CalContractor - 2026 Concrete Construction

Issue 8 - 2026

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Granite Construction Builds a Wider Line of Defense at the Sacramento Weir

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CONTENTS

2026 Concrete Construction GRANITE CONSTRUCTION

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PUBLISHER: Kerry Hoover khoover@calcontractor.com

Builds a Wider Line of Defense at the Sacramento Weir - Historic flood-control expansion combines massive concrete construction, deep foundations, major earthwork and environmental restoration near downtown Sacramento

EDITOR: Brian Hoover, Senior Editor

SUKUT CONSTRUCTION

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Builds Critical Emergency Release Facility Below Lake Perris - $63 million-plus DWR project combines major earthwork, levee construction, bridges, underground utilities, and complex traffic coordination to strengthen dam safety and protect downstream communities

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Granite Construction Builds a Wider Line of Defense at the Sacramento Weir Historic flood-control expansion combines massive concrete construction, deep foundations, major earthwork and environmental restoration near downtown Sacramento

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By Brian Hoover | Photos provided by Granite Construction

ust upstream from downtown Sacramento, Granite Construction is transforming one of the region’s oldest and most important flood-control facilities.

Officially known as the American River Common Features 2016 Sacramento Weir Widening Project, the nearly $200 million undertaking is more commonly referred to as the Sacramento Weir Project.

At the center of the project is approximately 1,455 feet of new passive weir. When connected to the existing 1,950-foot-long Sacramento Weir, the new structure will nearly double the width available to divert floodwater from the Sacramento River through the Sacramento Bypass and into the much larger Yolo Bypass where flood waters are ultimately conveyed to the Sacramento River Delta and the Pacific Ocean.

Unlike the existing weir’s 48 manually operated gates, Granite’s new reinforced-concrete section will operate passively. During exceptionally high water, the river will automatically flow over the structure, lowering river levels and

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reducing flood risk throughout the Sacramento metropolitan area. “It will trigger before the existing weir,” says Granite Project Manager Kelly Curtis. “This project increases flood capacity and makes managing floods substantially less workintensive for the local agencies.”

Granite received the original $172.9 million construction contract from the U.S. Army Corps of

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Engineers in 2023. After change orders and additional work, Curtis says the current scope is approximately $200 million and may finish somewhat higher.

Granite mobilized in July 2023, with major flood-control features targeted for completion in 2027 and final cleanup, erosion-control work and planting potentially continuing into 2028.

{ Continued on page 8 }

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A Controlled Overflow for Sacramento The Sacramento Weir is a controlled overflow structure on the west side of the Sacramento River, just north of downtown Sacramento and upstream from its confluence with the American River. During major storms, water from both river systems can converge near the city. The weir diverts a portion of that water west through the Sacramento Bypass and into the Yolo Bypass, reducing river levels and pressure against Sacramento’s urban levees. “The waters from both rivers make their way to this weir and are emptied into the Yolo Bypass,” says Curtis. “That allows the waters to be divided around the town of Sacramento so they don’t threaten the levees along the Sacramento River.”

The existing structure dates back more than a century and includes 48 wooden gates that must be manually removed when river levels reach specific thresholds. Reinstalling the gates after floodwaters recede is a substantial undertaking for the California Department of Water Resources, which manages the facility. Granite’s new section will have no gates. Water will flow over it automatically when the river reaches its design elevation and stop when levels fall. The passive weir will also begin accepting water before the existing gated structure must be opened, providing additional capacity and flexibility during major storms.

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Nearly Doubling the Weir’s Width The new passive structure will nearly double the existing weir’s 1,950-foot width, substantially increasing the amount of floodwater that can safely leave the Sacramento River before reaching heavily developed areas.

Sacramento receives runoff from an enormous watershed extending into the Sierra Nevada.

One of the greatest threats comes from warm winter storms falling on mountain snowpack. Heavy rain combined with rapid snowmelt can send tremendous volumes of water downstream in a relatively short period.

Coordinated With a Larger Flood-Control Program Granite’s contract is part of a broader effort to improve flood protection along the Sacramento and American rivers. The project is administered by the U.S. Army Corps of Engineers, with participation from the California Department of Water Resources, Central Valley Flood Protection Board, Sacramento Area Flood Control Agency and other regional stakeholders.

According to Curtis, approximately 80% of the project is funded through nonfederal sources. Granite’s work is coordinated with, but separate from, the neighboring Sacramento

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Placing pile at the weir utilizing a large pile-driving crane and diesel hammer.

Preparing form for the weir structure.

Bypass Widening Project managed by the California Department of Water Resources. Granite is expanding the overflow structure at the river, while DWR is widening the downstream bypass needed to carry the additional water safely into the Yolo Bypass.

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Birds-eye view of the fish passage.

Granite’s Scope of Work The project brings together a broad range of heavy civil construction disciplines within a relatively compact site. Granite’s major scopes include: Placing pile at the weir.

