Developers of spec offices, retail pads and logistics sites along Loop 250 and SH 349 want concrete delivered on a calendar that matches the road work around them and the opening date of their tenants. We pour pads, drive approaches, truck courts and parking for those owners, and we plan delivery routes against the highway projects that shape traffic.
Loop 250 is a 12.245 mile bypass of northern Midland whose west end meets I-20, SH 158 and SH 349, and it is a freeway from that west end to Business SH 349 (Big Spring Street). Frontage and access drives along a freeway need driveway throats sized for delivery trucks and turning room for loaded mixers, and we check both on the plans.
Spec offices and retail pads on the bypass are usually built for a tenant who is waiting. We therefore keep the calendar simple: subgrade proof, forms and steel, pour and cure, each with a date and a name beside it. Owners see the whole sequence on one page and can judge how a delay in one step would reach the opening date.
Our coordination links the site’s excavation and utility work to the concrete placement package, so each specialist trade knows its required handoff.
Highway frontage and driveway permits
Sites next to a state highway involve access permits, driveway spacing and drainage review in addition to the usual building permit. We ask the owner's civil engineer which approvals are in hand and note any that are pending, since they control when forms can go up.
The local permit office reviews building work under the adopted building code, and we build review time into the calendar. If a driveway needs a change after review, we price the revision separately so the original bid stays clear. Stormwater is part of that review, because a highway frontage lot often drains toward a ditch the state controls, and the finished grade must meet the drainage plan the owner submitted.
Planning around public road projects
TxDOT moved the bid letting for the Loop 250 and Todd Drive interchange up to December 2025, with the Midland Development Corp. committing $974,060 to design it and nearly $26 million in state funding secured. A project of that size changes traffic patterns, and we ask each owner how their site will be reached during construction.
We check lane closures and detours with the owner and the plant before a pour, and we choose delivery times that avoid peak traffic. If a route changes mid-project, the owner hears about it from us at once.
A written haul plan accompanies each pour. It names the plant, the route, the entrance, the hours and the person on site who meets the trucks, so a driver who is new to the corridor still arrives where the crew expects.
From the west end to Big Spring Street
We work along the whole bypass, from its west end at I-20 to Business SH 349 on Big Spring Street. SH 349 follows a reliever route around the west side of Midland that opened December 10, 2009, and it shares pavement with I-20 for about 10.2 miles, so developers on either road reach the same plants.
For projects beyond town we mobilize crews to Odessa and other Basin communities, and our Midland page covers the wider city.
If your project touches both the loop and the airport side of town, our page on the airport area describes how we handle gates and access there.
Traffic control near fast roads
Work beside a freeway or a busy frontage road calls for a traffic-control plan, flagging and clear signs. Mixers entering and leaving need room and warning, and we map the entrance, the turn and the washout location before the pour.
Crews wear high-visibility gear, and the foreman holds a safety meeting each morning. Open excavations and rebar are guarded, and the haul route is cleaned after deliveries. When a driveway cut opens onto a public road, we confirm with the owner who approves the closure and for how long, so the crew is never working in a lane that was meant to stay open.
What we place and what partners handle
Concrete trade partners place and finish pads, drive approaches, walks and truck courts. We coordinate the finishing trade's scope because a retail pad's flatness affects how a tenant's floor covering lays and how a drive approach drains.
For utilities and earthwork we coordinate trade partners. We describe their work accurately and keep their dates on the same calendar as the pour.
Todd Drive, turnaround lanes and access
The proposed Loop 250 at Todd Drive project from TxDOT would add main lanes from Fairgrounds Road out to Elkins Road (CR 1150), plus an overpass where Todd Drive crosses and turnaround lanes. A site near that work may see access changes while the project is built, and we ask owners to share what they know. Detours and temporary driveways can affect a pour date more than the weather can, so we revisit access a week before each placement.
Drive approaches near a turnaround lane carry turning loads, so we choose thickness and joints accordingly. For parking on a retail pad, parking lot concrete is often the better long-term choice.
Developers, logistics and office owners
Our corridor clients are commercial developers building spec offices and retail pads, logistics and warehouse developers needing truck courts, and tenants who need parking and walks. Each group has different loads and timelines.
We price them separately: a spec office is mostly slab and parking, a retail pad adds drive approaches and walks, and a logistics site adds heavy courts and dock aprons. Owners can compare the items and decide which phase to start first. Where a developer plans several pads at once, we offer a combined mobilization and a shared sequence so that the crew moves from one pad to the next without a gap.
Pads, courts and parking we pour
Typical scope includes a building slab, sidewalks, parking, drive approaches and truck courts. We set the section by loads and drainage, form to the plans and finish to the specified tolerance.
Where a site needs truck courts and dock aprons, we use thicker sections with doweled joints. Tenants receive a clear closeout package, including lab reports and as-built dimensions.
Joints are sawed at the right time, not on a convenient day, because early sawing prevents random cracks across a long drive lane. Curing compound or wet curing is applied as soon as the surface allows, and the foreman records the date so the owner knows when the surface can take traffic.
Send the site plan and the access plan
Share the civil set, the driveway approvals and your opening date. We will reply with a calendar and a scope that fits the roads around your site.
Common Questions
How do you plan deliveries along a freeway frontage?
We check the driveway throat, the turn radius and the traffic-control plan, then choose delivery times that avoid peak traffic. The plant and the owner both receive the route in writing before the pour.
Do road projects change your schedule?
They can. We ask owners how their site will be reached while public work is built, check lane closures with the plant and adjust delivery times. Changes are sent in writing.
What approvals matter for a highway-fronting pad?
Driveway access, drainage and the building permit are the main ones. We ask the civil engineer which are in hand and plan forms around any that are pending.
Can you build truck courts for a logistics site on the loop?
Yes. We use thicker sections, doweled joints and slopes that drain. Section and joint layout are set from the truck loads in the owner's drawings.
Who coordinates utilities and grading?
Yes. Excavation, utilities and concrete placement have defined trade responsibilities within the same plan. You receive one calendar and contact us to resolve sequencing between those scopes.