Frequently Asked Questions

The volatility in cost for oil and oil-related products is well known. Thus, the asphalt index was created to provide a benchmark for material pricing on any project at the time of quotation and is used to calculate an adjustment in the cost for materials at the time of construction. The index is a third-party calculation based on the average posted price of the liquid asphalt and is typically generated on a monthly basis by the Department of Transportation (DOT) in the state in which the project resides. The asphalt index provides equal benefits for both the consumer and contractor by eliminating material cost speculation when the contractor quotes a project. Otherwise, the material supplier and contractor may inflate their pricing respectively to cover the unknown cost inflation (or deflation) for materials when quoting projects scheduled to be completed in the more distant future.

The price of asphalt does not track gas prices in a simple one-to-one way. It is influenced more by crude oil, refinery production, hauling costs, and regional supply, so gas and asphalt may move in the same direction without changing at the same rate or at the same time.

Generally speaking, it is most desirable to have a ground temperature of at least 50 degrees and rising or as required by the project specifications. Other factors affecting the final product include sunshine, wind, precipitation, and material type.

Alligator cracking is typically the result of fatigue failure in the asphalt, meaning the pavement has been subjected to repeated stress until the surface and base can no longer support the load. Common causes can be heavy or repeated traffic loads, poor drainage, inadequate pavement thickness, or poor compaction. Thermal cracking happens as asphalt ages and goes beyond its typical life cycle, with repetitive contraction and expansion due to fluctuating temperature the asphalt finally gives out and you will typically have longitudinal cracking.

Paving directly over large cracks is generally not recommended because those cracks can eventually show through the new asphalt surface, a problem known as reflective cracking. In some cases, if the existing grades allow, a binder strengthening layer can be installed before the top course to help reduce that risk. If there isn’t enough room for additional asphalt thickness, milling or pulverizing the existing pavement is usually the better option.

The base and binder courses of pavement are engineered using larger aggregate and thus provide the structural component of the pavement section. These courses are generally applied in thicker lifts than the top or surface courses. While adding some strength, the top or surface course is made with smaller aggregate and sand. This course primarily acts as a wearing surface while inhibiting the penetration of water through the surface.

Yes, because tack coat helps bond the new asphalt layer to the existing pavement. It acts like glue, holding the two layers together.

Pavement markings are the painted or applied lines, symbols, and words on a road or parking lot surface that guide traffic and improve safety. They help show lanes, stop points, turns, crosswalks, parking spaces, and other traffic instructions.

We understand that it is not always possible, but, we recommend staying off the new pavement until the surface temperature reaches the ambient air temperature. In the heat of the summer, the surface may experience some blemishes due to the use of a vehicle’s power steering while not moving. These are only surface blemishes and do not affect the structural integrity. The blemishes will “work in” with time.

Under normal conditions asphalt pavement should last about 10 – 20 years. Pavement life can vary greatly depending on climate, base conditions, amount and type of traffic, and pavement maintenance.

Your new surface should be left to go through a winter before applying an asphalt sealer. Thereafter, apply a coat of sealer every 2 – 4 years depending on wear. If the previous application is not showing signs of wear, excessive build-up can cause shrinkage, cracking and cause the surface to become slippery.

In the 1960’s the company purchased its first 10-wheel dump truck which happened to be light blue in color. Soon after, the company purchased a second truck that was red. It was then that the decision was made to paint it “Ruston Blue” as a way to differentiate us from other contractors.

Although officially incorporated in the state of New York, Ruston Paving’s corporate-level management is spread amongst all of its divisions. This allows each location to run independently as a smaller operation while benefiting from the resources of a larger organization.

Ruston Paving is a 100% employee owned company. Through this structure, employees own the company, giving them a sense of pride and a stronger investment in their work. Ruston Paving’s employee-owners see every day as an opportunity to make a difference.

Ruston Paving has a substance-free workplace policy. Employees are required to pass drug and alcohol testing. Ruston Paving also runs criminal and background checks for every new employee.

