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Publisher’s Letter Collaboration is a key component of our success Our company is a proud member of the California Asphalt Pavement Association (CalAPA), and we consider our membership an important part of our desire to be a leader and supporter of the industry. But CalAPA is not the only association we belong to, which I’m sure is the case for many other CalAPA members. Each association membership brings with it special expertise and services that companies find valuable and justify the dues payment. There are times, however, when an issue that is important to CalAPA is also important to others. I’ll use road funding for example. In that case, many associations, groups and coalitions have stepped up to champion the cause of good roads, which is in all of our mutual interests. In cases like these, CalAPA works hard to make sure that we are complementing, not duplicating the efforts of others. Our association has coordinated at times with Associated General Contractors of California, AGC of America San Diego Chapter, Southern California Contractors’ Association, United Contractors, the California Construction & Industrial Materials Association (CalCIMA), the California-Nevada Cement Association, the Rubber Pavements Association, the California Chip Seal Association and on and on. There are other associations that are also heavily involved in asphalt and asphalt binder issues that we work very closely with, including the National Asphalt Pavement Association (NAPA), the Asphalt Institute, the Asphalt Pavement Alliance, other state asphalt pavement associations (collectively called SAPA, or State Asphalt Pavement Associations), and the Western States Petroleum Association. In the case of the Asphalt Pavement Alliance, which is itself an alliance of NAPA, the Asphalt Institute and the state asphalt pavement associations, we contribute to a pooled fund to support Alliance activities, which generally are in the asphalt marketing area. CalAPA also contributes to another pooled fund, known as the Pavement Economics Committee, to support research and other activities to support the asphalt market. NAPA and the Asphalt Institute also provide financial and logistical support to the Pavement Economics Committee. At our most recent CalAPA Board of Directors meeting in July, staff reported on how these various activities and entities intersect in support of CalAPA’s strategic goals. Staff also reported on some of the very visible ways CalAPA takes part in coalitions, such as joining with the California Chamber of Commerce on matters deemed harmful to business, or lending our voice to a number of business-environment coalitions to track and engage regulatory agencies on matters that may be unreasonable and negatively impact our operations. In recent months, CalAPA’s logo has appeared alongside the logos of other associations on letters to elected officials, agencies and regulatory entities. Being smart with our limited resources, and working in collaboration with others as needed, helps greatly magnify CalAPA’s impact and makes the dollars we pay in dues go that much farther. Ultimately, all of the individual companies that make up the very large and diverse asphalt industry in California benefit from this collaboration. Sincerely,
Alan French DeSilva Gates 4
California Asphalt Magazine • 2015 Quality Issue
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Contents 4
Publisher’s Letter
10
A City Intersection with a Dutch Twist:
14
Q&A with Steve Takigawa
18
Papich Construction, Inc.
22
Caltrans
38
Advertiser Index
City of Davis, Teichert Team Up for First ‘Protected Intersection’ in U.S. to Help Improve Safety for Cyclists and Pedestrians Page 10
Deputy Director, Maintenance and Operations, Caltrans
Illustrates Benefit of Cold-In-Place Recycled Paving Backed by Intelligent Compaction on Highway 137 Project Page 18
Deploys new Pavement Management System
On the Cover:
CalAPA member Teichert Construction built the first-ofits-kind in the nation “Protected Intersection” in Davis, Calif., to provide a safer buffer between vehicles and bicycles and pedestrians. Photo by Hamza Ali Shallwani.
Page 22
CALIFORNIA ASPHALT PAVEMENT ASSOCIATION www.calapa.net
HEADQUARTERS: EXECUTIVE DIRECTOR: DEPUTY EXECUTIVE DIRECTOR: MEMBER SERVICES MANAGER: TECHNICAL CONSULTANT: GUEST PUBLISHER: PUBLISHED BY: GRAPHIC DESIGN: CONTRIBUTING EDITORS: ADVERTISING SALES:
P.O. Box 981300 • West Sacramento • CA 95798 (Mailing Address) 1550 Harbor Blvd., Suite 211 • West Sacramento • CA 95691 • (866) 498-0761 Russell W. Snyder, rsnyder@calapa.net Tony Grasso, tgrasso@calapa.net Sophie You, syou@calapa.net Rita Leahy, PhD., P.E., rleahy@calapa.net Alan French, DeSeilva Gates Construction Marketing Services, LLC • P.O. Box 892977 • Temecula • CA 92589 (909) 772-3121 • Fax (951) 225-9659 Aldo Myftari, aldo@ironads.com Hamza Ali Shallwani, University of California, Davis, Russell W. Snyder, CalAPA, Brian Hoover, CMS, Jeff Winke, Jeff Winke Consultancy & Tony Grasso, CalAPA Kerry Hoover, CMS, (909) 772-3121 • Fax (951) 225-9659
Copyright © 2015 – All Rights Reserved. No portion of this publication may be reused in any form without prior permission of the California Asphalt Pavement Association. California Asphalt is the official publication of the California Asphalt Pavement Association. This bi-monthly magazine distributes to members of the California Asphalt Pavement Association; contractors; construction material producers; Federal, State and Local Government Officials; and others interested in ensuring that asphalt remains the high quality, high performance pavement choice in the state of California.
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California Asphalt Magazine • 2015 Quality Issue
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A city intersection with a Dutch twist: City of Davis, Teichert Team Up for First ‘Protected Intersection’ in U.S. to Help Improve Safety for Cyclists and Pedestrians By Hamza Ali Shallwani and Russell W. Snyder
The City of Davis, in Northern California, just west of the state Capitol in Sacramento, likes to refer to itself as the “Bicycle Capital of the United States.” The city that includes the sprawling University of California, Davis campus, is home to more bicycles than people — 66,000 vs. 65,622 — as well as the United States Bicycling Hall of Fame. Ever since it created the first official bike lane in the United States in July of 1967, Davis has prided itself in its growing network of bicycle lanes and bike paths — more than 100 miles and counting — that connect every part of the city, with asphalt the predominant pavement surface. But encouraging bicycle transportation, however, presents the inevitable conflict with automobile traffic, which can produce tragic results. On one of the busiest intersections in the city, at the corner of Covell Boulevard and Pole Line Boulevard, a small white cross sits in mute testimony to the tragic death of a cyclist under the wheels of a truck nearly two decades ago. Ellison Clagett “Ellie” Gerhardy, was killed on July 16, 1997, while riding her bicycle south on Pole Line Road in East Davis, crossing Covell Boulevard at a green light. A 21-year-old UC Davis senior, she was studying Nutritional Science and was to be the co-captain of the U.C. Davis Swim Team for the 1997-98 season. She was bicycling at about 6 p.m. to her residence at the Kappa Alpha Theta house from her summer jobs as a swimming teacher for the Davis Recreation Department and assistant coach for the Davis Athletic Club Swimming Team. A truck driver from Woodland, driving only the front cab of his tomato truck, was turning right from Pole Line Road onto westbound Covell on the same green light. The two collided, and Gerhardy was crushed beneath the truck’s tires. After stopping briefly, the driver continued to his destination at the nowdefunct Hunt-Wesson cannery on Covell. He was later apprehended by police and convicted of felony hitand-run. A wooden-cross memorial to Gerhardy has been present at the northwest corner of Covell and Pole Line since 1998. It is tragic accidents such as these that have prompted the City of Davis, at every opportunity, to redesign roadway infrastructure to accommodate 10
A makeshift memorial at the intersection of Covell Boulevard and Pole Line Road in Davis, Calif., is a stark reminder of what can happen when vehicles come in conflict with bikes or pedestrians.
