Sealcoat is a black liquid material comprised of water, sand, clays, polymers, and durability additives. Sealcoat is designed to protect and prolong the life of your asphalt by 'sealing' it from outside elements such as tire abrasion, sun bleaching, oil and gas.

The two bases of sealcoat are coal tar and asphalt emulsion. Application methods include spray and broom/squeegee. Our sealcoat mixing and application procedures align with Federal Specifications which meet if not exceed the material manufacturer's recommendations.

Crackfill is a thick rubber like substance that is melted and applied to open-grade cracks in parking lots. Crackfill is a common approach to help strengthen and lengthen the life of asphalt and improve the final aesthetic outcome of a sealcoat project.

Areas where water can seep through cracks in turn soften the pavement, leading to further damage such as larger cracks an eventually potholes. Crackfill is applied to help limit water intrusion and additional damage through these cracks. It is common to apply crackfill to the inverted center drive lane where water is intended to drain.

Applications differ by project, extent of deterioration, and budget. Options include: cold-pour filler applied by squeegee, hot-tar crack sealer applied by lance or continuous heated melting box, and for more extensive damage; "alligator" crack seal applied by squeegee.

Oil primer is a liquid applied over oil-saturated asphalt prior to a sealcoat application. Oil primer is a surface preparation that helps sealcoat properly adhere to asphalt. If oil-saturated asphalt is sealed without an application of oil primer, cracking and peeling following application is likely.

Thermoplastic (also frequently referred to as high-reflective paint, hot tape, or thermo) is a heavy-duty alternative to regular DOT-certified solvent or latex paints. Thermo applications are typically in high-traffic areas such as highways and interstates. As the name suggests, thermoplastic is heat-liquified plastic melted down and laid via a hot kettle, thermolazer machine, or propane torch.

High-reflective thermoplastic is achieved by applying glass beads over freshly laid thermo.Type 1, Type 4, G3, and Airport reflectivity options are available to meet every project's specifications.

PREFORM/HOT-TAPE are precut rolls/sheets with uniform milage, widths, and reflectivity beads. Despite being more expensive, they guarantee a precise application every time and are ideal for projects that require ultra-precise outcomes. New construction projects expected to undergo rigorous ROW inspections upon completion are prime candidates for this material.

Surface preparations are steps taken prior to sealcoating to prepare the asphalt for treatment.

To clear off loose sand debris and prepare the asphalt for sealcoat, we blow off the pavement surface with commercial-grade walk-behind blowers in combination with minimal isolated brooming.

Oil primer is another surface preparation when we apply oil-saturated asphalt may be required to help sealer adhere to the pavement surface. Please note that standard surface preparation will not correct or clean years of the neglected pavement surface. For more neglected areas, pressure washing may be necessary.

Just prior to sealcoat is a great time to have areas of deteriorated asphalt repaired. Options include saw-cut repair, flush repair and infrared repair.

Saw-cut repairs are by far the most common approach. Saw-cut repairs are completed by using an asphalt/concrete saw to cutting damaged areas. These debris in these areas is then removed, the edges 'tacked', and installing hot mix asphalt with tamper. A patchwork cut is generally made 6"-1' outside of the immediate damage to help ensure edge structure.

Flush repairs are the most budget friendly approach to asphalt repair. Unlike a saw-cut repair, these areas are patched without removing the damaged area. Rather, removing loose material and fill with hot mix. Flush repairs are quick and cheap but are likely to deteriorate faster without an flush edge to adhere to.

Infared repairs are somewhat uncommon but provide a minimally invasive option similar to flush repairs with the benefit of a stronger bond. Damaged areas are heated to high temperatures and hot-mix asphalt is added and tamped. The heated pre-existing surface bonds stronger with fresh asphalt with heat.

It is recommend to sealcoat new pavement between 1 and 2 years after installation and every 2-3 years following. With the exception of small patchwork, new asphalt should never be sealed over. If asphalt is prematurely sealed over, it will never fully cure and sealer is likely to delaminate from the pavement as oils rise to its surface. New asphalt will retain its black appearance for roughly 1 year until it has oxidized from sun, water and tire abrasion.

We require a 30% deposit prior to project commencement on quotes in in excess of $5,000.

ADA stands for The American with Disabilities Act of 1990. This civil rights law prohibits discrimination based on disability. Since passed, this act has developed to promote accessibility for those of all abilities.

Nearly every sector of our society has accessibility standards for handicapped individuals. Parking lot striping is one of many which presents itself in the form of widened van/wheelchair accessible parking spaces and access aisles.

The ADA has precise requirements that if not kept up to code can result in hefty fines. We are thoroughly familiar with ADA accessibility standards.

Beyond the aesthetic outcome of a completed project, it is impossible to know if everything was done properly and with quality materials unless you know the right type of questions to ask.

