California Asphalt Magazine 2018 Private Construction ISSUU

2018 PRIVATE CONSTRUCTION ISSUE

POWER PAVING

Granite installs 9 miles of new access roads at Diablo Canyon Power Plant

INSIDE: Parking Lot Tools & Resources Q&A with Fran Inman New CTC Chair

Capital persuasion CalAPA members lobby in Sacramento

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Publisher’s Letter Dear readers, Recently I had the opportunity to travel to Oregon to attend a regional meeting of the state asphalt pavement associations that are located in the Western United States. The meeting was organized by the Asphalt Pavement Alliance, which CalAPA and other state associations help fund to develop marketing pieces and other tools to help us promote asphalt as the pavement of choice for roadways, parking lots, airfields and other uses.

A common issue among the various states represented was the lack of time and money to develop highquality marketing pieces and information to respond to the marketplace that continues to change at a rapid pace.

Fortunately, the longtime partnership between state associations such as CalAPA, the National Asphalt Pavement Association and the Asphalt Institute is paying dividends in the form of high-quality tools our members and agency partners can utilize right now.

Elsewhere in this issue there is an article that focuses on parking lot construction, a very important part of the pavement market. The APA has helped develop some helpful marketing pieces and checklists that can be used or repurposed by any CalAPA member to promote their business, educate customers and help smooth the way to a successful and profitable project.

At the regional meeting, we also got a briefing on another very impressive tool that has been years in development: PaveXpress, a free, on-line pavement design tool based on the familiar and proven AASHTO 93 and 98 design standard. Designers can use PaveXpress as a scoping tool to create simplified pavement designs while taking into account key engineering inputs. It draws upon design guides from state DOTs and industry associations so the user can build formal designs from its simple and straightforward recommendations. Recently it has been enhanced to include modules on porous pavement design and LifeCycle Cost Analysis (LCCA).

Earlier this year the APA also unveiled a companion tool, PaveInstruct, which is best described as a learning module system. For designers who need a quick and easy refresher on a key concept, PaveInstruct includes presentations or short video clips to get the learning you want, when you want it. It complements PaveXpress so that getting to the right design solution is never hindered by a gap in knowledge.

Some other APA products in the pipeline include banner ads, info-graphics and social media content, thin-lift overlay (“ThinLay”) marketing materials, and porous asphalt pavement marketing information and resources.

Here in California, CalAPA will be explaining and distributing these products throughout the year via many different channels, such as in our “Member Alert” publications, technical meetings and conferences, webinars and other venues. Our association prides itself in making the most efficient and effective use of the dues paid by our members, and there is no greater satisfaction than for us to be able to provide our members a solid return on their investment.

Sincerely,

Brandon Milar Director of Technical Services California Asphalt Pavement Association 4

California Asphalt Magazine • 2018 Private Construction Issue

Contents

JOURNAL OF THE CALIFORNIA ASPHALT PAVEMENT ASSOCIATION

Volume 22, Issue 2

4

Publisher’s Letter

8

Granite - Installs 9 miles of new access roads at Diablo Canyon Power Plant

10

In Focus: Parking Lot tools & other member resources for contractors

18

Q&A: Fran Inman, Chairperson, California Transportation Commission

26

CalAPA Sacramento Fly-in: CalAPA members walk the halls at the Capitol to tout SB1 benefits, accountability

On the Cover:

Granite paving 9-miles of new access roads at Diablo Canyon Power Plant near Avila Beach in San Luis Obispo.

Photo provided by Granite.

Page 8

Page 10

California Asphalt Magazine

Fran Inman Page 18

CALIFORNIA ASPHALT PAVEMENT ASSOCIATION www.calapa.net

HEADQUARTERS: P.O. Box 981300 • West Sacramento • CA 95798 (Mailing Address)

1550 Harbor Blvd., Suite 211 • West Sacramento • CA 95691 • (916) 791-5044 EXECUTIVE DIRECTOR: Russell W. Snyder, CAE, rsnyder@calapa.net TECHNICAL DIRECTOR: Brandon Milar, P.E., bmilar@calapa.net.

