September 27, 2026
Commercial parking lot construction covers site design, permitting, earthwork, drainage, pavement structure, and final striping. The right pavement thickness, drainage plan, and schedule depend on your soil, your traffic, and local approvals, so no single specification fits every property. A site evaluation and, on most commercial projects, engineered plans determine what your lot actually needs.
Most property owners do not start thinking about parking lot construction until something forces the issue. A new building goes up, a tenant needs more spaces, or a lot that has been patched for years finally reaches the point where patching is not doing anything. At that point, the questions come fast. How thick does the pavement need to be, who has to approve the plans, how long will the site be closed, and what should the number on the proposal actually include?
This guide walks through how a commercial parking lot gets designed, permitted, built, and inspected in Louisiana, and what changes the answers from one property to the next. It is written for owners, property managers, and facility managers who need to make sound decisions and ask good questions, not to replace the engineered design your specific project may require.
"Parking lot construction" covers four project types that get talked about as if they were interchangeable. They are not. They differ in how much of the pavement structure gets rebuilt, which decides cost, schedule, and what problems actually get corrected.
The distinction that costs owners the most money is the one between resurfacing and reconstruction. An overlay places new asphalt over what is already there. It can restore a worn surface and improve ride and appearance, but it does not repair a failed base, correct a drainage problem, or add structural capacity the original design never had. If the existing lot is cracking in interconnected patterns, rutting in the drive lanes, or holding water after every rain, an overlay alone may cover those conditions rather than resolve them. What that lot needs depends on what an evaluation of the pavement, base, subgrade, and drainage actually finds.
The phrase "commercial lot" hides a lot of variation. A professional office building may see almost nothing heavier than a passenger vehicle and a weekly garbage truck. A distribution facility may see loaded tractor-trailers turning in the same spot every day. The pavement that serves one will be underbuilt or overbuilt for the other.
Identifying how your property actually operates, including where trucks enter, where they turn, and where they stop, is one of the more useful things you can bring to a design conversation.
Layout gets decided before pavement thickness does. The geometry determines how many vehicles fit, how they move, where water goes, and where the heaviest loads land. Changing it after construction is expensive, so this is the stage worth slowing down for.
Local zoning ordinances usually set the required number of spaces for a given use and floor area, along with minimum stall dimensions, and some jurisdictions set maximums as well. Those numbers vary by parish and municipality, so the count your architect used on a previous project may not apply to yours. Confirm the current requirement with the local planning or permitting office before the layout is finalized.
Within that requirement, the layout choice is usually between ninety-degree parking and angled parking. Ninety-degree stalls generally yield more spaces per acre and allow two-way circulation. Angled stalls are easier to enter and are often paired with one-way aisles, which use more area for the same count. The right answer depends on the shape of the parcel, the location of the entrances, and how much circulation the site needs.
Designers size aisles and curves around a design vehicle, meaning the largest vehicle expected to use that part of the site on a regular basis. A lot laid out only for passenger cars can technically accept a delivery truck, but the truck will track over curbs, clip landscape islands, and turn tightly in the same spots every week. Those repeated turning and braking movements concentrate stress on the pavement surface.
Practical items worth confirming during design include the path a tractor-trailer takes from the street to the dock without reversing across pedestrian areas, whether the refuse vehicle can approach and service the dumpster enclosure in a straight pull, and whether fire apparatus access meets the local fire code. Late corrections to any of these usually mean moving curbing or islands that are already poured.
Entrance placement relative to the public street matters more than most owners expect. If the entrance is close to an intersection or a signal, the parish or the state may control the driveway location and design, and vehicles queuing to exit can back up into the lot. Inside the site, the goal is to keep through traffic separated from parking maneuvers, and to give pedestrians a defined path rather than making them walk behind parked cars for the length of a row.
Where a drive-through is involved, stacking length should be planned around peak demand rather than an average, since a lane that fills up sends vehicles into the drive aisles. Sight lines at intersections inside the lot deserve the same attention as the ones at the street, particularly where landscape islands, monument signs, or trash enclosures sit near a corner.
Lighting is an electrical and civil coordination item, not an afterthought. Pole bases, conduit runs, and service connections should be installed before the base and pavement go down. Trenching through finished asphalt later creates a utility cut, and utility cuts are a common starting point for cracking and settlement if the backfill and patch are not carefully built.
