Tempe Asphalt is a commercial asphalt paving contractor serving Tempe, Arizona, and the greater Phoenix metro area. We build new asphalt sections and commercial parking lots, then support existing pavement with repaving, resurfacing, milling, patching, and crack sealing. Our crews also provide seal coating, striping, and emergency asphalt repair for commercial and municipal properties.
Dark pavement surface temperatures in Tempe regularly exceed 150 degrees, while monsoon downpours can drop an inch of rain in under an hour. That heat-and-water cycle drives oxidation, movement, and base infiltration when mix design, drainage grade, or compaction is wrong. We engineer pavement around actual traffic loads and expansive desert soils, using hot mix asphalt aligned with Arizona Department of Transportation and Maricopa Association of Governments Uniform Standard Specifications.
We are licensed through the Arizona Registrar of Contractors and operate as a bonded and insured asphalt contractor. Crews plan ADA-compliant site layouts and verify asphalt compaction with nuclear density testing so property managers and general contractors receive documented job-site accountability.
Tempe Asphalt provides commercial asphalt paving in Tempe and across the greater Phoenix metro area, including Mesa, Chandler, Scottsdale, and Guadalupe.
Commercial asphalt paving uses hot mix asphalt with a dense aggregate structure and a stiffer binder suited to sustained loads, frequent traffic, and delivery vehicles. The pavement section includes prepared subgrade, compacted aggregate base, and one or more asphalt lifts selected for the property's use.
A retail parking area, restaurant drive-through, warehouse dock, industrial yard, and municipal roadway each place different demands on pavement. Section thickness, base depth, binder grade, traffic flow, accessibility, and drainage grade should therefore be designed around actual loading and site conditions.
Commercial asphalt paving in Tempe typically costs $3 to $7 per square foot for new construction and $2.50 to $4.50 per square foot for resurfacing. Heavy-duty industrial sections and complex drainage work can approach $10 per square foot, which is why we begin with a detailed site evaluation and written scope.
A correctly designed commercial pavement section supports daily operations while addressing Tempe's heat, monsoon moisture, expansive soils, traffic patterns, and accessibility requirements. The result depends on matching the mix, base, thickness, drainage, and maintenance plan to the property.
Tempe Asphalt handles commercial pavement from ground-up construction through rehabilitation and preventive maintenance. We match each method to the condition of the base, the traffic load, drainage needs, and the way the property operates.
New construction starts with subgrade evaluation, proof-rolling, and moisture conditioning. We place aggregate base in compacted lifts, then install hot mix asphalt in one or two lifts according to the designed section thickness.
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Parking lot plans account for stall counts, drive aisle widths, truck turning radii, fire-lane access, stormwater retention, and tenant delivery schedules. We also plan ingress, egress, internal circulation, accessible stalls, and pedestrian routes before paving begins.
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Resurfacing renews a worn surface when the underlying base remains sound. After milling and applying a tack coat, a fresh overlay restores the mat while allowing drainage grades to be corrected where ponding has shortened pavement life.
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A cold planer removes the top 1.5 to 2 inches of deteriorated asphalt, restores the original grade, and exposes a sound bonding surface. With routine seal coating, a properly selected mill-and-overlay project can reset surface life for another 12 to 15 years.
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We use infrared patching for smaller surface defects and full-depth patching when the base has failed. Pothole repairs are saw-cut to clean edges, cleared to sound material, and rebuilt in compacted lifts so the repair addresses more than the visible opening.
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Crack sealing limits water and debris entry before small defects grow into base failures. Seal coating protects binder from UV oxidation and moisture penetration, while striping completes the marked layout for the finished commercial lot.
Request EstimateCommercial pavement is not a single standard section. The correct approach depends on vehicle weight, traffic frequency, turning movements, existing base condition, accessibility, drainage, and the operating needs of the site.
Passenger vehicle parking generally calls for 2 to 2.5 inches of asphalt over a properly prepared base, with final depth determined by site conditions and use. Layout planning must support customers, tenants, accessible routes, and daily circulation.
Light commercial drive lanes are commonly designed with 3 inches of asphalt, subject to the engineered base and actual loading. Mix stiffness, turning paths, and drainage become more important where traffic is frequent or slow-moving.
Truck lanes and dock areas generally require 4 inches or more of asphalt over an engineered base. The section must account for tandem-axle loads, repeated braking, tight turns, and slow traffic that can concentrate stress and cause rutting.
Municipal and highway pavement sections commonly use 4 to 6 inches of asphalt over an engineered base, depending on design requirements. Mix production and placement can follow Arizona Department of Transportation and Maricopa Association of Governments Uniform Standard Specifications.
Existing pavement may need a surface overlay, localized patching, full-depth reconstruction, or preventive maintenance. The decision follows the condition of the asphalt, aggregate base, subgrade, and drainage rather than the appearance of the surface alone.
The right method starts with how the property is used and what is happening below the surface. We evaluate traffic loads, pavement distress, base support, expansive soil, drainage, accessibility, and future maintenance before recommending new construction, resurfacing, patching, or full-depth repair.
Our crews have worked across South Tempe, the Kyrene corridor, and industrial areas near Priest Drive. That local experience informs binder selection, drainage planning, base preparation, and work on caliche and expansive clay soils.
We compact aggregate base to 95 percent or greater of maximum dry density under modified Proctor testing and check asphalt mat compaction with a nuclear density gauge. These field controls document whether the pavement was built to the specified section.
Tempe Asphalt operates under Arizona Registrar of Contractors licensing requirements as a bonded and insured asphalt contractor. Workers' compensation coverage, general liability protection, and a documented project trail provide the accountability commercial property owners and general contractors need.