MEMBER SERVICES MANAGER: Sophie You, syou@calapa.net ADMINISTRATIVE ASSISTANT: Ritha Nhorn, rnhorn@calapa.net GUEST PUBLISHER: Brandon Milar, Director of Technical Services, CalAPA PUBLISHED BY: Construction Marketing Services, LLC • P.O. Box 892977 • Temecula • CA 92589

(909) 772-3121 • Fax (951) 225-9659 GRAPHIC DESIGN: Yesenia Ramirez, Misty Swartz CONTRIBUTING WRITERS: Russell W. Snyder, CalAPA; Brian Hoover, CMS ADVERTISING SALES: Kerry Hoover, CMS, (909) 772-3121 • Fax (951) 225-9659 Copyright © 2018 – 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 bimonthly 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.

6

California Asphalt Magazine • 2018 Private Construction Issue

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POWER PAVING Granite Installs 9 miles of new access roads at Diablo Canyon Power Plant

By Brian Hoover

The Diablo Canyon Power Plant is an electricity-generating nuclear power plant near Avila Beach in San Luis Obispo County. The plant has been providing low-cost, reliable, carbon-free energy to millions of California residents since 1985.

The power plant is surrounded by 12,000 acres of land that is managed by Pacific Gas & Electric Company (PG&E), which currently holds a license to operate the facility into 2025. A nine-mile access road leads to the power plant, and it was of critical importance to PG&E to ensure that the road remains properly maintained to support ongoing operations. According to Adam Souza, Granite project manager, PG&E put the grinding and paving job out for bid in early September 2017. “The initial bid was to grind and pave the nine-mile long access road leading into PG&E’s Diablo Canyon Power Plant. We were awarded the contract in late September (2017) and began work in early October,” says Souza. “The project called for

Above: The Diablo Canyon Power Plant is an electricity-generating nuclear power plant located near Avila Beach in San Luis Obispo. The Plant has been providing low-cost, reliable, carbon-free energy to millions since 1985.

a three-inch grind that includes around 1,500 tons of dig-outs, followed up with a three-inch hot mix asphalt overlay. We also performed striping, concrete work, and fence repair before completing the job in midDecember.”

Granite has been working on and off for PG&E at the Diablo Canyon Power Plant for more

than 12 years. “We originally began working on a large project around 12 years ago, and have since been available to PG&E in a maintenance capacity ever since,” says Souza. “Our work over the years has also included a couple of larger projects here and there, and then, of course, this large paving job that we completed this past December.”

Above: Granite performs grind and pave operation on nine-mile long access road leading into PG&E's Diablo Canyon Power Plant. The project called for a three-inch grind to include 1,500 tons of dig-outs followed by a three-inch hot mix asphalt overlay. Granite also performed striping, concrete work and fence repair. (Photos courtesy of Granite)

8

California Asphalt Magazine • 2018 Private Construction Issue

Granite began the grinding at Avila Beach and then out to the end of the nine-mile access roadway. The two-lane access road is traveled each day by hundreds of plant workers and it remained open during the entire construction process. “The power plant is open 24-hours and it is traveled by as many as a thousand people each workday,” says Souza. “PG&E made it very clear at the onset that maintaining traffic control to achieve free flowing access was of the utmost importance.”

Souza points out that the rest of the job was pretty much a straightforward grind and pave type project. “We performed 10 days of dig-out work that consisted of removing around 3,000 tons of existing asphalt pavement. We subcontracted the 3” grind of the roadway, while also providing a grinding support crew consisting of three or four laborers,” says Souza.

“The paving of the access road was completed in around 20 shifts and was performed in two passes. We paved one 12-foot lane and four-foot shoulder in the inbound direction and then turned around and did the same for the outbound lane.”

Granite utilized their Cat AP1000D paving machine to pave in 16-foot passes and maintained the traffic flow with three flag personnel on duty during construction. The paving crew included around 12 individuals that included operators, laborers, and 25 truck drivers. “We had around 25-30 Granite crew members on-site on any given day, not including foremen and supervisors,” says Souza.

