Katella Anaheim Concrete pours lots for hotels, shops and warehouses, the aisles cast deeper than the bays and the slab shot to a fall flat ground lacks. Every estimate is measured and written on site.
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How a lot is built here
A lot is worn out by a few vehicles and used by the rest. On a hotel lot off Harbor Boulevard it is the airport shuttle and the refuse truck, on a Canyon warehouse it is the tractor backing to the dock, and on a strip of shops along Lincoln Avenue it is the delivery van on the same route every morning. The slab under those lanes is cast at 7 to 8 inches on bar, the bays at 5 or 6, and the fall is set so that a lot with no natural grade still empties to the gutter.
Katella Anaheim Concrete has poured commercial flatwork from West Katella Avenue since 2016, and Omar Espinoza sets out every lot himself after 22 years of forming aisles and aprons on other crews. The city's lots were asphalted in the 1960s and 1970s over the sand the flat side sits on, and they have been overlaid so many times since that the surface often stands above the gutter it was meant to drain into, which is why the water sits where the cars park.
Lots are built to the California Building Code and the county's stormwater rules under a CSLB C-8 license, with liability insurance on every job. A grading permit and any work at the curb cut or the sidewalk go through the city's Public Works Department, and moving a light standard or a transformer pad involves Anaheim Public Utilities, which runs the city's own power. The finished lot carries a written workmanship guarantee against defects in how it was built.
Repair or rebuild
A lot on the flat side of the city has almost no fall of its own, and each overlay flattened it further. A puddle that is still there at noon the day after the landscaping runs is a low spot below the gutter line, and every patch laid into it raises the edge and deepens the pond.
Asphalt moves under a wheel that stops in the same place every time. Two shallow troughs down the aisle mean the delivery vans and the refuse truck have pushed the surface sideways, and the base beneath has followed. A skin coat fills the ruts for a season and then rolls out of them.
A refuse truck sets its forks and lifts a full container on its two front wheels, a load no car on the lot puts on any square yard. A pad cracked into plates around the enclosure has been asked to carry that on 3 inches of asphalt. Concrete at 8 inches on bar is the answer.
The apron off the street takes every wheel as it turns in, and a web of fine cracks across it means the base has gone soft where the gutter water gets under it. Once the surface reaches that pattern it is riding on mud, and the next wet winter opens it into a hole that catches a car.
In every lot
Eight things are in every lot at no separate line, each answering what an Anaheim frontage asks of it: a flat site that will not drain itself, a fleet lane inside a field of parked cars, and a tenant who cannot lock the doors while it is done.
The asphalt and every overlay on top of it are ground off and hauled to be recycled, down to the base, before the new grade is shot.
The old base is cut open where the water stood, since the sand under a lot that has ponded for years is the sand that has moved.
New Class 2 base is laid to the fall the finished lot needs and plate-compacted in lifts, so the slope is built in under the slab.
The drive aisle, the dock apron and the refuse pad are cast 7 to 8 inches on a mat of bar, and the bays at 5 to 6 inches on mesh.
Islands, wheel stops and the curb at the landscaping are cast with the slab rather than glued on afterward, so they stay where they are put.
Saw cuts go in the day of the pour on a 12 to 15 foot grid drawn to the stall layout, so the joints fall in the stripes and not across the bays.
The lot is done in sections with one open at all times, and the stripes are on the first section before the second is broken out.
The lot is walked against the estimate, joints, falls, depths and stripes, and the written guarantee is handed over on the day.
