Sacramento, California
Commercial work is judged on two things: does the slab perform under load, and did the work happen without shutting the tenant down. Both are planning problems more than pouring problems.
We sequence commercial projects around access, deliveries and business hours, and we hold flatwork to the flatness and jointing requirements in the specification rather than to residential habits.
A slab under forklift traffic and rack posts is a different animal from a warehouse floor that stores pallets on the ground. We build to the design loads in the drawings - thickness, reinforcement, joint spacing and dowel detailing all follow from them.
Site concrete is where jurisdictions look hardest. Accessible stalls, path-of-travel slopes, curb ramps, detectable warning surfaces and cross-slopes all have numeric limits, and an inch of error becomes a correction notice.
We phase pours so entrances, docks and drive lanes stay usable. That means smaller pours, more joints planned in advance, temporary ramping and clear signage rather than one large closure that costs the tenant a week.
Not every failing commercial slab needs replacing. Spalled joints, faulted panels and localized damage can often be repaired in place for a fraction of the disruption, which keeps capital available for the areas that genuinely need reconstruction.
In depth
A commercial slab replacement rarely comes with a closed site. Tenants need deliveries, customers need a path, and the fire lane has to stay usable. We phase pours so a portion of the lot or dock stays in service, set construction joints at phase lines so the joint is a designed element rather than a cold seam, schedule noisy demolition outside trading hours where the jurisdiction allows it, and maintain barricades and signage to keep foot traffic away from green concrete. The concrete is the straightforward part; the logistics are what make or break the schedule.
Passenger vehicle parking, truck drive aisles and a dock apron are three different structures even when they look like one paved surface. Wheel loads at a dock concentrate at the bumper line and at the approach transition, so thickness, reinforcement and jointing change there. We build the drive aisle and apron heavier than the stalls, dowel across construction joints where load transfer matters, and detail the transition to asphalt or existing concrete so the edge is supported rather than cantilevered over a soft shoulder.
On commercial sites the finished slope tolerances are enforceable, not advisory. Accessible stalls and access aisles have slope limits in every direction, path of travel has running and cross slope limits, and curb ramps have flare and landing requirements. We shoot grades before pouring, verify with a level after screeding while there is still time to correct, and document the result. Fixing a noncompliant accessible stall after cure means removing and repouring it, so the check happens while concrete is still workable.
What we build to
What goes wrong elsewhere
Local conditions
Industrial corridors in West Sacramento, Rancho Cordova and north Sacramento carry heavy distribution traffic on subgrades that vary within a single parcel. We proof roll the whole footprint rather than assuming the far corner behaves like the area near the building.
Before you call, it helps to have
Questions
Still unsure? Call 877-889-1187 and describe the site. We would rather talk you out of unnecessary work than sell it to you.
Related work
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OpenDescribe the slab, the site and what is going wrong. You will get a straight answer about what the work involves - including when we think you do not need us.
Mon-Sat 7:00 AM - 6:00 PM · Sacramento, Elk Grove, Roseville, Folsom & surrounding valley