A photometric layout prepared for your site shows where light actually falls, which is more useful than counting poles. Coverage at entrances, accessible parking, and pedestrian routes is generally worth prioritizing. Some jurisdictions also regulate light trespass onto adjacent property, which can affect pole height and fixture selection.
Even if you are not installing chargers now, running conduit and setting stub-ups during construction is far cheaper than cutting pavement later. Two things drive the cost of adding charging after the fact: the trenching and whether the electrical service and panel capacity can support the load without an upgrade. Both are easier to plan for while the site is open.
Accessibility for EV charging is an area where the requirements are still developing. The U.S. Access Board published a technical assistance document with design recommendations for accessible EV charging stations in 2022, which recommends an accessible charging space of roughly eleven feet by twenty feet with an adjoining access aisle at least five feet wide, and it explains why a charging space is not the same thing as a parking space. The Board published a proposed rule in September 2024 to add EV charging provisions to the ADA and ABA accessibility guidelines, and that rulemaking had not been finalized as of this writing. Existing ADA requirements for accessible routes, operable parts, and reach ranges still apply to charging equipment, and some jurisdictions have adopted their own criteria, so confirm current federal, state, and local requirements before you lay out charging spaces.
If there is any chance of a building addition, a second phase, or added parking, say so during design. Practical provisions include sizing the storm system and detention for the ultimate build-out rather than only the current phase, stubbing drainage lines toward the future area, setting grades so the new pavement can tie in without a hump at the joint, and keeping the expansion area free of the features that are hardest to relocate, such as detention ponds, transformers, and dumpster enclosures. None of that is expensive at the design stage. All of it is expensive later.
Accessible parking is set by the 2010 ADA Standards for Accessible Design, and it needs to be laid out during design rather than sorted out by the striping crew at the end. Slopes, routes, and connections to the building entrance are built into the grading plan, and they are difficult to correct once the pavement is placed. The information below describes what the Standards require in general terms. Whether a specific lot meets them is a project-specific determination that depends on your site, your scope, and any applicable state and local requirements.
The U.S. Department of Justice publishes the minimum numbers in a compliance brief on accessible parking spaces and restriping. The count is calculated separately for each parking facility on a site, not from the site-wide total. One of every six accessible spaces, or a fraction of six, must be van accessible, and there must always be at least one van accessible space.
Parking serving hospital outpatient facilities, rehabilitation facilities, outpatient physical therapy facilities, and residential facilities is scoped differently under section 208.2 of the Standards, so medical and multifamily projects should be checked against those provisions rather than the general table.
Accessible spaces must be located on the shortest accessible route to an accessible entrance, and where a building has multiple accessible entrances with adjacent parking, the spaces are dispersed and located closest to those entrances. The dimensional requirements below come from the same Department of Justice brief and the 2010 Standards.
The 1:48 maximum slope, roughly two percent, is where accessibility and drainage have to be reconciled. Water still has to move off the surface, and a nearly flat area drains slowly by definition. Placing accessible spaces and routes where the site grades naturally allow a shallow, consistent fall, rather than in a low corner, is a design decision that pays off for the life of the lot.
Accessible spaces are identified by a sign displaying the International Symbol of Accessibility, mounted so the bottom of the sign is at least 60 inches above the ground surface. Van accessible spaces carry an additional "van accessible" designation. Where a site provides four or fewer parking spaces in total, a sign identifying the accessible space is not required, although that space still has to be van accessible.
The boundary of the access aisle must be marked so as to discourage parking in it. The Department of Justice brief notes that state or local laws may address the color and the manner in which spaces and access aisles are marked, which is why the striping detail on your plans should reflect local requirements rather than a generic template. Layout, sign locations, and marking details belong on the drawings before the lot is built, so the striping contractor is executing a plan rather than interpreting one.
Asphalt pavement is a layered system. The subgrade, meaning the prepared native soil, supports everything above it. An aggregate base spreads load and helps manage moisture. The asphalt layers carry traffic and keep water out of the structure. Each layer depends on the support of the one beneath it, which is why pavement design starts at the bottom and works up.
The damage a vehicle does to pavement is driven by axle load, not by how often it shows up. A loaded truck axle applies a load many times greater than a passenger car, so a handful of daily truck passes can be more structurally significant than hundreds of cars. Designing the whole lot to the truck standard is usually wasteful, and designing the whole lot to the car standard puts the truck routes at risk. Most commercial lots are laid out with the truck path defined and built to a heavier section, and the parking bays built to a lighter one.
