Fontana Concrete Pro pours commercial slabs 6 to 8 inches thick, doweled where traffic crosses a joint, in phased pours that keep your docks open. Every estimate is measured and written on site.
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Why Fontana yards call us
A lot here is rated by what stops on it, not by how many cars it holds. A parked trailer puts the weight of a loaded container through two landing pads the size of a dinner plate, and a retail-grade 5-inch slab under one of those dishes inside a season. Along the Slover Avenue corridor that load arrives every working day, which is why the drive lanes and the standing areas are designed first and the stalls are drawn around them.
Fontana Concrete Pro was founded in 2019 by Andre Whitfield, who spent 18 years on Inland Empire crews before it, and he sets the joint layout on every lot himself. The working half of this city is the warehouse belt along Slover Avenue and the estates either side of the I-10 and the 210, where the tenant is a carrier, a distributor or a fabricator and the gate opens six mornings a week. That is the lot we are asked to pour.
Lots are built under a CSLB C-8 concrete license with liability insurance on every job, to the California Building Code. Paving, grading and the drainage that goes with them are reviewed by the Building and Safety Division through the Build Fontana portal before a saw runs, and the accessible stalls and the path of travel to the office door are dimensioned on that same sheet. The work carries a written workmanship guarantee against defects in how it was built.
Warning signs
Curved cracks in the spot where trailers drop their landing gear are a punching failure, not shrinkage. Two steel feet carry a loaded box through a few square inches, the slab bends under each one until it tears, and the ring widens every time a driver parks in the same place.
A dip in the wheel path in front of the doors means the layer under the approach is moving. Tractors crawl the same line thirty times a day and steer while they are barely rolling, so the load is repeated and twisted at once. Filling the rut leaves the base doing what it was doing.
Tire prints, shoving at the turns and a shiny black sheen are binder losing its grip. Fontana sits in the mid-90s through much of July and August, and a trailer standing still on hot asphalt sinks into it. Concrete carries the same trailer at the same temperature without moving.
Where a forklift or a yard tractor crosses a joint, chipped and rounded edges say the two panels are no longer moving together. Without a dowel each side drops on its own, the wheel hits the step, and the arris breaks back until the joint is a trench across the traffic line.
What is included
Standard on every commercial lot, none of it held back as an extra. Each line answers something a Fontana yard does to concrete: container weight standing still, tractors turning tight, and a long hot summer.
A loaded truck is driven over the graded subgrade and any spot that pumps or ruts is dug out and rebuilt before base is ordered.
Graded aggregate base is laid and compacted in lifts, deepest under the drive lanes and the standing areas rather than evenly across the site.
Car stalls take 6 inches; lanes, standing areas and dock approaches take 7 to 8, and the plan shows which depth lands where.
Smooth steel dowels tie every construction joint that traffic drives over, so two panels rise and fall together and no wheel finds a step.
Contraction joints saw-cut the same day on a 15-foot grid, a quarter of the depth, keeping panels square rather than long and thin.
The apron at each dock and the trailer standing area are deepened and reinforced, because that is where landing gear parks and turns.
Van and car accessible stalls, their access aisles and the marked path of travel to the office door go down to the approved dimensions.
Curing compound the same shift, the site swept and the gate handed back clean, with the written workmanship guarantee at the walk-round.
Your options
Four ways to surface a working yard here, judged first on what stands on it. Fontana lots hold containers, not shopping traffic, so the row is chosen by the heaviest thing that stops rather than by the number of stalls painted.
| Option | Carries | Life here | Upkeep | Back in use |
|---|---|---|---|---|
| Asphalt field | Staff and visitor cars only | 12 to 15 years in this heat | Seal every 3 years, patch the turns | 2 days, cars the same week |
| 6-inch concrete | Cars, vans and the odd box truck | 30 to 40 years | Reseal the joints every 5 years | 7 days for cars, 28 for trucks |
| 8-inch doweled slab | Tractors, trailers, standing containers | 40 years or more | Check the crossing joints yearly | 28 days before loaded traffic |
| Lanes only in concrete | Truck routes hard, parking bays light | 40 years on the lanes | Two surfaces and one seam to watch | Phased, a section at a time |
Asphalt is the fastest to open and the first to move under a standing trailer. Depth and dowels are the two parts of a lot that cannot be added afterward.
Local knowledge
Two things set a lot apart in this city: the traffic that comes off the I-10 and the 210 into the warehouse belt, and a summer that sits in the mid-90s for weeks.
The traffic is the harder of the two. A distribution yard off Slover Avenue turns tractors in a space measured to the foot, and a loaded trailer left on its landing gear over a weekend concentrates more weight than anything a shopping center ever sees. So the standing areas and the dock approaches are poured deeper than the car field, the construction joints across the driving lines are doweled, and the panels are kept square on a 15-foot grid so no slab curls at its ends.
Heat decides the surface. Asphalt binder softens in the afternoon here and a standing trailer presses into it, which is why yards that resurfaced in black are patching the same turns and the same dock approaches every few years. Concrete carries the load at the same temperature without shifting, and the Portland Cement Association sets out the curing that gets it there. The summer pours start before dawn and the slab is kept damp for seven days.
Our process
Five stages, one crew, and the same person at the survey and at the pour. The plan goes through Build Fontana before anything is torn out, and the phasing is agreed with your operation rather than handed to it.
Andre Whitfield walks the site on a working shift, counts the truck moves, marks where trailers stand and cores the old surface.
