A parking lot is four maintenance jobs running on four separate clocks, and funding it as one line item called cleaning is what causes lots to fail years before the pavement was due. Debris removal, surface washing, pavement repair and pavement markings each have a different trigger, a different weather window, and a different body writing the rules that reach them. A sweeping schedule does nothing for a faded accessible aisle. A re-stripe does nothing for water entering a crack. Combining the four into one annual visit produces a lot that looks serviced and is quietly accumulating the two failures that actually cost money: water in the pavement structure, and an accessible route that no longer measures.
This guide sets out what a metro Atlanta commercial property is obligated to maintain, which widely quoted striping standard does not reach a private lot at all, where wash water is allowed to go, and what a maintenance scope should say before anyone signs it. Every figure below names the body that published it, and the Sources section at the bottom carries the link and the date each document was read. Thrare Contracting runs parking lot cleaning across metro Atlanta, and the sequencing described here is the sequence the company works to.
What does a commercial parking lot maintenance program actually consist of?
A commercial parking lot maintenance program consists of four scopes that are bought separately and fail separately.
- Debris removal. Mechanical sweeping and blowing move litter, leaf fall, seed pods, sand and tracked mulch off the surface before rain carries them to a storm drain inlet. Debris removal is the only one of the four that is purely operating expense and the only one that runs year round.
- Surface washing and stain treatment. Washing removes what sweeping cannot: tire marks, biofilm in the shaded bays along a building wall or a planting bed, tannin from compressed leaf litter, gum at the entrance doors, and vehicle fluid deposits. Washing is the scope that generates wash water, which is why it is the scope with a regulator attached.
- Pavement repair. Crack treatment, patching and sealcoat protect the asphalt binder and keep water out of the base. Pavement repair is capital work on a capital clock and it is weather bound, which means a missed window is a missed year.
- Pavement markings. Stalls, accessible spaces and their access aisles, fire lanes, crosswalks, directional arrows and curb markings are what make a lot usable and what carry the accessibility exposure. Markings are the scope where an error becomes a legal position rather than a housekeeping complaint.
The four scopes interact in one direction only. Sweeping must precede washing, washing must precede sealcoat and striping, and pavement repair must precede any marking work that would otherwise be destroyed by it. A property that re-stripes in March and patches in June has paid twice for the same paint. Sequencing the year in that order is the cheapest change most property managers can make to a lot budget, and it costs nothing but the calendar.
Which parking lot maintenance duty is written into federal law?
The maintenance duty a private commercial property owes is written in 28 CFR 36.211(a), which states that "A public accommodation shall maintain in operable working condition those features of facilities and equipment that are required to be readily accessible to and usable by persons with disabilities by the Act or this part." A shopping center, an office park, a restaurant and an apartment community's leasing office are public accommodations, so 36.211(a) reaches the accessible stalls, the access aisles and the accessible route from parking to the entrance at each of them.
Paragraph (b) of the same section carries the qualifier that matters commercially: "This section does not prohibit isolated or temporary interruptions in service or access due to maintenance or repairs." Closing an accessible stall for a night to re-stripe it is the interruption 36.211(b) contemplates. Leaving that stall unmarked for two seasons because the re-stripe slipped is not.
When the lot belongs to a county, a city or a public school district rather than a private business, the governing text is 28 CFR 35.133(a), which is worded almost identically but places the duty on "a public entity". The two sections differ in exactly one respect that matters, which is who owes the duty, and a page or a proposal that writes "the ADA requires" without naming the title is not telling the buyer which rule applies to them.
Neither 36.211 nor 35.133 sets a single dimension. Both are maintenance rules. The counts, widths, slopes and heights an accessible stall has to hold live in the 2010 ADA Standards for Accessible Design published by the United States Access Board, and those are the next two sections.
How many accessible spaces does a parking lot owe?
The number of accessible spaces a lot owes is set by Table 208.2 of the 2010 ADA Standards for Accessible Design, and the count is driven by the total number of spaces in the parking facility.
| Total spaces in the parking facility | Minimum required accessible spaces |
|---|---|
| 1 to 25 | 1 |
| 26 to 50 | 2 |
| 51 to 75 | 3 |
| 76 to 100 | 4 |
| 101 to 150 | 5 |
| 151 to 200 | 6 |
| 201 to 300 | 7 |
| 301 to 400 | 8 |
| 401 to 500 | 9 |
| 501 to 1000 | 2 percent of total |
| 1001 and over | 20, plus 1 for each 100, or fraction thereof, over 1000 |
The word facility in that table is doing real work. Section 208.2 states that "Where more than one parking facility is provided on a site, the number of accessible spaces provided on the site shall be calculated according to the number of spaces required for each parking facility." A property with a 90 space front lot and a 40 space rear lot owes 4 spaces in the front lot and 2 in the rear lot, which is 6, and not the 5 that a single 130 space calculation would produce. Advisory 208.2 in the same standard explains the wording directly: the term parking facility is used "so that it is clear that both parking lots and parking structures are required to comply with this section."