Certain areas take punishment that has nothing to do with traffic volume. A dumpster pad sees a refuse truck that stops, sets down, lifts a loaded container, and pulls away in the same footprint every week, sometimes with outriggers concentrating load on a small area. Loading dock aprons take trailers backing, braking, and sitting with landing gear down for hours. Drive-through lanes take slow, repeated, channelized traffic in a narrow band.
Because asphalt is a flexible material, standing and turning loads in those locations can cause rutting or shoving over time. It is common to design those specific areas differently from the rest of the lot, and reinforced concrete is often specified at dumpster pads and dock aprons for that reason. Whether that is the right call on your project depends on the equipment involved, the frequency, the subgrade, and the budget, and it should be decided with your contractor or engineer for the actual conditions rather than by default.
There is no universal number of inches for a commercial parking lot, and any proposal that quotes one without asking about your site is quoting a habit rather than a design. Pavement thickness is developed from the expected traffic loading over a design period, the strength of the subgrade, the type and thickness of base, the asphalt mixture, and drainage conditions.
What that means practically is that two lots of identical size on opposite sides of the same street can require different sections if one has a truck route and firm soil and the other has weak clay and a dumpster in the far corner. When you compare proposals, compare the layer thicknesses and materials each one is offering, and ask what the numbers are based on. Note also that specifications distinguish between loose thickness as placed and compacted thickness after rolling, and the compacted figure is what you are buying.
Subgrade strength is the input that changes the design the most, and it is the one owners see the least. Weak or moisture-sensitive soils generally call for some combination of a thicker base, undercut and replacement of unsuitable material, geosynthetic reinforcement, or chemical stabilization. Those are structural decisions, not upgrades, and skipping them to hit a budget target usually shows up later as cracking and settlement in the same areas.
Both materials build good commercial lots. The comparison below is directional rather than absolute, because local material and labor pricing, site conditions, and the loads involved all move the answer.
In practice, many commercial sites use both. Asphalt covers the parking bays and drive aisles where it performs well and repairs easily, and concrete goes in the specific locations that see standing or concentrated loads. That hybrid approach is usually a better use of budget than choosing one material for the entire site out of preference.
The sequence below is the general order of work on a commercial lot. Not every project includes every step, and the depth of each step scales with the size and complexity of the site.
Work starts with information: a boundary and topographic survey, utility locates, and, on most commercial projects, a geotechnical investigation. From that, the civil design sets layout, grading, drainage, and pavement sections, and the drawings go through local review. This is the least visible phase and the one most likely to control the overall schedule, because review timelines are not in the contractor's hands.
Vegetation, topsoil, and any existing pavement or structures come off the site, and the ground is cut and filled to the design elevations. Getting grades right at this stage is what makes drainage work later, since a lot that is shaped incorrectly at subgrade cannot be corrected by adding asphalt on top. Site preparation and dirt work is a service Precision Blacktopping performs alongside its paving and pavement maintenance work, which keeps earthwork and paving under one scope on projects where that is practical.
Storm structures, piping, and any site utilities that run under the pavement go in before the base does. That includes catch basins and inlets, storm lines and outfalls, detention or retention features where required, and conduit for lighting, EV charging, signage, and gates. Anything installed after paving means cutting the finished surface, so the goal is to get it all in the ground while the site is open.
The subgrade is shaped, moisture conditioned, and compacted, and soft or unsuitable areas are addressed based on what shows up in the field. Aggregate base is then placed and compacted in lifts to the design thickness and grade. On projects with a specification, base compaction is measured against a stated density requirement using a defined test method, and those numbers come from the project documents rather than a rule of thumb. Note that compaction requirements for soil and base are a different measurement from in-place density in asphalt, even though both are expressed as percentages.
Asphalt is placed with a paver in lifts and compacted by rollers while the mat is still within the workable temperature range. The mixture, the lift thickness, the ambient and surface conditions, and the specification all affect how that rolling is performed, which is why there is no single correct roller pattern or paving temperature for every job.