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An 18,500 CY reinforcedconcrete passive weir A new 1,513 Lf long vehicular bridge carrying Old River Road across the structure Approximately 2,000 feet of setback levee New roadway embankments and roadway improvements Extensive excavation and dewatering (Approximately 800,000 CY of excavation) Riprap, drainage and erosion protection (Over 20,000 Tons of Rip Rap) Deep steel-pipe pile foundations (1,600 EA 20” Diameter pipe pile) A 600 LF long reinforcedconcrete fish ladder and passage structure with two automated steel lift gates.

A one-half mile long low flow fish-transport channel connecting the new and existing weir to the Yolo Bypass Modifications to the existing Sacramento Weir

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More than 40 acres of seasonally inundated floodplain habitat

Granite is self-performing nearly every major construction scope. The primary exceptions are steel-pipe pile installation and reinforcingsteel procurement and placement.

Foundation Constructors is Granite’s subcontractor responsible for the deep foundation work.

Pacific Steel Group provides furnish/ install serves for reinforcing steel.

Curtis says Granite’s ability to manage and self-perform so many activities distinguishes the company on the project. “What I really like about this job is that it highlights all the different scopes Granite is capable of performing,” says Curtis. “Granite is one of only a few construction firms capable of handling a project of this magnitude. We have the local crews and the local expertise to perform all this work on site.”

Another view of the fish passage and bridge.

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The project will construct a new road over the gates of the weir.

Concrete at the Center of the Project For CalContractor’s 2026 Concrete Issue, the project provides a powerful example of structural concrete being used to protect an entire metropolitan region. The passive weir alone will require approximately 18,500 cubic yards of concrete, with additional concrete placed in the bridge (14,200 CY), fish-passage structure (14,100 CY), existing weir

modifications and slope protection along portions of the setback levee (5,500 CY). Nearly all concrete is being placed by pump because truck access to the structures is limited. Some placements begin as early as 4 a.m., particularly during hot weather or before long-duration pours.

Concrete slope protection will be placed on portions of the

setback levee’s waterside face.

Crews will use roller screeds or Texas-style screeds to place and finish the concrete as they progress along the slope. Much of the work consists of heavily reinforced structural placements requiring pumps, cranes, complex formwork and carefully coordinated sequencing.

More Than 1,600 Steel-Pipe Piles Soft alluvial soils beneath the site require the major structures to be supported on deep foundations.

The new Old River Road bridge is supported by more than 800 steelpipe piles, each approximately 20 inches in diameter and generally extending 80 to 100 feet below grade. The fish-passage structure required nearly 700 additional piles, which are generally shorter because the structure begins at a lower elevation.

Foundation Constructors installed the piles using a large pile-driving crane and diesel hammer. Portions of the fish-passage structure extend nearly to sea level, and Granite’s crews have sometimes worked more than 25 feet below the elevation of the nearby Sacramento River.

The combination of soft soils, deep excavations and high groundwater has made dewatering, shoring

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and excavation support essential.

Granite has self-performed all temporary shoring associated with its structural excavations.

Solving an Unexpected Geotechnical Challenge One of the project’s most significant challenges emerged in 2025 when crews encountered greater-than-anticipated settlement at the new bridge’s north abutment.

As backfill was placed over the extremely soft underlying soils, the ground and portions of the structure settled more than predicted.

Work stopped while the project team evaluated the condition.

Portions of the abutment work were removed, and the foundation and abutment were redesigned.

Granite is now driving piles for the redesigned north abutment and preparing the area for the

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next phase of reinforced-concrete construction.

The issue resulted in an approximately one-year delay. Major flood-control features previously expected to be completed near the end of 2026 are now targeted for 2027, with final cleanup, erosioncontrol planting and closeout activities potentially continuing into 2028. “It was a pretty large hurdle to lose a year on the job,” says Curtis. “It involved stopping the work when the settlement was encountered, redesigning what the foundation needed to look like and then implementing that redesign.”

According to Curtis, the settlement has not affected the existing Sacramento Weir, which remains fully operational and available for flood-control use throughout construction. { Continued on page 12 }

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Pouring deck at sunrise.

Building a New Bridge Over a Future Floodway The new Old River Road bridge is essential to the project’s construction sequence. Old River Road currently travels along the top of the existing Sacramento River levee, directly between Granite’s work area and the river.

That levee must eventually be removed to allow floodwater to reach the passive weir, but traffic must first be moved to a new alignment.

Granite is constructing the bridge over the future weir and floodway. Once it is complete, traffic will shift onto the new structure while crews continue building the passive weir and removing the old levee below.

The bridge uses precast concrete girders approximately 60 feet long. A specialty subcontractor Con-Fab California, LLC is erecting the girders with cranes substantially larger than the 90- to 150-ton cranes Granite typically uses for structural work. After the traffic shift, motorists will travel through the center of the active project while Granite completes the flood-control structures beneath them.

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Building the New Levee Before Removing the Old The project’s earthwork sequence began with approximately 2,000 feet of new setback levee. Because the expanded floodway will occupy land previously outside the active bypass, Granite first had to establish new flood protection for the low-lying farmland and properties north of the project.