bike traffic and, when necessary, help keep bicyclists separated from vehicular traffic. A major trafficcalming project was completed on Aug. 4, 2014 when Fifth Street in downtown Davis between B and L streets — a major four-lane thoroughfare — was reduced to two lanes and bike lanes and other trafficcalming devices added at a cost of $836,000. The so-called “road diet” project has had minimal impact on traffic congestion but has dramatically improved safety for cyclists. The latest traffic safety innovation comes to the city all the way from the Netherlands. Already designed and well-implemented by the Dutch, the City of Davis has introduced the first official implementation of a “protected intersection” in the nation. Such protected intersections — which help separate bike traffic from vehicular traffic in intersections — have become popular in the Netherlands in both urban and rural areas due to the designs safety, efficiency in traffic control, intuitiveness and flexibility based on location. Beginning with an application for a proposed residential development in Davis known as “The Cannery” along busy Covell Boulevard, the Dutch intersection treatment located at the intersection of Covell Boulevard and J Street was approved by the Davis City Council on Sept. 16, 2014. The total cost of the project was pegged at $1 million and was funded by the The Cannery developer New Home California Asphalt Magazine • 2015 Quality Issue
A view of the intersection (left) looking northward into The Cannery development. The intersection design was intuitive and easy to use from Day 1 for cars, bikes and pedestrians (above). CalAPA member Teichert Construction did the site work on The Cannery development, including constructing the intersection.
Company, which worked closely with the City of Davis in designing the intersection. Ironically, The Cannery residential development is being built on the site of the closed Hunt-Wesson Cannery that was the destination of the tomato truck that claimed the life of Ellie Gerhardy in 1997. “Before we absorbed a lot more residents in The Cannery development, we believed it was imperative that we be mindful of the interaction between pedestrians, bikes and cars,” Davis City Councilman Lucas Frerichs told California Asphalt magazine. “As soon as possible we wanted to design the intersection in a way to help separate people and bikes from vehicular traffic.” The design proposals were presented to the city’s Transportation Commission on March 12, 2015 and construction of the project followed shortly afterward in early summer 2015. The Cannery, a residential community of single-family homes and townhomes being built just north of Covell Boulevard, sought to facilitate bike commuting for residents by developing a safe and efficient crossing solution to connect the development with the rest of the town to the south. As the new community is family oriented, city officials say the crossing must prioritize safety, comfort and its ability to accommodate large volumes of vehicles, bicycles and pedestrians during peak hours. When it was finally completed and open to traffic on Aug. 9 of this year, there were no large traffic signs, standing diagrams, or boards differentiating a Dutch-styled intersection from a standard California Asphalt Magazine • 2015 Quality Issue
American intersection present on the site. Therefore, children, students, teachers and parents really were given no advance warning of the new intersection configuration, city officials said. “What did surprise me was how intuitive the intersection is,” Davis bicycle coordinator Jennifer Donofrio told the “People for Bikes” blog. “Observing people use the intersection, they are able to use it without any sort of education or any sort of guidance.” So how exactly did this new type of intersection work and what made it so intuitive? According to designers, the Dutch intersection proves to be an effective solution by removing the channelized right-turn lanes and adding shared bicycle and pedestrian lanes on the south side with a traffic island between the pedestrian and bicycle crossing and the intersection. Optimally, a stepping stone is present in the middle of the intersection, resulting in a roundabout. Although this results in slower movement, it is more continuous compared to waiting times for a traffic light. Cyclists using this multi-path naturally bend their route slightly outwards as they approach the intersection, resulting in two major advantages: First, it allows both bicyclists and pedestrians a shorter crossing distance and greater visibility to vehicles turning right as they yield. Second, the waiting area in the turn is designed to be one car length long, allowing traffic lights to be arranged in a flexible way. The waiting area also forces cars to stop safely even if the traffic signals are out of order, always prioritizing cyclists and someone crossing the street on foot. Currently in use by commuters of all ages, the Davis Dutch intersection is a piece of history in the making that no one seemed to have even noticed. With no crashes, injuries, near misses, or anything even relatively close, the protected intersection located on [ Continued on page 12 ]
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[ Continued from page 11 ]
Covell Boulevard and J Street has proven itself to be a subtle and effective project and example not only for Davis, but the entire nation. Frerichs, the Davis City Councilman, said the intersection has already attracted national and international attention, and that he has already heard of several other similar intersection designs that are under construction. Moving forward, the city is planning other modifications to the Covell Boulevard corridor that it is hoped will improve safety for everyone regardless of which mode of transportation they choose. Teichert Project Manager Brian Faughn said the project was not much different in the construction phase than a conventional intersection, and “it was kind of a blur” that it was completed so quickly. “It does do a nice job of separating cars and bikes,” he said. “It looks real nice.” There’s no doubt that if the new intersection can eliminate just one more makeshift roadside memorial to a fallen cyclist, it will be well worth it. 12
Hamza Ali Shallwani is a sophomore engineering major at the University of California, Davis. Russell W. Snyder is the executive director of the California Asphalt Pavement Association (CalAPA). References 1. “Tragic Events 1990/1990,” DavisWiki. Web.Accessed Aug.; 24, 2015. 2. “BICYCLING, TRANSPORTATION, AND STREET SAFETY COMMISSION.” City of Davis. Web. Accessed Aug. 24, 2015. 3. “COVELL BOULEVARD AND J STREET (DUTCH INTERSECTION).” City of Davis. Web. Accessed Aug. 24, 2015. 4. “Third Party Analysis of E. Covell Corridor Plan by Mobycon.” Public Works Director, Sept. 16, 2014. 5. “Junction Design in the Netherlands.” Bicycle Dutch. Feb. 23, 2014. 6. Ryan, Dave. “Davis Dutch Intersection, First Ever in U.S., Unveiled with No Drama.” The Davis Enterprise. YOLO County News, Aug. 9, 2015. CAM
California Asphalt Magazine • 2015 Quality Issue
QA
with
Steve Takigawa
Deputy Director, Maintenance and Operations, Caltrans By Russell W. Snyder, Executive Director, California Asphalt Pavement Association (CalAPA)
Editor’s Note: Steve Takigawa is the Deputy Director of Maintenance and Operations for the California Department of Transportation (Caltrans). He manages the day-to-day operations of the Division of Traffic Operations, the Division of Maintenance, the Division of Equipment and other areas, overseeing a $2 billion budget, 8,500 employees and 10,000 pieces of equipment. During his 27-year career at Caltrans he has spearheaded a number of transportation innovations in California, including managing the Caltrans fleet with GPS monitoring systems, new ways of streamlining and managing the maintenance program, and the implementation of the department’s ambitious Pavement Management System. A licensed civil engineer, he is a graduate of San Jose State University. Widely respected for his no-nonsense style and unwavering commitment to improvement, he sat down recently with California Asphalt Magazine to discuss a broad range of issues that may impact the asphalt pavement industry in California. California Asphalt Magazine: We know that future funding for transportation in California, particularly roads, is a bit of a moving target right now, but can you give us a sense of what the funding picture looks like in the months and years ahead? Steve Takigawa: In the 27 years that I’ve worked for Caltrans, there hasn’t been a “fix it first” push. We are confident that the Brown administration, and the people of California, really want us to fix our infrastructure and be able to maintain the investment that California has made. It is now part of our mission statement—a safe, sustainable, integrated, efficient transportation system—and it is truly related to California’s vitality and mobility. So I do think there will be an emphasis on it. With regards to our SHOPP program (State Highway Operations & Protection Program), our fund estimate went from $1.7 billion to $2.2 billion. With those additional funds, we redirected that difference in money to focus on pavement, culverts, ITS elements (Intelligent Transportation Systems), and bridges. CAM: This must be very gratifying for you personally, because you have been out there as a very vocal champion for good roads. It really seems like it took a while for the mainstream policy debate to catch up with you, but now it finally has. Everyone is talking about the importance of good roads to our economy and our quality of life. ST: Yes. I think, for me, and also for my field staff on the maintenance side. They have always had to do more with less,