Compaction deserves attention. The Federal Highway Administration describes in-place density as the most important predictor of asphalt pavement performance, and notes that inadequate density can shorten service life through rutting, cracking driven by permeability and aging, and moisture damage. FHWA research estimates that a one percent increase in in-place density can extend service life by at least ten percent. You cannot see density from the parking lot, which is one reason testing appears on many commercial specifications.
Where the pavement is placed in more than one lift, or over existing asphalt, a tack coat is applied between layers to bond them. Longitudinal and transverse joints are the most vulnerable part of any mat, and good joint construction improves their performance, though no joint technique eliminates the possibility of future cracking.
Layout is marked, and the lot is striped to the approved plan, including stalls, accessible spaces, and access aisles, directional arrows, fire lanes, crosswalks, and any required legends. Signs are set at the specified mounting heights, wheel stops and bollards are installed, and curbing, landscaping, and site cleanup are completed. Timing for marking new asphalt depends on the marking material and project conditions, so follow the product manufacturer's direction and your contractor's guidance rather than a fixed waiting period. Precision Blacktopping performs pavement markings as part of its paving and maintenance services.
Approvals for a commercial lot come from more than one place, and they run on different timelines. The list below describes the categories most commercial projects encounter in Louisiana. The specific requirements depend on your parish, your municipality, and the site, so verify them with the applicable authorities early.
Local zoning typically governs required parking counts, stall and aisle dimensions, setbacks, landscaping and buffer requirements, lighting, and signage. Most commercial projects go through a site plan review before a permit is issued, and larger or more sensitive projects may require a public hearing or commission approval. If the site takes access from a state highway rather than a local street, a separate driveway or access permit from the Louisiana Department of Transportation and Development is generally required, and the driveway location and geometry are subject to that review.
Construction stormwater in Louisiana is permitted through the Louisiana Pollutant Discharge Elimination System, administered by the Louisiana Department of Environmental Quality. LDEQ has issued two construction general permits: the small construction permit, LAR200000, for activities disturbing one acre or more but less than five acres, and the large construction permit, LAR100000, for activities disturbing five acres or more.
Local requirements can layer on top of the state permit. Municipalities and parishes with their own stormwater programs may require drainage plan review, detention or retention to limit the rate of runoff leaving the site, erosion and sediment control measures, and copies of the SWPPP. Because paving converts pervious ground to impervious surface, drainage review is often the item that most affects a parking lot design, and it is worth raising early rather than after the layout is set.
Depending on the jurisdiction and the scope, inspections may occur at subgrade, at base, during drainage installation, and at completion. Projects with a specification may also involve materials testing during construction, performed by a testing laboratory rather than the paving contractor. Final approval commonly involves a walk-through against the approved plans, confirmation that accessible parking and routes were built as designed, and record drawings where required. On a project tied to a new building, the parking lot and site work are often part of what stands between you and a certificate of occupancy, which is a good reason to keep the site schedule tied to the building schedule.
Two lots with the same dimensions and the same traffic can require very different construction because of what is under them and where water goes. These are the conditions that most often change the scope and the number.
A geotechnical investigation samples the soil across the site and reports what is there: classification, moisture content, plasticity, strength, and where the water table sits. That report is what lets a designer select a pavement section with a basis, and it is what tells you before bidding whether the project involves undercut, stabilization, or additional base.
Soils across Louisiana, Mississippi, and East Texas vary considerably from site to site, and fine-grained clay soils are common in parts of the region. Clays that shrink and swell with moisture changes can move a pavement structure seasonally. Whether that applies to your parcel is a question for testing rather than for a regional generalization. Skipping the investigation does not remove the risk; it moves the discovery to the middle of construction, where it becomes a change order.
When the subgrade will not provide adequate support, the usual approaches are undercutting and replacing the unsuitable material with select fill, adding geotextile or geogrid, increasing base thickness, or chemically stabilizing the soil in place with lime or cement. Each has a place, and the choice depends on the soil, the depth of the problem, the site constraints, and cost.
Chemical stabilization is a design decision with material criteria behind it. Research summarized by the Louisiana Transportation Research Center indicates that lime stabilization is typically suited to clayey soils with at least 25 percent passing the No. 200 sieve and a plasticity index of at least 10, and that lime-stabilized subgrades outperform untreated subgrades when materials design, structural design, durability, and construction are all handled properly. Cement is generally more applicable to lower-plasticity, coarser soils. Determining which treatment fits, and at what rate, is based on soil testing and mix design, not on a standard percentage.
