Ontario Concrete Pro pours lots 6 to 8 inches thick with doweled joints, in phased weekend sections so trailers keep moving through the yard. Every estimate is measured and written on site.
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Why Ontario yards call us
A parking lot fails in the 20 feet in front of the dock, not out in the stalls. A loaded trailer sets its landing gear down on two steel pads about the size of a dinner plate, and that point load travels straight through thin pavement into the subgrade. Build the approach 8 inches thick over ground that has been proved, and the same apron takes the same rigs for 30 years.
Ontario Concrete Pro was founded in 2020 by Victor Salgado, who spent 14 years on commercial slab crews around the Inland Empire before that, and he sets the pour sequence on every lot himself. Ontario carries more of this work than most cities its size, because the freight blocks either side of Jurupa Street and the ground ringing Ontario International Airport are yards first and buildings second.
Lots are built under a CSLB C-8 concrete license with liability insurance on every job, and thickness follows the Portland Cement Association guidance for the axle loads a site actually sees rather than a residential default. The work carries a written workmanship guarantee against defects in how it was built, handed over when the last phase is striped and opened.
Warning signs
Cracks that spread in an arc out from a dock door are landing-gear loads finding pavement too thin to spread them. Every trailer drops the same two pads in roughly the same place, and once the slab has fractured under them the pieces rock and grind at each drop.
A drive lane gone wavy under the tires is a base problem rather than a surface one. Container traffic tracks the same line into a yard all day, and where the ground beneath it was never proof-rolled the pavement follows the soft spot down an inch at a time.
Open joints on a truck route mean the slabs either side are moving on their own. With no dowel across a construction joint each panel carries the whole wheel load alone, the edges spall where the steel should have been, and forklifts take the corners off both.
A puddle still sitting a day later says the lot no longer falls to its inlets. Most of the rain here lands between December and March, and a yard ponding in the stalls is also a yard pushing water down under the pavement exactly where the rigs turn.
What's included
These are standard on every lot, with nothing added as a line item later, and each one answers what actually loads a yard here: trailers dropping their legs, containers turning tight, and a summer that bakes a slab before it has set.
The subgrade is dug, probed and proof-rolled before any base arrives, so a soft pocket is found with a loaded truck rather than with a crack.
Broken pavement leaves the site the day it comes up and goes for crushing, so your yard is never storing a spoil pile beside a live dock.
Dock approaches and truck aprons are poured 8 inches thick over compacted base, because that strip is where the landing gear lands.
Drive lanes and turning areas go down at 6 inches, and the stalls where only staff cars sit are held at 5 rather than paid for twice.
Smooth dowels are set across every construction joint a truck will cross, so both slabs carry the wheel instead of one edge taking all of it.
Bar is tied on chairs at mid-depth right through the truck route, lapped at the ends and kept clear of the lines the saw will cut.
Accessible stalls, the aisle beside them and the path of travel to the office door are formed to slope, then checked with a level.
The lot is shot to its inlets and every panel checked for fall before the crew leaves, so nothing ponds where trailers stand overnight.
Your options
Four ways to surface a yard here, judged on how long each lasts, what traffic it suits, what it asks of you afterward and how long the area is shut. What decides it is the weight that crosses, not the look.
| Option | Lifespan | Best for | Upkeep | Closure |
|---|---|---|---|---|
| Concrete, 8 inch | 30 to 40 years | Dock approaches and truck aprons | Rout and reseal joints at 5 years | One weekend a phase, 7 to cure |
| Concrete, 6 inch | 25 to 35 years | Drive lanes and container turns | Reseal joints, sweep quarterly | 2 days a phase, 7 to cure |
| Concrete, 5 inch | 20 to 30 years | Employee and visitor stalls only | Reseal every 6 years, restripe | 1 to 2 days, then 7 to cure |
| Asphalt overlay | 8 to 12 years | Car parking away from the docks | Sealcoat at 3 years, crack fill | 1 day, open the same evening |
Concrete costs the most to lay and the least to keep under trailers; asphalt is the cheapest way to cover a car park no rig ever enters.
Local knowledge
Ontario is a freight town with an international airport sitting in the middle of it, so a lot here is a working surface rather than a car park, and it is asked to carry weight all night.
That changes the build before it changes the mix. A yard off Jurupa Street cannot go dark, so the paving is cut into phases small enough for trucks to route around the barricades, placed from Friday evening and given the weekend plus the rest of its seven days before a loaded trailer crosses. Where one phase meets the slab beside it the joint is doweled rather than butted, because that seam is under wheels again by Monday.
Summer sets the other half of the schedule. Once afternoons sit above 95 degrees a slab gives up its water before it has set, so placement starts ahead of first light and the surface is kept damp through the week it cures. We work the yards along Jurupa Street, the frontage around the airport and out at Guasti, and the older loading docks on the numbered streets north of Holt Boulevard.
Our process
A lot is planned around your operation rather than around ours. One crew, one written figure, the permit filed by us, and a phase map agreed with your yard manager before the first barricade goes out.