“CalPortland Construction provided us with around 23,000 tons of ¾ inch Type A hot mix asphalt for the paving of the main access road, and another 14 thousand tons for use on

Above: Granite paved a 12-foot lane and four-foot shoulder for both the inbound and outbound main roadway. (Photo courtesy of Granite)

miscellaneous side roads in and around the plant.”

According to Souza, what made this particular private construction project a bit different from others, was the fact that it started out as a mill and fill job and evolved into much more. “We began our work on the nine-mile main access road, and that developed into a much larger project for our company,” says Souza. “This included the grind and paving of more adjacent roadway, as well as a good deal of added concrete work. In all, we put down around 37,000 tons of hot mix asphalt and approximately 600 yards of concrete for sidewalks and pathways in and around the plant.”

Souza says he is proud of the entire crew that worked on the project, which he says worked tirelessly to get the

California Asphalt Magazine • 2018 Private Construction Issue

job done safely, professionally and on time. “A big part of our success on this project was due to the great teamwork and collaboration between Granite and PG&E project manager, Dan Blandford. Safety is first and foremost for both Granite and PG&E and that was truly job one for us during this project.

We worked both seamlessly and respectfully with one another and that made the job run successfully and smoothly,” says Souza. “It is also important that I recognize all of our crew members, and although I cannot mention everyone by name, I would like to put a big thank you out to everyone who helped make this job a great success.

This includes our project superintendent, Mike Torres, project engineer, Steven Njirich, our general foreman, Gabe Navarrete, labor foreman, Sergio Castro and paving foreman, Jeff Venegas.”

Granite is one of the nation’s largest infrastructure providers and material producers. For nearly 100 years, Granite has been part of some of the largest, most complex infrastructure projects to the smallest construction jobs in California and beyond. The majority of Granite's work is on public works projects, with more than 15 percent of their work going toward private-sector jobs. For more information on Granite, please visit their website at www.graniteconstruction.com or call their Watsonville office at (831) 763-6100. CA Brian Hoover is Co-owner of Construction Marketing Services, LLC and Editor of CalContractor Magazine.

9

IN FOCUS:

Parking Lot tools & other member resources for contractors

By Russell W. Snyder

Successful businesses often tout the importance of a positive customer experience, and that conversation logically morphs into a discussion about friendly employees, memorable service, smart store design and product placement. But what about first impressions? And what is one of the first things a potential customer sees when arriving at a business? Yes, it’s the parking lot.

The Asphalt Pavement Alliance (APA), a CalAPA partner, has produced quality marketing materials highlighting the importance of having a good parking lot paved with asphalt as “the smoothest way to welcome customers.”

A colorful, one-page infographic talks about often overlooked aspects of a parking lot, including aesthetics and the influence it has on a shopper’s decision to patronize a store.

Savvy Realtors ® might refer to that as “curb appeal.” The piece also highlights other wellknown attributes of asphalt, such as its cost-advantage, ease of maintenance, performance, and speed-of-construction.

“The parking lots assets are a result of needs and input from the industry,” Amy Miller, National Director of the Asphalt Pavement Alliance (APA), told California Asphalt magazine.

“There is reference to a study in a New York Times article 10

that states there are eight parking lot spaces per car in the United States. This is an area of the marketplace that is very important to many of our contractors, both in new construction and maintenance.

Providing them with tools that support that business is important to us.”

The CalAPA Southern California Contractor Committee is made up of many paving contractors who specialize in parking lot work, and many successful parking lot jobs have been highlighted in previous issues of California Asphalt magazine. The CalAPA Buyer’s Guide, on the association’s website (www.calapa.net) lists all CalAPA members by specialty so owners can quickly connect with experienced and reputable paving contractors.

“There are a lot of asphalt parking lots out there and they are a big part of our business,” says Aaron Terry, estimator and project manager for Terra Pave Inc., of Whittier, a past chair of the CalAPA Southern California Paving Contractor’s Committee.

“Having informational brochures and pamphlets on this sector gives us the tools we need to market this work.

The fact that they are from an independent source with the clout of CalAPA really helps too. We have been a member of CalAPA for years and it’s great

to have the resources of the association behind us.”