During construction, Granite’s work zone is enclosed between the existing Sacramento River levee and the new setback levee. This provides a relatively controlled area for construction of the bridge, passive weir, fishpassage structure and roadway improvements.

When the permanent work is complete, Granite will remove or lower the levees isolating the project from the Sacramento River and Yolo Bypass. The construction area will then become part of the active floodway. “During and after the project is finished, if a flood should occur, our entire work area can be inundated,” says Curtis.

“That is what everything has to be ready for and the reason for all of the levee setbacks.”

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Moving 800 Thousand Cubic Yards Approximately 800,000 cubic yards of material will be excavated during construction, while about 700,000 cubic yards will be placed as levee, roadway and other embankment. The site largely balances from an earthwork standpoint, allowing suitable excavated material to be processed and reused without importing or exporting substantial quantities of raw soil. A relatively small amount of excess material will remain in an approved stockpile outside the completed floodway. Granite has imported engineered materials, including aggregate base, filter sand, drainage rock, gravel and riprap, for erosion protection, drainage systems and roadway improvements.

Setback levee construction was performed primarily with Cat 657 scrapers supported by compactors, dozers, motor graders and agricultural tractors equipped with discs for processing the soil. For deeper structural excavations and work in tighter areas, Granite has used Cat 745 articulated trucks and Cat 349 and Cat 374 excavators, Cat 825 compactors, dozers, motor graders and other support equipment. Structural crews are supported by cranes, concrete pumps, aerial lifts and forklifts.

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A Full Fleet Working in a Tight Footprint One of the project’s greatest day-to-day challenges is coordinating numerous major operations within a work area measuring less than approximately 2,000 by 2,000 feet. Inside that space, Granite is managing mass excavation, levee embankment, bridge construction, pile driving, reinforced-concrete placement, dewatering, temporary shoring, roadway construction, riprap installation, fish-passage improvements and environmental restoration.

At any given time, an observer standing on the levee may see scrapers moving soil, excavators working below the water table, concrete crews placing a structure, cranes handling formwork or reinforcing materials and other crews installing riprap. “It is all happening in one relatively tight box at the same time,” says Curtis. “That has been an ongoing challenge that we have successfully worked through.”

Peak employment has ranged from approximately 60 to 80 workers, depending on the activities underway. Granite expects to meet or potentially exceed that level during the final major construction season. The project currently operates primarily on a single shift, six days per week and approximately 10 hours per day. Concrete placements and other specialized operations may begin earlier.

Curtis shares projectmanagement responsibilities with Pete Cavallini. Lead engineers Christian Mercik and Brant Zohar are responsible for various scopes of work, while Brian Murphy serves as the primary project superintendent for earthwork and William Dellapenna oversees the concrete scopes. Michael Schaffner serves as quality-control manager, and Gabe Martinez is responsible for onsite safety and health.

Environmental Improvements Built Into the Project Although flood protection is the project’s primary purpose, it also includes significant environmental improvements. The reinforcedconcrete fish-passage structure will provide a route for salmon, steelhead, sturgeon and other species moving between the Sacramento River and the bypass during and after flood events.

Granite has also excavated a fish-transport channel extending approximately one-half mile west from the work area to an existing canal within the floodway.

Modifications to the stilling basin at the existing weir are intended to prevent fish from becoming trapped after floodwaters recede.

The completed project will create more than 40 acres of seasonally inundated floodplain habitat, helping the expanded flood-control system function more effectively for both surrounding communities and species using the Sacramento River and Yolo Bypass.

Granite Construction crew working on the deck pour.

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Keeping the Existing System Operational The existing Sacramento Weir must remain fully operational throughout construction because the project is being built beside an active river and within a flood-control system that may be needed at any time during the winter storm season. Granite must

sequence its work so the existing levees and gated weir continue protecting the region until the passive weir, bridge, setback levee and related features are ready.

Only then can crews remove portions of the existing levee and open the expanded floodway.

PROJECT AT GLANCE Project: American River Common Features 2016 Sacramento River Widening Project Location: Sacramento River, north of downtown Sacramento Prime contractor: Granite Construction Administering agency: U.S. Army Corps of Engineers Original contract award: Approximately $172.9 million Current project scope: Approximately $200 million, subject to final changes

Ready When the Water Rises

Construction start: July 2023

By the end of major construction, traffic will travel over the new Old River Road bridge, portions of the old river levee will be gone and the Sacramento River will have access to a substantially wider overflow structure. When the river reaches the passive weir’s design elevation, water will automatically flow west through the Sacramento Bypass and into the Yolo Bypass. No crews will be required to remove gates, and no mechanical systems will need to be activated.

The project combines reinforced-concrete construction, deep foundations, mass earthwork, bridge construction, environmental restoration and complex floodcontrol sequencing. It also demonstrates Granite’s ability to deliver nearly every major scope without relying on a joint venture.

Curtis notes that some competing teams combined earthwork and structural

Existing weir: Approximately 1,950 feet long with 48 manually operated gates

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specialists when bidding the project. Granite determined that its local workforce had the experience and resources to perform nearly all of the work. “We looked at a job like this and said we have the local crews and the local expertise to perform all this work,” says Curtis. “We are several years into the project now, we can see the light at the end of the tunnel, and we look forward to bringing this high-profile project to a successful conclusion.”