Van spaces come out of that count rather than sitting on top of it. Section 208.2.4 states that "For every six or fraction of six parking spaces required by 208.2 to comply with 502, at least one shall be a van parking space complying with 502." A 300 space lot owing 7 accessible spaces therefore owes at least 2 van spaces among those 7, because 7 contains one full six and a fraction of a second.
Two exceptions are worth knowing before a property pays to have signs installed. Section 216.5 Exception 1 states that "Where a total of four or fewer parking spaces, including accessible parking spaces, are provided on a site, identification of accessible parking spaces shall not be required." Exception 2 removes the identification requirement in residential facilities where spaces are assigned to specific dwelling units. Neither exception removes the requirement that the space itself comply with section 502.
Section 208.3.1 settles location rather than count: accessible spaces "shall be located on the shortest accessible route from parking to an entrance complying with 206.4." A lot that holds the correct number of accessible stalls at the far end of the property, because that is where the striping crew found room, has satisfied the table and failed the standard.
Every figure above is a federal minimum. A Georgia local code, a state statute or a franchise standard can require more accessible spaces, never fewer, so a property manager confirming a count against Table 208.2 alone has confirmed the floor and not the requirement.
Which measurements decide whether an accessible stall survives a re-stripe?
Sections 502.1 through 502.7 of the 2010 ADA Standards hold every dimension an accessible stall has to satisfy, and a re-stripe is the moment those dimensions are either fixed or reproduced wrong for another cycle.
- Where the tape measure goes. Section 502.1 states that "Where parking spaces are marked with lines, width measurements of parking spaces and access aisles shall be made from the centerline of the markings." A crew measuring edge to edge on a 4 inch line arrives at a different answer than the standard does.
- Stall width. Section 502.2 requires car spaces 96 inches wide minimum and van spaces 132 inches wide minimum. The exception permits a van space at 96 inches wide minimum where the access aisle is 96 inches wide minimum, which is the layout most Atlanta retail lots were originally built to.
- Access aisle width. Section 502.3.1 requires access aisles serving car and van spaces to be 60 inches wide minimum, and 502.3.2 requires the aisle to "extend the full length of the parking spaces they serve." Section 502.3 permits two spaces to share one aisle.
- Aisle marking. Section 502.3.3 requires that access aisles "shall be marked so as to discourage parking in them", and the advisory to that section states that the method and color of marking "are not specified by these requirements but may be addressed by State or local laws or regulations." Any bid that tells a property the hatching has to be blue at a stated angle is quoting a state, local or agency rule, not the federal standard, and should be asked to name it.
- Aisle placement. Section 502.3.4 states that access aisles "shall not overlap the vehicular way", and requires angled van spaces to carry the aisle on the passenger side.
- Slope. Section 502.4 permits no change in level across a space and its aisle other than slopes "not steeper than 1:48". A 1:48 finding is a grading condition, and paint does not correct grade. Reporting it honestly is the only lawful response to it.
- Vertical clearance. Section 502.5 requires 98 inches minimum of vertical clearance over van spaces, their access aisles and the vehicular routes serving them, which is the measurement that decides whether a covered lot or a deck level can carry a van space at all.
- Signs. Section 502.6 requires signs identifying van spaces to carry the designation "van accessible", and requires signs to sit 60 inches minimum above the finish floor or ground "measured to the bottom of the sign".
- Obstruction. Section 502.7 requires spaces and aisles to be designed so that parked cars and vans "cannot obstruct the required clear width of adjacent accessible routes."
A re-stripe that reproduces a non compliant layout leaves the property where it started, and a repaint is the least expensive moment in the lot's life to correct a layout error. The practical step is to have the stalls measured against 502.1 through 502.7 before the paint is quoted, and to have the proposal state which stalls comply, which can be corrected by layout alone, and which need grading or civil work that no striping scope can deliver. Whether a specific property is legally obliged to alter an existing lot is a question for that property's counsel, not for a maintenance contractor.
