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Frequently Asked Questions
Q: What causes asphalt to fail?
A: Assuming that the initial asphalt pavement was designed and constructed properly, the primary cause of failure is the penetration of water into the asphalt base. Asphalt failure often begins with the oxidation of an untreated pavement surface which causes the asphalt to become dry and brittle. The top layer of fine particles erodes, exposing the larger aggregate and leading to small cracks on the surface. These cracks will grow if left untreated, allowing water to penetrate to the base of the pavement. When water enters the base of the pavement, the base material shifts and settles leading to further cracking and a depression in the surface. As water pools in the depressed area, the asphalt further deteriorates and becomes unstable. When the pavement reaches this stage, removal and replacement of the old asphalt is often the only remedy.
Q: What can I do to prevent pavement failures?
A: Periodic and preventative maintenance is the key. Budget money for crack filling on a yearly basis. Typically a few hundred dollars a year in crack filling will save you thousands in patching when resurfacing is required. If deteriorated pavement is caused by poor sub-base conditions, periodic patching may be required to keep those areas from spreading.
Q: Do I need to replace all of the deteriorated pavement?
A: Typically not. Pavements are only designed for a 15 year life cycle and random fatigue cracking and slight deteriorations are to be expected. Simply adding a new 2" surface (Perma-Flex paving overlay) over the existing paving will seal the cracks and deteriorated areas and solve the problem.
Q: What exactly is asphalt?
A: Asphalt pavement is usually 95% aggregate, which could be stone, sand, or gravel, and 5% asphalt cement as a binder. The binder is a product of oil refining and acts to glue the aggregates together. The aggregate and asphalt are heated, combined with the recycled material and mixed together. Then we load the hot pavement material into trucks and take it out to the site.
Q: What are the main benefits of asphalt?
A:
- It costs less to construct and maintain asphalt than alternative pavements.
- Asphalt construction projects can be completed more quickly than alternative pavements.
- Asphalt pavements are the smoothest pavements.
- Asphalt pavements generate less noise than alternative pavements.
- The contrast of the black pavement and white lines make it easier for motorists to understand driving and parking regulations - making asphalt a safer pavement.
- Properly designed, constructed and maintained asphalt pavements last significantly longer than alternative pavements.
- Asphalt is recyclable.
Q: How can I protect my asphalt?
A: There are a number of steps that you can take to prolong the life of your asphalt and maximize your investment.
- Sealcoat within six months after installing new asphalt.
- Sealcoat every two to three years thereafter.
- Regularly check for longitudinal or transverse cracking and have cracks sealed.
- Patch low areas before cracking develops.
- Minimize irrigation run-off onto your asphalt.
- Work with a quality asphalt maintenance company like Asphalt Enterprises, Inc. to develop an asphalt maintenance plan that specifically meets your needs and budget.
Q: Does the rising price of oil impact asphalt prices?
A: Yes, the price of asphalt is directly linked to crude oil prices, which fluctuate when supplies vary.
Q: What about the weather affecting scheduled paving operations?
A: Paving operations are weather dependant. If it is just morning mist or very light rain, we will sometimes work through it. If it is raining heavily or snowing, we normally reschedule the project until a dry day. Asphalt can be applied year round provided temperature and ground conditions are adequate.
Q: Why is edge milling prior to resurfacing important?
A.: A key consideration when resurfacing is drainage. How well does the lot drain prior to resurfacing and how will a new layer affect this? As a general rule an asphalt parking lot should have a minimum slope of 1% for water to flow properly over its service life. This translates to roughly 1" of fall for every 10 feet. Anything less will not work! This is why edge milling is important, by milling the edges of the existing asphalt down below the level of adjacent concrete the new asphalt can be installed at the same level as the concrete thus preventing water from becoming trapped between the asphalt and concrete and preventing trip hazards. Without edge milling, the new layer of asphalt will sit one and half to two inches higher than the adjacent concrete.