When Granite’s crews eventually leave, the enclosed construction area will have become part of the active floodway. More than 40 acres of seasonal habitat will be connected to the river system, and the new passive concrete weir will stand ready. Most of the time, it may appear to do nothing. But when the rivers rise and Sacramento needs another line of defense, water will flow over Granite’s new structure and safely away from the city. Cc

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Major flood-control completion: Targeted for 2027 Cleanup and erosion-control planting: Potentially continuing into 2028

New passive weir: Approximately 1,455 feet Concrete in new weir: Approximately 18,000 cubic yards Excavation: Approximately 800,000 cubic yards Embankment: Approximately 700,000 cubic yards New setback levee: Approximately 2,000 feet Bridge foundations: More than 800 20-inch-diameter steel-pipe piles Fish-passage foundations: Nearly 700 steel-pipe piles Typical bridge pile length: Approximately 80 to 100 feet New habitat: More than 40 acres of seasonally inundated floodplain Peak workforce: Approximately 60 to 80 personnel Primary pile subcontractor: Foundation Constructors, Pacific Steel Group, ConFab California, Inc Related project: California Department of Water Resources Sacramento Bypass Widening Project

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Sukut paving the Evans Road bridge deck with Bid-Well finishing machine.

Sukut Construction Builds Critical Emergency Release Facility Below Lake Perris $63 million-plus DWR project combines major earthwork, levee construction, bridges, underground utilities, and complex traffic coordination to strengthen dam safety and protect downstream communities

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By Brian Hoover | Photos provided by Sukut Construction & CMS Media Pros

ukut Construction is leading one of Southern California’s more unique heavy civil projects just downstream of Perris Dam, where crews are moving hundreds of thousands of cubic yards of earth, constructing more than a mile of levee, building two major roadway bridges, and relocating an extensive network of utilities as part of the California Department of Water Resources’ (DWR) Lake Perris Emergency Release Facility project.

Located near Lake Perris Drive, Evans Road, Ramona Expressway, and the Lake Perris Fairgrounds, the approximately 115-acre project is designed to provide a controlled path for water should Lake Perris ever need to be rapidly lowered during an emergency. Rather than allowing emergency releases to

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spread into developed areas below the dam, the new infrastructure will direct water through a system of levees and channels to the Perris Valley Channel. The facility will provide additional protection for nearby homes and businesses as well as critical infrastructure, including Interstate 215, a local school, and a water treatment plant.

Lake Perris has an important role well beyond Riverside County.

The reservoir is the terminal storage facility on the East Branch of the California Aqueduct and the southernmost reservoir in California’s State Water Project.

Perris Dam was constructed by DWR between 1970 and 1974.

Because of its proximity to active earthquake faults and the large population downstream, DWR identified Perris Dam as a high-

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priority state-owned dam for seismic improvements.

The Emergency Release Facility is one component of DWR’s larger Perris Dam Modernization Program. The first major project, completed in 2018, strengthened the dam foundation with more than 320,000 cubic yards of cement deep soil mixing and added approximately 1.4 million cubic yards of embankment material to buttress the downstream side of the 130-foot-high earthen dam. Additional Outlet Tower Improvements are planned to improve normal and emergency releases from the reservoir.

For Sukut Construction, however, the focus is on building the massive conveyance infrastructure below the dam.

Construction began Oct. 9, 2024, C A LCO N T R AC TO R .CO M

and is currently scheduled for completion Nov. 30, 2027. With project changes incorporated into the work, Sukut Construction Project Manager Nathan Rodriguez estimates the final construction value will be approximately $63 million to $64 million.

Rodriguez, has been with the company since 2017 and is helping lead the Lake Perris Emergency Release Facility project along with Concrete Project Engineer Sarah Scherzinger and other members of Sukut’s management and field teams. “The purpose of the project is to provide a safety net in the event of an emergency release or a major event at Lake Perris,” says Rodriguez. “The surrounding area below the reservoir includes housing communities, so this project provides a defined route to safely direct that water toward the Perris Valley Channel.”

Sukut’s scope includes approximately 6,500 linear feet of levee, roughly 240,000 cubic yards of levee embankment, approximately 342,000 cubic yards of channel excavation, and about 35,000 cubic yards of rock slope protection. Major structural elements involve two new roadway bridges, a reinforced concrete box culvert crossing, roadway reconstruction, extensive wet and dry utility relocations, drainage improvements, two major drop structures, and approximately 6,000 cubic yards of structural concrete.

Planning Before Moving Dirt Although physical construction started in October 2024, Rodriguez says months of planning were required before Sukut could begin significant earthwork. “Before we could even start clearing and grubbing, we had to develop our quality-control plans and coordinate with the environmental entities involved,” says Rodriguez.

“That took about three months of planning.”

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DWR describes the completed conveyance system as consisting of three general sections: an SRA Segment extending through the State Recreation Area below the dam, a Fairgrounds Segment crossing the southern portion of the Lake Perris Fairgrounds, and a Western Segment carrying flows toward the Perris Valley Channel.