One of the few way to gague your projects' quality and durability, is to request a post-project summary from your contractor with the application rate of sealcoat/striping materials.

Federal specifications and manufacturers specify the recommended and standard application rates for their materials. Striping should be between .012-.017 gallons per linear foot and sealcoat should be between .18-.22 gallons per square foot. A project that will stand the test of time will have these application rate ranges or higher.

LV Concentrate is straight coal tar option from SealMaster. Additional water is be added to this mixture to meet project specifications. LVC is known for its "jet-black" color and is is the base of both Ultra-0, Ultra-2 and Fed Spec sealers.

Polymer Modified Asphalt Emulsion (PMM) is another MasterSeal material. PMM is a more environmentally-friendly option. It has a deep rich black color often referred to as "superblack". Unlike other materials, PMM has a repair binder added for extra strength, is fuel friendly and does not emit any VOC's.

Diamond shield fortifier is a liquid additive that promotes strength and longevity of the sealer. Diamond shield fortifier creates its own heat which forces seal to dry/cure from its base to its top which helps slow dry time and prevent flash-drying.

All sealcoat consist of 2-5% silica sand to promote binding of matrial to the surface. In addition, sand helps with traction on the surface and provides a barrier that lenghtens its breakdown.

Water is another staple additive for sealcoat. The water is a vessel for sealer to be delivered to the pavement and evaporates out of the material while it cures. Typically sealer has a 7:3 ratio of bas:water.

We offer squeegee/broom coat and mechanical spray sealcoat options. Squeegee/broom applications are typically requested for the 1st coat to provide a heavier amount of sealer. This is most often in an effort to better fill cracks than a spray coat application may offer. Costs vary with each process and pavement condition, but a customer can expect to receive roughly double the amount of material per coat applied by squeege/ broom.

In some cases, a 3rd coat may be beneficial. Mainly in aprons around corners, or heavily trafficked drive lanes in an effort to provide for more protection. A 3rd coat will appear to wear at the same rate as a 2-coat application, but is due to polished or raised aggregates in the asphalt mix wearing down sealcoat first. It is possible to apply a 3rd coat weeks or months after the initial application to freshen up the appearance of your newly sealed surface. A 3rd coat is not necessary in parking stalls due to the limited amount of traffic they have compared to drive lanes and turn areas.

We are open Monday-Friday 8:00am - 5:00pm. Sealcoat jobs will be completed during normal business hours only. If necessary, exceptions can be made to complete striping projects on Sundays or evenings. Sealcoat requires direct midday sunlight to cure best.

To ensure sealcoat has enough time to be applied and dry prior to striping, we must have access to the site or section area no later than 7:30am the day of scheduling. The site must be clear of cars and other obstructions such as dumpsters.

If you have a quote from another contractor and are looking for a competitive and honest 2nd opinion, we encourage you to contact us! Send us your scope and bid from your other contractor and we can easily provide you with a quick and simple comparative bid.

Before hiring a prospective paving contractor, consider requesting examples of their previous projects. Every reputable company should be able to provide you with a portfolio. This sneak peek of what your lot is soon to look like should help determine the best for the job.
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Inquire about the condition of your lot and if cleaning is necessary prior to your project. Depending on the condition of your lot and how well it has been taken care of, a more intensive cleaning prior to sealcoat and striping may be necessary. It may be more cost effective to have a power washing or cleaning company come prior to scheduling.

We primarily use water-based latex paints but have the ability to use solvent and alcohol based paints if specs require. It is important that your contractor is aware of the difference and when to use each type. The application and base can drastically affect the life of your lines.

We offer applications to match current configurations, new layout based on provided plans, and in cases where site maps or plans are unavailable, our professional design recommendations based on standard and county standard guidelines.

A common mistake that inexperienced contractors or lazy employees make when asked to adjust striping layout is to sealcoat and then stripe the changes. This becomes problematic when sealcoat wears down and reveals the preexisting configurations. This is prevented by "blacking-out" any/all layout set to be adjusted prior to sealcoat. Although this adds extra cost, it will prevent “bleed-through” of pre-existing striping and it extremely important.

We offer a variety of parking lot services including: MUTCD signage, custom signage, bollards, bollard covers, concrete and rubber wheel stops, ADA detectable warning mats and ADA compliance signage and speed tables.

There are a couple ways applicators may try to take advantage of clients by "cutting" their materials. This is often done in an effort to extend its application area which increases the jobs profit margins.

Some contractors may also reduce or entirely neglect to add manufacturer specified durability additives. We mix and apply our products exactly as manufacturers specifications outline. This ensures the best possible application and final outcome for our clients.

Our project managers will do a thorough site walkthrough prior to your project in an effort to advise on best course of action and to catch any potential issues.