Surface drainage is designed to move water across the pavement to inlets without ponding and without creating slopes that are uncomfortable to walk or park on. Where that water goes afterward is a separate question. Many jurisdictions require detention or retention so the site does not discharge more runoff, or discharge it faster, than the drainage system downstream can accept.
Slopes are set by design, not by a default number. The drainage objective, the site geometry, accessibility requirements in accessible parking and along accessible routes, and any applicable local standards all constrain the answer. Proper grading and drainage planning can direct surface water where it is intended to go, but the design has to be developed for the actual site rather than borrowed from another one.
Water is the most common contributor to pavement problems, and most of its damage happens where you cannot see it. Water that reaches the base and subgrade can reduce their support, and repeated loading over a saturated area can accelerate deterioration. That is why edge conditions, curb and gutter, inlet elevations, and the way the lot ties into surrounding grades matter as much as the pavement itself.
A single puddle after a heavy rain does not by itself prove a failed drainage design, and a lot that drains slowly is not automatically defective. What matters is whether water stands for an extended period, whether it stands in the same locations repeatedly, and whether the pavement in those areas is deteriorating faster than the rest. That pattern is worth having evaluated on site, because the fix may be grading, drainage structures, pavement repair, or some combination, and guessing at it from the surface is how owners end up paying twice.
Commercial parking lot pricing is project-specific, and any figure quoted without knowing your site is a guess. What is useful is understanding which variables move the number, so you can read a proposal and see what you are actually buying.
Price per square foot is a poor basis for comparison on its own. A lower unit price can reflect a thinner base, no undercut allowance, less drainage work, a different asphalt mixture, or exclusions buried in the fine print. When two proposals differ materially, the reason is almost always scope.
There is real room to manage cost on a parking lot project, and there are places where cutting creates a liability. The productive levers are usually layout efficiency, phasing the work to spread cost across budget cycles, matching the pavement section to how each area is actually used rather than overbuilding the whole lot, and scheduling in a window that suits the work.
The places where reductions tend to be expensive later are base thickness and preparation, drainage, and subgrade correction. Those are the parts of the structure you cannot get back to without tearing up the surface. When you are reviewing bids, put them side by side on the specifics: removal and disposal, earthwork and undercut allowances, base material and compacted thickness, asphalt lift thickness and mixture, drainage scope, concrete items, striping, testing, exclusions, and whatever warranty is offered in writing. The lowest number is not automatically the wrong choice, and the highest is not automatically the safest. The scope behind each number is what tells you.
A parking lot is a long-lived asset with a maintenance obligation attached. The realistic comparison is not just what construction costs, but what the pavement will cost to own, which includes routine maintenance, periodic crack repair and restriping, eventual resurfacing, and the cost of disruption each time work happens. A lot built on a properly prepared base with drainage that works will usually cost less over its life than an identical-looking lot built for less on a foundation that was never corrected.
If you are planning a new lot, an expansion, or a reconstruction in Louisiana, Mississippi, or East Texas, Precision Blacktopping offers a free estimate and an on-site assessment so the scope is built around what your property actually needs rather than an assumption.
For an operating business, the schedule question is usually not "how long does paving take" but "how long will my customers be affected." Those are different numbers, and the second one is manageable with planning.
No responsible contractor can promise a duration before seeing the site and the scope. What is predictable is the order of the work and what governs each phase. Design and permitting usually take the longest and depend on review timelines outside the contractor's control. Earthwork and drainage scale with quantities and are the phases most sensitive to rain. Base and paving are comparatively fast on a well-prepared site. Striping and final items are short, but they may wait on marking material requirements and on inspection.
A small lot can move from mobilization to striping in a matter of weeks under favorable conditions, while a large site with heavy earthwork, extensive drainage, and phased construction can run for months. The useful thing to ask for is a phase-by-phase schedule for your project with the assumptions stated, so you know what shifts if a week of rain arrives.
Most commercial lots can be built or rebuilt in sections so part of the parking stays available. Phasing is planned around your peak business hours and delivery schedule, the location of entrances so at least one usable access point remains, where employees can park to free up customer spaces, and how each phase ties into the next at grade so there is no drop-off at a temporary edge.