Once Sukut received access to begin work, crews started clearing and grubbing while opening areas for channel excavation.

Groundwater quickly became an important consideration.

Sukut installed approximately 3,000 linear feet of temporary dewatering wells, consisting of approximately 105 wells served by roughly 45 pumps. With the dewatering system operating, crews could excavate as deep

as approximately 15 feet below original ground in portions of the channel.

Following excavation, usable material was stockpiled nearby for placement in the levee embankment. Sukut recently completed importing approximately 25,000 to 30,000 cubic yards of material to make up the difference. “We've moved almost 300,000 cubic yards so far,” says Rodriguez. “The project was supposed to balance, but because of the shrinkage factor, we've had to bring in additional material to complete the levee.”

By mid-2026, approximately 85 percent of the levee embankment had been completed. Prior to embankment placement, Sukut crews overexcavated approximately 3 to 5 feet in designated areas.

Sukut Construction Project Engineers, Sarah Scherzinger and Scott Steele.

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Aerial view of Critical Emergency Release Facility Project below Lake Perris.

Levee material was then placed and compacted in approximately 1-foot lifts. Rock slope protection will armor portions of the levee and channel against erosion and the potentially high velocities associated with an emergency release.

Scrapers Drive Mass Excavation With several hundred thousand cubic yards to move, Sukut has relied heavily on its owned and operated earthmoving fleet.

Early operations utilized Cat 623 scrapers before crews transitioned to larger Cat 637 scrapers as production requirements and working conditions changed. “The scrapers really helped us get the channel excavation out of the way quickly enough that we could gain time and be efficient,” Rodriguez says.

When wet material made conventional scraper operations impractical, Sukut changed methods rather than lose production. Cat 745 articulated trucks were brought into the excavation cycle and loaded with a Cat 349 excavator, while a Cat D8 assisted in moving material toward the excavator and managing the work area. Other large excavators throughout the project include Cat 352, 349, and 335 machines used for channel excavation, utility work, and placement of rock slope protection.

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In tight working areas, a Cat 308 mini excavator has been utilized for backfill behind smaller structures, while Cat 950 and Cat 966 wheel loaders provide support throughout the site. One of the more unusual pieces of equipment arrived for work within the Perris Valley Channel, where crews encountered saturated silt and muck. Sukut refers to the Cat D6 equipped with extra-wide tracks as its “Swamp Cat.” The wider undercarriage spreads the dozer’s weight over a larger footprint, allowing it to travel across softer saturated material where a standard machine would be more likely to sink. Quinn Company provides Caterpillar equipment support to Sukut on the project.

Major Bridge Work Takes Center Stage While earthwork and levee construction continue across the site, bridge construction has become one of the project's major active operations. New roadway bridges are being constructed at Evans Road and Lake Perris Drive. Both are approximately 150 feet long and 80 feet wide and will carry normal vehicular traffic across the new emergency-release channel.

Construction began first at Evans Road. Tipco Engineering, subcontractor, mobilized to drive approximately 50-foot-long steel piles for the bridge foundations. At

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the time of the interview, 122 piles had been installed, with several hundred additional piles associated with continuing structural work on the project. Following pile installation, Sukut crews moved into forming, reinforcing, pouring, and stripping the footings, pier walls, and abutment walls.

One recent milestone included placement of approximately 220 cubic yards of concrete for the Evans Road Bridge abutment and pier walls using a 48-meter concrete pump from Conco Concrete Pumping and concrete supplied by Cemex. The bridge deck followed, with Sukut working with FlatironDragados to obtain a Bid-Well bridge deck finishing machine for the placement.

“We were able to utilize a Bid-Well from FlatironDragados to execute the work,” says Rodriguez. “We appreciate that collaboration.”

According to Scherzinger, the project was in Stage 1B of Evans Road Bridge construction at the time of the interview. “We've completed the footings, abutments, piers, and retaining walls for that stage, and the deck was poured at the end of last month,” says Scherzinger. “We're moving on to backfill, structural approaches, barriers, and sidewalk before moving into the next stage.”

The Evans Road Bridge also incorporates an unusual design feature dictated by the potential { Continued on page 20 } C A LCO N T R AC TO R .CO M

Cat 352 excavator loading spoils into Volvo articulated rock truck.

Cat D8 dozer with slopeboard cutting levee embankment on Critical Emergency Release Facility Project.

hydraulic forces associated with the facility's emergency function.

According to Rodriguez, the bridge utilizes a specialized pinned footing connection designed to accommodate extreme hydraulic loading and potential uplift during a major emergency release.

The second major crossing at Lake Perris Drive is now progressing as well. Sukut has completed excavation for the structure, with Tipco Engineering again performing the pile-driving operations. Concrete footing work is expected to follow as bridge construction advances.

equipment time, and because of the elevation and location in the channel, the box culvert works well with the design.”