Each operating location ranges from 30 – 50 employees for a total of approximately 200 employees.

Ruston Paving has multiple grading and paving crews in each division. While each division typically serves its own market area, we can share crews between divisions when a project requires it, giving us added flexibility to meet the needs of our clients. Each of our locations consists approximately of one or two grading crews, one milling crew, and two paving crews.

Ruston Paving focuses on the needs of commercial and industrial clients and does not normally provide residential services.

Ruston Paving’s Experience Modification Rate (EMR) has consistently been below 1.0 indicating that we are well below the industry average for worker’s compensation claims.

Our qualified project managers and estimators are always available to provide a free estimate no matter how large or small your project may be. Click here for a free estimate.

We are dedicated to our clients needs. From time to time, we will complete projects for customers outside of our “normal” service area. These projects depend on the scope and amount of work that we are asked to perform.

Ruston Paving has extensive coverage under its standard commercial insurance policies. Through our longstanding relationships with our insurers, a project specific insurance certificate illustrating your required coverage is available for all clients.

Not all projects require a bond. However, Ruston Paving can meet virtually any bonding requirement through the backing of our highly ranked long term surety provider.

Payment is due upon completion of the work. If required, financing of your projects is best handled through a third party lending institution.

Yes, we can develop a maintenance plan for your new pavement that includes regular cleaning, crack sealing, sealcoating, pothole repairs, striping, and drainage upkeep. We also enjoy evaluating properties and creating maintenance plans tailored to each site.

For commercial and industrial projects, Ruston Paving is able to provide its services no matter how large or small the job may be.

Ruston Paving does offer striping services, though the work is not performed in-house. Instead, we partner with trusted striping subcontractors so we can coordinate the work quickly and help keep your project on schedule.

No. Ruston Paving is committed to purchasing all of our materials from local producers within the boundaries of our service areas.

Often millings are taken back to the hot mix asphalt plant to be recycled into new asphalt material. Sometimes, the millings will be taken to another project site to be used as fill.

The asphalt we purchase for your new asphalt surface typically contains a blend of new aggregate as well as that of recycled asphalt product (RAP). RAP is generated when deteriorated asphalt surfaces are milled down to create room for a new asphalt pavement section. We also have the machinery and ability to reclaim your existing pavement in place (also known as cold in-place recycling) and utilize the recycled product as a base course under the new asphalt pavement section.

Ruston Paving owns over 400 pieces of equipment spread among the divisions. At times, the company will rent or lease equipment as required for a special purpose or to supplement its fleet as workload demands.

The most reliable and unbiased way to check an asphalt pavement and site work contractor’s reputation and strength is to contact the local aggregate and asphalt material producers. The contractors that the producer recommends will be those who frequently purchase the product (evidence of a good reputation) and consistently maintain the best payment history (evidence of financial strength).

“Apples to apples” is a term used when making a comparison between multiple quotes or proposals. If the scope of one proposal matches up with another, then it is referred to as being “apples to apples”. If the scope does not align, it is sometimes referred to as “apples to oranges”. It is imperative that when comparing prices, the services and materials provided (scope of work) are equally considered.

Asphalt cracking can be caused by a number of factors, including age, poor subgrade, water infiltration, heavy traffic, and tree roots. A free site review can help determine whether the issue is due to base failure, insufficient pavement thickness, or simply normal wear over time.

Drainage issues may be addressed in a few different ways, depending on the site conditions. Possible solutions include milling and regrading, keying in and overlaying the area, reshaping the pavement for positive drainage, or adding catch basins and piping. Our project managers have strong engineering backgrounds and can evaluate the site, take field measurements, and recommend the best solution.

One thing we take pride in is completing projects for businesses without requiring them to shut down, whenever it can be done safely. We work closely with each client to create a phasing plan that fits their needs and minimizes disruption. Once the plan is in place, we divide the site into manageable sections and use cones, signage, visual aids, barriers, and flaggers as needed to keep the work safe and efficient.