14
so the maintenance staff are finally realizing that they should be proud that their efforts aren’t being ignored, that we’re trying to improve our infrastructure, not only through projects but also with staffing, to make sure we’re going the right thing. I’m excited about it. Like I said, in 27 years at Caltrans I haven’t seen this kind of push.
Steve Takigawa
Deputy Director, Maintenance and Operations, Caltrans.
CAM: I know culverts aren’t very sexy – they are part of the hidden infrastructure that we all take for granted but yet are vital to the overall health of the system, right?
ST: When a culvert doesn’t work, it could blow out the road, and if you don’t have any road, you don’t have any pavement. We’ve provided examples on the importance of culverts and how a city could be negatively impacted for 30 days if they fail, when you consider we may have to fix the roadway and the embankment to get the road open again. So culverts are an integral part of our infrastructure. CAM: In the last issue of California Asphalt magazine, we highlighted some of the many “green” initiatives Caltrans is doing. With a department as large as Caltrans, many of these initiatives can have a dramatic impact on, for example, reducing fuel and water consumption, encouraging recycling, etc. Please tell us a little bit about the department’s commitment to sustainable practices. ST: One of the things we are doing related to pavement, a big push right now, is getting our pavement health to 90 percent. CAM: There is a growing body of research that suggests that maintained pavements reduce fuel consumption and Greenhouse Gas emissions. This is the intersection between two of the Brown administration’s major policy goals — environmental protection and the “fix it first” initiative. ST: Right. And another area of emphasis is to reduce stress on Class 3 (rural) roads. And that is where Cold In-Place Recycling (CIR) comes in.
California Asphalt Magazine • 2015 Quality Issue
CAM: That’s a pavement strategy where old pavement is ground up, re-mixed on-site and immediately placed as a new pavement surface in one continuous, integrated operation. It’s quite an impressive sight to behold. ST: Correct. And we’re also implementing long-life asphalt pavement projects so that our pavements last longer and require less maintenance, which is also economical and uses fewer resources. CAM: What about other non-pavement green initiatives? ST: Currently, changing to smart controllers in our landscaped areas is a major focus. Another focus is greening our fleet. We have purchased quite a number of electric vehicles. We’re looking at developing an electric charging station infrastructure. We’ve gone to Type 11 (reflective) sheeting on our guide signs, which is retroreflective and allows us to remove the lighting—we will reduce electricity consumption and eliminate the need for maintenance workers to be on catwalks repairing lights, and I no longer have to have people up on catwalks inspecting lights. If I don’t have to use electricity, I don’t have to have the wire going to it, so I don’t have people stealing the wire. There’s less congestion because when motorists see workers inspecting and repairing signs, they slow down to look. We’re also looking at synchronized signalized intersections and the timing of lights. The less people sitting in traffic, the better off we are by reducing Greenhouse Gas emissions. We’re also trying to use less fuel in our vehicles. We installed GPS (Global Positioning System) units on all of our vehicles to help manage our fleet and reduce fuel consumption. We saved about three quarter million gallons of fuel since we put the GPS units in our vehicles, over $2 million of savings. So those are just a few of the many “green” initiatives the department has underway. There’s a bunch of stuff we’re looking at. CAM: After several years of development, a new Pavement Management System is being deployed in your department, probably the most complex and far-reaching system of its kind in the country. This was another area that you have championed – having accurate information about the condition of the state highway system so that your department can deploy its resources in the most efficient and effective way possible. An article about the system appears elsewhere in this issue of the magazine, but I’d like to get your perspective on how important this system is to Caltrans. ST: Historically, we used to go out with a pavement review team. CAM: “Windshield” surveys. ST: Right (laughs). These teams evaluated the pavement, and they would look at the outer-mist edge of the pavement, and they would have to get out of the van to look at it. With this innovative technology, PaveM, a van is actually driving our system at highway speeds and collecting data down to a 1/16th inch of a crack, collecting all the rutting data, all the information you need, and storing it in the Pavement Management System. With that, we have a system in place that gives us the locations where we think we have the
California Asphalt Magazine • 2015 Quality Issue
highest priority. We use our current pavement crew to evaluate the data to make sure it is the highest priority, so we are validating that now, and eventually we are going to get to the point where we are programming all pavement projects based on the information we get from the Pavement Management System. The highest-priority areas, the highestpriority corridors, with the worst deterioration rate throughout the state. CAM: Our industry is fully committed to delivering quality pavement projects, and worry just like Caltrans does about premature aging or failure of pavements. As you know, the best pavement surface in the world may not be able to last if there are problems with the sub-grade. One of the things that intrigues industry about this new system is the ability for Caltrans to actually see what is going on beneath the pavement surface. If those sub-surface issues are addressed in the design phase, that should result in better pavements that last longer. ST: We received an augmentation to our budget to go out and evaluate that, and we did the Ground-Penetration Radar, and we did the pavement condition survey, so we have a complete look at our infrastructure. It’s not just looking at the surface, like looking at the skin of a person—you’re now doing an X-ray to evaluate more completely and identify what the problem is and the best way to fix it. CAM: That’s a great analogy. We often say that you can’t make good decisions without good information, and this really is the ultimate evaluation tool when it comes to pavements. It is a real game-changer. ST: Right, but with any change, or innovation, there is fear— fear that it might not work, fear that it might not be as good as someone who has been evaluating pavements in the field for 30 years, and “How can you believe the machine?” But with the right data, the right information, the right variables, and evaluating what is being put out of that system, we feel confident that we will be hitting the right projects. We always say we want to do the right projects, the right place, the right strategy, at the right time. CAM: Even though we have these amazing tools and technologies at our disposal, it still does not relieve us from the responsibility as engineers, as technicians, and professionals to use our best judgment in these pavement decisions. ST: Correct. CAM: Hopefully, people will view the system as providing more good information at your fingertips to make a good decision. ST: The other beauty of the system is we are removing the need for pavement reviewers from the side of the road, which improves their safety. Another side benefit from the system is that we may be able to use the data for other assetmanagement activities.