Does the MUTCD retroreflectivity standard reach the stalls in a private lot?
No. The retroreflectivity requirement that striping bids quote at property managers misses a private parking lot twice, once on location and once on marking type, and both misses are written into the federal texts themselves.
On location, 23 CFR 655.603(a) defines where the Manual on Uniform Traffic Control Devices governs, and states plainly that "Parking areas, driving aisles within parking areas, and private highway-rail grade crossings are also not included in this definition" of a facility open to public travel. The same paragraph keeps the roads through a shopping center inside the definition, so the boundary runs between the drive that carries traffic across the property and the parking bays it serves. A property manager reading a bid that claims MUTCD compliance for stall markings is reading a claim about the wrong location.
On marking type, the exclusion is in the retroreflectivity section itself. Section 3A.05 Paragraph 1 of the MUTCD 11th Edition requires "a method designed to maintain retroreflectivity at or above 50 mcd/m2/lx under dry conditions" for longitudinal markings on roadways posted at 35 mph or greater. Paragraph 5 of that same section then lists what may be excluded from Paragraphs 1 and 2, and the list names "Curb markings" and "Parking space markings" among them. The figure a bid quotes is drawn from a section that excludes the two marking types a parking lot is mostly made of.
None of that makes night visibility unimportant. Glass beads are worth specifying on a dark or poorly lit lot as an operating decision about how the lot performs at 9pm, and a property is free to buy them. The distinction worth holding is that beads on a private lot are a performance choice the owner makes, not a federal compliance requirement a contractor can invoke to justify a scope.
The MUTCD does supply two things a parking lot can use. Section 3A.03 Paragraph 6 states that "When used, blue markings shall supplement white markings for parking spaces for persons with disabilities", which is the source of the blue that most lots use and the reason blue supplements rather than replaces. Section 3B.22 Paragraph 8 offers guidance that the International Symbol of Accessibility marking "should be placed in each parking space designated for use by persons with disabilities", which answers the common question of whether the symbol goes in every stall or only at the end of a row. Both of those are useful. Neither of them is retroreflectivity. The city level treatment of this boundary is on the Marietta lot striping page and the Roswell lot striping page, and the full accessible layout treatment is on parking lot striping and ADA.
Where can parking lot wash water legally go?
Parking lot wash water cannot go to a storm drain, and the rule that says so is a definition rather than a prohibition on cleaning. Under 40 CFR 122.26(b)(2), an illicit discharge is "any discharge to a municipal separate storm sewer that is not composed entirely of storm water except discharges pursuant to a NPDES permit (other than the NPDES permit for discharges from the municipal separate storm sewer) and discharges resulting from fire fighting activities." Wash water carrying anything off a parking surface is by definition not composed entirely of storm water, so the compliance path on a commercial lot is containment and recovery, and the permit question never opens.
Metro Atlanta does not run one ordinance, and the instrument that governs depends on the address. Inside the City of Atlanta limits, section 74-436 of the Atlanta City Code states that "No person shall throw, drain, or otherwise discharge, cause, or allow others under its control to throw, drain, or otherwise discharge into the storm sewer system of the City of Atlanta any pollutants or waters containing any pollutants, other than stormwater." The definition of pollutant at 74-428 names, among other things, "petroleum hydrocarbons; automotive fluids; cooking grease; detergents (biodegradable or otherwise); degreasers; cleaning chemicals". A parking lot is where petroleum hydrocarbons and automotive fluids land, and the parenthetical after detergents settles the most common misconception on the subject: a product being biodegradable does not make the water carrying it lawful to discharge.
Gwinnett County publishes the most detailed operating document on the subject in the region, and it names parking lots directly. Guideline WQ-1, "Surface Cleaning", dated 04/05/2007, defines surface cleaning as "the cleaning of surfaces, such as parking lots, fuel bays, roads, sidewalks, roofs, walls, driveways and other similar surfaces, whether by mechanical or manual means, where washwater is generated". Its section 3.1(2) states that "Except as allowed by section 3.2.1.4 of this guideline, washwater generated during surface cleaning must never be allowed to enter into a storm drain." Section 3.1(5) records that evaporation is not an acceptable disposal method, which removes the practice of pushing water to a low corner and waiting. Section 3.1(10) is blunter still: "There are NO 'environmentally friendly' or 'biodegradable' cleaning products that are approved for discharge to storm drains."
