Application of
Hot Crack Sealer
Prior to the application of crack sealer, some times called
crack filler & hot flex seal ,
Hot rubberized crack sealing
cracks
and joints over 3/8" shall be cleaned with an 8 hp wire wheel
crack router.
The crack
router is used to remove all vegetation and debris from the
cracks.
The entire
crack depth shall then be cleaned using air blowing techniques
or compressed air to provide a crack free from all debris, dust,
loose material, and moisture.
The cleaned
cracks shall then be sealed using a double oil jacketed melter
applicator.
This machine heats the sealing compound to 370 degrees. (Any
direct flame melter will burn the sealing compound and is not
allowed to be used.)
Application of
the sealant is applied from the bottom up to the surface level.
The cracks are slightly overfilled and immediately squeegee to
provide a neat uniform band approximately 2" wide. This sealant
takes approximately 10 minutes to cure. After curing, the
sealant provides a track free finish.
Fatigue cracks are commonly called "alligator" cracks because they resemble the lines on alligator skin. They are almost always a maximum of 8 inches apart but can be as small as 1 inch. They are almost always present in an interconnected group. You will seldom see fatigue cracking in parking stalls. Fatigue cracking is a direct result of excessive bending of the pavement surface under load.
parking lot maintenance service
wants to make sure that
your Business has a positive impression on your customers.
Seal Pro's offers a
wide range of services.
FAST DRY SYSTEM:
Our Fast Dry System allows us to sealcoat / stripe a parking lot
and open it to traffic in 1 hour after application. This coating
system is highly recommended for the following applications:
Fast Food Establishments
Trucking / Warehouse Facilities
Hospitals
Gas Stations and Convenience Stores
Banks
We also offer
“Push Button”
service calls to clients with
multiple properties that have reoccurring maintenance items they
need addressed. Push Button Service Calls are ideal for the
following types of maintenance issues:
* Pot Hole Repair
* Broken Car Stops
* Knocked Down Traffic Signs
* Bollard Repair
* Touch-Up Striping
* Damaged Storm Drains
* Damaged Concrete
* Any type of tripping or liability hazard.
Seal Pro's is a full
service parking lot maintenance company who can
provide all your parking lot needs such as sweeping,
seal coating, power washing, crack sealing, line
painting, striping, stenciling and bumper block
installation, Installing Signage, Posts oil
spot treatments concrete path work asphalt patching.
We Also specialize in warehouse, asphalt & Concrete
striping & stenciling .. fire lane, handicap No parking zones.. Sweeping
cleans many forms of debris, such as mud, glass, cigarette butts or litter,
which can give a business an untidy appearance.
keep up with
pavement cracks and
pothole repairs.
Prevention is
much cheaper than
repair. Research
shows that active
crack sealing
programs are cost
effective
in
extending the life
of pavement as
opposed to the cost
of extensive
pavement repairs for
streets left
unsealed.
Traditionally,
crack sealing has
been low on the
priority list, both
in terms of funding
and time allotments.
However, an
effective crack
sealing program is
the single best
weapon against
pavement failure.
Cracking is
caused either by
thermal stresses or
from fatigue due to
repeated traffic
loading (concrete
streets have control
joints or saw joints
to allow for
expansion and
contraction).
The vast majority
of potholes and
pavement failures
can be traced to
water entering the
base and sub-grade
through joints that
have not been crack
sealed in both
concrete and
asphalt. In most
pavements, the base,
sub-base or
sub-grade consists
of a material that
loses its
load-carrying
capacity when wet.
Water enters
through the cracks
and traffic works
and overloads the
weakened areas
allowing more and
more water to enter.
This can cause
potholes to develop
rapidly and more
severe pavement
failures if left
unsealed.
Seal Pro's Parking Lot Full Service Maintenance Service
Before Seal Pro's Seal Coating applies any crackfill, primer, and/or
sealer.
our Well Trained crew will properly trim back any grass, broom and power
blow the
surface.
Following cleaning crackfill is applied to any cracks greater than 1/4”
wide.
All smaller cracks will be filled in by the sealcoat.
You will be able to see the crackfill through the sealcoat because the
texture of the crackfiller is smoother than the texture of the asphalt.
Two spray coats are applied (*unless otherwise stated in service
contract*).
All concrete and building structures will be carefully cut in to prevent
covering
them with sealer.
Depending on the size of the job it will completed in one day or
sections.
This also depends on accessability needs for the designated areas.
Superior seal coating with use highly visible barriers to ensure
protecting
the freshly seal coated surface from both auto and foot traffic.
Depending on temperature the seal coated area can typically be reopened
within 24 hours (*it may take as long as 48 hours*).
Our
Process
Hot
Hot rubberized crackfiller is used on any cracks greater than 1/4” wide
One coat of Federal Specification RP-355e Commercial Grade Coal Tar
Emulsion Sealer. Our mixture
contains 30% water, 3 lbs/gal silica sand, 4% latex additive and Coal
Tar Sealer.
Sand is used for traction, skid resistance and also to provide a uniform
texture to the surface. Sealcoatings
with sand wear longer and are much safer to walk and drive on.
The use of latex additives is very common. There are many latex
additives to impart all types of performance
advantages. For example; Rubberizing additives improve flexibility,
durability, toughness,
etc. Faster drying additives help sealers dry fast.
