H&L Paving and Sealcoating

H&L Paving Contractors in Westport have served our amazing community for over two decades. Westport is an affluent town located in Connecticut, along Long Island Sound within Connecticut’s Gold Coast in Fairfield County, Connecticut. It is 29 miles (47 km) northeast of New York City. The town had a population of 26,391 according to the 2010 U.S. Census, and is ranked 22nd among America’s 100 Richest Places[5] as well as second in Connecticut, with populations between 20,000 and 65,000.

As a full service paving contractor headquartered in Westport, CT – we serve all of Fairfield County primarily focusing on Wilton, Weston, Fairfield, Trumbull, Monroe, Easton, Norwalk, Darien, Greenwich and New Canaan. We are experts in every aspect of both residential and commercial paving services.

We offer:

  • Full Paving Services
  • Parking Areas (Malls, Commercial Buildings, Parking Lots & More).
  • Full Asphalt Reclamation, Grading and Paving Services
  • Driveways
  • Full Service Concrete Work
  • Full Masonry Services
  • Snow Plowing and Removal
  • Commercial & Residential

Choosing a quality paving contractor in CT is imperative, since poor work could cause water damage in or around your home’s foundation. This is why we recommend reviewing your contractor and ensuring quality work and verifiable client reviews. We’ve worked hard over the past 20 years to build a name and a brand that CT homeowners and business owners can feel good about and count on. H&L Paving Contractors of Westport, CT are here to help you on any size project and we guarantee 100% complete satisfaction on every single job, period. This is the H&L personal guarantee.

If you’d like to learn more about our full paving and concrete services in Westport, please call us at our main office located at 611 Riverside Ave in Westport, CT 06880 at 203-805-8003.

We look forward to working with you on your next project! Thank you for choosing H&L and being the best part of our business and our community.

Sincerely,

Hector – Owner & Founder

H&L Team

H&L Paving and Sealcoating

There are some key considerations in having a good asphalt driveway. These critical points include:

• adequate foundation;

• proper drainage;

• appropriate materials;

• good construction practices; and

• timely maintenance.

Preparing an adequate foundation includes having a solid subgrade and building a strong aggregate base.

A common problem is subgrade that is not properly stabilized, says Siler. “When there is wet, soggy clay present, you need to remove it or put down a good stone base.” He adds that the worst failures can be subdivision driveways.

“Bad preparation on driveways in some subdivisions will result in construction (truck) traffic ruining the driveway.  Driveway pavements can get buckled by truck traffic.”

Buddy Prather of Prather Paving in Lexington, Kentucky, concurs. “Soft dirt is a real issue,” he says. “You have to get rid of the soft top-soil and get to something solid. Around new homes, around the sides of the house and around the garage, you get backfill that hasn’t been compacted. It’s soft dirt. You have to replace it with something solid.”

“Putting down a rock base before placing the hot mix is critical,” Prather says. “The size or thickness of the rock makes a difference. We use 2-inch (top-size) rock—as big as your fist. The 2-inch rock sinks into the subgrade and stabilizes the earth,” adds Prather.

Another key point is proper drainage. Problems develop when water removal is not sufficient.

“You need to drain water away from the pavement — away from the edge of the pavement,” says Siler. He recommends using a French drain (a trench filled with gravel or rock with a pipe designed to redirect water) to get moisture away from the pavement below the pavement level.

“Drainage, drainage, drainage is what my Dad always says,” said Prather. “He ran the business before I did. You’ve got to have good drainage. You’ve got to have slope to your pavement so the water will run off. The water needs to run off to the side in a sheet.

“If you have good drainage, your pavement will last,” adds Prather. “Both good surface drainage and good subgrade drainage. The rock has to be laid right so it will allow the water to leach out. Don’t let the water gather in low places and bust-up the pavement. Big rock will let the water drain out. It acts like a French drain. And we use geotextile around the drainpipes.”

MPC’s Siler says there is a definite benefit from a gravel base because it allows the water to drain.

It is important to use the right asphalt mix. Unless they own their own hot mix plant, the driveway paving contractor may get “the-mix-of-the-day” from the local hot mix plant. This material may not be suited for driveways. Driveways are susceptible to brittleness caused by oxidation and weathering. Some mixing plants set aside one of their storage bins for private mix projects.

Opinions differ as to what makes the best driveway mix. In general, driveway mixes should be designed with more asphalt binder and less air voids than highway mixes. The aggregate structure is where opinions differ.

Many experts prefer that driveway surface mix have a finer gradation than highway mix. This gives a finer surface texture and smooth appearance. Siler prefers a mix composed of good angular aggregate with stone-on-stone contact (sometimes called aggregate interlock).

“It may not be the prettiest looking mix, but it is the most durable. Avoid sand and rounded particles. They don’t have the strength of angular particles, even though they make a pretty mix. Err on the side of the stronger mix,” advises Siler.