We combine local site knowledge with load-specific pavement design, documented compaction testing, and job-site accountability. Before equipment arrives, you receive a detailed evaluation and written scope explaining the recommended method and the factors driving cost.
Request Site EvaluationPonding lets monsoon water work into cracks and saturate the base, rapidly shortening pavement life. Correcting the drainage grade during paving or resurfacing addresses the source of the problem instead of covering it with a new surface.
Interconnected alligator cracking across a large area usually points to failure below the asphalt surface. The appropriate repair removes the asphalt and aggregate base to native subgrade, reconstructs the section, and repaves.
Potholes form when infiltrating water weakens base material and traffic collapses the unsupported section. A patch placed over unresolved drainage or base damage can fail again within months, so the repair method must match the underlying cause.
Rutting develops when the asphalt mix, thickness, or base support is inadequate for repeated heavy loads. Delivery routes, dock approaches, tight turns, and frequent braking need a stiffer commercial mix and a section designed for actual traffic.
Cracks wider than a quarter inch allow water and debris into the base course. Sealing them before the rainy season is a low-cost way to slow deterioration and reduce the chance that a surface defect becomes a full-depth repair.
Intense sun oxidizes asphalt binder while monsoon moisture can promote stripping in the mat. Climate-appropriate binder and aggregate choices, followed by routine seal coating, help protect the surface from both forms of exposure.
Our process moves from site conditions and operating needs to an engineered scope, prepared foundation, controlled paving, and final verification. Each step is intended to solve the cause of pavement distress and build the section required for the property's traffic.
We inspect pavement distress, standing water, drainage, base condition, subgrade, access, and current site use. The findings support a written scope that explains the recommended work and the factors affecting cost.
We identify vehicle types, traffic frequency, turning movements, delivery schedules, stall needs, fire-lane access, and accessible routes. Those inputs determine the layout, section thickness, base depth, and drainage plan.
The scope matches aggregate base, asphalt thickness, mix design, binder grade, and drainage grade to the site's expansive soil and expected loads. New layouts also account for stormwater retention and ADA requirements before construction.
Crews evaluate and proof-roll the subgrade, moisture-condition it as needed, and place aggregate base in lifts. Each lift is compacted to specification, with the base targeted at 95 percent or greater of maximum dry density under modified Proctor testing.
Hot mix asphalt is placed in one or two lifts according to total section thickness. The crew controls grade and compaction while the mat is workable, then checks density in the field with a nuclear gauge.
After paving, we complete the specified striping and confirm that the finished work follows the planned layout and drainage. Field compaction is verified before any section is opened to traffic.
Tell us how the property is used, what pavement problems you are seeing, and what work you are considering. Tempe Asphalt will walk the site, evaluate the conditions, and prepare a written scope for new construction, resurfacing, repair, or maintenance.
These answers cover cost, pavement thickness, rehabilitation, maintenance, testing, accessibility, materials, and service areas for commercial asphalt projects in Tempe.
Call About Your ProjectNew commercial asphalt construction in Tempe typically runs $3 to $7 per square foot, while resurfacing typically runs $2.50 to $4.50 per square foot. Heavy-duty industrial sections and complex drainage work can approach $10 per square foot, so a site evaluation and written scope are needed to explain the final cost.
Passenger vehicle parking is commonly 2 to 2.5 inches, light commercial drive lanes 3 inches, and truck or dock areas 4 inches or more. Municipal and highway sections may use 4 to 6 inches over an engineered base, with final thickness set by loads and site conditions.
Commercial grade asphalt is a hot mix asphalt with a heavier aggregate structure and higher-viscosity binder than a typical residential mix. It is placed thicker and compacted to tighter density tolerances to resist rutting from delivery trucks, garbage trucks, and high-volume daily traffic.
Resurfacing is appropriate when the existing aggregate base remains structurally sound and surface deterioration can be milled away. Widespread alligator cracking or failed base calls for full-depth removal, section reconstruction, and repaving.
A cold planer removes the top 1.5 to 2 inches of deteriorated asphalt, restores grade, and exposes a sound surface. A tack coat bonds the fresh 1.5 to 2 inch overlay to that prepared pavement, and drainage grades can be adjusted during the work.
Seal coating is recommended every 2 to 3 years. It protects asphalt binder from UV oxidation and moisture penetration, both of which are accelerated by Tempe's intense sun and monsoon rainfall.
Cracks wider than a quarter inch allow water and debris into the base course and should be addressed before the rainy season. Timely crack sealing helps keep a surface opening from developing into a larger base repair.
The grading plan accounts for accessible stall counts, slopes under 2 percent, van-accessible spaces, and detectable warning surfaces at curb ramps. Building those requirements into the layout before paving avoids relying on striping alone to correct accessibility problems.
Standing water enters cracks, saturates base material, and can accelerate potholes and structural failure under traffic. Proper grading and stormwater planning help move water away from wheel paths and protect the pavement section during monsoon rainfall.
Aggregate base is compacted to 95 percent or greater of maximum dry density under modified Proctor testing. Asphalt mat compaction is checked in the field with a nuclear density gauge before a section is opened to traffic.
Yes. Incorporating recycled asphalt product at 15 to 20 percent is standard practice in the source approach and is supported by Arizona Department of Environmental Quality guidance on sustainable materials reuse. The final mix still needs the aggregate structure and binder properties required for the project.
Tempe Asphalt provides commercial asphalt paving throughout Tempe and the greater Phoenix metro area. The service area includes Mesa, Chandler, Scottsdale, and Guadalupe.
Project experience includes retail centers, restaurant drive-throughs, warehouse docks, multi-acre distribution yards, industrial properties, and municipal roadways. Each property receives a pavement section and layout based on its traffic, loading, drainage, and accessibility needs.