CalAPA has also created a special area of the association’s website devoted to parking lot resources (www.calapa. net/ParkingLots.html). The association is also making editable files of the marketing materials available for members who may wish to use or repurpose them when interacting with project owners or prospective customers.

“Many of our contractor members in Southern California specialize in parking lot construction and maintenance,” said Steve Cota with Patriot Risk & Insurance, this year’s Southern California Paving Contractor Committee Chairman for CalAPA. “These tools will definitely benefit them as they interact with current and potential customers.”

CalAPA’s asphalt producer members, such as Watsonvillebased Graniterock, which also has a paving division, have been equally enthusiastic about the new resources.

“This is one of the most exciting benefits of being a CalAPA member,” said Toni Carroll, Director of Quality for Graniterock. “It’s great to have access to promotional materials to educate our customers and owners on ways that they can improve their laydown and [ Continued on page 12 ]

California Asphalt Magazine • 2018 Private Construction Issue

HERRMANN EQUIPMENT, INC. and

PREMIER PAVING, INC.

Above: Bomag CR552 rubber tire asphalt paver recently purchased from Herrmann Equipment.

Right: Mark Prescott, Operator (left), Steve Prescott, V.P., Tim Prescott, Operator, Premier Paving, Inc.

Premier Paving, Inc. has been providing high-quality asphalt reconstruction, asphalt overlay, patching, seal coating, striping services and ADA upgrades to all of Southern California for over 25 years. This family owned and operated company has built a solid reputation throughout the industry for old fashioned hard work and honesty. With approximately 28 employees, Premier Paving specializes in commercial properties, shopping centers, HOAs and public works projects.

From their Ontario headquarters, they proudly serve Los Angeles, Orange, Riverside and San Bernardino counties.

Premier Paving’s Steve Prescott, (V.P.), recently took delivery of a new Bomag CR552 paving machine from Herrmann Equipment. “This is our first Bomag paving machine, and it is the perfect paver for our scope of work,” says Prescott. “The Carlson screed is another reason we went with Bomag. The light weight platform is perfect for our parking lot projects and this machine meets all Tier IV standards.”

Prescott emphasizes that the best part of the purchase was the relationship they were able to establish with Mike Allen and Herrmann Equipment. “We are so impressed at just how attentive Mike Allen has been to our needs after the sale. He will drop everything to diagnose an issue get us up and running as soon as possible,” says Prescott. “The entire Herrmann team has been great to work with and we are looking forward to adding more Bomag pavers to our fleet in the future.”

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[ Continued from page 10]

materials, and to extend the longevity of the projects. It’s also helpful to have tools we can use to establish expectations between our owners and contractor partners to get to a shared goal of an exceptional project.”

CalAPA member dues contribute to pooled funds such as the APA, and the Pavement Economics Committee (PEC), so CalAPA members have free access to the resources developed by these entities to utilize as they deem appropriate.

The PEC, which underwrites research and other projects to elevate the industry, is funded jointly by the National Asphalt Pavement Association and state asphalt pavement associations, including CalAPA. In another form of collaboration, the Plantmix Asphalt Industry of Kentucky, another APA partner, recently produced an informative

13-minute video about best practices in parking lot design and construction. The YouTube video is appropriate for designers and engineers as well as the general public. A link to the video is also featured on the CalAPA Parking Lot resources page.

One of the most popular resources being promoted by the APA is PaveXpress, the free, web-based tool for pavement design that was developed through PEC funding and has recently been expanded.

“Our focus on continuing to offer to designers a trusted resource for information is another highlight of our collective efforts,” Miller said.

“PaveXpress is based on a proven AASHTO 93 design methodology that continues to be utilized by many engineers around the United States. They appreciate that they now have access to a free software tool

Checklist for Parking Lots Subgrade/Subsoil and Base Layers

A parking lot is only as good as the preparation of the subgrade and the subbase materials. Extra effort spent making sure the pavement subbase is correct will ensure a longer life for the parking lot. A properly compacted and graded base layer will minimize the chance of water puddling on the surface and instead will direct water to the proper drainage or containment areas. Remember, before you dig there are laws that must be followed regarding underground utilities. In most areas, you must call “811 Dial Before You Dig” to have a service locate on-site utilities. You must confirm the local requirements and ensure they are being followed before allowing excavation work to begin.

