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New Orleans metro
Tell us the surface and the square footage and the job gets priced properly instead of guessed at. We are fully licensed, bonded, and insured.
Seal coating puts a protective layer over a sound asphalt surface, so that sun, water and spilled fuel or oil reach the coat instead of the asphalt underneath. It is protection for a surface that is still in good order. It is not a repair, and it will not rescue a surface that has already failed.
Think of it as the coat on the outside of a building rather than the wall itself. It takes the weather so the thing underneath does not have to.
Slows the weathering that dries a surface out and turns it gray, sheds water at the surface rather than letting it work into the top layer, takes the wear where vehicles stand, and restores the even, dark finish the surface had when it was new.
It does not fill or fix cracks, which is separate work done before any coat goes on. It adds no strength and carries no load, and it cannot help a surface whose base has gone, which is a case for replacement.
A surface should be seal coated when it is ready rather than on a fixed schedule, and what tells you it is ready is the surface itself. Coating too early wastes a coat on a surface that is still shedding water on its own, and coating too late puts a coat over damage that should have been dealt with first.
A surface that has gone gray and open has lost binder at the top, which is what a coat replaces.
Loose grit that sweeps off the surface means it is raveling rather than holding together.
A surface that darkens and stays damp is taking water in rather than shedding it.
Anything wide enough to take sealant is repair work first and coat second, never the other way round.
Our asphalt maintenance page sets out how those checks fit into the rest of the routine.
Preparation is most of the job: the surface is cleaned down, any growth and loose material is removed, oil patches are treated, and any crack wide enough to take sealant is filled first. A coat laid over a dirty surface or an open crack shows the problem again at exactly those points.
Dirt, grit and growth are cleared, because a coat bonds to asphalt and not to what is sitting on it. Anything left behind becomes a place where the coat lifts.
Cracks wide enough to take sealant are filled as separate work, and the sealant needs time to cure before a coat goes over it. A crack left open comes back up through the new coat along the same line.
Hairline cracks are different. Those the coat can cover on its own, which is part of why catching a surface early is worth so much.
Where vehicles have stood, the asphalt is often softened and contaminated. Those areas are treated so the coat has something it can hold onto.
A coat needs time to cure before it takes traffic, and how long depends on the weather that day and on what will be driving over it. We tell you on site what your surface needs and when it can be used, and on a lot that has to stay open we work in sections so part of it stays open.
Which parts close, on which days, and what has to be moved off the surface before the crew arrives.
On a lot that has to stay open we coat in sections, so part of the surface stays available throughout.
A coat driven on before it is ready carries those tire marks afterwards. We would rather hold the surface a little longer than hand it back marked.
The price moves with the measured area, how much preparation and crack sealing the surface needs first, access for our equipment, and how much of the area can be closed at once. We do not publish a price per square foot, because two surfaces of the same size can need very different preparation.
You get the whole thing in writing before anything starts, at no cost.
Not the coat. Two surfaces of the same measured area can need very different work before a single drop of coating is used.
A clean surface with two cracks, or a surface with growth through the joints and oil across the parking bays. Those are different jobs.
If the surface has cracked into a connected pattern, moves under weight, or holds water in the same places after every rain, a coat is money spent on the wrong thing. We will tell you which answer applies before you have paid for a coat that cannot help.
Where the failure is still confined to defined areas and the base under it is sound.
Where the existing surface is structurally sound enough to carry a new layer over it.
Where the base has gone, and anything laid over it would fail in the same places.
We seal coat across the New Orleans metro, and each area we cover has a page of its own with the local detail on it. If your property sits on the edge of these areas, call us and we will tell you plainly whether it is in range.
New Orleans, Metairie, Kenner, Gretna, Harahan and River Ridge, across Orleans and Jefferson Parish.
Slidell, Covington, Mandeville and Madisonville, across St. Tammany Parish.
St. Rose, LaPlace, Hammond and Baton Rouge, across St. Charles, St. John the Baptist, Tangipahoa and East Baton Rouge Parish.
Two claims repeated across the paving trade do not survive a reading of the source documents.
Asphalt does not have a cure time. It gains full strength on cooling and can typically support traffic within minutes of construction, and hours only in rare cases depending on lift thickness and ambient conditions. A newly built two inch surface is generally a few minutes.
The association guidance still recommends waiting a few days before opening a new residential driveway, and keeping a heavy moving truck off a fresh mat. That is best practice advice about protecting a new surface, not a curing requirement.
The minimum is set by lift thickness and mix type in the governing specification. Colorado DOT Table 401-3 sets 60 F for a top layer under 1.5 inches, 50 F from 1.5 to under 3 inches, and 45 F at 3 inches or more. Tennessee DOT Table 407.09-1 as revised 12-27-23 sets 45 F unmodified and 55 F modified under 2.0 inches, and 35 F at 2.0 inches or more. Neither of those is Louisiana's specification.
A well designed low traffic pavement should not require sealing for approximately 2 to 5 years, and the association guidance is not to apply sealer until the driveway is at least several months old.
Widely repeated, but every page carrying it was a paving company's own marketing or a content site, and the Asphalt Institute contradicts the framing outright. It does not appear on this page.
Repeated as a flat rule. The two state specifications read in full show the minimum is thickness and mix dependent, and those two specifications do not even agree with each other.
Pick the one that matches your surface instead of reading one page written for all of them.
Bare ground to finished surface. The base is built and compacted first, and how well that is done decides more about the next twenty years than the mix laid over the top of it.
See installation
Crack filling and routine upkeep on a surface that has not failed. It is the one service on this list you call about before anything is wrong, and it is what keeps the other five further away.
See maintenance
Driveways, parking lots and roadways, with the mix matched to the traffic the surface actually carries, whether that is over a new base or over a surface sound enough to keep.
See paving
Potholes, splits and patches that have let go, dealt with in place. The moment water gets past them and reaches the base underneath, a repair stops being a repair and turns into a repave.
See repair
The old surface comes out and is hauled off, then the area is repaved. The demolition and removal is what separates this from an overlay, and it is where much of the extra work sits.
See replacing
Tell us the surface and the square footage, and the job gets priced properly instead of guessed at.
Residential drives across the New Orleans metro, measured and quoted on the surface you actually have.
Commercial lots, surfaced and graded so water leaves them, then kept that way.
Each area has its own page, written from its own facts. The service areas page goes straight to any of them.
