Looking for a Sandy Asphalt Sealing company?
At A-Rock Asphalt Services, we’re proud to serve as your one-stop hub for all asphalt paving services in Sandy, Utah and surrounding areas. We’ve been assisting Utahns with all their asphalt needs for years, with a huge variety of services available from the most experienced pros in the business.
Whether you require minor asphalt repairs or re-striping, newly-paved lots or surfaces or a variety of coating and sealing solutions, we’re here to help. Consult with our team to learn about not only our previous work and examples of our craftsmanship, but also precisely how we can serve you and help build or repair your asphalt surfaces.
Specializing in medium and small paving jobs
Dedicated Asphalt Professionals
When you call the team at A-Rock Asphalt, your experience will be handled from start to finish by friendly, experienced professionals dedicated to your satisfaction. We only hire the very best, with a rigorous screening and training process involved for all new hires that ensures only trustworthy professionals will be working on your property.
From here, we also ensure all our asphalt technicians are fully licensed and insured before allowing them to work. We also offer a clear, honest pricing structure for all our services, transparency that’s helped us build numerous long-lasting relationships with business owners throughout the state, who return to us for all their asphalt needs.
Free, No-Obligation Consultation
For those who have not taken advantage of our services in the past, or even for repeat clients requiring different services this time around, we’re happy to offer free, no-obligation consultations. We’ll discuss your asphalt needs in detail, plus your budget, and offer you specific estimates on cost, timeline and other important facts. As we noted, such consultation comes with absolutely no obligation you purchase services.
Our Varied Services
We offer several asphalt services to all our clients:
- Paving: From small surfaces to full-on parking lots.
- Striping: We’ll handle any line or marking striping needs for your lot.
- Coating and sealing: We offer high-quality protective coatings and seals to limit risks of damage, moisture seepage and other problems.
- Patching: In cases of asphalt damage, we’ll repair it quickly and affordably.
- Concrete: We also offer several varied concrete services for clients in need – ask about the specifics of these services if you require them.
For more on any of our asphalt paving services in Murray, Utah or nearby areas, speak to the staff at A-Rock Asphalt Services today.
What Our Clients Say
About Asphalt Sealing
Asphalt Sealing, or sealcoating, is simply the process of laying a thin protective layer over asphalt-based pavement to give it a protective layer of protection against the elements: oil, water, and U.V. The positive effects of asphalt sealing have long been debated. Some claim that asphalt sealing increases the lifespan of the pavement, but again, there’s no evidence that backs up those claims. In fact, asphalt sealing can actually damage the pavement by creating cracks. The excessive water and oil that can be soaked into the asphalt also weaken its structural integrity. And, the chemical fumes emitted during asphalt sealing can also be harmful to humans.
With all of that in mind, it’s not surprising that a lot of business owners, when they set out to perform asphalt sealing, opt to go the non-per square foot route. For one thing, the costs are much lower, often no more than a few cents per square foot. And, the benefits of lower cost and improved performance are well-known. After all, if you want to save money, you want to reduce your operation costs, right?
But that brings us to our next question: Are asphalt sealing pads a good solution for parking lots, blacktop driveways, or other paved surfaces? As with any typical maintenance procedure, regular maintenance is the best way to reduce the cost of asphalt sealing. Sealing at least annually, will help keep dust, pollen, and other pollutants from making their way onto your paved surfaces. It will also help protect your driveway from water damage, as well as mold and algae growth, both of which cause a lot of problems to homeowners.
Now let’s take a look at how often you should reseal your asphalt surfaces, especially if you’re going to go the non-per square foot route. The key, again, is regular maintenance. And as it turns out, the best time to perform asphalt sealing and resealing is during the cold winter months. In fact, there’s even been some recent evidence suggesting that the best time for asphalt sealing and resealing is during the fall, when temperatures are quite low.
Why is that? It’s because fall is when most asphalt-based park finishes and protective coatings need to be applied. Asphalt-based park finishes are very weather-resistant, but that doesn’t mean that they’re impervious to the elements. In fact, the rainy spring weather can still cause problems, as can heavy snow, ice, and even dew. So, by applying the protective coatings only during the wet winter months, you’ll be doing your park and business no favors, and in the end, your asphalt sealing and resealing efforts will be wasted.