Ask Yourself — o Is the correct depth and type of crushed aggregate material being installed on the project? o Does the parking lot appear to be graded properly? o Is the subbase layer smooth to 1/2-inch change over a 10 foot length?

12

to that aligns perfectly with AASHTO 93 and 98.”

The APA is also promoting a companion website, called PaveInstruct, that provides an orientation for public works engineers and private-sector designers on some of the key concepts they will face when creating pavement designs.

“Now designers are able to review presentations that teach quality fundamental design procedures by some of the industry’s sharpest professionals,” Miller said.

To learn more about PaveXpress, visit the PaveXpress website at: www. pavexpressdesign.com . The website for PaveInstruct is: www.paveinstruct.com . CA Russell W. Snyder, CAE, is executive director of the California Asphalt Pavement Association.

o Does it appear that the design will allow water to flow to catch basins and curbs? o Are all utility structures set at the proper grade to accept the total number of inches of asphalt? o Are all structures (catch basins, inlets, etc.) cleaned and protected? o Is the site clear of debris and vegetation? o Are all ramps and walkways designed to meet Americans with Disabilities Act standards, if required?

• If so, is the contractor aware of the requirements and will the finished work meet them? o Has the subbase been checked for adequate compaction with no visible water or movement? o Is the base layer/subsoil firm and unyielding under the pressure of repeated construction trucks? o Is the soil dry enough to support heavy construction? Can the soil hold its shape under loaded trucks?

• If the site is wet, postpone until the site is sufficiently dry and can be proof rolled and uniform stability obtained.

California Asphalt Magazine • 2018 Private Construction Issue

Asphalt Delivery

Before the asphalt mixture is delivered to the project, the inspector must review several items to ensure the site is ready for construction and asphalt paving. The most important element is safety. All construction is potentially dangerous and steps should be taken to keep workers and the public safe at all times.

Ask Yourself — o Has a pre-paving meeting been held with the paving foreman to inspect the subbase? o Have you checked the site for possible safety issues? o Are the entrance/crossing points protected against damage? o Has vehicle movement in and around the site been planned? o Are overhead wires or obstructions clearly identified or marked? o Have all utilities been located and marked? o Are any and all obstructions on the site marked and accounted for?

o Have all underground objects been identified and marked? o Can pedestrians navigate the site safely? o Can all construction vehicles enter and exit the site safely? o Are construction warning signs in place and are they easily visible on the site? o Are cones or similar work zone devices being used to clearly mark the work zone? o If paving on compacted aggregate, is the subbase clean and ready to be paved? o If a milled surface, is the milling pattern uniform?

• Is the depth of the milling correct for the depth of asphalt to be installed?

• Has the milled surface been swept or vacuumed? o Are all structures/utilities adjusted to the proper grade? o Are there any areas that need to be patched or repaired prior to paving?

California Asphalt Magazine • 2018 Private Construction Issue

13

Asphalt Mixture

Prior to starting this project, the design engineers determined the depth of each pavement layer and the type of asphalt mixture to be used. Your responsibility is to verify that the correct, specified asphalt mixtures are coming to the site. You can check and collect the truck delivery tickets to verify and document asphalt type and tonnage arriving on the project.

Prior to the start of paving, the foreman and crew should “paint out” the boundaries of the project and mark the paving lanes to identify the proper paving sequence. Once paving starts, the inspector must monitor many items, including mix temperature, layer thickness, smoothness, possible mix segregation and joint construction. These are done through observation and utilization of a straight edge and a thermometer.

Ask Yourself —

Ask Yourself — Site Preparation

o Is this the correct mix type for the project and the layer you are constructing?

o If overlaying a subbase aggregate material, was a “prime coat” (a bonding and sealing agent) required and was it installed per the project specifications?

o Is the mix type specified being installed at the minimum lift thickness? o Does the truck delivery ticket match the approved mix design?

o If overlaying an existing or milled surface, has the surface been cleaned/ swept and given a full “tack coat” (a bonding agent between the two surfaces)?

o How many tons are estimated to pave the project?

