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.

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.

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.

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.