and reduces the depth to which oil or gas can penetrate the asphalt.

Sealcoating acts as a waterproofing agent, minimizing the rate at which water enters the asphalt. Sealcoating apshalt prevents the seepage of water and moisture from rain and snow, therefore preventing damage from freeze and thaw cycles.

Sealcoating provides an attractive black surface this is ideal (on the commercial side) for painting lines and other markers. Sealcoat brings a dark black color to the asphalt.  The blacker it is, the more heat the asphalt draws from the sun. The hotter the asphalt gets, the more pliable it becomes, which helps it to withstand traffic without cracking.

Sealcoating costs pennies a square foot compared to the dollars needed to repair or replace damaged asphalt. The intrusion of water into asphalt accelerates its deterioration and is strongly related to asphalt distress.

The price of asphalt will always be affected by crude oil prices, which fluctuate when supplies vary.

To obtain a professional review and estimate for your asphalt pavement surface contact Rogers Pavement Maintenance in Cincinnati (513-791-9001).

Remember sealcoating is the one most crucial step you can take as a homeowner, commercial property owner or manager to protect your asphalt.  Following this winter season, contact a professional sealcoating company (in Cincinnati call Rogers Pavement Maintenance at 513-791-9001) to review and evaluate your pavement needs.

General guidelines for all-weather courts is fairly simple. Contact a Professional Contractor to thoroughly inspect them annually for excessive wear, cracks, mildewed areas, and other various problems that can reduce the life expectancy of your courts.

To extend the life of your court, it should be recoated by a Professional Contractor, every five to six years. Usually a two-coat system is required to re-texture the surface.

As a court owner, Property Manager or Maintenance Director there are routine maintenance items you can do to keep your court in good condition:

• Grass should be trimmed below grade of the court surface perimeter to allow for water flow and to stop any growth through the surface.
• Shrubs and surrounding trees should be cut back at least 10′ (if not more) to allow sun on the surface all day to prevent mildew.
• Leaves, pine needles, and debris should be cleaned off regularly (especially in the fall).
• Posts and nets should be removed annually (in the winter) and inspected. Posts should be greased and painted as needed. Typically, nets are replaced every five to six years pending use, vandalism, etc.
• Fencing should require very little maintenance, but again inspect it regulary for vandalism and also gate and latch adjustments.

Cracks are a common occurence in the midwest and range from hairline to structural cracking.

Hairline Cracks happen in many different lengths. The cause can come from many different factors such as foreign matter (worms, leaves, pine needles, clay sub-surface), improper mix design, solvent type coatings and improper seal coats. One method to slow the cracking and maintain the problem is to use a rubberized crackfiller for cracks that are 1/4″ or less in width.

Structural Cracks are usually because of a failure in the subbase. There are several possible methods of repair depending on the extent or severity of the cracks and an evaluation of the site to determine which method suits the type of crack. One methond is to clean then fill the crack with an acrylic latex patch. When hard a rubberized crack filler is used before any color coating is applied. This method is a short term solution and will most likely last approximately 12 to 18 months.

Resurface or Reconstruct is understandably a budgetary concern. Resurfacing, when looked at as maintenance rather than a permanent cure, is the most cost effective method of restoration. In any given year, only a very small percentage of court owners can afford major reconstruction work. The extent of work your court needs when it comes to reconstruction will depend on how well it was built originally. Some courts can get by with a new lift of asphalt overlay on top of the existing layer of asphalt. Others may need all the old asphalt removed or pulverized and additional gravel installed to insure a long-lasting, quality court. Each court’s need will be different and on-site inspection will be necessary in order to determine the best course of action.

Potholes occur when moisture filters its way through cracks in the pavement and settles below the sub-base. As temperatures drop the moisture freezes and expands beneath the surface. As temperatures rise, the moisture thaws (contracts) leaving a void and weakening the pavement, which eventually caves-in causing a pothole.There are various methods in repairing potholes, but to make a long-lasting pothole repair the best method utilizes several stages of repair. Mark perimeter of damaged area and sawcut or jackhammer approximately 1 foot around the pothole.