• What is the specified coverage rate for the prime/tack coat?

o Does the paving foreman know how many tons he expects to use?

• Is the application uniform?

o How many dump trucks are scheduled to deliver the mix from the plant and how many tons are in each round?

• The goal is to balance the mix delivery schedule to avoid having to start and stop the paving operation. o Are there enough trucks on the run to haul the mix needed to complete the job?

• If you have 5 trucks on the round each carrying 25 tons = 125 tons per round.

• If the job requires 1,000 tons at 125 tons per hour = 8 hours to get the mix to the job. o Are the truck bodies cleaned of debris and are they tarped when they arrive on site? o Is an approved release agent being used? DIESEL FUEL is not allowed! o Is the temperature of the mix arriving at the site within the project guidelines?

Weather is a key factor in determining the end quality of a job. Paving in not advised if the air and surface temperatures are too cold. An air temperature of 40°F is a minimum before paving should be allowed to begin. If paving must go ahead despite the temperature, discuss with your contractor the possible benefits of warm-mix asphalt or other materials/ technologies that may improve pavement quality when paving in colder weather.

14

Ask Yourself — Paving Operation o Is the equipment properly maintained and in proper working order? o Does the foreman have a paving plan?

• Are the paving lanes and passes painted out?

• Has a roller pattern been established?

• If each round takes 1 hour to make, then the production rate is 125 tons per hour.

Asphalt Paving

• Has the material been given enough time to “break” (evaporate the water)?

o What is the specified compacted thickness in inches?

How thick is the crew laying the mixture prior to compaction? A rule of thumb is that a loose mat compacts a quarter inch per 1 inch of thickness. o Is the mix temperature within the guidelines as recorded in the paver hopper? o Is the finished mat smooth with no deviations greater than ¼ inch over 10 feet? o Is the contractor taking steps to minimize segregation of the aggregate in the mat? o Are there any signs of pattern segregation in the mix, particularly at the joints? o Is the paving crew maintaining a continuous slope/grade between paver passes? o Are both transverse and longitudinal joints being constructed properly? o Are efforts being made not to broadcast mix on to the mat and to remove excessive coarse aggregate, especially in handwork areas? [ Continued on page 16 ]

California Asphalt Magazine • 2018 Private Construction Issue

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[ Continued from page 14]

Compaction/Density

Ask Yourself — After Compaction

Compaction is the most critical part of pavement installation. Properly compacted asphalt mats provide many years of reliable service. Proper compaction of the mat will keep moisture out of the pavement and prevent future problems. The plans and specifications should specify how density is tested. The inspector needs to monitor the specified compaction density with a gauge to ensure that final target densities are achieved. Regular visual inspection of the mat during compaction is also required: look for segregation, indentations, properly sealed joints, and under-compacted areas.

o Is the proper type and number of compaction equipment being used to achieve specified density? o Has adequate time been allowed to ensure proper compaction given the current weather?

• Check pavement temperature before compaction begins. Don’t rely solely on an infrared temperature gauge. Have a probe thermometer on hand to check the internal temperature of the mat.

• The ability to achieve proper compaction requires a mat temperature of 175°F or greater.

• Do not let roller operators park equipment on the fresh mat while compaction is ongoing. o Has the contractor performed extra compaction effort in handwork areas inaccessible to rollers? o Is a compaction testing gauge being used? o Density targets are called out in the specification — are they being achieved?

• Typical density targets are in the 90–95% range.

16

o Are there any signs of depressions/water puddles on the mat? o Is the final lift thickness correct as specified after compaction? o Are all joints properly compacted? o Is the project neat and clean when the work is complete? o Has the mat cooled sufficiently to support traffic?

Ask Yourself — During Compaction

• Nuclear gauge readings, particularly on thin pavements, may have limitations.

o Upon visual inspection, does everything look correct?

• Keep all traffic off the finished mat for as long as possible.