The choice of gradation depends on the loading and desired appearance. Finer gradings will shed more water and look more uniform. Stony mixes can carry heavier loads and require thicker placement depths for compactibility. Prather says that they always use a 2-inch compacted binder course (with larger top-size stone) on farm driveways because it can take heavier loads.

“Good workmanship is important, so the driveway will last,” says Prather. “Compaction is critical, including the edges and joints in the pavement.

“You have to tamp the edges of the pavement,” adds Prather. “And make the seams (joints) look good — tight and good.”

Prather says they always use a tack coat on residential driveways. “It’s a binding agent. We use SS-1H (asphalt emulsion). It prevents the surface course from slipping. If the surface course slips, it probably wasn’t tacked properly.”

It’s important to avoid segregation of the mix because a segregated mix can lead to potholes and pavement failures.

Most experts agree that the quality of the paving job is what matters most to driveway performance — particularly using a mix that is appropriate for the job and achieving good compaction. But maintenance is important, too.

Recommended maintenance treatments include taking care of the drainage features and crack-sealing. Overall pavement sealing is a matter of choice and wear-and-tear.

Water is the enemy of pavements. Proper installation of drainage at the time of construction is important, but it is equally important to assure that the drainage continues to work. Water can soften the subgrade and/or undermine the pavement.

Crack-sealing is an important part of maintaining the driveway pavement. Water and foreign material can enter the pavement and cause damage, if the cracks are not sealed. Some owners do not like the appearance of sealed cracks.

“Crack-filling does maintain the driveway, but it doesn’t look good. That’s why we seal the whole driveway, after we fill the cracks.  Filling the cracks does stop water penetration and prolongs the life of the driveway,” says Prather.

In addition to sealing the driveway for appearance purposes, sealing can be used to preserve the pavement. Fuel-resistant, polymer-modified asphalt sealers can guard against spills. Stony mixes or pavements with open textures benefit from sealing.

H&L Paving and Sealcoating

Asphalt (specifically, asphalt concrete), sometimes called flexible pavement due to the nature in which it distributes loads, has been widely used since the 1920s. The viscous nature of the bitumen binder allows asphalt concrete to sustain significant plastic deformation, although fatigue from repeated loading over time is the most common failure mechanism. Most asphalt surfaces are laid on a gravel base, which is generally at least as thick as the asphalt layer, although some ‘full depth’ asphalt surfaces are laid directly on the native subgrade. In areas with very soft or expansive subgrades such as clay or peat, thick gravel bases or stabilization of the subgrade with Portland cement or lime may be required. Polypropylene and polyester geosynthetics have also been used for this purpose and in some northern countries, a layer of polystyrene boards have been used to delay and minimize frost penetration into the subgrade.

Depending on the temperature at which it is applied, asphalt is categorized as hot mix, warm mix, or cold mix. Hot mix asphalt is applied at temperatures over 300 °F (150 °C) with a free floating screed. Warm mix asphalt is applied at temperatures of 200–250 °F (95–120 °C), resulting in reduced energy usage and emissions of volatile organic compounds. Cold mix asphalt is often used on lower-volume rural roads, where hot mix asphalt would cool too much on the long trip from the asphalt plant to the construction site.

An asphalt concrete surface will generally be constructed for high-volume primary highways having an average annual daily traffic load greater than 1200 vehicles per day. Advantages of asphalt roadways include relatively low noise, relatively low cost compared with other paving methods, and perceived ease of repair. Disadvantages include less durability than other paving methods, less tensile strength than concrete, the tendency to become slick and soft in hot weather and a certain amount of hydrocarbon pollution to soil and groundwater or waterways.

In the mid-1960s, rubberized asphalt was used for the first time, mixing crumb rubber from used tires with asphalt. While a potential use for tires that would otherwise fill landfills and present a fire hazard, rubberized asphalt has shown greater incidence of wear in freeze-thaw cycles in temperate zones due to non-homogeneous expansion and contraction with non-rubber components. The application of rubberized asphalt is more temperature-sensitive, and in many locations can only be applied at certain times of the year.

Study results of the long-term acoustic benefits of rubberized asphalt are inconclusive. Initial application of rubberized asphalt may provide 3–5 decibels (dB) reduction in tire-pavement source noise emissions; however, this translates to only 1–3 decibels (dB) in total traffic noise level reduction (due to the other components of traffic noise). Compared to traditional passive attenuating measures (e.g., noise walls and earth berms), rubberized asphalt provides shorter-lasting and lesser acoustic benefits at typically much greater expense.

Concrete surfaces (specifically, Portland cement concrete) are created using a concrete mix of Portland cement, coarse aggregate, sand and water. In virtually all modern mixes there will also be various admixtures added to increase workability, reduce the required amount of water, mitigate harmful chemical reactions and for other beneficial purposes. In many cases there will also be Portland cement substitutes added, such as fly ash. This can reduce the cost of the concrete and improve its physical properties. The material is applied in a freshly mixed slurry, and worked mechanically to compact the interior and force some of the cement slurry to the surface to produce a smoother, denser surface free from honeycombing. The water allows the mix to combine molecularly in a chemical reaction called hydration.