Victor Salgado walks the yard with whoever runs it, counts dock doors and turning space, and cores the pavement that is already down.
You settle which sections shut and in what order, and we file the building permit and the drainage review that travels with it.
The phase is broken out and hauled for crushing, then the subgrade is proof-rolled and any soft ground dug out and replaced.
Base is compacted, bar tied on chairs, dowels set at the joints, then the pour and a broom finish across the line of travel.
Joints are cut within 12 hours, the slab cures for 7 days, and the phase is then striped and handed back with the guarantee.
What moves the estimate
Area moves the figure first, and then how much of that area carries trucks. A yard that is all employee stalls is a different build from one with six dock doors, and working around a live shift pattern is a line of its own.
Every foot on a truck route is 6 to 8 inches deep with dowels and bar in it; a staff stall is not. That split decides most of it.
An apron is the deepest concrete on the site and the fussiest to form, so the number of dock doors moves the figure quickly.
Six small phases take longer than one open weekend of work. What they buy back is the shift you would otherwise have stood down.
Old asphalt hauls away cheaply. Farm ground on the south side does not, because the organic layer has to come out and be replaced.
Nothing here is priced off an aerial photograph. The visit costs nothing, the figure is written on the yard, and we ring back within 1 business day. (909) 404-9502 or send us a message.
Call or use the form and you will hear back within 1 business day to set a walk of the site with the owner. Measuring it and writing the figure costs nothing, and you are free to take that figure anywhere.
Reviews
Left on Google and Facebook by the people who signed the phase maps and had to keep the freight moving while we worked. All three are commercial yards rather than driveways.
“We run 40 outbound loads a night and could not shut the dock for a week. They took it in four phases over four weekends, poured the aprons at 8 inches and doweled every joint back into the old slab. We never turned a trailer away.”
“Ours was asphalt laid over old dairy ground and it had gone to waves under the container traffic. They dug the dark soil out, proved what was left with a loaded truck and poured 6 inches. Two winters on, the lane is still flat.”
“The plan check wanted the accessible stalls and the route to the office door done with the rest of it. He filed the permit, met the inspector on site and we passed first time. A corner spalled in the second month and they came back and made it good.”
FAQ
What facilities and operations managers here want settled before a phase map gets signed, answered with the numbers the lot is actually built to.
Area sets the figure first, then how much of that area carries trucks. Eight inches with dowels at the dock approaches is a different build from five inches under staff stalls, and phasing around a live shift adds crew days rather than concrete. The measurement is taken on your yard and the figure written before we leave it.
Six inches through the drive lanes and the turning areas, eight at the dock approaches and truck aprons, five where only staff cars sit. The step up at the docks is there for landing-gear loads, which arrive as two point loads rather than as rolling weight spread over four tires. The number comes from your own traffic count.
Yes, and that is how most Ontario yards are built. The lot is divided into phases small enough for trucks to route around, and each phase goes down from a Friday evening so the weekend runs into the cure. It still wants seven days before a loaded trailer crosses it, which is why the phase map is agreed with your yard manager first.
Yes. A new or reconstructed lot goes to the City of Ontario Building Department as a building permit, and the drainage and the accessible parking are reviewed alongside it. Allow about three weeks for that. We file it and meet the inspector, so the counter is never your problem.
Not on anything a truck crosses. Asphalt keeps deforming under load, and a slab sitting on it cracks along every seam and patch beneath within a season or two. The old surface comes out and goes for crushing, the ground under it is proof-rolled with a loaded truck, and the concrete then bears on something that has been proved.
You get a written workmanship guarantee against defects in how it was built, handed over at the final walk. It covers the subgrade, the doweled joints, the thickness at each area and the fall to the inlets. It does not cover a phase loaded before its seven days are up, or damage from plant heavier than the traffic the lot was built for.
A 4,000 psi ready-mix from a batch plant in the valley, placed on compacted Class 2 base with bar tied at mid-depth and smooth dowels across the construction joints. It is broom finished across the line of travel, the joints are cut within 12 hours, and they are routed and sealed once the slab has finished shrinking.
Old farm ground. Everything south of Riverside Drive was row crops and dairy pasture within living memory, and the organic layer that farming left carries no load and keeps compressing under one. It is stripped and replaced with compacted material, and how deep that runs is proved in the open cut rather than read off the USDA Web Soil Survey.
Service area
The towns our crews pave yards in, nearest first, out from the freight blocks in Ontario across 4 counties. Each name below opens that town's own page.
Four jobs measured on the same walk as the lot, and where they meet the paving, poured inside the same phase by the same crew.
Saw cutting a phase line clean, so one bay comes out instead of the whole lane.
Footings for dock canopies and light poles, poured before the paving goes in.
The warehouse floor inside the door, on the same base and the same mix.
The approach in off the street, tied into the lot so both meet on one grade.
Tell us which weekend is your quiet one and the phase map gets built around it. The site walk and the written figure cost nothing, and the call back comes within 1 business day.