Phasing does add cost, because it means additional mobilizations, more joints, and less efficient production. For many businesses, that trade is worth making. It is a decision to make deliberately during planning, when it can be priced, rather than mid-project.
Active construction areas need to be physically separated from customers and staff, with clear barricades, signage, and defined pedestrian routes. Temporary traffic control in the public right-of-way follows the Manual on Uniform Traffic Control Devices and any local requirements. Accessible parking and an accessible route to the entrance need to be maintained throughout construction, which usually means designating temporary accessible spaces and a temporary route as each phase shifts.
One item worth stating plainly to staff and tenants: no one should walk or drive into an active paving area. Paving involves moving equipment with limited visibility, haul trucks backing, rollers, and material at high temperature. Keeping people out of the work zone is a safety requirement, not a convenience.
The common ones are weather, particularly sustained rain that leaves the subgrade too wet to compact or pave; unsuitable soils discovered during excavation; utility conflicts that were not shown on record drawings; permit and review timelines; material availability and plant scheduling; and owner-initiated changes after the layout is set. Most of these are managed by front-loading the work: a survey, a geotechnical report, accurate utility locates, and an approved plan before mobilization remove a large share of the surprises.
The difference between a lot that performs and one that starts failing early is largely decided during construction, and much of it is invisible once the surface is down. This is the point to verify rather than assume.
On projects with a written specification, verification typically includes compaction testing of subgrade and base against the stated requirement, thickness confirmation of base and asphalt as compacted, in-place density of the asphalt where the specification calls for it, and a grade check to confirm the surface matches the design and drains as intended. Testing is normally performed by an independent laboratory when the project documents require it, and the type and frequency of testing come from those documents.
If testing matters to you, it belongs in the contract before the work starts. Adding it afterward is not practical, since the layers you would want to test are already covered.
Before the lot opens, walk it with your contractor. Look at the surface for segregation, roller marks, and low areas. Check the joints and the edges. Confirm the striping matches the approved plan, especially accessible spaces, access aisles, routes, and sign locations. Look at how the pavement ties into existing drives, curbs, and structures. If it is practical, look at the lot after a rain and note where water stands and for how long.
When traffic can be allowed on new pavement depends on the mixture, lift thickness, and site conditions, and on any specification or curing requirements for adjacent concrete work. Follow your contractor's direction rather than a fixed rule. New asphalt also remains somewhat vulnerable early on to point loading from things like trailer jacks and dumpster feet, so protecting a few specific areas for a period after opening is reasonable.
A new lot starts deteriorating from the day it opens, slowly at first. What determines whether that stays slow is largely maintenance, and the least expensive time to plan it is now, while everything is in good condition.
A workable program usually includes periodic inspection so problems are caught while they are still small, keeping inlets and drainage structures clear so water leaves the surface as designed, sweeping to keep debris and standing grit off the pavement, and addressing cracks and localized failures before water reaches the base through them. Scheduling those tasks on a calendar, rather than reacting when something looks bad, keeps the work in the maintenance category instead of the repair category. Precision Blacktopping provides parking lot maintenance services for commercial properties across its service area.
These three treatments do different jobs, and it helps to be clear about which does what.
Intervals for all three depend on traffic, exposure, the condition of the pavement, and the products used, which is why a schedule built from an inspection of your lot is more useful than a generic calendar.
A commercial parking lot is a structure, and the decisions that determine how it performs are made before the asphalt shows up. Layout sets capacity and traffic flow. Accessible parking has to be designed into the grading, not striped on at the end. Soil testing tells you what the subgrade will support, and drainage decides how long that support lasts. Pavement thickness follows from the loads and the site rather than from a standard number, and construction quality, particularly compaction, has a measurable effect on service life.
When you evaluate proposals, evaluate scope: earthwork and undercut, base material and compacted thickness, asphalt section, drainage, concrete items, striping, testing, and what is excluded. That comparison tells you far more than a price per square foot.
Precision Blacktopping LLC is a full-service paving and pavement-maintenance contractor based in Pineville, Louisiana, serving commercial and residential properties across Louisiana, Mississippi, and Texas, with asphalt paving, parking lot paving and maintenance, resurfacing, sealcoating and crack sealing, pavement markings, concrete paving, and site and dirt work. If you are planning a new parking lot, an expansion, or a reconstruction, contact Precision Blacktopping for a free estimate or an on-site assessment, or call to talk through which approach fits your property.
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