Q: What happens to utility valves (Manholes, Water and Gas boxes)?
A: We install 2” cast iron risers to make sure utility valves are even with new overlay.
Q: How would you go about paving our community? There is not a lot of parking.
A: AEI creates a detailed color mapping system that explains work being completed daily and where cars need to park. It is important for the manager to have a notice distributed to the community, 2 weeks or so prior to start of work explaining tentative work dates, then 3 days prior to starting project, and daily notices throughout work days.
Q: We recently had a plumbing repair in our street. How should the hole be prepared, prior to having it patched with asphalt?
A: After the plumber has completed the repair and has stabilized the area surrounding the pipe, he needs to pump out any water that is in the hole, then fill the hole with G.A.B granular aggregate base material, in 12 inch lifts, compacting each lift, until the hole is filled, with approximately 2-3 inches of rock remaining above street level. After approx. 5-7 days, the area can be patched, by removing the excess rock down to a depth of 3 inches, compacting the remaining rock, then patching the area with hot mix. Never let the plumber place the excavated dirt and material back into the hole after completing the plumbing repair, especially if the material is wet. Always use the method outlined above.
Q: What time of year is best for sealcoating?
A: Here in Atlanta, our sealcoating season runs from April until the first week in November. Ideally, we recommend that you sealcoat during the months of May – September, when pavement temperature is ideal, as well as the amount of UV rays that can be exposed to the new sealer on the pavement, which is critical for the proper drying and curing of the sealer.
Q: After the sealant is applied, is it normal to see tire marks after the parking lot is opened up for traffic?
A: Yes, it is normal to see some tire marking, since the sealer is still tender, and hasn’t cured 100%. You will notice that the tracking and marking will subside after a week or so.
Q: I manage a large office park, and last year we had the parking lots sealcoated and re-striped. The contractor specified that they would apply 2 "overlapping coats" of sealer on the asphalt. When they were applying the sealer, our maintenance engineer noticed that they only applied one coat of sealer. The contractor then striped the parking lots, without applying a second coat. When confronted about only applying one coat, the contractor stated that they applied "2 overlapping coats in one application". We went ahead and paid them since their terminology in their proposal was very vague and confusing. We then noticed that the sealer began to wear off 4 - 5 months later. Is this normal?
A: Unfortunately this is happening more and more in the Atlanta area amongst a few sealcoating contractors, and NO, it is not normal. In fact, it is very dishonest and the contractor is basically cheating the customer with such an application, saving on both materials and labor. You see, according to manufacturer and federal specifications, sealer must be applied in at least 2 SEPARATE coats in order to achieve the proper application/coverage rate of .18 - .22 gallons per square yard. Unfortunately, as you stated, there are contractors using the terminology "2 overlapping coats", or "lap coat", then claiming they are applying 2 coats in one application by simply "doubling up" or "overlapping heavily" the sealer in the one coat application. This is contrary to all manufacturer and federal specifications, and the result will be a coating that will wear prematurely. Sealer MUST be applied in 2 separate coats with a minimum of 2 - 3 hours drying time between coats in order to achieve the proper coverage rate, and a final product that will perform properly for years. Be very suspicious of terminology such as "2 overlapping coats" and "lap coats". Require the contractor to spell out exactly how the sealer will be applied, and the coverage rates for both the final coating, and each individual coat. On an average job, the first coat coverage rate will be +/- .12 gallons per square yard, and the second coat +/- .08 gallons per square yard.
Q: What are the weather limitations, if any, for placing hot mix asphalt?
A: Please see the chart below:
Weather is an important factor when paving/placing hot asphalt mix. Asphaltic concrete (hot asphalt mix) cannot be placed if the existing surface is wet and/or frozen. Also, the placement cannot begin until the minimum temperature is in accordance with the following table. The temperature must be checked in the shade, away from artificial light. Please also keep in mind that wind chill must also be taken into account, since cold winds will cool asphalt quicker before and during placement.