Water is added in our sealer mixture. We follow the manufacturer’s
recommendations adding 25-30
gallons of water per 100 gallons of concentrated sealer.
If you choose Seal Pro's Seal Coating to maintain
your asphalt parking areas it will: greatly
improve the area’s appearance, protect it from
outside elements, and most importantly save
you money.
Without seal coating your parking
area is dull, unprotected, and
breaking down prematurely costing
you more money in the long run.
Seal Coating thoroughly preps each surface
before applying products. The parking area edges will be
power trimmed, wire broomed, power cleaned, and oil
spot primed where necessary.
Your Best Choice for Pavement Maintenance
Seal Pro's
Two coats of federal specification RP-355e
Commercial Grade Coal Tar Emulsion sealer
Hot Rubber Crack and joint sealing. We have found that cold pours simply
can't perform at the same level, although they have come a long way.
This process usually goes hand and hand with sealcoating. Generally the
pavement is cleaned, crack sealed and sealcoat is applied. We recommend
that if a pavement is cracked it be inspected every year. Any new cracks
that have formed or old cracks that have reopened should be resealed.
Colder temperatures actually promote better crack sealing because the
asphalt is contracted opening the crack wider and allowing more hot
rubber to flow into the reservoir. Winter months can be good for crack
sealing, however you don't want to leave cracks open for freeze and thaw
cycles. The intrusion of water into pavement is bad news. Water destroys
pavement. It breaks down the rock properties and softens the sub grade
(clays and soils) causing eventual pot holes and pavement failures. When
water enters a crack and freezes it expands and either causes the
asphalt to explode or crack further eventually resulting in a pot hole
and further failures.
Most customers agree that black lines of crack fill in a roadway or
parking lot are not attractive. They will even look worse than the
cracks themselves (unless a fresh coat of sealer is applied for uniform
color). However, the alternative of not crack sealing can be devastating
economically in the long run.
will be applied to your parking area (*unless
otherwise stated in service contract*).
Super Seal Coating trained staff spray
applying between “cut in” to avoid
messy sidewalks, curbs, and buildings.
Cracks developing on your
asphalt surfaces indicate
breakdowns of your parking
lot structure.
Structural cracks in the parking
area are cleaned, and then
filled with Crackmaster Supreme
hot rubberized crackfill.
Crackfilling followed by seal
coating gives your parking
area maximum protection.
Coating trained staff spray
applying between “cut in” to avoid
messy sidewalks, curbs, and buildings
Coating thoroughly preps each surface
before applying products. The parking area edges will be
power trimmed, wire broomed, power cleaned, and oil
spot primed where necessary.
Your Best Choice for Pavement Maintenance
Seal Pro's Parking lot & Pavment Maintenance
Seal Seal Coating carefully cuts in all
buildings and concrete to avoid overspray of
sealer on them. Two coats of federal specification RP-355e
Commercial
Cracks developing on your
asphalt surfaces indicate
breakdowns of your parking
lot structure.
Structural cracks in the parking
area are cleaned, and then
filled with Crackmaster Supreme
hot rubberized crackfill.
Crackfilling followed by seal
coating gives your parking
area maximum protection.
Your Best Choice for Pavement Maintenance
Hot rubberized crackfiller is used on any cracks greater than 1/4” wide
One coat of Federal Specification RP-355e Commercial Grade Coal Tar
Emulsion Sealer. Our mixture
contains 30% water, 3 lbs/gal silica sand, 4% latex additive and Coal
Tar Sealer.
Sand is used for traction, skid resistance and also to provide a uniform
texture to the surface. Sealcoatings
with sand wear longer and are much safer to walk and drive on.
The use of latex additives is very common. There are many latex
additives to impart all types of performance
advantages. For example; Rubberizing additives improve flexibility,
durability, toughness,
etc. Faster drying additives help sealers dry fast.
Water is added in our sealer mixture. We follow the manufacturer’s
recommendations adding 25-30
gallons of water per 100 gallons of concentrated sealer.
Our
Products
The Benefits of
---------- Sealcoating
Despite its appearance asphalt is an extremely porous substance,
susceptible to damage by weather and chemicals.
Left unprotected, an asphalt surface will fade, soften, pit, and
crumble (especially where it is exposed to gasoline and motor
oil) eventually requiring major repair. Sealcoating covers
the entire asphalt with a flat black coat of coal tar that seals
the minute pore in the asphalt surface. As it dries the sealcoat
forms a tough protective “skin” that keeps your asphalt
surface looking clean and new, while resisting deterioration
from fuel oils, chemicals, rain and sun.
Stops oil, salt & chemical damage
Only coal tar sealer protects asphalt against the highly damaging
effects of fuel oil seepage and all other road chemicals,
especially alkalis and winter salt. Sealing prevents water
seepage into porous asphalt, stopping damage caused by
rain, frost, freezing and thawing. A coal tar coating also
inhibits hardening and oxidation, caused by the sun, of your
asphalt surface which can break down your asphalt surface.
The Advantages and Benefits of Cracksealing
Water flowing through open cracks into sub-base materials
leads to pavement deterioration which is commonly evidenced
by the following conditions:
* Consolidation of sub-base material.
* Formation of voids under pavement.
* Swelling, shrinking of sub-base materials.
* Frost and/or freeze-thaw action.