• To avoid scuffing, be sure the surface has cooled to a minimum of 160°F. • On hot summer days or in warmer climates, additional cooling time may be needed. It may be advisable to keep traffic off the finished mat for as long as three days in some climate conditions.

After Project Completion

Ensure that the finished product is ready to accept traffic before it opens. Retain all records from the project and take a final photograph of the site for your records.

o Do you have copies of all truck delivery tickets? o Do you have a record of all the temperature and compaction readings you took during the project? o Is an outside agency testing the final product for acceptance and payment? o Do you have all the necessary temperature recordings? o Allow the pavement 2–3 weeks to cure before final parking lot striping is added. o Schedule a walkthrough with the owner on the completed project to ensure satisfaction with the workmanship and finished product.

California Asphalt Magazine • 2018 Private Construction Issue

Q&A with

Fr an Inman

Chairperson, California transportation Commisssion

Editor’s Note: Fran Inman has served on the California Transportation Commission since 2010, and earlier this year was elected board chair. In 2013, Inman was also appointed as a founding member of the National Freight Advisory Committee and co-chaired the subcommittee on project delivery and operations.

She directs government relations and community affairs activities for Majestic Realty Co., one of the nation's largest privately held real estate development companies. With a real estate portfolio totaling approximately 84 million square feet of commercial properties, Majestic Realty has offices in Los Angeles, Atlanta, Bethlehem, Dallas, Denver, Fort Worth, Las Vegas, Laredo, Portland and Phoenix.

Inman served as the chair of the board of the Los Angeles Area Chamber of Commerce and serves as vice chair for the California Business Properties Association (CBPA). She is the former chair of the San Gabriel Valley Economic Partnership (SGVEP) and is also a founding board member of FuturePorts and a board member of Inland Action and the California Business Roundtable. She is also a long-time member of the Coalition of America’s Gateway and Trade Corridors. A graduate of California State University, Fullerton, Inman holds both a BA and a MBA in finance. In 2010, Inman was awarded an Honorary Doctorate of Business Administration from Woodbury University. In February of this year, Inman was re-appointed to another four-year term on the California Transportation Commission by Gov. Jerry Brown. Shortly after taking over as chair of the CTC, she sat down with California Asphalt magazine to discuss a broad range of transportation-related issues facing California today.

California Asphalt Magazine: First off, congratulations on taking over as chair of the California Transportation Commission. Thank you for taking the time to speak with us.

Fran Inman: Thank you. I’m happy to.

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CAM: SB1, the Road Repair & Accountability Act of 2017, which was signed into law last year by Gov. Jerry Brown, is obviously the big news these days. It is expected to generate more than $50 billion for state and local transportation Fran Inman programs over Chairperson, California the next 10 years, Transportation Commission and represents the first increase in the state’s fuel taxes devoted to transportation since 1994. Obviously, the under-investment has had a negative impact on roads. Please give us your views on what SB1 means for our state, and where we stand with implementation.

FI: I think we all care about SB1.

CAM: Amen to that from our industry!

FI: The worst vote I ever had to take, and I’ve been on the CTC since 2010, was in 2016 when we voted to reduce our STIP fund estimate (State Transportation Improvement Program). I think that was a real galvanizing moment, because we had been talking about our shortfalls, and the lack of a “state of good repair” of our roads, but it came down to the STIP, it was like, “Here it is. We are not authorized to have a fund estimate that’s bigger than the money we expect to be available." I do think that moment, that $1.5 billion shortfall, was a focusing point for a lot of folks. I appreciate the hard work by the Legislature and the governor to complete SB1.

I’m tremendously proud of our CTC staff for hitting the ground running. They did a fantastic job, in my opinion, of having workshop after workshop to make sure we listened to all of our [ Continued on page 20 ]

California Asphalt Magazine • 2018 Private Construction Issue

[ Continued from page 18]

multiple stakeholders. I know, last summer, the joke was, ‘How many CTC workshops will there be today?’ I think it’s really good. The more we can do, collectively, to bring together as many of our partners around the table, and sit down and figure out how most effectively to get these dollars to work to improve mobility for all Californians, is really important. I can’t imagine where we’d be without it.