How it can be built
Four ways to rebuild a lot on an Anaheim frontage, judged by the heaviest vehicle that uses it and how long the doors have to stay open. The base and the fall are the same under all four, so the table is about the slab alone.
| Option | Suits | Depth and steel | Life | Back in use |
|---|---|---|---|---|
| Aisles only, in concrete | A strip of shops keeping its asphalt bays | 7 inches on a rebar mat | 30 years for the aisles | 3 days per lane |
| Full lot, 5-inch bays | Hotels and offices, cars only | 5 inches on mesh, 7 in the aisle | 30 to 40 years | 7 days per section |
| Full lot, 6-inch bays | Retail with daily delivery vans | 6 inches on mesh, rebar in the aisle | 30 to 40 years | 7 days, 28 for the trucks |
| Yard and dock apron | Canyon warehouses with tractors | 8 inches on number 4 bar | 35 years or more | 28 days before a loaded trailer |
Concrete aisles alone cost the least of the four to lay and leave the asphalt bays to be resurfaced again; the full concrete lot is the one finished for 30 years.
Fall and fleet
A lot on the flat side of Anaheim has to make its own fall, because the ground it sits on offers almost none, and it has to carry one vehicle that outweighs every car parked beside it.
From the river on the east of the city to the county line on the west, Anaheim drops only a few feet in a mile, and a lot on Ball Road or Euclid Street is as flat as the street it fronts. Rain has to be led off it by the slab itself, so the grade is shot from the far corner down to the curb opening before a stone of base goes in, at a slope the eye cannot see but the water can. A lot too wide for one fall is crowned, and a frontage below the street takes a drain at the low corner.
The vehicle that sets the depth depends on where the lot is. In the Anaheim Canyon industrial area along La Palma Avenue it is a tractor and trailer backing to a dock, so the apron is cast at 8 inches on bar. On the hotel lots around the Resort it is a shuttle bus and a refuse truck running the same aisle twenty times a day. For a shop on Brookhurst Street it is the delivery van. Each lot gets its heavy lane cast deep, and where a carport goes over the stalls we pour footings first.
From call to stripes
Five stages, the same crew at each, and the person who shoots the grade is the one standing on the pour. The grading permit is in hand and the sections are drawn with the tenant before the mill arrives.
Omar Espinoza measures the lot, shoots the fall to the gutter and asks what backs up to the dock and the enclosure. The figure is written there.
You pick the depths for the aisle and the bays, the sections are drawn so the doors stay open, and the grading permit is filed with Public Works.
The asphalt is ground off and recycled, then the base is cut open where the water stood, and anything soft is dug out for crushed base.
Base is compacted in lifts to the new grade, the bar mat is tied in the aisle, and each section is poured before 8 AM in summer and broomed.
Joints are sawn the same day, the section is kept damp for 7 days, the stalls are striped, and the paperwork changes hands on the walk-through.
Behind the number
The heaviest vehicle starts the figure and the water finishes it. Two lots with the same stall count can differ by a week of work once the low spots are opened, so no lot is priced from the air. Every estimate is measured and written on site.
Five or six units share one aisle and one dumpster pad, so the deep concrete is a small share of the lot and the bays stay at 5 inches.
Carports on the lot mean the slab is poured around posts on their own footings, and the aisle runs the full length under every resident's wheel.
A dock apron takes a loaded trailer standing on two axles, so it is cast at 8 inches on number 4 bar and priced as its own area of the lot.
The lot cannot close for a night, so it is poured in sections around the bus lane and the check-in loop, and the phasing is what sets the days.
The visit and the written figure cost nothing, and the call to set a time for it comes within 1 business day. (657) 220-6196 or send us a message.
Send the form or call, and someone rings back within 1 business day to set a time. Omar Espinoza shoots the grade, counts what backs into the enclosure and writes the figure at the property, and you can sit on it as long as you like.
Lots we rebuilt
Three reviews left on Google, Facebook and the BBB, each about a lot rather than a drive or a patio, and each naming the section that was poured deep or the water that finally left.
“Our lot on Ball Road held a pond by the enclosure every time the sprinklers ran. They ground the whole thing off, found the base had gone to mud at that corner, and poured the lot with a fall to the gutter you can watch work in the rain. The refuse truck has been on the new pad since March.”