Concrete surfaces have been refined into three common types: jointed plain (JPCP), jointed reinforced (JRCP) and continuously reinforced (CRCP). The one item that distinguishes each type is the jointing system used to control crack development.

One of the major advantages of concrete pavements is they are typically stronger and more durable than asphalt roadways. They also can be grooved to provide a durable skid-resistant surface. A notable disadvantage is that they typically can have a higher initial cost, and can be more time-consuming to construct. This cost can typically be offset through the long life cycle of the pavement. Concrete pavement can be maintained over time utilizing a series of methods known as concrete pavement restoration which include diamond grinding, dowel bar retrofits, joint and crack sealing, cross-stitching, etc. Diamond grinding is also useful in reducing noise and restoring skid resistance in older concrete pavement.

The first street in the United States to be paved with concrete was Court Avenue in Bellefontaine, Ohio in 1893. The first mile of concrete pavement in the United States was on Woodward Avenue in Detroit, Michigan in 1909. Following these pioneering uses, the Lincoln Highway Association, established in October 1913 to oversee the creation of one of the United States’ earliest east-west transcontinental highways for the then-new automobile, began to establish “seedling miles” of specifically concrete-paved roadbed in various places in the American Midwest, starting in 1914 west of Malta, Illinois, while using concrete with the specified concrete “ideal section” for the Lincoln Highway in Lake County, Indiana during 1922 and 1923.

Composite pavements combine a Portland cement concrete sublayer with an asphalt. They are usually used to rehabilitate existing roadways rather than in new construction.

Asphalt overlays are sometimes laid over distressed concrete to restore a smooth wearing surface. A disadvantage of this method is that movement in the joints between the underlying concrete slabs, whether from thermal expansion and contraction, or from deflection of the concrete slabs from truck axle loads, usually causes reflective cracks in the asphalt. To decrease reflective cracking, concrete pavement is broken apart through a break and seat, crack and seat, or rubblization process. Geosynthetics can be used for reflective crack control. With break and seat and crack and seat processes, a heavy weight is dropped on the concrete to induce cracking, then a heavy roller is used to seat the resultant pieces into the subbase. The main difference between the two processes is the equipment used to break the concrete pavement and the size of the resulting pieces. The theory is frequent small cracks will spread thermal stress over a wider area than infrequent large joints, reducing the stress on the overlying asphalt pavement. Rubblization is a more complete fracturing of the old, worn-out concrete, effectively converting the old pavement into an aggregate base for a new asphalt road.

Whitetopping uses Portland cement concrete to resurface a distressed asphalt road.

Gravel is known to have been used extensively in the construction of roads by soldiers of the Roman Empire but in 1998 a limestone-surfaced road, thought to date back to the Bronze Age, was found at Yarnton in Oxfordshire, Britain. Applying gravel, or “metalling,” has had two distinct usages in road surfacing. The term road metal refers to the broken stone or cinders used in the construction or repair of roads or railways, and is derived from the Latin metallum, which means both “mine” and “quarry”. The term originally referred to the process of creating a gravel roadway. The route of the roadway would first be dug down several feet and, depending on local conditions, French drains may or may not have been added. Next, large stones were placed and compacted, followed by successive layers of smaller stones, until the road surface was composed of small stones compacted into a hard, durable surface. “Road metal” later became the name of stone chippings mixed with tar to form the road surfacing material tarmac. A road of such material is called a “metalled road” in Britain, a “paved road” in Canada and the US, or a “sealed road” in parts of Canada, Australia and New Zealand.

A granular surface can be used with a traffic volume where the annual average daily traffic is 1,200 vehicles per day or less. There is some structural strength if the road surface combines a sub base and base and is topped with a double graded seal aggregate with emulsion. Besides the 4,929 kilometres (3,063 mi) of granular pavements maintained in Saskatchewan, around 40% of New Zealand roads are unbound granular pavement structures.

The decision whether to pave a gravel road or not often hinges on traffic volume. It has been found that maintenance costs for gravel roads often exceed the maintenance costs for paved or surface-treated roads when traffic volumes exceed 200 vehicles per day.

Some communities are finding it makes sense to convert their low-volume paved roads to aggregate surfaces.

H&L Paving and Sealcoating

The principle of selling a home is similar to selling any object with an intrinsic value, you have to bear in mind the fact that their are others selling a comparable object in the same area as you are. Much like buying or selling a car, what vehicle would you be more inclined to pay more for, one that runs fine but has a faded and flaked paint coat or one that runs just as well and is nice and shiny?

Take this concept one step further and rather than just replace the concrete driveway consider some upgrade such as a stamped or paved border or even a paved drive way that adds the benefit of a dynamic appearance as well as a permeable surface to reduce storm water run-off.

Now you have just set your home above the comparable’s in the market and justified a higher asking price. Adding a new concrete driveway will greatly increase your home’s curb appeal which could potentially make your home sell FASTER.