Because Ruston Paving completes the majority of our work in-house, we have a great deal of scheduling flexibility. If a project needs to move quickly, we can rearrange our crews to make it happen. With multiple crews in state and additional resources in two other states, we’re able to schedule work promptly and accelerate timelines when the project is especially urgent.

Yes, we can schedule weekend work when a project requires it, as long as we can get the needed materials from our suppliers. In most cases, the bigger challenge is making sure asphalt is available.

For a typical asphalt parking lot, paving can often be completed in just one to two days. The exact timeline depends on the size of the lot, the amount of preparation required, and the weather. Smaller projects may take only a couple of days, while larger or more complex jobs may take longer. For example, a 30,000-square-foot overlay may take about one day to prepare and one day to pave.

Once our project managers have a clear understanding of the scope of work, we will provide a detailed proposal within a few days. Our goal is to respond to inquiries within 24 hours and return a written quote once the scope has been defined.

It is best to keep traffic off the new surface for at least 24 hours, although the pavement will continue curing over time. If the work is completed early in the spring, some scuff marks may appear during the summer when the asphalt heats up. This is normal and usually happens when cars turn their wheels while stationary. These marks will gradually wear in with regular traffic, but the asphalt will not fully cure until after it has gone through a full winter.

Unfortunately, there is no standard per square foot price for installing asphalt. Cost of an asphalt parking lot is dependent upon a myriad of factors: What is the scope of work? What is the material thickness? Is the lot wide open or are there many islands to work around? How far is the job away from the asphalt plant, which affects trucking costs?

Rain can delay or interrupt an asphalt paving project, and paving should generally be avoided in wet conditions because moisture interferes with compaction and bonding. Rain will also cool the asphalt mix too quickly, which makes it harder to compact properly. It can keep the asphalt from bonding well to the underlying surface and can trap water beneath the pavement, which weakens the base and can lead to cracking, raveling, and potholes later.

Ruston Paving has been in business for nearly 80 years. We have accomplished this by providing “a quality product in a timely fashion, at competitive prices.” Our experienced project managers all have educational backgrounds in engineering, construction management and/or landscape architecture. Our labor force undergoes regular periodic training and has many years of experience in our industry.

To keep your parking lot draining properly and reduce puddling, the process usually involves three steps: designing the right slope, installing proper drainage features, and maintaining them over time. Our project managers can explain these measures in detail and assess the lot to identify any flat areas that may need correction. In general, asphalt surfaces need at least a 1.5% slope to drain effectively.

For most new asphalt parking lots, you can usually drive on the surface after 24 hours. The exact timing depends on weather, pavement thickness, and traffic load, so cooler temperatures and heavier vehicles may require a longer wait. Keep in mind that full curing takes much longer than the initial drive-ready period, and minor scuff marks from turning wheels are common early on and usually fade over time.

A well-built asphalt parking lot typically lasts 15 to 20 years, and with proper maintenance, some can last 20 to 25 years. Crack filling should be done early and regularly, ideally every year, while sealing and striping are usually needed every 2 to 3 years. Overlays, mill and replace projects, and full reconstruction each have different expected lifespans, but no matter the method, pavement will eventually crack, so keeping water out with regular maintenance is the key to longer pavement life.

Maintenance for an asphalt parking lot usually includes regular cleaning, crack sealing, sealcoating, pothole repairs, striping, and drainage upkeep. Routine inspections are also important because they help catch small issues early before they turn into more expensive damage. Crack filling should be done early and often, ideally every year, while sealcoating and striping are typically needed every 2 to 3 years. Crackfilling, sealcoating, and pothole repairs are important maintenance tasks that should not be ignored.

Ruston Paving’s warranty on newly paved surface is one year, which is the industry standard. That said, we do not expect a parking lot to have any issues for the first few years; but, as asphalt ages, it oxidizes and becomes brittle. Preventative maintenance like crack fill and seal coating are important down the road to get the longest life out of your asphalt.