San Marcos Elite Concrete
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Serving Greater San Marcos

Commercial Concrete

Commercial concrete in San Marcos, TX for parking lots, dumpster pads, aprons, curb ramps and accessible routes, phased so the doors stay open.

San Marcos Elite Concrete handles commercial concrete in San Marcos, TX and across surrounding cities including Redwood, Kyle, Geronimo, Buda and Lockhart, with more than twenty years of work on lots, approaches, pads and pedestrian routes. Commercial concrete differs from residential in two ways that matter more than scale: it is held to accessibility standards, and the building usually has to keep trading while the work happens.

Both of those are scheduling problems as much as construction ones. An accessible route has to remain available every day, not be restored at the end. Entrances, fire lanes and delivery access have to keep working. We plan the phasing and the temporary routes before the first saw cut, because a phase plan agreed afterward is a phase plan that closes your doors.

The other difference is who reviews the work. Approaches, sidewalks and ramps in the right of way are reviewed by the city against published standards rather than approved on site, and some projects have to be registered before construction. We identify what your project triggers at bid time and say who is responsible for filing.

Parking Lots and Paved Areas

A reinforcing bar mat being tied on chairs for a new concrete walk and dumpster pad at a San Marcos apartment complex.

Panel Repair, Replacement and Phased Scopes

A failing concrete lot is rarely uniformly failing, so we survey it panel by panel and sort panels into repair, replace and leave alone. That produces a phased scope you can budget across seasons rather than one number for the whole surface, and it lets us sequence work so your parking count and fire lane stay usable throughout.

Dumpster Pads, Container Pads and Loading Areas

Waste enclosure pads take point loads from steel wheels and repeated impact from a front-load truck, which is why a lot-standard slab does not survive under one. Thickness, reinforcing and an approach apron sized to the truck’s turning radius are the whole job. Where a city publishes the specification we build to it exactly, and where it does not we build to the actual loading.

Curb, Gutter, Islands and Wheel Stops

Curb and gutter controls where water goes and where vehicles do not, and valley gutters carry drainage across drive lanes without a grate to maintain. Islands, bollards and wheel stops protect the things that get hit. We set these out against the striping and circulation plan rather than pouring them and letting the striper work around them afterward.

Accessibility and Code Work

Curb Ramps and Detectable Warnings

Curb ramps are where accessibility work is most often rejected, because slope, landing, flares and the detectable warning surface all have to be correct at once. PROWAG holds curb ramp running slope to 1:12, about 8.3 percent, and cross slope to 1:48, about 2.1 percent, and TxDOT Item 531 limits flares to no more than 10 percent. Truncated domes carry specified size, spacing and contrast.

Accessible Routes, Parking and Access Aisles

An accessible route is continuous and fails at its worst point, so cross slope where a walk passes a drive is the classic rejection. Accessible parking has to be counted correctly and placed so the route from the space to the entrance actually works. At an apartment community, resident and visitor parking carry separate counts, and a compliant total in the wrong location still fails.

Approach Aprons and City Review

A commercial approach is reviewed by the city rather than approved on site. San Marcos requires approaches to sit no closer than 100 feet to the corner of an intersecting right-of-way, limits them to no more than 70 percent of a tract’s roadway frontage devoted to one use, and permits no more than two approaches on a parcel with 150 feet of frontage or less.

Working Around an Operating Business

Phasing, Access and Cure Times

We split the work into sections sized so the entrance, the accessible route and deliveries keep functioning, and we program cure times against your trading hours rather than ours. That costs a little more in mobilizations and considerably less than the week of closure the alternative usually requires. The phase plan is agreed in writing before we start.

Documentation, Tickets and Inspections

You get the delivery ticket for every load, carrying machine stamped batch time and date, the weights of cement, fly ash, sand and aggregates and the admixture names and quantities, which means an incomplete ticket is grounds to reject the load. We photograph subgrade, base, vapor retarder and steel before each pour, so the record exists when an inspector or a tenant asks.

Impervious Cover, Stormwater and Approvals

Repaving and expansion both interact with impervious cover, and over the Edwards Aquifer the exemptions in 30 TAC 213 turn on staying under twenty percent of the site. Redevelopment can carry its own conditions. We work out where your project sits against those thresholds before the bid is final, because discovering it later can stop a job that has already been mobilized.

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Good to know

Frequently Asked Questions

Can you work while our business stays open?

That is the normal case rather than the exception, and it drives how we plan the job. We split the work into phases sized so your entrance, accessible route, fire lane and delivery access keep functioning, and we program cure times against your trading hours. The phase plan is agreed in writing before we start, because a phasing conversation held mid-job is the one that ends up closing doors.

How do you price a parking lot repair?

We survey the lot panel by panel and sort panels into repair, replace and leave alone, then price those categories separately. That gives you a scope you can stage across budget years rather than a single figure for repaving everything, and it puts the money where the failures actually are. It also lets us sequence the work so a usable parking count is maintained throughout.

Do our curb ramps have to be replaced if we repave?

It depends on the scope of the work and on the condition of the existing ramps, and it is a question worth settling before the bid is final rather than during construction. Where a ramp is already out of tolerance, restoring it to the same non-compliant grade achieves nothing. We measure the existing routes and ramps first and tell you what the work as scoped will and will not trigger.

Does a commercial project need to be registered before construction?

Some do, and the threshold turns on project value and occupancy rather than on square footage alone. It is not something to discover after the pour. We identify at bid time whether your project crosses that line and say clearly who is responsible for filing, so the schedule and the budget both account for it rather than absorbing it as a surprise.

How thick should a commercial parking lot slab be?

It depends on the traffic it carries, and the answer is rarely uniform across a lot. Car parking bays, drive lanes, truck routes and dumpster approaches are four different load cases, and building the whole lot to the heaviest one wastes money while building it all to the lightest guarantees failures at the loading points. We map the circulation and specify thickness and reinforcing by zone.

Do you provide documentation for inspections?

Yes. You get the delivery ticket for every load, which carries the machine stamped batch time and date, the weights of cement, fly ash, sand and aggregates and the admixture names and quantities. We also photograph subgrade, base, vapor retarder and steel before each pour. That record is what answers an inspector, a tenant or a future owner without anyone having to rely on memory.

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