* Alligatoring, raveling, pot holes and/or complete failure.
If they are left unattended, open cracks will begin to compromise
the qualities of your pavement surface and eventually
lead to the need for costly repairs or replacement. They may
also decrease safety and increase your chance of liability
problems. Application of hot rubberized asphalt crack filler
will prevent water penetration into the sub-base thereby prolonging
the life of your pavement and elimination of potential
liabilities. Hot rubberized crackfiller is the foundation of any
asphalt maintenance program.
Two Critical Benefits of Asphalt Maintenance
(Sealcoating and Crackfilling)
1. Asphalt maintenance extends the life of your pavement by
protecting it from the elements that destroy its structural integrity,
thus lowering the lifetime costs of the parking lot area.
2. These processes enhance the image and look of your
parking area, which appeals to your customers.
Save Money, Reduce Maintenance,
Protect Your Investment
Seal coating can save real dollars for pavement owners.
Unsealed pavements will require repairs starting with the
second year and could require a costly one-inch overlay as
often as every seven years. Properly applied crackfilling and
sealcoating can save you more than 65% if the pavement is
maintained regularly. Estimated savings for a 10,000-sq.-yd.
asphalt pavement are $127,000 over 15 years.
Why Choose Superior Seal Coating For Asphalt
Maintenance?
Superior Seal Coating is experienced and professional.
Customer satisfaction and quality workmanship are our main
priorities. We want every customer to be a customer for life.
Superior Seal Coating is willing to go out of our way to ensure
every job is done right. Our scheduling is very flexible
and all work is performed or directly supervised by a partner
in the company.
Petroleum products are murder on asphalt. Oil leaks from automobiles
will soften asphalt shortening its life cycle. Coating the asphalt with
a sealant helps to fill the porous areas of the asphalt, which makes it
resistant to petroleum products and other damaging elements.
Because it is more resistant to liquids, sealing the pavement also
provides a barrier to natures elements. It extends the life of the
pavement by sealing off cracks that rain would otherwise travel through.
Eventually, and much quicker than many believe, erosion from rain causes
the cracks to become larger and larger leading to failure of the
pavement. In addition, sealing also helps slow down the process of
oxidation. Oxygen causes the asphalt to become brittle and break away
easier. It also helps to make the surface of the asphalt much more
uniform.
Slows oxidation and water penetration. Exposure to oxygen hardens
asphalt bingers and results in a brittle pavement surface that soon
cracks. These cracks permit water to penetrate into the sub base,
weakening it and reducing pavement strength. This in turn leads to more
cracks, which can eventually expand and become potholes. sealcoats fill
surface voids, reducing exposure to oxygen and water and prolonging
pavement life.
Another harmful element of nature is the ultraviolet rays from the sun
that break down the carbonic bonding nature of asphalt. Sealing the
pavement helps to fend off the effects of the suns rays.
Although less expensive than concrete paving, asphalt paving is still a
major expense. Maintaining regular sealing's of the paved area will
protect your investment, and make the need for repaving every few years
much less likely. Furthermore, regular sealing will maintain the
appearance of the asphalt, refreshing its newly laid appearance.
There's one thing for sure. You can take a perfect paving or sealcoating
project (which may be 98% of the projects value) and completely ruin the
appearance of the whole job in the last 2% with a sloppy striping job.
Straight, crisp, clean lines and stencils are a must. C & R Asphalt
calks all lines on new layout striping to insure straightness. We use
high quality tuff wearing traffic paint installed with nothing but Graco
Airless Line Laser Striping Machines.
Striping Specs.:
Striping can be done approximately 3 hours after the sealer is dry to
the touch. Time will vary depending on temperature.
Sherwin Williams Traffic Marking white, yellow and/or handicap blue will
be the paint used unless otherwise specified in the proposal. Sherwin
Williams Marking Paints meet or exceed all federal and state highway
paint specifications.
All lines will be applied with a Titan speeflow Airless Line
2800. This
striper applies paint at the approximate rate of 300-lineal feet per
gallon as opposed to an air striper which applies paint at the rate of
about 650 lineal feet per gallon. If our competitors don't offer you the
specs on their striper please ask them for your own protection. In our
opinion there is no comparison to an airless striper when it comes to
wear or appearance.
All lines will be approximately 4 inches wide. They will be straight and
uniform. All stencils will be clear and well defined.
Paint drying time will vary from 15 minutes to 3 hours.
Latex paint must be used on sealer.
Chlorinated Rubber will be recommended in temperatures below 50 degrees
and in extremely high traffic areas.
Oil base paints may be recommended for concrete, or other surfaces than
asphalt.
IF YOU HAVE ANY FURTHER QUESTIONS PLEASE LET US KNOW!
Seal Pro's offers asphalt and concrete striping. We use a variety of
paints both in chemical makeup and brands. Our 3 standard types of paint
are water base (latex), oil base, and chlorinated rubber. All 3 have
their place in the market and are used in different situations.
Nothing brightens up a parking lot, parking garage or roadway more than
fresh paint on stripes, pavement markings, and curbs.