“We run three tractors in and out of the dock all day and the old asphalt apron had turned to gravel. Omar poured the apron at 8 inches on bar and did the yard in two halves so we never stopped receiving. Six months of trailers on it and there is not a mark.”
“Hotel guests were stepping into standing water between the cars and the lobby door. They rebuilt the lot in three sections around our shuttle lane, cast the bus lane deeper than the rest, and we never turned a guest away. The stripes went on the last section in under a week.”
Before you book
What decides the figure on a lot, how long the doors stay open through the work, which permits the city wants, and what is guaranteed once the stripes are down, answered for a frontage here.
The heaviest vehicle, the water and the phasing, in that order, and the stall count comes last. A lot that receives trailers at a dock carries an 8-inch apron on bar that a lot full of hatchbacks never needs. A lot that has ponded for years has base to dig out at the low corners. A lot that cannot close is poured in sections, each with its own set-up and cure. All three are measured at the property.
About a week for each section, and a lot is usually two or three sections. Milling and hauling takes a day, opening the low spots and compacting base to the new fall takes one or two, forming, steel and the pour take one, and the section then cures for 7 days before cars go on it. Trucks wait 28. Sections overlap, so a three-section lot is finished inside a month rather than three.
Yes, all three, along with the milling, the hauling and the base. The stall stripes, the accessible bays and their signage, the wheel stops and the curbs at the islands are drawn on the estimate and cast or painted with the lot, because a lot handed over without them is not a lot anyone can park on. What is named separately at the visit is anything found under the old surface, a collapsed drain or a soft corner.
A grading permit from the city's Public Works Department, and a review of how the lot drains where the paved area is large enough to fall under the county's stormwater rules. Work at the driveway apron, the curb or the sidewalk is an encroachment permit from the same department, and any accessible stall has to meet the state's access standard when the lot is restriped. We file the paperwork and meet the inspector.
Not for wear. A policy treats rutting, alligator cracking and settlement under a lot that is 40 years old as maintenance, so the owner pays. What a carrier may cover is a sudden loss: a water main that washed the base out from under one section, or a vehicle that struck the enclosure and broke the pad. Photograph the damage before we mill anything, and ask the carrier before the work is booked rather than after.
The build: the base compacted to the fall, the depths cast in the aisle and the bays, the steel where the estimate says it is, the joints on the grid and the finish. It is a written workmanship guarantee against defects in how it was built. Oil stains, tire marks, paint wearing off the stripes and ground moving beyond what the joints are cut for sit outside it. Where the fault is ours we put it right.
A 4,000 psi ready-mix placed the morning it is batched, Caltrans Class 2 aggregate base beneath it, number 4 bar on a mat through the aisle, the apron and the refuse pad, and welded mesh through the bays at 5 or 6 inches. The mix design, the bar size and the base depth are printed on the estimate, so what comes off the truck can be checked against what you agreed to.
For the measurement and the walk-through, and for an hour on the morning each section opens, to move the cars off it. In between the crew needs water, the gate code and a clear run for the concrete trucks, which arrive early. If the lot has one entrance we cone a lane through the section being poured, and the section order is drawn so the delivery door and the accessible bays are open every day the work runs.
Towns we pour in
The eight nearest towns on the list, with the straight-line distance from the office on West Katella Avenue beside each. Every lot is measured at the property before a figure is written.
Four jobs that tend to be booked with a new lot or straight after it, on the same base and the same fall, by the same crew, and itemized on the one written estimate.
Footings for the canopy, the carports and the light standards, poured before the slab goes down.
The walk from the stalls to the door, cast with the lot and ramped where the code asks for it.
Straight cuts through the old slab where only a lane or a pad has to come out and be repoured.
The shop or warehouse floor the aisle runs into, poured flat, jointed and sealed.
Call or send the form and you hear back within 1 business day. Say what backs up to the dock or the enclosure and whether the lot can close for a night, and the visit can be booked for a day inside the same week.