[ Continued on page 16 ]
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[ Continued from page 15 ]
CAM: Congratulations to you and the department for implementing this system. Especially when you consider the large scale, it is quite impressive. ST: It’s a big deal for Caltrans, and I think it is the right direction to go. CAM: Speaking of change, it seems like so many things are changing in the world of pavements, particularly in the area of asphalt pavements. The department is implementing new standards and new test methods as part of the national “Superpave” initiative, and it seems that every other week there is a new technology, a new piece of equipment, a new additive or other product that shows promise to make our roads better. The joint Caltrans-industry Rock Products Committee has tried to review and update specification language in an orderly fashion, but sometimes there can be disagreements. What is your perspective on this? ST: We are here to serve the people of California. So we are here to listen, to be efficient, and the construction industry is part of that. The hard part is, there’s so many ideas and innovations out there, what is the best one? If I look at it at a high level, for the people of California, we are still delivering the right project at the right place at the right time. I want to work with industry to work on what is important to them, but at the end of the day, we are still delivering projects. We’re still doing rehabs and overlays. We’re still doing the work, even though we might have some issues on tweaks to exactly what the right specs are. I’m all for innovation, but if someone came out with 15 new, innovative products for pavement, do I need to spend all the time and effort on it when we are currently delivering projects now with the right treatments? How do you balance getting more innovation without losing sight of your primary mission, to improve the roads? That’s the hard part. Let’s work on the top three priorities rather than the top 23. Our new state pavement engineer, Jesse Bhullar, is working to get industry and the state on the same page, and I think it is improving. But can things be better? Absolutely. What I want to see is results—what did we say we were going to do, and did we do it? CAM: You’re starting to sound like a contractor. ST: (Laughs). I like that Nike slogan, “Just Do It.” I’m not patient that way. I think we owe it to the taxpayers. It’s not that hard. We can work together to get these things done. Change is a tough thing, though. CAM: You touched on it a moment ago, but it bears repeating: it is widely perceived that the Caltrans-industry relationship has improved in recent years. We value the opportunity to partner with the department. We don’t always get our way, but at least, in most cases, many feel like we are at least listened to. What is your perspective? ST: Without industry, Caltrans could not be successful. Without Caltrans, industry can’t be successful.
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CAM: Without a successful Caltrans – that’s an important distinction. Industry needs Caltrans to be successful so we can be successful. ST: That’s exactly right. So, we have to be successful partners. If we enjoy it, we’re good partners, and things are going to go a lot better. That’s my opinion. We need to continue to work hard at it. If people see that partnership together, and we are successful, we tend to have more credibility. The taxpayers and travelers see the value, they see they are getting a good product, they see we are working together—they see that type of atmosphere and they are confident that we are going to do the right thing with the resources. CAM: We’re all in this thing together. ST: I want people to think, when driving through a work zone in California, ”We’re getting great pavement, and it’s getting fixed,” rather than just, “I’m being delayed.” CAM: Looking ahead, if we are successful in securing additional funding at the local, state and federal level to invest in our roads, do you have any concerns about our ability to deliver on the projects? Will Caltrans have the capacity to plan, design and put out to bid all the projects that are needed? Are you concerned that industry will have the capacity to build all the projects, which was a concern in the mid-2000s before the Great Recession hit and turned everything on its head? ST: We will be able to handle it. For you to bid on something we need to deliver it. The design process is going to take a little while, and industry will have a little forewarning. It’s not all shovel-ready projects. It will take time to hire staff, design projects, and then put them out to bid. That process is going to be continuous. We are prepared if we do get an influx of resources. We know what projects we can deliver and some have a quicker turn-around, like some of the maintenance projects. Some of the big SHOPP and rehab projects, obviously, make take a little longer. CAM: Caltrans does have a long history of rising to a challenge. ST: I think we have demonstrated that, like when the bridge on Interstate 10 leading to Arizona was washed out. We reopened the route within a week. We tend to thrive in reactive types of scenarios, whether it’s an earthquake, whether it’s a fire, whether it’s snow, or increased funding, we know what our job is, and we get it done. CAM: Any final thoughts? ST: I truly appreciate the partnership, and look forward to making it better. I think the “fix it first” program is exciting for both Caltrans and industry, as well as the people of California. I’m looking forward to working together to show what we can do. CAM
California Asphalt Magazine • 2015 Quality Issue
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Papich Construction, Inc. Illustrates Benefit of Cold-In-Place Recycled Paving Backed by Intelligent Compaction on Highway 137 Project By Jeff Winke and Brian Hoover
Left (L to R): Jason Papich, President and David Cruce, Area Manager, Papich Construction, Inc. Below: Papich Construction Inc. paved 9-miles of Highway 137 from the Tulare City limits to Highway 63.