FAST DRY SYSTEM:
Our Fast Dry System allows us to sealcoat / stripe a parking lot and
open it to traffic in 1 hour after application. This coating system is
highly recommended for the following applications:
Fast Food Establishments
Trucking / Warehouse Facilities
Hospitals
Gas Stations and Convenience Stores
Banks
Shopping Center Parking Lots
Airport Refueling and Taxi Ways
Any other parking lot which has traffic or is open 24 hours a day
Section 3: Solutions to pavement deterioration
Once a property manager (with or without the help of an estimator,
pavement consultant, or geo-technical engineer) has analyzed a pavement
system to determine the level of deterioration, there are always various
solution options to consider. This seminar will explore the specific
solutions that Carolina Asphalt has proposed to its customers throughout
the Carolinas since 1982.
Which option to choose: The greater the level of deterioration, the
larger the expense and the greater number of solution options. The
purpose of this seminar is to educate property managers so they can make
the best pavement expense decisions for the properties they manage.
Trade offs: For every level of pavement deterioration there are many
possible solutions to consider. While one solution may be cheaper than
another, invariably there are trade-offs to evaluate in order to make
the best decision. Be aware of the trade-offs that are made when
selecting a particular option so there are no surprises in the long run.
Geo-technical engineers: A geo-technical engineer can be used to analyze
a pavement and determine its level of deterioration. Depending on the
depth of their analysis, they may conduct a series of tests on the
pavement to measure existing pavement compositions and strength. On
larger projects, geo-technical engineers can provide a projected life
expectancy of various options and fully define the work in a series of
specifications.
Although there can be significant expenses involved in retaining a
geo-technical engineer, there is great value delivered when a third
party takes responsibility for the design of a project. Solutions to
pavement problems are only as good as the rationale behind them; the
greater the level of deterioration, the greater the need for expert
advice.
Specifications: Once you have chosen an option and understand the
trade-offs, a clearly-defined specification should be created that
includes standard units of measurement for pricing and payment purposes.
It should also be very clear as to who is responsible for the
performance of the job specifications. See our Tools section for sample
specifications.
Who is responsible?: What is the warranty on the job and if the pavement
does break, who is going to take responsibility? If a geo-technical
engineer has written a pavement design for a project and the work fails
under expected traffic conditions, the engineer is responsible. If a
contractor volunteers to write a design specification and the work fails
within the stated warranty period, the contractor is responsible.
Level One: Raveling of the surface aggregate
Sealcoating Image
Solution: Sealcoating
In most cases, the solution to the problem of surface raveling is to
sealcoat the pavement, especially if it is under 5 years old and is
structurally sound (no visible alligatoring or block cracking). The
economic benefits of sealcoating are difficult to determine because
there are many variables that contribute to asphalt failure. Generally
speaking, the greatest returns in extended life of a pavement can be
made from a sealcoat expense when the pavement is 1-2 years old.
The sealcoat material should have at least 3 pounds of sand added per
undiluted gallon of sealer to provide adequate skid resistance. Sand is
cheap, but it is very difficult to pump without the right equipment.
Planning
Procedure:
1) Notify tenants! A sealcoating project must be properly planned since
it involves taking large sections of a parking lot at a time (usually
5,000 square yards per section) and each section takes 2 days to seal
and stripe. If possible, post a map with each section highlighted in a
public place and send out individual notices. Make sure to explain your
policy on moving cars (ie: who will pay for a tow truck)
2) Weather delays: Since a sealcoating emulsion is water-based, it must
dry completely before it sets. The advent of web site weather maps has
improved the process, but if rain is imminent, the sealcoat job will be
delayed and tenants need to be clear about how each delay affects the
scheduling of each section. The better the communication, the less
chance there will be of upset tenants!
3) Barricade each section: The type of barricade devices is dependent on
site constraints but the more obvious the better. If the barricade is
easily moved or if there is a gap to fit a car through, tenants will
drive through the wet material and create a mess.
4) Surface preparation: All dirt, vegetation and silt must be removed
from the surface with blowers, scrapers or broom tractors. A sealcoat
will not stick to dirt!
5) Tape off the entrance to get a better edge.
6) Primer coat (optional): If a surface is heavily oxidized, priming is
recommended to maximize adhesion of the sealcoat material.
Cleaning the Surface
Cleaning the Surface
Primer Coat
7) Oil spot primer: The oil spots must be scraped and primed with a
special oil spot primer. A sealcoat will not adhere to untreated oil
spots.
8) Sealcoat application: A minimum of 2 coats should be applied to the
surface. Each coat should be cured before the next coat is applied. The
sealcoat can be sprayed or squee-geed onto the surface of the asphalt at
a rate of .1 gallon of undiluted material per square yard per
application. Each sealcoat manufacturer has different requirements for
the amount of water added to provide proper viscosity but the important
measure is the amount of undiluted material applied to the pavement. It
is imperative that all cars are removed from each section prior to
applying material.
Extra Layer of Sealcoating
9) Third coat in drive lanes (optional): A sealcoat is primarily worn
off the surface by the sheer force of tires on the pavement. The
sealcoat will wear fastest in the drive lanes of a parking lot,
especially in the entranceways. A third coat can be applied in these
heavy wear areas to maximize the service life of the sealcoat.
How to specify a sealcoating project
Unfortunately there are no DOT guidelines for sealcoating and so most
specifications are vague and incomplete. Many times, the manufacturer’s
specifications are copied and given to each contractor but if the
contractor doesn’t carry this material, he will submit an "as equal."