• After the area is sawcut, breakout and remove the damaged asphalt material and all subgrade material until you reach a firm base.
• Backfill and compact this area using a crushed aggregate, then apply a tack coat to the inside perimeter of the sawcut.
• Install hotmix into the damaged area making sure to compact and rake to level, each incremental lift until you reach an area slightly higher than the surrounding pavement.
• Compact finished area using vibration plates or rollers working from the outside edges in making sure to compact in all directions of the patch.
• Apply hot sealant to seal seams.

Your finished product will be structurally sound and water tight.

Filling asphalt cracks in your driveway or pavement surface will be a very important part of extending the life of your asphalt surface.

The most important reason to maintain the cracks is because you don’t want moisture to penetrate under the asphalt surface. If water penetrates the crack and seeps under the asphalt surface, this almost always creates a soft spot whcih creates a pot hole. And if you live where the temperatures create ground freezing, then this moisture under the asphalt surface will freeze and push the pavement up. All of these conditions can be prevented by practicing good maintenance and keeping cracks filled as they occur.

“Singular” cracks occur naturally as the ground moves and as the asphalt ages. “Alligatored” cracks are signs of asphalt deterioration typically from lack of maintenance.

Cleaning the cracks prior to crackfilling is a crucial part of the crackfilling process. If the cracks are not cleaned, the filler won’t stay in place. A professional will never use a pressure washer to clean cracks as all this does is “push” water deep under the asphalt surface which can potentially soften the area and cause deterioration to your pavement.

Contact Rogers Pavement Maintenance in Cincinnati (513-791-9001) to obtain a bid to have your pavement surface professionally crackfilled.

New construction paving and  site-development

• This type of paving requires engineering, design and usually blueprints that layout the site, and detailed specifications required to complete the project. Most new construction starts with a plan upon which all phases of construction will be based and bid. The plan will include all specifications of mixes and materials required, permits, surveys, and a detailed site plan. The paving work will generally require prior excavation and grading of the site to prepare for installation of all base gravel. The subgrade conditions will be checked and verified at all phases. Once all subgrade and base conditions are installed the paving will start. This requires installation of base asphalt followed by an additional layer of surface asphalt.

Complete paving re-construction

• This type of paving requires excavation of deteriorated asphalt and installation of new. Excavation can be performed with many different types of equipment including, skidsteers, backhoes, front-end loaders, etc. This excavation process can also be done by milling or pulverizing the existing asphalt and hauling it off site. In most cases the asphalt is removed from site by loading it into dump trucks which haul it to an asphalt plant where it is stockpiled and later recycled into new asphalt material. This process may be required if the current conditions are severe enough that new asphalt cannot be installed over existing or if there is obvious subgrade failure. All subgrades can be verified and corrected after excavation of asphalt is completed. Paving or resurfacing can be started once all basework has been checked, regraded and compacted. This requires a proof roll to check for softness and if necessary, additional gravel installed to strengthen. Paving for commercial applications is generally installed in separate lifts consisting of #301 base asphalt and #404 or #402 surface asphalt. These lifts or layers are installed using a machine called a paver which lays the material down on the prepared base. The paver is operated by workers who set the proper depth of asphalt and drive it as the asphalt is supplied from dump trucks. The material is dumped into the hopper which mechanically feeds it through and out the bottom of the machine. Skilled workers will rake areas as needed and roll the asphalt to compact it to the proper density. This process requires teamwork and several skilled operators who must constantly work in sync with one another to achieve a smooth continuous finished job.

Overlay resurfacing re-cap

• Similar to the paving as detailed above, this method typically only requires one layer of asphalt installed. The surface asphalt is laid over existing pavement. There is usually a lot less excavation required. Typically only at adjoining surfaces the asphalt is removed or milled down to allow for level transitions after resurfacing. This minimal excavation can be completed by machines which can cut out, mill or grind the old surface. The material is swept up, loaded, and hauled from the site. The existing pavement can be thoroughly cleaned and in most cases a liquid binder known as tack is applied to the surface. This tack will help with the adhesion of the new asphalt material being installed. The average overlay resurfacing project is put down at 2? in depth and if necessary a level course can be installed prior to even out any low spots. As with all contractor paving, the existing pavement should be checked for any failures or damage and corrected as needed, prior to resurfacing.