he California Department of Transportation (Caltrans) is always looking for better and more efficient ways to build and maintain their more than 50,000 miles of highway and freeway lanes. In today’s technological and ever-expanding world of asphalt paving, project owners and managers have a variety of choices from warm mix blends to recycled pavements. Last summer, Papich Construction was awarded a $3.4 million project, from Caltrans, to renovate a 9.2-mile stretch of State Highway 137, located west of Tulare. This particular stretch of highway had aged and was displaying both transverse and longitudinal cracking, making it 18
ideal for cold-in-place recycling (CIR). Caltrans also made the decision to make this one of their Intelligent Compaction pilot projects. Papich Construction, Inc. (Papich Construction) sub-contracted Coughlin Company of St. George, Utah for the milling and coldin-place recycling of the worn roadway. Coughlin Company utilized a crew of seven and finished their work in 10 days. The train used was a Roadtec RX-900e milling machine
towing an RT-500 mobile recycle trailer, along with other support equipment. According to Darren Coughlin, Owner of Coughlin Company, the benefits of CIR are substantial and he calculates that the Roadtec RT-500 mobile recycle trailer saves 30 percent in cost and 25 percent in time. He also points out that the process reduces reflective cracking, substantially improving the road life cycle. The RT-500 has a rating of 500 tons per hour,
California Asphalt Magazine • 2015 Quality Issue
Right: Coghlin Company using their Roadtec RT-500 Mobile Recycle Trailer on the California State Highway 137 Project. Below: Coghlin Company milling and cold-in-place recycling the worn California State Highway 137 for prime contractor, Papich Construction.
making it capable of recycling miles of road in an extremely short amount of time. It features closed-loop sizing due to its onboard vibratory screen and horizontal shaft impact crusher. This is designed to prevent the need to pre-process the RAP when it’s used as a cold-mix plant. One special milling challenge on the California Highway 137 project was the existing paving fabric on the roadbed. “We decreased the recycle depth about onehalf inch to keep from milling up the fabric,” says Coughlin. “Fortunately the equipment has the sensor and control capabilities to make fine calibrations of cutting depth.”
In all, approximately 25,000 tons of reclaimed asphalt pavement was produced, with most of the millings being used in the CIR process. The other millings were done in areas that were not accessible to the train, such as turn pockets and intersections. David Cruce is an area manager for Papich Construction and he oversaw much of the construction on the Highway 137 project. “Due to extreme daytime temperatures and because we were dealing with such a pliable material, we decided to change the profile grinding to nighttime to take advantage of the cooler temperatures. Performing this
California Asphalt Magazine • 2015 Quality Issue
work during the day would have more or less smeared the pavement, rather than grind it, leaving behind an undesirable soft or mushy consistency,” explains Cruce. “We also scattered a dry Type II Portland cement over the existing pavement prior to grinding, so that it would be added as a stabilizer to the mix in the mobile recycle trailer. We also added water to the mix as part of the process, which required time for the emulsion to cure and the water to evaporate before paving.” Papich Construction paving crewmembers followed behind the CIR train with their Cat AP1055E asphalt paving machine. “Coughlin did all of the cold planning and processing of the recycled material and then we used our windrow asphalt pickup machine to load the CIR into our Cat paver,” explains Cruce. “We were faced with a pretty tight profiling spec on this project. After we put [ Continued on page 20 ]
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Left: The train used was a Roadtec RX 900e milling machine towing an RT 500 mobile recycle trailer, plus support equipment.
[ Continued from page 19 ]
0.25’ of CIR back down, we performed a longitudinal profile through the use of a profilograph in order to determine must-grind locations, as the SSP requires all prepaving must-grinds be corrected before placing an overlay. Once this was certified, we finished with a 0.10’ HMA overlay over top of the CIR. We finished up with the shoulder paving and then handed it over to Safety Striping Services for all of the striping work.” Papich Construction was also required to use Intelligent Compaction practices on Highway 137, as a Caltrans pilot project. Intelligent Compaction (IC) technology measures both temperature and density and it is increasingly being adopted by federal and state highway agencies across the U.S. According to the website, intelligentcompaction.com, Intelligent Compaction (IC) refers to the compaction of road materials, such as soils, aggregate bases, or asphalt pavement materials, using modern vibratory rollers equipped with an integrated measurement system, an onboard computer reporting system, Global Positioning System (GPS) based mapping, and optional feedback control. IC rollers facilitate real-time compaction monitoring and
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timely adjustments to the compaction process by integrating measurement, documentation, and control systems. IC rollers also maintain a continuous record of color-coded plots, allowing the user to view plots of the precise location of the roller, the number or roller passes, and material stiffness measurements. “This was our first job utilizing Intelligent Compaction technology and it presented us with a learning curve,” says Cruce. “I am glad that we were able to experience this now with Caltrans on this pilot project and believe that it will be an advantage for our company in the future.” The Highway 137 Cold-InPlace Recycling project was awarded to Papich Construction due to tight schedule requirements, as well as demanding road specifications. It went from the Tulare City limits to Highway 63, which is located right at the edge of Lindsey. It involved 9 miles of highway, 26,500 tons of Superpave (Type A) hot mix asphalt, 110 tons of tack coat, 126,000 square yards of CIR, 70 tons of Portland cement, 680 tons of emulsified recycling agent, 69 tons of asphaltic emulsion, 130 tons of sand cover and 2,740 tons of shoulder backing and the list goes on. Deer Creek Asphalt provided the HMA, Coughlin
Company, the CIR train, Safety Striping Services, Inc. took care of the striping, Sambrano Traffic Control, Inc. took care of the traffic control and Statewide Safety & Sign provided the signage. “This was a great learning experience and with everyone’s great and appreciated work, we were able to deliver an outstanding product that will hold up for many years. Papich Construction is proud to have worked with Caltrans and all of our sub-contractors and suppliers on this ground-breaking project.” Papich Construction, Inc. is currently focusing on completing their work on Highway 99 and Highway 46 and they recently began 30 miles of paving on Highway 41, from Highway 198 to Kettleman City. They also just recently received their permit to begin manufacturing and selling rock products from their Goshen facility. Jason Papich established Papich Construction as a professional general engineering contractor that specializes in civil construction back in 1997. They provide paving, underground utility construction, concrete work, earthwork, clearing and demolition, as well as providing construction materials. For more information on Papich Construction, please visit www.papichco.com or call (805) 473-3016. CAM
California Asphalt Magazine • 2015 Quality Issue
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Caltrans deploys new Pavement Management System By Hamza Ali Shallwani and Russell W. Snyder
For the Automated Pavement Condition Surveys all data is collected at highway speeds with van-mounted equipment and geo-referencing systems, based on the Global Positioning System (GPS) satellite-based mapping systems.