The worst-case scenario however, is when a property manager requests a
bid for a sealcoat project without providing any guidance. Since there
are no accepted standards in the industry, the property manager will get
very different proposals which will be impossible to compare
objectively.
Carolina Asphalt has provided a sample sealcoating specification to be
used in creating a scope of work for a pavement project. This
specification can be modified by the property manager for each project,
but it is important to clearly state the specifications expected for the
project so each contractor bids the same job. This makes it much easier
to compare bids "apples to apples."
Standard vs. "Premium" sealcoat materials:
It is very clear that various sealcoat materials applied at the same
application rate will wear differently depending on the quality of
materials used in the manufacture of the sealer. There is a scrub test
used by ASTM (American Society of Testing Materials) to measure relative
wear. The following conclusions can be made about the best sealcoat
materials based on these tests:
1) Premium sealers have twice the service life of standard materials.
2) Premium sealers leave a thicker coating on the pavement.
A property manager can request a base bid for standard material with an
option for a premium product. After the bids are submitted, a
cost/benefit analysis can be run to determine the merits of each. In
many cases, an extended warranty may justify the marginal difference in
cost.
Property Manager hint: Make sure that each bidder state the following on
a sealcoating bid:
1) Type of sealcoat material to be used and the name of the
manufacturer.
2) Specific reference to latex polymers. Whether they are hot-blended at
the manufacturer or added cold on the job site.
3) Proposal should quote on a unit price for easy comparison. The
standard unit is square yard.
4) Proposal should state how many coats will be applied and whether a
primer coat will be applied.
Sealcoating Specification
Level Two: Isolated Cracking
Preparing the Surface
Solution: Cracksealing
The solution is to apply a cracksealer into these cracks that will
adhere to the walls of the crack through the pavement
expansion/contraction rate experienced for that location.
Minimal width:
It is generally accepted that cracks must be at least 1/4" wide to be
sealed but this measurement should be taken on the coldest day possible
when the void is forced open by the contraction of the pavement.
Cold vs. hot pour cracksealers:
Cold materials are much easier to apply and are therefore less expensive
but they do not have the same elasticity as hot pour products in all
temperature extremes. Hot pour cracksealer must be heated to a constant
temperature of 350-375¾o F in an oil jacked machine and injected into
the crack using a specialized machine.
Routed vs. non-routed:
A specialized routing machine will cut a 3/8" by 3/8" channel into the
crack in the pavement. Crackseal material can then be injected through a
wand from the bottom of the void to the top (as opposed to dripping
cracksealer into an untreated crack that fills from the top to the
bottom). The routed crack will reduce the rate of expansion of the crack
in weather cycles.
Example: A 1/4" crack that expands 1/4" in the winter will stretch the
cracksealer 100%. If the same crack is routed to 3/8" and expands the
same 1/4" , the cracksealer will only stretch 50%. Since the total cost
of cracksealing is usually not a significant expense, the marginal
increase to rout is well worth the cost.
Crack
Crack Sealing
Overband vs. filling flush:
The longest lasting crack repair is an overband of material on top of
the crack but some property managers don’t like the appearance of a
raised 2-3" wide band of material. In this case, the crack should be
routed and material injected to fill routed void only. This method will
not last as long.
Procedure:
Crack Sealing
1) Routing (optional but recommended by Carolina Asphalt): Rout out all
random cracks 1/4" or wider to a uniform width of 3/8".
2) Heat lance: Blow out debris, vegetation and moisture with a hot air
lance. Air flow at surface must be 3000° F and 3000 psi.
3) Cracksealing: Inject prepared crack with cracksealant designed for
expected temperature variation. Material can be overbanded or filled
flush depending on the preference of the property manager.
4) Sanding (optional): Sand or similar aggregate substance can be spread
on crack to minimize tracking of crackseal material.
Hot Pour Crackseal Specification
Cracksealing FAQs
Level 3: Water in the sub-grade or stone layer
Drain
Solution: French drain
The most important function is to intercept the water before it gets
under a pavement section and channel it with pipes into a drainage swale
or catch basin on the property. In many cases, it is obvious where the
water is coming from but in some cases investigative work must be done.
This is especially true if a high water table is suspected. Water table
gauges, (piezometers), must be installed and monitored for several weeks
to accurately define this problem.
The least expensive solution to a water problem is to eliminate the
source. A cracked irrigation line or broken water pipe or roof drain
once repaired can save thousands of pavement system repairs dollars.
Property Manager Hint: Monitor water usage each month and immediately
investigate unusual increases. Ask tenants and contractors to monitor
the property for damaged irrigation systems and fix problems as soon as
possible.
If it is clear that the water source under the pavement cannot be
prevented, then a french drain can be installed under the surface to
channel the water through a piping system. It is important to note that
french drain systems can be expensive and so a cost/benefit analysis
should be done in each case. What is the cost of the drain relative to
the amount of pavement system repairs it will eliminate? This is usually
a function of how far the piping system has to travel before reaching an
outlet, if there is only one water problem on a property in an irrigated
island but the nearest catch basin is 500 linear feet away, the cost
will not be worth the benefit.
It is always less expensive to build a french drain system in the
landscaping than it is in the pavement system. Many times, however,
irrigation lines run right along the back of the curb making it
impossible to construct the drain in the landscape area.