WQ-1 also settles where recovered water goes. Section 3.2.1 makes the sanitary sewer or a permitted on-site wastewater system the default receiving point, and section 3.2.1.1(e) requires an oil or water separator where the water carries oil or grease, which is the ordinary condition of parking lot wash water. The narrow storm drain allowance at 3.2.1.4 is available only when every one of its criteria is met, and its own paragraph 4 states that the option "is intended to allow for cosmetic cleaning of surfaces stained with leaves, mildew, or atmospherically deposited dusts and pollens only." A lot with vehicle fluid on it is outside that allowance before the first criterion is tested.
The enforcement figure that circulates with this subject belongs to one county and should be attributed to it. Gwinnett County's Illicit Discharge and Illegal Connection ordinance states at section 100-27(f) that "Upon conviction, such person shall be punished by a fine not to exceed $1,000.00 or imprisonment for 60 days or both. Each act of violation and each day upon which any violation shall occur shall constitute a separate offense." Section 100-21(e) of the same article limits it: "The provisions of this article shall apply throughout the unincorporated area of the county." That penalty therefore does not reach Duluth, Lawrenceville, Norcross, Snellville or any other incorporated Gwinnett city, each of which runs its own ordinance, and it is not a Clean Water Act figure and must not be repeated as one.
WQ-1 also assigns responsibility in a way property managers should read before hiring. Section 3.1(11) states that "As the generator of the washwater the surface cleaner is considered jointly responsible with the property owner for its appropriate disposal." Joint responsibility means a contractor without recovery equipment is creating an exposure on the owner's property, in the owner's name, and the owner does not get to point at the invoice afterwards.
Why does sweeping have to happen before washing?
Sweeping has to happen before washing because dry removal is the first step the published guideline requires, not a matter of crew preference. Section 3.1(1) of Gwinnett's WQ-1 requires dry cleaning methods first: oil absorbents applied to oil and fuel, powders and loose dirt swept or vacuumed, litter and animal waste collected, and liquid contaminants mopped or soaked up. Every gram of debris removed dry is a gram that never has to be captured wet, filtered, and hauled to a receiving point.
Frequency follows traffic rather than a template. A quick service restaurant lot turning several hundred vehicles a day accumulates fluid deposits, food waste and tire rubber at a rate a suburban office lot with one shift never approaches, and the honest answer to "how often" is that the interval is set by observation of the property rather than by a number a contractor supplies before seeing it. Two things do move the interval predictably in metro Atlanta: leaf fall, which turns to tannin staining once compressed and wet, and pollen season, which loads the surface uniformly across the whole lot.
Two further WQ-1 provisions shape the calendar. Section 3.1(12) directs that cleaning not be done during rain events where wash water could intermingle with runoff, and 3.1(9) requires contaminated surfaces to be rinsed with potable water at the end of each day or before rain, with that rinse water treated as wash water in its own right. A washing program in Atlanta is therefore built around the forecast, and a crew that works through an incoming front is generating a discharge rather than performing a service.
How is oil and fluid staining treated, and what happens to the absorbent?
Oil and fluid staining is treated dry first and wet second. WQ-1 section 3.1(1) puts oil absorbents on oil and fuel before any water is introduced, because water applied to free oil spreads a recoverable problem across the whole bay and turns a bucket of absorbent into a tank of oily water. Recovering the free product first is both the cheaper sequence and the one the guideline requires.
The absorbent itself then has a federal answer. Under 40 CFR 279.10(c)(1), materials contaminated with used oil "from which the used oil has been properly drained or removed to the extent possible such that no visible signs of free-flowing oil remain in or on the material" are not used oil and are not subject to Part 279, though the same paragraph routes them to the hazardous waste regulations where those apply. Under 40 CFR 279.10(c)(3), the oil drained back out of that material "is subject to regulation as used oil under this part". A commercial property is a used oil generator under 40 CFR 279.20(a) when its own act produces used oil, so the drained oil and the drained absorbent leave the site by different routes and a scope should say which contractor is handling each.
Concrete and asphalt do not take the same treatment. Asphalt binder is itself a petroleum product, so a solvent chosen for its power against petroleum attacks the pavement as readily as the stain, and a treatment that is unremarkable on a concrete apron can soften and pull an asphalt surface. Any degreaser used on either surface is used at the dilution its own manufacturer publishes, on the surface that manufacturer lists, and a contractor who cannot produce the product label for a chemical they are about to put on a lot is not in a position to say what it will do. Cured deposits take repeat passes rather than a stronger chemical, and a stain that has oxidized into the pores of concrete over a season is a lightening job rather than a removal job. Saying so before the work starts is the difference between a satisfied client and an argument on a walk through.