S
upporting 35 million vehicles that travel an average of 264 billion miles a year, California is home to one of the most extensive State Highway Systems in the world. Valued at $1.2 trillion, rehabilitating the 50,000 lane-miles of highways with smoother, longerlasting and environmentally friendly paving surfaces proves to be a considerable challenge. In addition to the mileage, the wide-ranging climate from rain forests in the north to vast deserts in the south of California provide an additional challenge to engineers as highways must be able to withstand such varied conditions. Prior to 2007, Caltrans used a pavement management system developed in 1976 for responding to Interstate highway repair needs. At the behest of President Dwight D. Eisenhower, the massive interstate highway system was mapped out in the 1950s and largely built in the 1960s and 1970s. As the system has aged, it has presented a challenge for Caltrans to ensure that pavements are maintained in the most cost-effective manner possible.
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That 1976 version of a PMS was the nation’s first pavement management system and was based on biennial pavement condition surveys that were conducted by Caltrans Maintenance Supervisors, who inspected pavement deterioration and estimated what repairs were needed. In 2009, Caltrans began incorporating high technology into the process, testing an automated pavement-scanning inspection method. Despite having advanced pavement condition information, the department determined that more information was needed to improve decision making about repair strategies. This became especially clear with the documentation of traffic loading, material properties and specific requirements of each geographic location. Thus a new, three-part pavement management system called PaveM was created. PaveM provides pavement engineers the required data to support advanced project-selection methods, allowing for more cost-effective building, preservation and rehabilitation.
California Asphalt Magazine • 2015 Quality Issue
A screen shot from the Automated Pavement Condition Survey (APCS) program shows the roughness condition of each 1/10 mile for the view, in this case an area of Laguna Beach, Calif.
“I think the pavement management system is a unique and valuable way to help us validate the condition of our pavements,” Steve Takigawa, Deputy Director, Maintenance & Operations for Caltrans, told California Asphalt magazine. “It gives us the biggest bang for the buck. It helps us to determine the best way to use our limited resources in the most efficient and effective way possible to protect the taxpayers’ investment in our freeways and highways.” The first phase of the three-part strategy involves Ground Penetrating Radar (GPR) technology, which is used for collecting data such as layer thickness and material type for the entire state highway network. In addition, the technology determines specific coordinates of the locations of pavement structures and “nonpavement fixed assets on the network,” such as bridges, ramps and tunnels. Installed with both low-frequency and high-resolution antennae, the GPR vehicle can travel at highway speeds while collecting data on moisture and voids below or within the pavement, according to Michael Robson with Fugro West Inc., a Caltrans GPR contractor. Representing the most extensive deployment in the United States of ground-penetrating radar technology to map all roadways at the
California Asphalt Magazine • 2015 Quality Issue
network level, Caltrans engineers are now able to examine, via their desktop computer, unrecorded maintenance and layers beneath the pavement. Automated Pavement Condition Surveys (APCS) are the second phase of the strategy. Using surface-pavement sensors, radar equipment and image-collection technologies, image-based distress data are analyzed to determine cracks, potholes and faults on the pavement surface. All data are collected at highway speeds with van-mounted equipment and geo-referencing systems, based on the Global Positioning System (GPS) satellite-based mapping systems. The result of the GPR and APCS is a detailed cross-section analysis of any road or highway in the state. The analysis includes the International Roughness Index (IRI), which makes it possible to quantify the ride quality (smoothness) on any given section of a highway, pavement distresses, and the type and thickness of the material used by referencing an internationally recognized measuring system. In the third part of the three-part strategy, data from the GPR and APCS are uploaded on a computer program called PaveM. Caltrans engineers can form potential projects based on the data and determine the optimum pavement [ Continued on page 23 ]
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A screen shot of the Caltrans “H-chart,” or Highway Chart, which displays roadway condition information in a detail never before possible and is accessible to Caltrans pavement designers via desktop computer.
[ Continued from page 23 ]
management strategies. These projects are strategized to keep pavement in suitable conditions, replace damaged pavement, and predict the lifespan of the pavement. Also, engineers are using information such as traffic load, climate, material and thickness of the pavement when selecting repair strategies. PaveM can determine the lifespan, potential damages, repairs and IRI of the intended treatments into the future. Ultimately, the data provided by the PaveM software are intended to optimize pavement rehabilitation and maintenance strategies for a given project over an extended period of time. “The value of knowing the physical condition of the entire surface area of the California highway network is powerful,” Tom Pyle, P.E., Chief, Office of Pavement Management within the Caltrans Division of Maintenance, told California Asphalt Magazine. “Computers help us to combine areas together that have similar needs so we can create projects. We can
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also compare each mile to every other mile and find optimum solutions for the entire state.” Hamza Ali Shallwani is a sophomore engineering major at the University of California, Davis. Russell W. Snyder is the executive director of the California Asphalt Pavement Association (CalAPA). References 1. 2. 3.
Robin Witt, John. “California Finding Cost-Effective New Ways to Make Roads Smoother and More Environmentally Friendly.” California Department of Transportation. California Transportation Journal (2011). Holland, Joe. “Implementing a New Pavement Management System.” Research Results. Caltrans Division of Research, DRISI Innovation and System Information. Oct. 31, 2011. “Pavement Management and Performance.” California Department of Transportation. Office of Pavement Management and Performance. Caltrans website (Updated July 5, 2012; Accessed Aug. 11, 2015). CAM
California Asphalt Magazine • 2015 Quality Issue
Sully-Miller introduces VALET SERVICE Definition- A turn-key, Furnish, Deliver and Laydown (FD&L) paving service that specifically caters to commercial and residential developers, general contractors and pipeline contractors in both the private and public sector.
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Lt. Gov. Gavin Newsom gets an up-close view of asphalt operations By Tony Grasso, Deputy Executive Director, CalAPA
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appily donning a hard-hat and vest that clashed mightily with his business attire, Lt. Gov. Gavin Newsom toured an asphalt plant and quarry operations of CalAPA member Vulcan Materials in the San Diego area and used the opportunity to speak about the importance of adequate infrastructure funding in California. Newsom, a former San Francisco mayor and declared candidate for governor, mingled easily with Vulcan managers, CalAPA board members and craft workers as he got an upclose view Aug. 20 of Vulcan’s quarry and reclamation activities at Vulcan’s 300-acre facility in Chula Vista, and later a tour of Vulcan’s state-of-the-art asphalt plant in San Diego. “It’s one thing to, academically, listen to folks up in Sacramento and view pictures, and it’s another thing to actually see what the heck is going on and the appreciation for the entire process,” Newsom said during the tour. “It also just reinforces the connective tissue between what you are doing and how many people you impact in so many other industries that directly and indirectly impact this industry and the economy.” Vulcan’s Chula Vista quarry employs more than 30 people, and the San Diego asphalt plant accounts for another 30 jobs. Newsom also marveled at the many different recycling operations represented at the facilities, and got to see the entire process of how raw materials turn into finished product that become roadways. The asphalt industry has placed 26
a special emphasis on recycling materials, from Reclaimed Asphalt Pavement (RAP) that is ground from old roadways and remixed into new asphalt, to Rubberized Hot Mix Asphalt (RHMA) that diverts old tires from landfills and into paving asphalt and coatings. Newsom said he came away from the tour with a greater appreciation of the commitment to recycling made by the asphalt industry. “It’s interesting that you guys have embraced that,” he said, adding that it was good for him to see in person how policy and specifications cascade down to the operational level “so that we can understand and appreciate it more fully.” The lieutenant governor, who also was the keynote speaker at the CalAPA Annual Dinner Jan. 15 in Los Angeles, also took another opportunity to put in a plug for reasonable investments in transportation [ Continued on page 28 ]
Top: Vulcan Materials’ 300-acre Quarry in Chula Vista. Above: Vulcan Materials’ stateof the-art asphalt plant in San Diego.
