THE PRICE
OF POOR DRAINAGE
Nothing can trigger more negative consequences to your asphalt than inadequate drainage. Sunlight, water and even oxygen compromise the bonding qualities of asphalt and weaken it. Wetness, dirt and other particles invade small fissures in the easily broken surface, and the cumulative weight of vehicles adds to the destruction. With time, larger cracks occur, causing damage all the way down to the foundation.
POTHOLES | DIPS | BUMPS
UNTREATED CRACKS WILL BECOME
Potholes are commonly caused from water seeping into cracks in the pavement during wet and freezing conditions. The water weakens the underlying support of the asphalt surface, and when it freezes, it pushes up on the asphalt layer and down on the underlying material. When traffic passes over the weakened and stressed portion of asphalt, the loads and vibration cause the weak underlying material to sink and the surface layer to crack and break up. Under the vibration of the passing traffic, the material will work its way lose and come out of the surrounding pavement, forming a pothole.
ASPHALT CRACK REPAIRS
ALLIGATOR CRACKING
Alligator cracking is a series of congested interconnecting cracks that are collectively substantial in size and resemble an alligator’s skin. The primary contributing factor for the formation of alligator cracking has been identified as traffic loading. Which is anciently the cumulative weight of traffic breaking down the asphalt surface course which causes the structural failure.
TRANSVERSE CRACKING
Transverse cracks extend in a perpendicular fashion to the center-line or original installation direction of the pavement. This examples of a working or active crack is usually the first sign of deterioration to appear on the pavement surface.
Longitudinal cracks run parallel to the center-line or original installation direction of the pavement and appear later than transverse cracks. Longitudinal cracks are caused by hardening of the asphalt, fluctuation in temperature and pavement shrinkage.
LONGITUDINAL CRACKING
ASPHALT SEAL COATING
ASPHALT PAVING & MORE
ASPHALT REMOVAL & REPLACEMENT
Asphalt overlay is a paving method of applying a new layer of asphalt to a deteriorating surface. Rather than tearing up an old asphalt surface entirely, an asphalt overlay project will use the existing layers as a base for the new asphalt pavement. Some asphalt surfaces with severe damage like rutting, potholes, large cracks, and expansions will need to be milled before an overlay is applied.
SKIN PATCHING
is used to improve the appearance of pavement or stop water penetration. Skin patches are generally 1 ½ inches or less in thickness.
MILL & OVERLAY
Not all existing asphalt surfaces are suitable for asphalt overlay. There are times when large areas or the entire parking lot show signs of distress, which may justify bringing in more efficient means of removal to allow for a more durable, long-term fix. If an asphalt surface has extensive structural damage such as large potholes, root damage, or ruts in the surface, it will most likely need to be torn out. The old layer of asphalt that has sustained damage must be removed to ensure an even bond and to maintain a level surface when the new asphalt is applied. An asphalt cold milling machine will grind down 1″ to 3″ depending on the wear of the asphalt surface. Cold milling grinds up layers of damaged asphalt into small chunks. The milled-up asphalt is often hauled to an asphalt recycling plant where it can be integrated into new asphalt mix designs, and used in the construction of new roads and parking lots.
ASPHALT POTHOLE PATCHING
Potholes are commonly caused from water seeping into cracks in the pavement during wet and freezing conditions. The water weakens the underlying support of the asphalt surface, and when it freezes, it pushes up on the asphalt layer and down on the underlying material. When traffic passes over the weakened and stressed portion of asphalt, the loads and vibration cause the weak underlying material to sink and the surface layer to crack and break up. Under the vibration of the passing traffic, the material will work its way lose and come out of the surrounding pavement, forming a pothole.
TRENCH PATCHING (Utility Cuts)
ASPHALT BASE COURSE
ASPHALT SURFACE COURSE
MAINTENANCE & REPAIRS
ASPHALT REPAIRS
PAVEMENT PRESERVATION TECHNIQUES
POTHOLE PATCHING
TRENCH PATCHING
CRACK SEALING & FILLING
ASPHALT SEAL COATING
ASPHALT MILL & OVERLAY
NEW INSTALLATION
Cracking in pavement occurs when tension is built up in the surface layer that exceeds the shear strength of the pavement causing a crack to open. Crack sealing and crack filling are methods which can be used to repair cracks in pavement surfaces. The cause of the crack and its activity play a dominant role in determining the success of these asphalt repair methods.
Crack filling materials are a mixture of asphalt emulsion, liquid asphalt and black asphalt based cutback adhesive. In contrast to crack sealants, crack fill is made for non-working cracks with little to no movement and moderate to no edge deterioration. Temperatures play a large role in how much cracks expand and contract throughout the year. For this reason, crack filling is most effective in milder climates with less extreme temperature fluctuation. Once the cracks begin expanding and contracting from the elements the crack filling material often fails to prevent water penetration and the pavement cracks will most likely need to be re-filled substantially sooner than cracks repaired with sealant. This is why crack filling is considered to be more of a temporary fix for pavement crack repairs.
Crack sealant is a flexible low-modulus hot pour rubberized asphalt and self-leveling silicone material. Sealing is our preferred method of repairing pavement cracks because of its ability to seal out water and debris while staying pliable as the pavement expands and contracts. The only effective treatment for active cracks that continue to extend in size and severity as temperatures rise and fall. It starts out as a solid, rubber block which is then melted in a special kettle and is heated to 400 degrees. Once melted, the crack sealant is applied to the cracks. The crack sealant hardens up deep inside the crack, sealing out moisture from penetrating the asphalt. This prevents it from causing further crack development and promotes a long-lasting repair and an attractive appearance.
The only way this maintenance process will prolong the life of your pavement, is by making sure that you give the material time to properly cure. By not allowing the seal coat to dry for a full 24 hours lessons it's effectiveness, can cause damage to vehicles and property and most importantly it's a waste of your time and money. Just like crack sealants, seal coat is heavily effected by precipitation and temperature. Temperatures must be a minimum of 50 degrees and rising for a period of no less than 24 hours. We rely on the forecast to ensure that rain isn't imminent within the same 24 hour period.
Seal coating involves applying a uniquely formulated liquid coating over an existing asphalt surface prolonging its integrity. Seal coat material is typically refined coal tar or asphalt cement, combined with polymer additives, silica sand, proprietary mineral fillers and solids, emulsifiers, specialty chemicals and water. When the liquid hardens, it slows oxidation and seals the asphalt preventing water and chemicals from penetrating the surface. Establishing a routine maintenance program, that utilizes a minimum of two coats of seal coating, is the most cost effective and best way to maximize the life of your asphalt surface.
Regular applications of pavement sealer will insure that your parking lot keeps it uniformed look, especially when followed up by parking lot striping.