What is actually in a sealcoat, and why does the base matter?
Sealcoat has two common bases, and the difference between them is the single largest environmental decision in a parking lot budget. The U.S. Geological Survey, in Fact Sheet 2011-3010 published in February 2011, describes sealcoat as "a black liquid that is sprayed or painted on some asphalt pavement" and records that "Most sealcoat products have a coal-tar-pitch or asphalt (oil) base."
The two bases are not close. USGS states that "Coal-tar pitch is 50 percent or more PAHs by weight and is known to cause cancer in humans", that "Coal-tar-based sealcoat products typically are 20 to 35 percent coal-tar pitch", and that "Product analyses indicate that coal-tar-based sealcoat products contain about 1,000 times more PAHs than sealcoat products with an asphalt base". PAHs are polycyclic aromatic hydrocarbons, and USGS notes that seven of them are probable human carcinogens.
The mechanism that moves the material off the lot is ordinary use. USGS describes it directly: "Friction from vehicle tires abrades pavement sealcoat into small particles. These particles are washed off pavement by rain and carried down storm drains and into streams." The agency's key findings list several routes at once, naming "storm runoff, adhesion to tires, wind, foot traffic, and volatilization". USGS also records that sealcoat wear "is visible in high traffic areas within a few months after application, and sealcoat manufacturers recommend reapplication every 2 to 4 years", which is the interval a property manager is being asked to fund on a repeating cycle.
The finding that should matter most to anyone managing apartments is about indoor dust. USGS found that "Residences adjacent to parking lots with coal-tar-based sealcoat have PAH concentrations in house dust that are 25 times higher than those in house dust in residences adjacent to parking lots without coal-tar-based sealcoat." The underlying 2008 study measured 23 ground floor apartments, and dust on the coal-tar sealcoated lots ran 530 times higher, on average, than on lots with concrete, unsealed asphalt or asphalt based sealcoat surfaces.
USGS reports that the coal-tar based product is commonly used in the central, southern and eastern United States and the asphalt based product in the west, and the fact sheet is explicit that this regional pattern comes from anecdotal reporting rather than from a product survey. So the correct action for a Georgia property is not to assume, but to ask: a sealcoat bid should state the base of the product it is quoting, and the manufacturer's data sheet should be attached to it. That single question costs nothing at bid time and is unanswerable once the lot is coated.
One boundary belongs on this section. USGS is a science agency and Fact Sheet 2011-3010 imposes no requirement on anyone. Several jurisdictions in the United States restrict coal-tar sealants by local ordinance, and no such Georgia ordinance has been read for this page, so nothing here should be taken as a statement that coal-tar sealcoat is prohibited at a given metro Atlanta address. The finding is about what the material does, and the decision remains the owner's.
When can crack sealing be scheduled, and what stops it?
Crack sealing is weather bound, and the conditions that stop it are moisture and cold. The Federal Highway Administration's Pavement Preservation Checklist Series 1, "Crack Treatment", Publication No. FHWA-HIF-19-028 dated July 2019, requires ambient and surface temperatures to meet the manufacturer's and the agency's requirements, "(typically 40°F minimum and rising) for routing and sealing". The same checklist directs that "Sealing does not proceed if rain is imminent", that "Application does not begin if there is any moisture on the surface or in the crack", and that application "should be avoided when dew may develop within the crack." Those four lines are why crack work in Atlanta lands in spring and autumn rather than in a January maintenance window that looked open on the calendar.
Preparation is most of the job. FHWA specifies that the air compressor used to clean a crack "must consistently provide 70 psi to 100 psi and a consistent blast flow of 70 cfm to 150 cfm", that compressors carry working oil and moisture filters and traps, and that cutting and cleaning equipment carries dust control "to reduce the occupational exposure limits for silica emissions". Where hot air blasting is used, the checklist bounds it at "5 minutes maximum time or 54 yards maximum distance" ahead of the sealant so condensation cannot form behind the crew.
Return to traffic has a stated test rather than a clock. FHWA's traffic control section directs crews to "Ensure that traffic is not opened to the sealed pavement until the sealant has adequately cooled or cured to not pick up on vehicle tires." On a commercial lot that test, and not a fixed number of hours, is what decides when a section reopens, and a detackifier or blotter is the listed remedy for reducing initial tack.