California Asphalt Magazine • 2015 Quality Issue
The Endless Summer
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Above: Joe Miller, Vulcan Plant Operator (left), shows Lt. Governor Gavin Newsom the control room operations which include manufacturing asphalt materials as well as loading outfinished materials from silos.
Above: Tony Grasso, CalAPA (left), Len Nawrocki, Valero, John Greenwood, Skanska, Don Daley III, ATP, Lt. Governor Gavin Newsom and Don Daley, Jr., California Commercial Asphalt. Left: Vulcan Materials employees pose with Lt. Governor Gavin Newsom at the Vulcan plant in San Diego. The Vulcan HMA plant, a six-silo, 400 TPH facility with WMA capability, was awarded the 2013 Energy Champion-Industrial Award from SDG&E.
[ Continued from page 26 ]
infrastructure, which has fallen on hard times in recent years, resulting in crumbling roads and deteriorating bridges. The road-funding crisis is the subject of a special session of the state Legislature. “We have to be careful not to overpromise what is going to happen in the special session,” he said, “but we have been under-delivering on infrastructure in this state … and I don’t think there’s a greater stimulus, a greater, more direct investment we can make in terms of getting things moving again in infrastructure.” 28
CalAPA leaders, including host Vulcan Materials, were pleased with the event. “The tour with Lt. Gov. Newsom provided an excellent opportunity for our industry to highlight the linkage between our products and the vitality of the state’s economy,” said Brian Anderson, Vulcan’s vice president for property and land development. “Maintaining and improving California’s existing infrastructure is key to assuring transportation mobility and sustaining economic growth.” “We were pleased to open our doors to CalAPA and the Lieutenant governor for the tour,”
added Barbara Goodrich-Welk, manager of projects and external affairs for Vulcan’s Western and Mountain West Divisions. “I was gratified that the lieutenant governor seemed very willing to listen to us and how he viewed asphalt as an important focal point for our infrastructure and to help get people back to work and to get the economy moving,” said John Greenwood of Skanska USA Civil West, CalAPA’s 2015 Chairman. “It was a great experience and, frankly, I was very impressed with the lieutenant governor’s interest in what we do and how we do it,” said Len Nawrocki with Valero Energy, a CalAPA Board Member who also participated in the tour. “He asked some very good questions.” CAM
California Asphalt Magazine • 2015 Quality Issue
While a surprise summer rainstorm caught much of Southern California by surprise, a luxury suite at Del Mar Race Track proved to be one of the best places to be to stay dry and have fun. The annual CalAPA “Day at the Races” was filled to capacity July 18, and was a decidedly family affair, with adults and children enjoying the thoroughbread horse racing pagentry, gourmet food and refreshments. CalAPA sponsored the seventh race on opening weekend of the thoroughbread racing season, and almost appropriately a horse named “Go Long” came in first, following in the hoofprints of previous Del Mar stars “California Chrome,” the 2014 Kentucky Derby winner, and this year’s triple-crown champ, “American Pharoah.” The annual event is organized by the CalAPA Southern California Contractor’s Committee. CAM
Lou Moreno (left), Gayle Moreno, Lynn Jeff Liebl (left), Dennis Madden, Cecelia Martindale and Ken Martindale, Diversified Madden and Melanie Liebl of Quinn Asphalt Products. Company.
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It was an enjoyable day at the CalAPA sponsored event “Day at the Races” on July 18 at the Del Mar Racetrack. Join us next year!
David Bailey (left), Sally Bailey, Sandra Skeith and Jon Skeith.
Jeff Liebl, Quinn Company, (left), Jim Bostick, JB Bostick, Inc. and Dennis Madden, Quinn Company.
Bruce Cohen (left) and Scott Cohen, Sespe Consulting.
Quincy Summers (left) and Robert Moore of Tony Grasso, CalAPA (left) and Sherry Lunday Thagard Co. Grasso.
California Asphalt Magazine • 2015 Quality Issue
Standing second to the left, Danielle and Tony Nader, Alon, representing California Commercial Asphalt, went down to the winner’s circle to congratulate the winner of the CalAPA sponsored race.
Russell Snyder, CalAPA (left) and Dwayne Moring.
Katelyn Bruggema, Parker McBeath, Katheryn Steve Cota (left) and Dena Kurtz of Patriot and Andrew Kreichbaumer, Dana Baltzer, Risk & Insurance Services with Chris and Ryan Shoemaker, Don and Taunya Daley, Sara Barry of Beach Paving, Inc. Larry Liston, Chris and Rebeca Sparks.
Dennis Thompson (left), Janet Nielsen, Darla Baltzer, Dana Baltzer, Eric Nielsen, Larry Liston and Cris Thompson.
Austin Miller with Lunday-Thagard makes it a family outing.
Jim Bostick (left) and Rosemary Bostick of JB Bostick.
Kimberly Wind, Hart King (left) and Sherry Grasso.
Larry Liston (left) and Sue Liston.
Lisa Grossman (left), Randy Grossman, Amy Rich Shaon (seated) with Yvette Shaon Wong and Dwayne Moring. from Sully-Miller Contracting Co.
KC Zubek (left), Andrea Zubek, Tracy Zubek, DeSilva Gates and Jake Moore.
Nannette Kekich (left) and Steve Kekich of Nixon-Egli Equipment Co.
Taunya Daley (left), Don Daley, Chris Sparks and Rebeca Sparks of California Commercial Asphalt.
Attendees watch a race from the balcony in the Star Fiddle Skyroom.
California Asphalt Magazine • 2015 Quality Issue
Tony Grasso, CalAPA (left) and Tracy Zubek, DeSilva Gates Aggregates.
Ryan Shoemaker, Western Emulsions (left), Sue Liston and Taylor Schmidt, Escondido Materials.
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Industry News Miller named new executive director of the Asphalt Pavement Alliance The CalAPA-supported Asphalt Pavement Alliance has announced that its new executive director is Amy Miller, an engineer from Florida with extensive experience in pavements and construction materials.