Here’s why: Asphalt seal coats are extremely dense. Think about asphalt sealing and resealing – it’s the same product, just in a different form. And, that means that you have to apply a lot less of it to achieve the same degree of protection. That’s why a lot of asphalt maintenance and repair companies (which specialize in asphalt sealing and resealing) will advise you to apply a minimum of three or four gallons of asphalt-base protectant per square foot of paved area. In other words, if you have a parking lot of ten thousand square feet, you’d want to apply three gallons per every twenty-five feet of paved area.
If you were to apply that kind of service to your own asphalt driveway, you could expect to pay anywhere from three to five dollars per square foot. Now consider that the average cost of asphalt sealing and resealing is only about two or three dollars per square foot. Multiply those two by the number of feet of asphalt you’re going to need to cover (per your parking lot, for example), and you quickly come to understand how much asphalt sealing and resealing would cost you. Applying the service yourself would cost you at least a thousand dollars or more. Not very appealing, I’d say.
But, don’t give up just yet – there are other ways to protect your asphalt driveway sealcoating and resealing investment, and they won’t cost you nearly as much, so don’t rule them out just yet. One of those ways is called flashings, which are like raised bumps along the edge of your driveway that will serve as an additional traction aid when you drive over it. The average cost of installing these would be about two hundred dollars, with the total installed cost running into the thousands. Another less expensive alternative is a thin film of asphalt seal coating that has a plastic protective layer between it and the ground, as opposed to flashing. It’s about as thick as standard asphalt, which would then have to be applied to your asphalt driveway sealcoating and resurfacing project in much the same way.
About Sandy, Utah
Located at the base of the Wasatch Mountains thirteen miles (19 km) south of Salt Lake City, Sandy was a likely area for early settlement. The area was first used by nomadic bands of Paiute, Shoshone, and Bannock Indians who roamed along the base of the mountains as they travelled from their winter home at Utah Lake to their summer fishing grounds at Bear Lake.
Permanent settlers first moved into Sandy during the 1860s and 1870s because of the availability of land in the less crowded southern end of the Salt Lake Valley. The original plat was essentially one square mile, situated on an alluvial terrace running north and south along the eastern edge of the Jordan River drainage system and paralleling the mountain range.
The origin of its name has not been established with any certainty. Perhaps most widely believed is that Brigham Young named Sandy for its thirsty soil, but there is no historical evidence for this. Another theory is that the name came from a legendary and colorful Scotsman, Alexander "Sandy" Kinghorn, the engineer who ran the first train line to this end of the Salt Lake Valley. Though this seems bolstered by the original name (Sandy Station or Sandy's Station), historians consider it unlikely in view of the short period between the start of the train service and the first instances of the name.
In 1863, there were only four homes between Union (7200 South) and Dunyon (Point of the Mountain): the Thayne homestead at 6600 South and 800 East, one in Crescent, one at Dunyon, and a fourth outside present-day Sandy boundaries altogether. Within a few years, Thomas Allsop, a Yorkshire farmer who had immigrated to Utah in 1853, owned almost half of present-day Sandy from County Road to Fourth East along Alta Road to Lindell Parkway. LeGrand Young owned the land between Fourth East and State Street.
Farmers willing to try their hand at the thirsty soil that inspired Sandy's name took up land along State Street, which stretched from downtown Salt Lake City to Point of the Mountain. But it was mining that shaped Sandy's first four decades. When silver mining began in Little Cottonwood Canyon, entrepreneurs recognized Sandy's value as a supply station; soon its main street was lined with hotels, saloons, and brothels serving miners ready to spend their newly earned wages. Three major smelters were located in Sandy. They were the Flagstaff, the Mingo, and the Saturn. These made Sandy the territory's most significant smelting center for a number of years.
The railroad was also significant in determining the course of Sandy's history. Built in 1873, the railroad connected Sandy to Salt Lake City and facilitated the transportation of ore and other products both in and out of the area. A streetcar line in 1907 facilitated the transportation of locals to jobs in Salt Lake City; and the automobile later continued to serve that function.
Sandy was incorporated in 1893, largely as part of an effort to combat what Mormon inhabitants considered "unsavory" elements in the town. Due to its mine-based beginnings, Sandy saw some modest growth. After incorporation, it was almost as if Sandy had redefined itself. Gone were the large numbers of single, transient men. By 1900, there was only a handful of saloons and hotels, and Sandy began to more closely resemble other rural Utah towns — a place where everyone knew everyone else. Church, farming, business, and family formed the focus of the inhabitants' world.