Installation will require substantial lifting capacity. Sukut expects to utilize an approximately 250-ton crane during erection of the precast sections. Cranes ranging from approximately 90-ton rough-terrain units to 250-ton all-terrain cranes are being utilized or planned for falsework erection, reinforcingsteel placement, concrete forming systems, and setting precast components.

Precast Solution at Fair Way A third roadway crossing at Fair Way will provide access to and from the Lake Perris Fairgrounds, but instead of constructing another conventional bridge, the project utilizes a large reinforced concrete box culvert system. Jensen Precast is manufacturing approximately 48 precast sections for the crossing.

The completed structure will contain four cells, each providing an interior opening approximately 12 feet wide by 8 feet high. The overall crossing will be approximately 57 feet long and 72 feet wide. Manufacturing of the precast components is scheduled to begin in September 2026. “The box culvert is a much more accelerated process compared with building another bridge,” says Rodriguez. “You save labor and

Working Around an Active Transportation and Recreation Corridor Building a new emergencyrelease channel would be challenging enough on an isolated site. This project is being constructed among heavily traveled roads, residential neighborhoods, the Lake Perris Fairgrounds, and one of the most heavily used recreational facilities in the State Water Project system. “The hardest part of this project really comes down to coordination,” Rodriguez says.

“You have the Department of Water Resources, the City of Perris, Riverside County Transportation, Flood Control, the fairgrounds, utilities, and the public. Everybody has to be on the same page.”

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Roadway work primarily consists of removal and replacement or modification of existing pavement rather than construction of entirely new roads. Portions of the roadway will receive full-depth removal and reconstruction to approximately 6 inches, with additional areas receiving a 2-inch grind and overlay to create transitions to surrounding existing pavement. Approximately 6,000 tons of hot-mix asphalt are anticipated over the course of the work.

Temporary traffic signals, lane shifts, and multiple traffic switches are required as bridge, underground, and roadway operations progress. CR Pacific Electrical is performing trafficsignal work, including temporary signal systems, cameras, and the eventual permanent installations.

Building Drainage Into the System The new emergency-release channel is being accompanied by extensive local drainage improvements. Along Ramona Expressway, the system includes bioswales, perforated drainage pipe, and precast concrete inlets designed to collect local runoff and direct it safely into the new channel. A typical section includes an approximately 2-foot-wide trench reaching roughly 5 feet deep with a 6-inch perforated PVC pipe surrounded by engineered soil media. { Continued on page 22 } C A LCO N T R AC TO R .CO M

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An aerial view of Stage 1B work on the Evans Road Bridge shows crews forming retaining walls 2 and 4, stripping formwork from abutments 1 and 4 following curing, and beginning falsework installation at piers 2 and 3.

Water is then conveyed to precast concrete drainage inlets, some approximately 7 feet deep, before entering pipelines that pass through the channel slope and discharge near the channel invert.

Approximately 30 drainage inlets are planned throughout the project.

DWR's design also incorporates two major drop structures that accommodate elevation changes through the conveyance system while controlling the movement of water through the channel.

Rebuilding the Underground Infrastructure While mass excavation may provide the project's most dramatic photographs, Rodriguez says utility relocation has been one of its greatest construction and scheduling challenges. The new channel reaches approximately 15 feet below existing grade in certain locations. Many existing water, recycled-water, and sewer utilities were originally installed at depths of around 8 feet, placing them directly in conflict with the new excavation. “Because of the depth and dimensions of the channel, these utilities have to get below the excavation,” Rodriguez says. “We're installing new infrastructure, new siphons, and steel casing where 22

necessary because in some areas there is very limited cover.”

At Evans Road, Sukut is relocating existing domestic and recycled-water lines, constructing a permanent sewer bypass, and removing and reconstructing portions of the existing sewer main. Some of those utilities pass directly through the bridge construction, requiring steel casing to be incorporated into the pierwall work before the structures are backfilled. Additional sewer and water relocations are required near the fairgrounds and Fair Way. The underground scope includes 15-inch and 18-inch vitrified clay pipe (VCP), approximately 1,000 feet of 24-inch concrete mortarlined and coated (CMLC) pipe, and approximately 400 feet of 16-inch PVC recycled-water line.

The key, Rodriguez explains, is maintaining existing service while progressively clearing the way for the deeper channel. “You have to do it in phases,” he says. “You have to prepare an area for excavation by relocating utilities, but at the same time you have to organize the traffic control and make sure all the tie-ins work. It turns into a planning and scheduling exercise.” Rather than completely redesign every utility alignment, crews establish

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the required tie-in points and then determine the most efficient route between them. Existing utilities that conflict with channel excavation are removed as the replacement systems are placed into service.

The dry-utility work is substantial as well. Sukut is installing approximately 5,500 linear feet of electrical duct bank along with new switchgear, motor-control equipment, and electrical infrastructure serving the fairgrounds and its sewer lift station.

Approximately 10 existing electrical poles have been removed, with new poles, transformers, and associated equipment being installed as part of the revised configuration.