The announcement was made at the annual meeting of the State Asphalt Pavement Associations in Williamsburg, Va. Miller, a professional engineer licensed in Florida, brings to the Amy Miller, Executive Director,
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Asphalt Pavement Alliance job a strong background in pavement design and pavement-type selection issues. As national director of the Asphalt Pavement Alliance (APA), she will be responsible for coordinating and leading education and field deployment efforts for the asphalt pavement industry, working in close cooperation with the Asphalt Institute (AI) in Lexington, Ky., the National Asphalt Pavement Association (NAPA) in Lanham, Md., and the 40 state asphalt associations, including CalAPA. “I look forward to working with the APA’s partners to highlight exactly how asphalt pavements are the material of choice for ensuring quality, comfort, and value for the driving public and road owners alike,” Miller said in a statement. Miller earned her bachelor’s degree in environmental engineering and a master of business administration degree from the University of Florida. She is a past-president of the Florida Structural Engineers Association, and has experience working as a consulting engineer, for a building materials supplier, and with a construction trade association. CAM
California Asphalt Magazine • 2015 Quality Issue
Pavement Recycling Systems Sets The Stage For Recycled Asphalt Concrete Pavement Over Cement Stabilized Pulverized Base Benefits MILLING
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Target Compaction in Fewer Passes Intelligent Compaction (IC) is rapidly becoming a requirement for Caltrans projects. SITECH NorCal and SITECH Oregon have the cutting edge IC technology. Our CCS900 System enables your rollers to meet today’s stringent paving requirements: • Pass count mapping • Temperature mapping • Monitor Compaction Meter Values (CMV) • Wirelessly transfer data from the machine to the office for analysis
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California Asphalt Magazine • 2015 Quality Issue
New Member of CalAPA Haley & Aldrich Susana Perez, Client Leader sperez@haleyaldrich.com 3187 Redhill Ave. #155 Costa Mesa, CA 92626 P: 714.371.1806 www.haleyaldrich.com
Annual Golf Tournament September 24th Pacific Palm Resort 1 Industry Hills Pkwy. City of Industry
Fall CONFERENCE October 28 & 29 Doubletree Hotel 2001 Point West Way Sacramento
CalAPA Annual Meeting and Dinner Jan. 21, 2016 (Tentative) Jonathan Club 545 S. Figueroa Street Los Angeles Meeting dates are subject to change. Watch the weekly Asphalt Insider newsletter for meeting updates or call CalAPA at (866) 498-0761 to confirm meeting date and location.
California Asphalt Magazine • 2015 Quality Issue
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Alon Asphalt Company........................................................... 2 Bomag America....................................................................... 9 Coastline Equipment.............................................................. 9 CEI Enterprises, Inc................................................................. 8 D&H Equipment, LTD............................................................ 36 Diversified Asphalt Products............................................... 33 E.D. Etnyre & Co..................................................................... 37 Gill & Baldwin........................................................................ 38 Hawthorne CAT........................................................................ 5 Herrmann Equipment, Inc.................................................... 13 Holt of California...................................................................... 5 Johnson Machinery................................................................. 5 MeadWestvaco...................................................................... 27 Nixon-Egli Equipment Co......................................Back Cover Pavement Recycling Systems.............................................. 35 Peterson CAT............................................................................ 5 Pine Instrument Co............................................................... 32 Quinn Co................................................................................... 5 RDO Equipment Co........................................................... 7, 39 Roadtec................................................................................... 21 Sakai........................................................................................ 39 Scott Equipment................................................................... 38 Sitech...................................................................................... 36 Sully-Miller............................................................................. 25 Valero Marketing & Supply.................................................... 3 Volvo Construction Equipment & Svcs.............................. 17 Vulcan Materials Company.................................................. 34 Western Oil Spreading Services......................................... 29
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California Asphalt Magazine • 2015 Quality Issue
California Asphalt Magazine • 2015 Quality Issue
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Nixon-Egli Equipment Co., LeeBoy and Vaca Valley Excavating & Trucking, Inc.
Above (L to R): Steve Roerden, Betty Guglielmoni and Paul Guglielmoni, Vaca Valley Excavating & Trucking, Inc. Right (L to R): Steve Roerden, Betty Guglielmoni and Paul Guglielmoni posing with their new LeeBoy 8510 paver from Nixon-Egli Equipment Co.
Vaca Valley Excavating & Trucking, Inc. was founded in 1985 as a general engineering contractor specializing in swimming pool excavations. Since that time, they have broadened their offerings to include paving, grading, and utility construction for commercial and light industrial development, as well as schools and municipalities. They also work for custom home developers performing earthwork for house pads, as well as installation of utilities and driveway construction. Vaca Valley Excavating & Trucking, Inc. is owned and operated by Betty and Paul Guglielmoni and Steve Roerden. Through the years, the company has earned a reputation for quality work and performance. Part of their success is due in no small part to their hard working employees and the equipment they use on a daily basis. Paul Guglielmoni recently purchased a new LeeBoy 8510 paving machine from Nixon-Egli Equipment Co. The new addition represents the second LeeBoy paver purchased from Nixon-Egli. “We still have our LeeBoy 8500 and use it as our backup machine. We had such a great experience with our first LeeBoy, that we knew when the time came for another machine, it would definitely be a LeeBoy,” says Guglielmoni. “The LeeBoy paver is a well made, reliable machine that fits our scope of work perfectly. In addition, it is Tier 4 compliant with state-of-the-art controls, rubber tracks, good visibility and automatic feeders. It has everything we’re looking for to utilize on our paving projects. “ Paul Guglielmoni and Vaca Valley Excavating & Trucking also have a long history with Denny Johnson from Nixon-Egli Equipment Co. “Dennis has been very helpful over the years. As soon as we made the decision to update our fleet, we knew we could go straight to Denny for a fair and honest deal,” says Guglielmoni. “We enjoy long-term relationships with our public and private clients, because we treat them right every time we work for them. Nixon-Egli does the same when dealing with us. We know we can depend on Nixon-Egli.” Vaca Valley Excavating & Trucking, Inc. is located conveniently in Vacaville in fast-growing RATING 50 Y CELEB 1965-2015 EARS Solano County. They are ideally situated to perform projects from the Bay Area counties to Sacramento. For more information on this company, please log onto www.vvexc.com or call (707) 453-1812.
California’s Largest General Line Construction and Municipal Equipment Dealer. So. California: 2044 S. Vineyard Ave., Ontario, CA 91761 • (909) 930-1822 No. California: 800 E. Grant Line Rd., Tracy, CA 95304 • (209) 830-8600 www.nixon-egli.com