Prefabricated french drains are much less expensive and are most
effective in landscape applications but can be used in pavement systems
as perimeter drains during initial construction. Carolina Asphalt
recommends the installation of traditional french drain systems as
opposed to cheaper pre-fabricated system. A traditional french drain
consists of a trench, wrapped with a special filter fabric, washed
stone, and a slotted pipe. The drain system must be constructed at a 1%
slope for water to flow in a pipe in the bottom of the Prefabricated
french drains.
Drain Prep
Procedure:
1) Have all public underground utilities located prior to the start of
work and have locate order updated as needed. Have private services such
as water, sewer and irrigation lines located as well.
2) Block off the area and notify the tenants. The crew will need room to
dig through the pavement system, load trucks and bring new materials to
the site.
Drain Prep
3) Sawcut the edges of the excavation to provide a uniform edge.
4) Dig a trench 24"-36" deep and 12"-18" wide. Maintain a constant grade
of 1% at the bottom of the trench so that water does not stand.
5) Place a layer of geo-textile filter fabric in the entire trench and
place a slotted pipe in the bottom of the excavation.
6) Fill fabric-lined trench with washed stone and wrap filter fabric
over top of stone layer to prevent silt or fine aggregate from clogging
the system.
7) Compact the stone layer and install asphalt layer. The asphalt should
be at least 6" in depth and the width of the top of the trench should be
at least 4’ wide to get maximum compaction.
French drains can be very effective solutions to a water problem if
designed and constructed properly. The most common problem encountered
is insufficient compaction of the trench and the result is a concave
section that holds water creating further problems.
Care must also be taken to completely investigate all sources of water
so that the cause of the problem can be determined. A property manager
can monitor a water problem over time to uncover clues. It is certainly
worth the time to invest before spending money to correct the wrong
problem!
French Drain Specification
French Drain FAQs
Level 4: Minor alligator or block cracking
Asphalt Repair
Solution: Full depth asphalt repair
Alligator cracking is a visual sign that the existing pavement structure
can no longer support the loads exerted on it. The entire area must be
excavated and replaced with a full-depth layer of new asphalt. It would
be less expensive to cut out the damaged areas and replace with a layer
of crushed stone and new asphalt, but it takes several days for stone to
set up properly and it must be flooded with water to achieve density.
This is usually not feasible in a repair scenario for a pavement system
that is currently in use (see seminar section of new construction).
The networked cracks on the top surface are an indication of instability
in the lower levels of the pavement system. For this reason, the area
must be excavated 1’ beyond the cracks on the surface. Each patch should
be a minimum of 4’ wide to accommodate the full width of a small steel
wheeled roller.
Areas to be repaired should be rectangular and encompass the entire
cracked area. Wherever feasible, it is best to combine several small
areas in to one large repair. A series of small patches with uncracked
asphalt in between, left untouched, will usually create more repairs in
the near future. The base layer in the untouched areas will be less
stable than the repaired areas and will be pounded by traffic that rolls
from a strong to a weaker surface.
Marking the Asphalt
Property Manager hint: Walk the entire parking lot with an estimator and
place small paint dots on the outer edges of all cracked areas. Once
these have all been sprayed, stand back and create a series of
rectangles to encompass the cracked areas. Number and measure each area
and note on a site plan.
The design depth of the repair is dependent on the traffic loads, the
strength of the sub-grade and the years it is expected to last. Evaluate
these three factors for a particular pavement system when choosing a
design depth of pavement.
The number of heavy truck axle loads exerted on the pavement system is a
measure of the traffic loading. Car traffic is almost irrelevant in this
consideration since heavy truck loads can be equivalent to 30,000 car
loadings.
Subgrade
The strength of the sub-grade most often is visually measured in a
proofroll process. The pavement system is excavated and removed and a
loaded truck is slowly driven over the sub-grade. Any significant
deflection is marked and measured.
The depth of the repair is directly related to the life of the repair.
The deeper the repair the longer it will last. Carolina Asphalt has
installed thousands of tons of asphalt repairs for over 20 years in the
Carolinas, and our experience has given us the following guidelines for
depth of repairs.
4" depth: Car traffic only, no truck traffic expected
Parking spaces in an apartment complex with a centralized dumpster in
the front of the property would be a good example.
6" depth: Car traffic with occasional truck traffic
Drive lanes of commercial/retail/residential parking lots where dumpster
trucks and delivery trucks are allowed to use.
8" depth: Regular truck traffic
Such as in front of a dumpster pad or in a loading dock of an industrial
facility.
10-12" depth: High truck traffic
In marginal sub-grade areas.
Once the area has been sawcut and the existing pavement system has been
excavated and removed to the design depth proposed, the bottom of the
excavation should be proofrolled. Any weak areas should be removed and
replaced with suitable fill material such as pit gravel or crushed
stone. For marginal sub-grade conditions, a structural geo-textile
fabric can be installed in the bottom of the excavation prior to the
placement of fill material.
Mositure Block
Mositure Block
Depth Check
Property Manager hint: Make sure there are contingencies in your repair
contract for undercutting bad sub-grade and replacing with suitable
fill. This can be priced on a tonnage or cubic yard basis.