Unforeseen Conditions Test the Schedule Large heavy-civil projects rarely proceed exactly as envisioned during bidding, and the Lake Perris Emergency Release Facility has been no exception. Sukut encountered unforeseen utilities, previously unidentified buried concrete structures, environmental constraints, and design conflicts that affected planned sequencing in several areas. “I would say the biggest challenge has been utility coordination and relocations that weren't anticipated during bid C A LCO N T R AC TO R .CO M

Crews install kip jacks for the falsework system that will support construction of the Evans Road Bridge deck.

time,” Rodriguez says. “Some of the relocation designs also conflicted with the construction, so it has been about being proactive and identifying issues early enough to give the owner and utility companies time to address them.”

At one point, accumulated impacts threatened to move project completion into April 2028.

Rather than accept the extended schedule, Sukut's project team went back through the sequence operation by operation to determine where work could be shifted, advanced, or performed concurrently. “We sat down as a team and looked at all the different possibilities for execution and sequencing,” says Rodriguez. “We were able to pull the schedule back from an April 2028 projected completion to Nov. 30, 2027.”

Rodriguez credits DWR with working cooperatively with Sukut to resolve design and field issues.

“The department has been very cooperative in helping address redesigns and resolve issues so the project can progress expediently,” he says. “Our attitude is that we're on the same team.

If we win, they win. Our goal is always to deliver an excellent product and have a happy customer at the end.”

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Placing Riprap along the levee embankment.

Planning, Communication, and Safety Peak employment on the Lake Perris Emergency Release Facility project has approached 80 workers, including Sukut's earthwork, underground, and concrete personnel along with subcontractors. Typical manpower averages approximately 35 to 40 workers depending on the operations underway. In addition to Rodriguez and Scherzinger, key Sukut personnel include Concrete Superintendent Trever Haley and Earthwork and Underground Project Engineer, Scott Steele.

For Rodriguez, the project demonstrates that the most difficult component of major heavy civil construction is not always measured in cubic yards, tons or linear feet.

“The major aspect of this job really comes down to planning and communication with all of the entities involved,” Rodriguez says.

“Everybody has to understand what the goal is.”

Safety remains at the top of that list. “Our number one goal is that all of our employees go home safe,” Rodriguez says. “We want a zero-accident project. At the same time, we want clear communication with everybody involved, the City of Perris, the Department of

Water Resources, the fairgrounds, and everyone else who has an investment in this project.”

When construction is completed in late 2027, much of what Sukut is building will hopefully spend its service life waiting for an emergency that never occurs.

But that is precisely the purpose.

The levees, channel, bridges, culvert, drainage facilities, and relocated infrastructure will create a controlled path capable of directing an emergency release from Lake Perris away from downstream communities and toward the Perris Valley Channel. For Sukut, providing that safety net means integrating nearly every discipline of heavy civil construction, including mass excavation, levee building, deep underground utilities, structural concrete, pile-supported bridges, precast structures, paving, drainage, traffic control, and environmental coordination, while keeping roads, recreational facilities, and public facilities operating around the work.

And on a project with that many moving parts, Rodriguez keeps returning to the same construction principle. “Planning, planning, planning,” he says. “Then make sure everybody is on the same page and safely and successfully execute the work.” Cc

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FAST-TRACK BRIDGE DECKS: How California Is Repairing Concrete Under Tight Closures

By Brian Hoover

P

olyester concrete overlays are helping Caltrans extend the life of aging bridge decks while contractors work against some of the tightest schedules in highway construction.

Closing a California freeway is never simple. Closing one long enough to repair a bridge deck can be even more difficult. That reality is driving the way many bridge deck rehabilitation projects are being planned and constructed across the state. Instead of removing and replacing an entire deteriorated deck, Caltrans is using polyester concrete overlays on many structures to restore the riding surface, protect the existing concrete and get traffic moving again within a relatively short construction window.

The work is showing up throughout California. This year, Caltrans scheduled a 28-hour closure of northbound Capital City Freeway at the American River 26

Top & Above: Fast-track bridge deck rehabilitation requires a carefully coordinated placement operation. Polyester concrete is mixed onsite and placed using specialized paving equipment designed to provide the required grade and finished surface.

Source: Caltrans Structure Rehabilitation and Repair Manual, Figures 5-61 and 5-62 .

Bridge in Sacramento specifically for placement of a polyester concrete overlay. Along Interstate 80 in Placer and Nevada counties, a 2026 bridge preservation program

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includes polyester concrete overlays at 14 locations, along with joint seal and earthquake restrainer work. In San Francisco, Caltrans is preparing for twelve C A LCO N T R AC TO R .CO M

55-hour weekend lane reductions to repair damaged bridge deck areas and install a one-inch polyester concrete overlay on portions of Interstate 280.

The material itself is only part of the story. Much of the challenge is fitting an entire sequence of operations into a closure that begins and ends at a predetermined time.

MORE THAN PUTTING DOWN AN OVERLAY A polyester concrete overlay isn’t simply placed over an old bridge deck. Caltrans’ current Structure Rehabilitation and Repair Manual describes a process that begins with identifying and removing unsound concrete. The deck is then prepared, typically by shot blasting, followed by cleaning, setting grade controls and protecting joints and drainage inlets. A methacrylate primer is applied before the polyester concrete is mixed and placed. The finished overlay is then saw cut at the joints, cleaned and prepared for reopening to traffic.