Two boundaries belong with this. FHWA wrote this checklist for highway agencies and says so on its face, so it is a strong statement of practice on a parking lot and not a regulation governing one. And the checklist deliberately leaves reservoir width and depth to the project specification and the sealant manufacturer rather than publishing a number, so any bid quoting a crack width threshold as a federal figure is quoting something FHWA did not write.
How does an occupied lot get cleaned without closing?
An occupied lot gets cleaned in sections, on the schedule the property's own traffic allows, with the lot never fully closed at any point. Thrare Contracting segments a lot into zones, works one zone at a time behind cones, and returns each zone to service before the next one is taken, so the property always retains parking and always retains a route from parking to the entrance. Where a property runs 24 hours, the zone plan is built around the shift change rather than around the crew's convenience.
- Notice. Thrare Contracting asks the property to issue tenant notice at least 48 hours before the first night, and for multi tenant properties the individual tenant contact list produces far better compliance than a single posted sign at the entrance.
- Accessible stalls first or last, never mid shift. Accessible spaces and their aisles are worked as a single block and reopened as a block, because a lot with a closed accessible stall and an open standard stall beside it is the arrangement 28 CFR 36.211 exists to limit the duration of.
- Lighting. Night work carries its own lighting, and an under lit crew is both a safety problem and a quality problem, because surfaces that cannot be seen do not get cleaned.
- Security and access. Gate codes, after hours contacts and on-site security are confirmed before mobilization rather than at 11pm at a locked gate.
- Containment set before water. Inlet protection goes down and recovery equipment is staged before the first trigger is pulled, not after a discharge has already started moving.
What is in a parking lot maintenance price and what is not?
Knowing where the line sits is worth more to a property manager than the number itself, because the change order is where lot budgets actually break. Thrare Contracting writes the boundary into the proposal, in these terms.
Inside the number: mobilization and on-site set up; zone plan and cones; dry debris removal ahead of any washing; surface washing of the scoped areas; stain treatment passes named in the scope; storm drain inlet protection and wash water recovery; transport of recovered water to the receiving point named in the proposal; a written service record for each visit with the date, the zones completed and the disposal route used.
Outside the number unless the proposal says otherwise: pavement repair of any kind, including crack treatment, patching and sealcoat; striping and marking work, including accessible stall corrections; removal of existing markings; any grading or civil work needed to bring a slope inside the 1:48 limit at section 502.4; permits or jurisdictional fees; traffic control beyond the property line; landscape or planting bed work; and rental of light towers where the property has no usable night lighting of its own.
The reason the two lists are published rather than negotiated on site is that a lot walk almost always finds something. A property that knows in advance which findings are inside the scope and which will arrive as a separate quotation can make a decision that night instead of stopping the crew.
What does Thrare Contracting need from a property before the first visit?
- A site plan or a marked aerial of the lot, with the zones the property wants kept open identified.
- The jurisdiction of the address, because the governing stormwater ordinance is a city or county instrument and the two do not overlap.
- The location of the storm drain inlets, and of any inlet that discharges directly to a stream or pond on the property.
- A water source, and the sanitary sewer connection point the property authorizes for recovered water, with the owner's written permission to use it.
- An after hours contact, gate codes, and the name of the security provider if the property has one.
- The tenant notice window the property wants to work to.
- Whether the lot has been sealcoated, when, and with which product base, which is the question that decides how the surface is treated and what leaves it during washing.
Which certifications and registrations can a buyer verify?
Rare Earth Ltd, doing business as Thrare Contracting, holds DBE, ACDBE and MBE certification, qualifies as a small disadvantaged business, is registered in SAM under UEI Z4WKS4UE8NJ6 and CAGE 9JAV8, and is enrolled in E-Verify. Rare Earth Ltd does not hold HUBZone certification, 8(a) certification or SOC 2 attestation, and does not represent otherwise.
A certificate of general liability insurance is issued to a named certificate holder on request.
Thrare Contracting operates from 8735 Dunwoody Pl, Ste R, Atlanta, GA 30350, and serves parking lots and structured parking across metro Atlanta, including Sandy Springs, Dunwoody, Brookhaven, Roswell, Alpharetta, Marietta, Decatur and Lawrenceville. Related scopes on the same mobilization are covered on parking decks and structured parking, commercial pressure washing, and services for property managers.