Cracked, sinking pavement or a lot that's outgrown its traffic? We build concrete parking lots planned around the cars and trucks that use them.
Concrete parking lot building in Oxford, MS starts with preparing the subgrade, the soil the pavement rests on, and then placing concrete sized for the cars and trucks that will use the lot, so you end up with parking built for the traffic it actually gets.
Most calls start with a lot that's letting the owner down. It might be gravel that ruts and washes out every time it rains, old pavement breaking up where delivery trucks turn, or an office, church or rental property that's simply run out of spaces. Each of those tells me something about the traffic and the ground before I measure anything.
The price moves with the size of the lot, how thick the concrete has to be for the traffic, and how much ground work it takes to get a solid base under it. The schedule turns on any permits the site needs, the prep, and the days the new concrete stays closed while it gains strength. For your own numbers, that's what the on-site estimate is for.
Mississippi requires contractors doing commercial and residential work to be licensed by the Mississippi State Board of Contractors, and that applies to anyone you hire for a lot. A lot also has more people with a say in it than a driveway does. Engineers size it, the city and sometimes the state sign off on it, and we build it to what they set.
The concrete industry's design guide says a lot designed and built for how parking lots differ from other paving can give many years of service with little upkeep. These are the parts I watch closest.
Industry guidance says a parking lot doesn't need a special base layer, but the soil under it should be the same type, moisture and density all the way across. Patches that differ get dug out and replaced with material that matches the rest, because a slab sitting on uneven ground settles unevenly and cracks.
If delivery or service trucks follow set routes through the lot, marking those lanes on the plans lets them get thicker concrete while the parking stalls stay thinner. Industry guidance says that can mean substantial savings on large projects, because you're not paying for truck-grade pavement under every parked car.
Water that sits on a lot or runs toward a building is where most of the trouble I've fixed started, because it works its way into the ground under the slab. Before anything gets formed, we look at where water runs now and where the finished surface will send it, so it heads away from your door.
Here's how a lot goes from your first call to the day it opens, and who handles each part, so you know what's on you and what's on us.
Call (662) 550-8149 or use the form and tell us where the lot is and what it's for. Most times I'm the one who calls you back to set up a time to look at it.
I come out myself, measure, and look over the ground, the drainage and how trucks get in. Then I send a written estimate that spells out what the price covers and what it doesn't.
Once you say go, we check with the permit office for your address, handle any permit paperwork and line up inspections. Then our crew preps the ground, pours and finishes, with me on site running the work.
When it's finished, I walk the lot with you again. The new concrete then needs its curing time, the wait while it gains strength, before traffic goes back on it, and we'll already have planned where people park meanwhile.
I start every lot with two numbers, how many vehicles use it now and how many you expect later, because the whole design is built around them. One trade group suggests the owner set those loads while a civil engineer sets the concrete strength, joints and drainage. A geotechnical engineer, a soils specialist, then recommends the thickness based on how well the ground supports it.
The place people want to save money is the base, because nobody sees it on day one. I'd spend there first and keep the finish plain if the budget's tight. Most of the cracked and sunken slabs I fixed doing property upkeep failed because of what was underneath, not the concrete on top, and you can't go back under a finished lot.
A new lot often comes with other work. A sign, a canopy or a dumpster enclosure needs concrete footings set before the paving closes in around it. If a building beside the lot has settled, we can look at foundation raising first, because it's better to fix the building before we pave right up to it.
Closing a lot hurts when people still need somewhere to park. We help you plan where cars go while the new concrete gains strength, whether that's pouring one section at a time, borrowing a nearby lot or keeping one end open. Your tenants, customers or members should hear about it ahead of time, and we'll help you work out what to tell them.
If you expect more vehicles later, it can make sense to build for that traffic now, or to lay the lot out so new spaces join on cleanly. Redoing pavement that went in too thin usually costs more than getting it right once.
Most lots get a broom finish, a light texture dragged across the wet concrete so tires and shoes grip in the rain. A smoother finish looks cleaner but gets slick, so it's better kept to covered areas.
Send the form and we'll reply within one business day to set a time for me to walk your lot. The on-site estimate is free, and there's no pressure to book once you have it in writing.
(662) 550-8149In Oxford, the city's Building division issues residential and commercial permits and enforces the city's erosion control rules, working with Engineering and Planning so a site plan meets their guidelines. Whether your lot needs a city permit depends on the job, so we check with the permit office for your address before work starts. When it does, we handle the paperwork and line up the inspections.
Bigger sites have a state step too. The Mississippi Department of Environmental Quality's small construction stormwater permit covers construction on 1 to less than 5 acres. The city's development code also shapes the layout, because parking has to meet the Americans with Disabilities Act and the city's disabled parking rules. In its residential districts, off-street parking can cover no more than 40 percent of the required front yard.
We're based in Oxford and work across Lafayette County and the cities around it, including Batesville and Holly Springs. The lots people ask us about are for offices, shops, churches and rental properties, and the same questions about traffic, ground and water come up wherever they sit.
Before I started this business, I spent years doing upkeep for a property management company, patching walks, steps, drives and slabs across a lot of rentals. That's where I learned what makes concrete fail and what makes it last. I started Oxford Concrete Company here in 2023 to build the work right the first time instead of patching it later.
I come out myself to look at your lot and write the estimate, and I'm on site running the work with our crew. We're licensed and fully insured. Our work is backed by our satisfaction guarantee. If you want one person handling the lot and a straight answer, call (662) 550-8149 or send us the form.
A light pole, sign, canopy or dumpster wall going in with your lot needs solid footings under it, poured before the paving closes in around them.
When a building beside your lot has sunk or tilted, leveling its foundation first keeps new paving from butting up against a wall that's still moving.
Besides Oxford, we work in Batesville, Holly Springs, Pontotoc and other cities nearby. These have their own pages, and if your lot is somewhere else close by, call and ask.
There's no fair single number until I've seen the site, because size, thickness and ground prep set most of the price. Tearing out old pavement, drainage work, tight truck access and pouring in sections to keep part of the lot open can all add to it. Your written estimate breaks out what's in the price and what isn't.
The right thickness depends on what drives on it. Industry guidance says thinner concrete without rebar, the steel bars laid inside to help hold a slab together, usually suits lots for passenger cars and pickups only, while lots for light trucks may need thicker pavement. The final call for your lot comes from the soils engineer's look at your ground.
Industry guidance says to keep cars off a new slab for 3 days and trucks off for 7, unless tests show the concrete has gained enough strength sooner. That wait is curing, the time the concrete needs to harden. If a week-long closure is hard on you, ask about strength tests, and we'll have parking planned either way.
It can, if the lot is part of a bigger development. A site disturbing less than one acre still falls under the state's construction stormwater coverage when it belongs to a larger development plan reaching 1 to less than 5 acres. If your lot sits in a subdivision or commercial development, ask how the whole plan counts before we break ground.
A new lot can still crack, but it shouldn't crack the way a lot with a poor base and no joints does. We cut control joints, shallow grooves that give the slab a planned place to crack, soon after the pour, because joints cut late or skipped leave cracks wherever the slab picks. The ground work covered above does the rest.
Have the site address, how many vehicles use the lot now and how many you expect later, and whether trucks come through. If the lot is part of a subdivision or commercial development, bring what you know about the larger plan, because that can change what the state requires.
Call (662) 550-8149 or send the form, because the earlier I see the site, the more time there is to sort out permits and plan parking before the pour.