The major drive lanes are the first areas to crack and break into an
alligator pattern. It is important to monitor these breaks and repair as
soon as possible to retard further growth of the weakened area. This
damage can accelerate if not addressed because water has a free path to
the sub-grade through the random cracks in the asphalt surface.
Procedure:
1) Mark out all rectangular areas to be repaired with spray paint and
number each area.
2) Notify tenants of schedule for each section and block off completely.
3) Sawcut the asphalt section of the pavement system on sprayed marks.
(Do not allow area to be excavated without cutting because surrounding
pavement system can be damaged.)
Cutting the Repair Area
Dig
4) Excavate to the design depth and remove excavated material from site.
5) Proofroll the bottom of the excavation; undercut weak areas and
replace with fabric and fill as needed.
6) Install layer of binder asphalt and compact.
7) Apply an asphalt emulsion to patch edges.
8) Install 2" layer of surface mix on binder and compact.
Working around tenant operations: It is very important to communicate
with tenants concerning a repair project in a parking lot. While most
isolated repairs are in drive lanes and not in parking stalls, tenants
must be made aware of the repair process so they can plan accordingly.
The Right Equipment
Property Manager hint: Make sure your contractor provides a firm
schedule so you can distribute to your tenants. It is not acceptable to
prepare for a contractor to do a job then not show up or even call.
Depending on your comfort level with your contractor, you might want to
give your tenants a production coordination contact within the
contracting company. If your contractor has an on-site superintendent,
you may want this person to contact shipping coordinators for tenant
deliveries.
Every load of asphalt produced in a state certified asphalt plant must
have a ticket created to verify quantity of materials purchased. The
final patch repair dimensions can be measured and the effective
thickness of the asphalt can easily be calculated.
Tonnage Calculator
Property Manager hint: The largest expense in an asphalt project is
materials. Asphalt is a petroleum-based product and continues to rise in
cost. A property manager should know exactly how many tons of asphalt
should be used for a project and should hold the contractor to this
amount. Each bid for a patch repair project should clearly state the
square yards, the depth of repair and the tons of asphalt required.
Please use our online tonnage calculator for assistance.
Patching Specifications
Patching FAQs
Level 5: Widespread alligator cracking, over 35% of the area
Laying Asphalt
Solution: Rehabilitation
The pavement system has widespread base failure and the surface
conditions are very poor. The underlying causes of this condition must
be determined in order to devise the most cost-effective solution. Once
a pavement has reached this condition there are several rehabilitation
options to pursue. There can be a tremendous variance in cost to
construct each of these options so it is important to determine a
specific specification so that comparable quotes can be given.
The three options to consider when a pavement system has reached this
level are listed below in order of least expensive to most expensive:
1) Patch and Resurface
2) Patching and Resurface with crack membrane
3) Reclamation
It may not be readily apparent which method is most practical in each
particular case. A geo-technical engineer can be hired to evaluate the
existing condition and estimate the relative costs and benefits of each
method of rehabilitation to determine the best approach. Many property
managers will consult with a trusted estimator and rely on their
practical field experience (even though the estimator will usually not
have access to testing data to confirm his assumption).
Whatever method is chosen to determine a method of rehabilitation, it is
best to have each bidder price the exact same job so a truly objective
decision can be made. The higher the level of deterioration of a
pavement system, the greater the chance of variability in the repair or
rehabilitation method chosen will be. Be very clear about your
expectations for the rehabilitation method in your discussion with a
geo-technical engineer or paving estimator.
Property Manager hint: When a decision has been made, define the method
in the form of a scope of work and give this to each bidder so that
prices can be compared on an "apples to apples" basis. The more specific
you can be in the definition, the less arbitrary the contractor
selection process will be.
Option 1: Patch and Resurface
All broken areas that move under the weight of a loaded truck must be
repaired with full depth asphalt at the depths stated earlier, less the
thickness of the overlay layer. Isolated cracks must be sealed with a
hot pour cracksealer to retard reflective cracking.
All repair areas should be clearly marked on the pavement, numbered and
referenced on the proposal or scope of work. The tonnage for these
repairs can be calculated by measuring the total area and multiplying by
standard coefficients (tonnage calculator).
Procedure:
1) Notify tenants and distribute/post schedule. (All cars must be
cleared from each work section.)
2) Excavate and repair marked areas using patch specifications. No
surface mix is required, just binder.
3) Surface preparation: Completely clean surface of all vegetation and
dirt with a broom tractor and forced air blowers.
4) Apply a liquid asphalt emulsion to old asphalt to bond the new layer.
5) Install asphalt surface mix and compact.
Thickness of resurfacing layer:
This is usually 1.5" to 2.0" depending on the use of the facility.
Thickness is always after compaction. Proposal should state square
yards, thickness of asphalt and unit price per square yard.
Drainage concerns:
The asphalt layer will create additional height to the pavement
structure and this variance must be considered before the start of the
project. It is possible to "feather" into concrete gutter pans and
concrete loading docks and driveways but will this trap water?
Resurfacing Specifications
Resurfacing FAQs
Option 2: Patching and resurfacing with a crack membrane
This method is very similar to option 1 but instead of repairing every
broken area, a crack membrane can be installed prior to the resurfacing
process to retard reflective cracking of the lightly cracked areas.
Areas that move significantly under the weight of a loaded truck will
need to be cut out and replaced prior to placement of crack membrane.