In the late 1960s, however, this rural town dramatically changed course with its second boom. It had always been assumed by local leaders and citizens that Sandy would grow outward from its logical and historic center—the nexus of Main and Center streets. However, population growth overwhelmed the physical center as neighborhoods spread out in every direction over the land.
During the 1970s, pocket communities took shape, providing the services, schools, and shopping traditionally offered by a city. Annexation issues became prominent as Salt Lake County and Sandy vied for control over land and resources. Sandy became a collection of small local communities identified by a youthful, family-oriented population. Although it was initially perceived as a bedroom community, and often still is, it has since developed a thriving commercial center along State Street and other various arterial roads.
In 2014, the Sandy City government revealed blueprints to redevelop 1,100 acres of Sandy's downtown area into a new resort-style city center over the next 25 years, adding high-rise multi-family residential buildings and office towers, while also renovating the Shops at South Town shopping mall. The plans will also add new multi-use trails, the new Hale Center Theatre, and other amenities. The city center project is named The Cairns, with the project stretching between 9000 South and 11400 South, and Interstate 15 to the TRAX Blue Line. The project includes the Rio Tinto Stadium and the South Towne Exposition Center.
The project divides the city center into distinct urban villages; the areas currently under development include:
The master plan also includes study areas for future development and single-use areas that are unlikely to change.
As of February 2017, the first phase of the Shops at South Town redevelopment is complete and the Central Village office towers (including a new InContact headquarters), the Hale Center Theatre, and the Park at City Center residential project are near completion. The East Village transit-oriented development is nearly halfway complete, with residential projects near completion and mixed-use projects planned for a late 2017 or early 2018 groundbreaking. Transit enhancements are planned to connect the TRAX station to the South Jordan FrontRunner station, and create a link between the active villages, by way of rubber-tire bus, trolleybus, or tram. This route has been studied and is currently under planning.
According to the United States Census Bureau, the city has a total area of 22.4 square miles (57.9 km), of which 22.3 square miles (57.8 km2) is land and 0.04 square mile (0.1 km) (0.09%) is water.
The major residential region of eastern Sandy sits on the slopes of the Wasatch Range while the western section lies at the bottom of the valley. Interstate 15 and State Street (US-89) run through the western portions of the city, while the Jordan River forms part of the western border with West Jordan and South Jordan.
Under the Köppen climate classification, Sandy has a humid subtropical climate (Cfa) or a humid continental climate (Dfa) depending on which variant of the system is used.
According to estimates from the U.S. Census Bureau, as of 2017, there were 96,145 people in Sandy. The racial makeup of the county was 84.6% non-Hispanic White, 0.7% Black, 0.4% Native American, 3.0% Asian, 0.7 Pacific Islander, and 2.1% from two or more races. 8.9% of the population were Hispanic or Latino of any race.
The city population remains the sixth largest in Utah as of 2010, there were 87,418 people, 28,296 households, and 22,553 families residing in the city. The race and ethnicity compositions of the city were 90.0% White, 3.0% Asian, 0.7% Black, 0.6% Pacific Islander, 0.5% Native American, 2.6% from other races, and 2.5% from two or more races. Hispanic or Latino of any race were 7.4% of the population.
In the city, the population was spread out, with 31.3% at age of 19 and under, 13.3% from 20 to 29, 19.2% from 29 to 44, 26.9% from 45 to 64, and 9.3% who were 65 years of age or older. The median age was 29 years. For every 100 females, there were 99.3 males. For every 100 females age 18 and over, there were 96.8 males. There were 28,296 households, out of which 38.0% had children under the age of 18 living with them, 66.1% were married couples living together, 9.5% had a female householder with no husband present, and 20.3% were non-families. 15.8% of all households were made up of individuals, and 5.9% had someone living alone who was 65 years of age or older. The average household size was 3.08 and the average family size was 3.45.
The median income for a household in the city was $76,904, and the median income for a family was $84,770. Full-time year-around male workers had a median income of $59,108 versus $40,506 for female workers. The per capita income for the city was $30,952, 7.8% of the population and 6.1% of families were below the poverty line. Of the total population, 11.0% of those under the age 18 and 4.3% of those 65 and older were living below the poverty line.