For contractors, surface preparation can be every bit as important as placement. The existing deck must be clean and dry before the primer is applied.

Caltrans specifications referenced in its 2026 rehabilitation manual require the concrete surface to be between 50 and 100 degrees Fahrenheit, with relative humidity not exceeding 85 percent. Polyester concrete placed over a dirty or wet surface may not properly bond to the deck. That can make weather, overnight temperatures and even the condition of the existing concrete major scheduling considerations when the clock is already running.

WHY POLYESTER CONCRETE? California has been rehabilitating bridge decks for decades. The goal is straightforward: extend the service life of the existing structure without taking on the cost and disruption of complete deck CALCON TRAC TOR.CO M

replacement. Caltrans currently identifies methacrylate treatment and polyester concrete overlays as preferred methods for many bridge deck rehabilitation applications.

Methacrylate can be used to fill surface cracking, while the polyester concrete provides a bonded wearing surface over the existing deck and can also be used to correct profile or slope.

Unlike conventional portland cement concrete, polyester concrete uses a polymer resin binder. Current Caltrans practice calls for the resin and aggregate to be premixed in a continuous or volumetric mixer before being delivered to the paving operation. The smaller aggregate used in the mix makes it possible to construct relatively thin overlays.

The advantage on a heavily traveled highway is the ability to rehabilitate the existing deck without rebuilding the structure from the reinforcing steel up. But “fast track” does not mean there is room for shortcuts.

Caltrans requires contractors to submit a work plan covering equipment, schedule, cure time, material handling and other placement procedures. A trial polyester concrete overlay is also required to demonstrate that the proposed operation can meet contract requirements under field conditions.

THE CLOSURE BECOMES PART OF THE CONSTRUCTION METHOD On this type of work, traffic control isn’t something happening around the construction operation. It is part of the construction operation.

Once lanes or an entire freeway are closed, several activities may need to happen almost back-toback: demolition and removal of unsound concrete, patching, deck preparation, cleaning, primer application, mixing, paving, finishing and curing.

Crews, materials and equipment have to be staged accordingly. A delay during the first few hours of a

weekend closure can carry through every operation that follows. A wet deck, equipment problem or unexpected area of deteriorated concrete can quickly consume time that was intended for placement and curing.

That helps explain why Caltrans sometimes uses extended weekend closures instead of a series of short nightly closures.

On its current I-80 construction program in the Sierra, the department notes that extended lane closures can reduce the overall duration of the work while improving worker safety. There is also less time spent repeatedly setting up and removing traffic control, mobilizing equipment and restarting production.

EXTENDING THE LIFE OF WHAT IS ALREADY THERE California has thousands of bridges carrying traffic through coastal environments, mountain freeze-thaw conditions, urban freeways and heavily traveled freight corridors. Complete replacement of every aging bridge deck is neither practical nor necessary. In many cases, the better answer is to repair deterioration before it reaches the point where full replacement is required. That is where polyester concrete overlays have found their place.

The finished surface may look relatively simple to the motorist who drives across it Monday morning. Behind that surface, however, may have been an entire weekend of demolition, preparation, materials testing, mobile mixing, paving and curing, all performed against a clock that ends when the freeway has to reopen. For the concrete contractor, bridge deck rehabilitation is increasingly becoming a lesson in more than concrete placement. It is concrete placement measured in hours. Cc

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27

Industry News Will Pruglo Joins Coastline Crane as Northern California Crane Sales & Rental Representative

Crane Division

Coastline Equipment is pleased to welcome Will Pruglo to its Crane Division as a Crane Sales & Rental Representative serving Northern California.

William brings more than 10 years of sales, account management, and business development experience, with a strong background in the construction and heavy equipment industry.

Throughout his career, he has focused on developing new business, managing large customer portfolios, and building long-term relationships with contractors and key decision-makers.

Most recently, William served in territory sales with H&E Equipment Services and Herc Rentals, managing a diverse portfolio of construction customers throughout the Sacramento Valley and Northern California market. His experience includes equipment rentals, fleet solutions, used28

equipment sales, strategic account development, and supporting customers across a wide range of construction applications. He established himself as a top-performing sales representative, including strong results in used-equipment sales and territory growth.

William joins Coastline with an established network throughout the Northern California construction market and a strong understanding of the demands contractors face in the field. In his new role, he will focus on expanding Coastline Crane’s rental and equipment sales presence, developing new customer relationships, and

CO N C R E T E CO N S T R U C T I O N / 2 0 26

providing customers with solutions across Coastline’s crane and lifting product portfolio.

“I’m excited to join Coastline Equipment and take the next step in my career with the Crane Division.

I’ve built my career around understanding my customers’ businesses, earning their trust, and providing equipment solutions that help them succeed. I’m looking forward to bringing those relationships and that experience to Coastline while expanding my knowledge of the crane industry and growing the company’s presence throughout Northern California.” Cc C A LCO N T R AC TO R .CO M

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