There are two types of crack membranes:
a) geo-textile fabric (Petromat): A heavy layer of asphalt emulsion (.2
gallons per square yard) is applied to the prepared surface and the
fabric is rolled into the liquid so that the emulsion is absorbed into
the fabric before it sets up. Geo-textile fabric should only be applied
to low shear areas of a pavement. If it is applied in turning areas or
on a grade, the asphalt layer can "slip" on the fabric.
Procedure:
Property Manager hint: Do not consider using this method of repair in
turning areas or on grades in a parking lot because the asphalt can
"slip" on the fabric.
A New Layer
b) Flexible Asphalt Membrane (Perma-Flex): The Perma-Flex system
consists of a heavy layer of asphalt emulsion (tack) followed by a thin
lift of Perma-Flex asphalt; usually 1-1.5" in thickness. Another coat of
tack is applied before the final lift of asphalt is installed (1-1.5" in
thickness).
Property Manager hint: The Perma-Flex system will add 2-3" of total
thickness to the existing pavement system. Make sure this does not
adversely affect drainage before considering this option!
Permaflex Specifications
Permaflex FAQs
Option 3: Reclamation
Scraping
Scraping
In cases where an existing parking lot is too far gone to consider
patching and resurfacing or the structure is showing signs of base
failure and the existing structure is not adequate to support current
needs, reclamation of the parking lot can become the most cost-effective
and environmentally-friendly means of rehabilitation.
The reclamation process involves grinding up the entire existing
pavement system in place with a large machine. The reclaimed material
will look just like crushed stone. If the existing pavement system is
not thick enough in places, the re-claimed may grind up some dirt in the
process and mix it with the asphalt and stone. (This is why core samples
should be taken before this process is considered).
New Asphalt
New Asphalt
The reclaimed material is then graded in place and set up just like
stone is in new construction. If there is too much reclaimed material to
allow for proper drainage, this material must be moved to another part
of the parking lot or removed from the site.
Once the reclaimed material has been graded, compacted and set to proper
grades, the surface is paved with the proper thickness of asphalt.
Reclamation Specification
Reclamation FAQs
Level 6: Complete failure of the pavement
Solution: Remove and replace
The pavement system is at the end of its service life and it has been
determined that rehabilitation options are not feasible. There are
several options to consider at this point but as the entire pavement
must be replaced, each option is expensive and it is recommended that a
geo-technical engineer be consulted to design the best specification
(depth of each material to be used). The three options to consider when
replacing the pavement system at this level are:
1) Full depth asphalt
2) Stone and asphalt
Option 1: Full Depth Asphalt
The entire pavement section is removed to a sufficient depth to
accommodate a full depth section of asphalt. The remaining stone base is
compacted and proof rolled prior to placement of the asphalt.
This solution can be implemented very quickly especially if a milling
machine is used to excavate the original pavement structure. It is very
important to know the exact thickness of the existing structure as new
asphalt should be placed on some appreciable thickness of stone base
(not directly on sub-grade). It is also important to know the strength
of the sub-grade prior to removal of the original pavement system to
minimize unexpected change orders. When the existing pavement is
excavated to the design depth, there is a limited time window to
complete the project and if poor sub-grade is encountered it must be
immediately removed and replaced. This can significantly increase the
cost of the entire project.
Property Manager hint: Make sure you know exactly how many tons of
asphalt will be required for the project and include a bidder
requirement to provide asphalt plant receipts to benchmark the job.
Option 2: Stone and Asphalt
This is very similar to option 1 except that after excavation of the
original pavement, a layer of stone is installed and compacted prior to
the placement of the asphalt layer. Since stone has a much lower
strength coefficient than asphalt, more materials are required and more
excavation and removal will be required (which can be offset by the cost
savings of stone vs. asphalt materials). Another consideration is
timing; stone installation and compaction can take several days per
section as was described earlier in this seminar. For this reason, this
option is usually not acceptable to use around active tenant operations.
Property Manager hint: Compare the cost of constructing option 1 vs.
option 2 using a base line strength coefficient so you can compare
“apples to apples.” Be sure to factor in the potential cost
over-runs/change orders and opportunity costs to delaying tenant
operations.
Seal Pro's
of Alexandria, Indiana is a Full Service Maintenance Service Who
Provides The Following Services:
Concrete cut out and repairs
& Asphalt sealcoat, Asphalt Patching , Asphalt cut out and repair, Asphalt
Patching , asphalt & Concrete striping & stenciling .. fire lane, handicap,
No parking zones.. Sweeping - cleans many forms of debris, Seal Po's is a
company who can provide Full Service Parking Lot Maintenance , Seal Pro's Is
a Local Parking lot and Residential Service contractor who also specializes
in Full Service
parking lot maintenance
, Residential Asphalt Maintenance, Drive way Maintenance services, in
the central Indiana Area.
Because we at Seal Pro's understand that Parking lot appearance is
the first impression business owners can give potential customers.
Seal coating and crack sealing, Parking lot striping are not only good
for aesthetics; Sealing can also help the blacktop or concrete or
warehouse floors from deteriorating. If possible, this should be
done every year If in a high traffic area and every two to three years
in low traffic areas.
Bumper blocks are installed to keep vehicles from parking too close to
buildings, signs, drop-offs, lawns etc we have most signs in stock or we
can order any kind of signage.