LIFT THICKNESS MINIMUM TEMPERATURE
1” or less 55 degrees F
1.1” to 2” 45 degrees F
2.1” to 3” 40 degrees F
3.1” to 4 “ 35 degrees F
4.1” to 8” 32 degrees and rising
Q: Should one be concerned about tire marking and scuffing on a newly paved parking lot?
A: No, it is normal for there to be tire marking and scuffing on newly paved parking lots, especially during periods of very hot weather as is common here in Atlanta during the summer months. The appearance of these marks and scuffs is normal, and in no way affects the long term performance of the pavement. The marking and scuffing subsides within a few weeks, after the asphalt has a chance to totally cool down, and the marks will finally disappear. For a more detailed explanation of tire scuffing, marking, and indentations, please visit this link for a position paper on the subject, published by the Asphalt Institute.
http://www.asphaltinstitute.org/public/engineering/PDFs/Tire_Scuffing_OHMPA.pdf
Q: What is the purpose of a "rubber tire roller" and it is necessary to use one in the paving process?
A: The use of a pneumatic roller (or rubber tire roller) is vital in the compaction process of asphalt paving, in that, it is able to conform to the surface being paved. Steel drum rollers do a great job in the initial phase of rolling, but they also bridge some areas of the asphalt mat being laid, whereas, the pneumatic roller kneads the hot mix asphalt, working each of the 9 oscillating tires into the asphalt mat. Not only does this achieve denser compaction, but it also drives the bigger aggregate in the mix down, and brings the fine aggregate to the top, actually sealing the asphalt better to eliminate voids and preventing water intrusion. We use a rubber tire roller on every paving job, even using it on medium to large size asphalt repairs. In order to achieve the proper compaction and density of the asphalt and to ensure a long lasting, smooth pavement surface, the use of a rubber tire roller in the paving process is paramount.
Q: What is the purpose of a prime coat and is it necessary on a new paving project?
A: A prime coat is an application of a low viscosity asphalt to a granular base in preparation for an initial layer (or surface course layer) of asphalt. The purpose of the prime coat is; to coat and bond loose material particles on the surface of the base, to harden or toughen the base surface to provide a work platform for construction equipment, to plug capillary voids in the base course surface to prevent migration of moisture, and to provide adhesion between the base course and succeeding asphalt course. After applying the prime coat, it must cure for a minimum of 48-72 hours before asphalt is placed, with no rain in the forecast.
At one time it was thought that a prime coat was an essential element of good pavement construction. However, in recent years many engineers have eliminated the use of a prime coat in their specifications, especially when asphalt layer(s), is 4 inches or more in thickness. In many instances, prime coats are not used even when surface thickness has been as thin as 2 inches. According to studies performed by The Asphalt Institute over the last 20 years, few if any, pavement failures can be attributed to the lack of a prime coat. We at Asphalt Enterprises, Inc. concur with the outcome of these studies.
Q: How does proper compaction affect the life of asphalt pavement?
A: Compaction affects the density of any material, and the more dense a material is, the stronger, more stable it is. And such is the case with the sub-base materials, base material, and hot mix asphalt, all of which make up asphalt pavement. The key to proper compaction is to eliminate or expel air voids from the material, thus forcing the particles close together. Increasing the density gives soil, base material, and asphalt: greater strength for supporting heavier loads, reduced settlement over the life of the pavement, less permeability to water and air, and resistance to rutting. Pages can be written about the proper methods and equipment for achieving proper compaction, and for that reason, we are providing this link to an interesting and informative article published by the State of Wisconsin Dept. of Transportation.
http://epdfiles.engr.wisc.edu/pdf_web_files/tic/bulletins/Bltn_011_Compaction.pdf
If you have any questions you would like addressed, please click on the “Contact Us” tab above and send us your question, and we will respond to you within 24 hours with an answer.