M.R. Tanner Pavement
Maintenance FAQs
Asphalt is a hot-mixed blend of aggregates bound with liquid bitumen that cools into a flexible, black surface ideal for Arizona’s thermal cycling. Concrete, by contrast, is a rigid Portland-cement pavement that cures slowly, costs more up-front, and can crack under subgrade movement. Asphalt’s flexibility, faster installation, and easier maintenance make it the go-to material for Phoenix parking lots, roadways, and HOA drive lanes.
Our crews pave and maintain asphalt across the entire Phoenix Metro area, as well as outlying cities in Maricopa and Pinal counties.
Yes. M.R. Tanner provides complimentary, line-item proposals across Maricopa and Pinal counties, complete with photos, thickness recommendations, and multi-year maintenance options.
With proper structural design, subgrade preparation, routine crack sealing, and timely sealcoats, commercial hot-mix asphalt typically delivers 15–20 years of service in Greater Phoenix. UV radiation, 115 °F summer highs, and heavy rains make preventative maintenance critical; lots that follow a two-to-three-year sealcoat cycle routinely hit the upper end of that life span.
Fortunately, Arizona’s climate allows us to perform paving operations year-round. The most favorable conditions occur during the spring and fall, when daytime temperatures range between 60 and 90 degrees. While paving is still feasible during the winter and summer months, start times may be adjusted based on daily temperature fluctuations. In colder weather, asphalt can cool too quickly, making it difficult to achieve proper compaction. Conversely, extreme heat can prolong the material’s cooling time, requiring extended rolling to ensure adequate compaction. For this reason, thin lift overlays are typically avoided during the winter season.
Light-duty car stalls usually perform well with 3 in. of hot-mix over 4 in. of aggregate base. Heavy-duty truck lanes, dumpster pads, and fire lanes warrant 4–6 in. (depending on the amount of traffic they would handle) or full-depth asphalt to resist rutting. M.R. Tanner’s estimators verify subgrade CBR, drainage slope, and anticipated axle loads before recommending final section thickness. We also recommend using a geotechnical engineer to design structural sections.
Passenger vehicles can generally drive on new asphalt after 24 hours; heavy trucks and garbage haulers should wait 48-72 hours to prevent scuffing. In July and August, cure times may extend if afternoon highs exceed 110 °F.
Light sprinkles seldom require a shutdown, but steady rain cools hot-mix and hinders compaction. The Asphalt Institute recommends stopping placement during sustained rainfall and never paving over puddles or saturated subgrade. Crews should tarp trucks, maintain vertical joints, and keep the paver free of standing water.
A prime coat is a low-viscosity asphalt sprayed on a granular base. It binds loose fines, seals moisture, and promotes adhesion between base and first lift. In Arizona, primes are often skipped when the asphalt thickness exceeds 4 in., but they remain essential when paving over existing asphalt and are valuable on thin sections or porous bases.
Not always. Modern pavements more than 4 in. thick often perform well without it. Where local air-quality rules restrict cutbacks, M.R. Tanner can substitute diluted SS-1h or CSS-1h emulsions or incorporate emulsion into final base compaction water. However, a prime coat or tack coat is needed when overlaying an existing asphalt road.
No. A well-constructed parking lot typically doesn’t need sealing for 2–5 years. Fresh asphalt must oxidize and shed volatiles first. Porous sections may benefit from a light emulsion fog seal, but standard sealcoats too early can trap oils and cause premature cracking.
Seal once oxidation, minor raveling, or hairline cracks appear—usually every 24–36 months. Spring and fall offer 70-90°F temperatures ideal for uniform cure, but Arizona’s low humidity allows successful sealcoating nearly year-round with proper water dilution and dry-time controls.
Sealcoat is a pure emulsion film that restores color and shields binder; slurry seal combines emulsion with fine aggregate, filling minor depressions and extending life 6–8 years. Slurry costs more but delivers extra skid resistance and surface leveling—ideal for aging HOA lots.
No structural value; it’s a preservation layer. Chip seals waterproof the surface, seal micro-cracks, improve skid resistance, and extend service 5–8 years at a fraction of reconstruction cost.
The Asphalt Institute recommends placement when pavement temperatures exceed 70 °F for several days—June through August in Phoenix—ensuring the emulsion sets and chips embed to 60-75 %.
Yes. Double or triple chip seals create thicker, more durable surfacings on new rural roads. For urban parking lots, single applications usually suffice, but M.R. Tanner can design multilayer systems when extra waterproofing is desired. We recommend using a geotechnical engineer to design structural sections.
A Cape seal is a chip seal followed by a slurry seal once chips cure, combining waterproofing with a smoother, aggregate-rich riding surface—perfect for residential streets where appearance matters.