Lanes, standing areas and stalls are drawn, each with its depth, and the site is split into sections that can be closed one at a time.
We file the paving, grading and drainage plan with the Building and Safety Division and book the inspections, so no counter visit is yours.
A section at a time: surface out, subgrade proof rolled, base compacted in lifts, dowels set at the crossings, then a pre-dawn pour.
Joints cut the same shift, cured seven days, then stalls and the accessible path striped. You walk the yard and take the written guarantee.
What moves the estimate
Area sets the floor and the traffic sets everything above it. Two yards of the same square footage on the same street can be a week apart once the truck movements are counted and the standing areas are marked. Every estimate is measured and written on site.
A yard taking loaded trailers is designed around the landing gear. The staff car park beside the same building is a different depth.
A yard that can close for a fortnight is one job. Keeping every dock live means small sections, weekend pours and more mobilisations.
Cores tell us whether the base under your asphalt can be reused. Where the proof roll pumps, that area is dug out and rebuilt before pricing holds.
Regrading to the inlets, new catch basins and bringing the stalls and the path of travel up to the approved dimensions all sit on the same plan.
The survey and the written figure cost nothing, and we call back within 1 business day to agree the phasing and a start date. (909) 697-3243 or send us a message.
Send the form or call the office on Sierra Avenue and someone rings you back within 1 business day. Andre Whitfield comes out while the yard is working, counts the truck moves and writes the number on site, and you are free to put it in a drawer.
Reviews
Reviews left on Google and Facebook by the people who run the sites we poured. All three are commercial yards and truck aprons rather than residential flatwork.
“Our trailers had cracked rings into the asphalt everywhere the landing gear went down. They rebuilt the standing area in 8 inches with dowels across the lane joints and did it over three weekends, so we never missed an outbound. A full peak season on it and there is not a mark.”
“The approach to four dock doors had rutted so badly the tractors were bouncing the loads. Andre cored it, showed us the base was gone under two of the doors and rebuilt those first. He worked around our shift pattern and had the doors back in use each Monday morning.”
“We needed the office frontage restriped and the accessible stalls put right after a tenant complaint, and it turned into a repour of that whole corner. They drew it, filed it and met the inspector. One joint spalled in the spring and they came back and made it good.”
FAQ
Depths, dowels, phasing, the plan check and what the guarantee actually covers, answered for a working yard in this city rather than for paving anywhere.
Area sets the floor, then the traffic. A car field is one depth and a trailer standing area is another, so the same square footage prices differently once the truck moves are counted. What is under the old surface comes next, and after that how much of the yard has to stay open while we work. Every estimate is measured and written on site, with cores taken before anything is written.
6 inches under staff and visitor cars, and 7 to 8 inches with steel where tractors turn, trailers stand and containers are dropped. The number is set by the heaviest thing that stops rather than by what drives past, because a trailer on its landing gear puts a container through two pads a few inches across. Which depth lands where is drawn on the plan you sign.
Yes, and most Fontana sites are done that way. The lot is split into sections small enough that your remaining docks and lanes still work, and each section is torn out, based and poured inside one closure. Weekend pours suit a shipping operation best, since Saturday morning gives the slab two quiet days before Monday traffic. The phasing is agreed before the price is fixed.
Yes for anything beyond like-for-like patching. Paving, grading and drainage go to the Building and Safety Division through the Build Fontana portal, and the sheet shows the lanes, the stalls, the flow to the inlets and the accessible route to the door. Work at the driveway approach or the public walk also takes an encroachment permit. We file both and meet the inspector.
Concrete, wherever something heavy stands still. Asphalt binder softens through a July afternoon here and a trailer parked on it presses in, which is why the turns and the dock approaches are the areas being patched again every few years. Asphalt still makes sense for a car field that sees nothing heavier than a van, and plenty of yards end up with both.
It comes off the total stall count on the approved plan, with at least one of them van accessible and a marked path of travel from the stalls to the office door. The stall, the access aisle, the slope and the signage all have set dimensions, and a lot striped years ago rarely still meets them. It is drawn on the plan and checked at the final inspection.
Because every joint a wheel crosses is a chance for two panels to move apart. Contraction joints are cut on a 15-foot grid so panels stay square and do not curl at the ends, and every construction joint on a driving line carries smooth steel dowels so the two sides rise and fall together. Without them the leading edge takes the hit and the joint opens into a trench.
You get a written workmanship guarantee against defects in how it was built, and its terms are printed on the estimate you sign: the subgrade we proved, the base we compacted, the depth poured in each area, the dowels at the crossings and the joint spacing. It does not cover tire marks, oil, a panel loaded before its 28 days, or a container corner casting dropped onto the slab from a lift.
Service area
Yards and lots we pour beyond the office on Sierra Avenue, nearest first, across 4 counties. The same depths, dowels and phasing travel 25 miles out in every direction.
Four jobs that usually go in with a lot or straight after it, measured on the same survey and itemized on one written estimate rather than three.
Saw cutting one failed bay out of a live yard, so a section is replaced and not the lot.
The warehouse floor the dock doors open onto, poured flat and jointed to suit the racking.
Footings for the gate posts, the light columns and the bollards that ring the dock doors.
The public walk and the path of travel from the accessible stalls to the office door.
Call the office on Sierra Avenue or send the form and you hear back within 1 business day. Tell us what stands on the lot and how many docks have to stay live, and the survey can be booked inside the same week.