Frequently Asked Questions

Hot rubber crack sealing heats material to 400°F before application, creating a flexible, waterproof bond that moves with pavement expansion and contraction. Cold pour products harden and crack out within months. Hot rubber lasts 3-5 years because it stays pliable through Utah's freeze-thaw cycles.

Sealcoat when temperatures stay above 50°F overnight and no rain is forecast for 24-48 hours. In Salt Lake City, late spring through early fall provides ideal conditions. New asphalt needs 6-12 months to cure before first sealcoating, allowing oils to evaporate.

Traditional patching cuts out damaged areas and fills them with new asphalt, creating visible seams where water can penetrate. Infrared repair reheats existing pavement to 300°F, blends it with new material, and creates a seamless bond without cold joints that fail prematurely.

High-traffic commercial lots need sealcoating every 2-3 years depending on vehicle volume, sun exposure, and chemical exposure from oil or de-icing salts. Waiting longer allows oxidation to penetrate deeper, requiring more expensive repairs or resurfacing instead of preventative maintenance.

Water enters small cracks, freezes, and expands with 9% more volume than liquid water. This pressure widens cracks each freeze-thaw cycle. Salt Lake City's temperature swings across freezing create dozens of cycles per winter, turning hairline cracks into structural failures by spring.

ADA compliance requires accessible stalls at least 96 inches wide with adjacent 60-inch access aisles, proper signage mounted 60 inches above pavement, and van-accessible spaces measuring 132 inches total width. Stall count and placement depend on total lot size and facility type.

Overlay works when the existing base remains stable and surface damage stays shallow—minor cracking, oxidation, or wear without deep potholes or edge failures. If the base has shifted or drainage issues exist, overlay just covers problems that resurface within a year.

UV rays break down asphalt binder, turning pavement gray and brittle as oils oxidize away. Sealcoat contains refined coal tar or asphalt emulsion that blocks UV penetration and replenishes surface oils. Without it, pavement oxidizes 300% faster and requires resurfacing years earlier.

Site preparation and grading requirements drive cost more than asphalt itself. Poor drainage, unsuitable soil requiring excavation, or lack of aggregate base add significant expense. Driveway width, thickness needed for vehicle weight, and access for equipment also affect pricing substantially.

Infrared repair or saw-cut patching fixes isolated potholes when surrounding pavement remains structurally sound. If potholes cluster or the base has failed across large areas, spot repairs fail quickly because water and load stress shift to adjacent weak points.

Pavement must be swept clean of dirt, debris, and vegetation, with oil spots treated using primer. Cracks wider than ¼ inch need filling before sealcoat application. The surface must be completely dry—morning dew or recent rain delays application because moisture prevents proper adhesion.

Resurfacing becomes necessary when cracks exceed ¼ inch width across more than 30% of the surface, or when alligator cracking and potholes appear. Sealcoating only protects structurally sound pavement—it can't fill deep cracks or repair failed areas that need new asphalt.