Temperature swings widen joints; monsoon water infiltrates and weakens base; UV oxidizes binder. Hot-applied rubber crack sealant keeps water out, preventing alligator cracking and potholes while adding 3–5 years of pavement life for pennies per square foot.
Absolutely. Routing and filling cracks ⅜ in. × ⅜ in. with ASTM D6690 Type II sealant prevents reflective cracking in the overlay. Ensure excess material is flush or slightly recessed so the new surface bonds properly but be sure not to overfill crack seals prior to an asphalt overlay.
Unsealed cracks let water erode the base; traffic flexing then collapses the weakened surface, producing a pothole. Timely crack sealing and drainage fixes are the best prevention.
Expect 3–5 years under passenger traffic and intense UV exposure. Surfaces with heavy truck traffic may need biennial evaluation.
Absolutely. Our concrete crews install compliant curb ramps, truncated domes, and adjusts slopes to 2 % max in accessible stalls. We re-stripe per the 2010 ADA Standards using durable traffic paint or preformed thermoplastic. However, there are occasional situations in which, in order to achieve the desired percentages, a re-design of the parking lot would be necessary.
Once the sealcoat cures to a uniform matte—usually 24 hours at 80°F—striping adheres properly. Cooler temps or shaded areas may need extra dry time.
We’ve delivered asphalt, concrete, and pavement-maintenance solutions to Arizona property owners for over 30 years, building a reputation for quality, safety, and on-time delivery.
Yes—ROC # 111576 A- General Engineering—and we carry general liability, auto, and workers coverage exceeding most municipal and HOA requirements.
We provide a one-year workmanship warranty on standard paving and a one-year warranty on overlays paired with our recommended maintenance plan.
Yes. Our integrated concrete division handles sidewalks, curbs, gutters, valley gutters, dumpster pads, and ADA ramps, allowing a single contract and coordinated schedule.
We can develop 5- and 10-year maintenance roadmaps that prioritize crack sealing, sealcoats, overlays, and capital-reserve budgeting—ideal for HOAs and facility managers.
Micro-surfacing is a polymer-modified slurry with coarse aggregate placed at ½ in. thickness. It corrects minor rutting, seals oxidation, and restores skid resistance, delivering 7–9 years of life extension on arterials or heavily traveled parking aisles.
Yes. Synthetic pigments or specialty resins can tint asphalt to various colors schemes while stamping templates create decorative patterns—ideal for crosswalks, entries, and pedestrian plazas needing aesthetic appeal with asphalt flexibility. When considering coloring and stamping, considerations should be made for maintaining those areas as well.
The high void content can accelerate binder oxidation under 110°F heat. Annual fog sealing keeps voids clean and binder flexible.
Sealcoat projects usually reopen the same evening; overlays cure in 24 hours. M.R. Tanner phases work to maintain at least one open entrance and coordinates with property managers to minimize disruption. We can also utilize weekends to minimize disruptions if that’s preferable.
Yes. Crews often mobilize within 24–48 hours using hot-mix patches to eliminate liability hazards fast.
Yes. We can schedule night paving to beat Phoenix heat and reduce business interruption, using portable light plants or sensitive areas.
We laser-grade base to ¼ in./ft cross-slope, install valley gutters, and verify catch-basin inverts. Proper drainage prevents ponding, oxidation, and raveling, extending pavement life.
M.R. Tanner can mill high spots and add leveling courses before overlay to restore positive flow over future puddles.
Yes, reflective cracking is a common occurrence when overlaying existing roadways. While not all underlying cracks will reappear, it is normal for some to reflect through the new surface over time. To preserve the integrity and appearance of the overlaid pavement, it’s important to implement a routine maintenance plan that includes regular crack sealing and periodic seal coating.
Plan on crack sealing and thorough sweeping each year, sealcoating every 2–3 years, slurry or micro-surfacing around year 6–8, and an overlay around year 12–15 to maximize your return on asphalt investment.
Ultraviolet rays oxidize the binder, making it brittle and prone to raveling. Sealcoats reintroduce flexible oils and block UV, slowing oxidation.
Yes. Keep garbage and delivery trucks off sealed surfaces for at least 48 hours to prevent power-steering scuffs and tracking.
Quarterly checks for oil drips, rutting, and edge cracking are recommended. Early patching protects the surrounding pavement and avoids costly base failures.
We deploy MUTCD-compliant cones, barricades, flaggers, and temporary striping to protect drivers and pedestrians while maintaining access where possible.
Call (480) 633-8500, or fill out our online form with square footage and photos and select the [Estimating Department]. We’ll schedule a site walk within [3] business days and deliver a proposal within [5] business days.
Site map or CAD, approximate traffic volumes (cars vs. trucks), drainage concerns, known utility issues, and any compliance deadlines—such as ADA inspections or municipal resurfacing notices—help us craft the most accurate scope and budget.