CAM: SB1 includes a lot of accountability provisions written into the law, and the CTC has a greater role in terms of oversight and making sure the dollars are spent appropriately. That’s a huge new and complex responsibility, and you are the first CTC chair to oversee that. Tell us about that.

FI: We have had, over the last couple of years, several laws that have been put in place to strengthen accountability, such as the law about asset management plans. So there has been a general push toward making sure that absolutely every dollar is used effectively. With regard to increased accountability, one of the roles of the commission is to advise the Legislature, and we try to do a good job of that in terms of where we see shortfalls or where we see something that is missing that prevents people from doing their jobs as effectively as we would like. We know it is difficult for everybody to understand the other person. The more that we can play a role at that, in terms of the understanding and the accountability, that would be great. We take our reporting requirements very seriously. I think that the fact that the commissioners come from all different fields of expertise and experience, we try to add value.

We are definitely committed to doing everything we can, and we do a pretty darn good job of it in an effective, transparent, and timely manner, while ensuring accountability. Not to point fingers, but we must bring folks to the table and have those good discussions and then move forward together. The earlier everyone is at the table, and we understand our mutual goals, and how we are getting there, the better we are.

CAM: Every bill that ever passed the Legislature was a product of compromise, and SB1 is no different. However, even though it passed by super-majorities, or a two-third vote, in both the state Senate and the Assembly, there continue to be loud voices that criticize parts of SB1 and claim the money will be wasted or diverted for other purposes. Accountability provisions, including the creation of a fiscal watchdog, an Office of the Inspector General, were written into the law 20

to address these concerns. Since the CTC is responsible for overseeing the implementation of SB1, what is your response?

FI: A companion bill to SB1 was Assembly Constitutional Amendment 5, authored by Assemblyman Jim Frazier and passed by the Legislature last year, which has a lot of those accountability provisions written into it in the form of a statewide ballot measure that will go before voters in June.

CAM: I believe that has now been given the ballot designation of Proposition 69. Observers predict it will be overwhelmingly endorsed by the electorate.

FI: Right. So I think we have those accountability and protection measures in place. We have a serious commitment to the fact that we need these transportation infrastructure dollars, and that the dollars must be used appropriately. We desperately need to invest, and you get what you pay for.

CAM: It’s ironic that while there are some in California who are talking about repealing SB1 because of the fuel tax hikes, yet there continues to be serious talk in Washington, D.C., about increasing the federal gas tax to shore up the Highway Trust Fund that has been running chronic shortfalls for many years now.

FI: We are among two dozen or so states that have increased fuel taxes to pay for transportation in recent years. The other thing that I’ve never understood is that we didn’t index the gas tax before now.

CAM: Right. Previous legislatures only increased fuel taxes a penny or so here and there, but never accounted for inflation. Since the fuel tax in California has not gone up since 1994, a transportation dollar today has about half the buying power it did in the 1990s.

FI: Right. The world doesn’t stand still. The lack of an index (tied to inflation) was a challenge.

Hopefully we recognize how that got us into a pickle.

CAM: It is unreasonable for us to maintain a transportation system with 1994 dollars.

FI: Also, the state of good repair is just common sense. I don’t know anybody who would make a plan not to keep their assets in a state of good

California Asphalt Magazine • 2018 Private Construction Issue

repair. None of us do that when we buy a house.

We always plan on keeping it up. We’re all paying a hidden tax with the gridlock and getting our wheels aligned, buying new tires.

CAM: It seems like those who care about infrastructure, like we do, have not done a very good job of communicating the benefits of a wellmaintained transportation system, and also the risks to all of us if we let it fall apart.

FI: We aren’t good storytellers, necessarily. We get into our sector, and we assume that everybody is at the level we are, and we speak the language – we have acronym soup. I think for all of us, we need to be better storytellers.

CAM: I know from first-hand experience that many public works agencies just focus on getting the work done, not communicating the “hows” and “whys” of the work.

FI: At the CTC we were guilty of this with the implementation of Proposition 1B (infrastructure bond act) in the mid-2000s. We didn’t tell our stories, and they were great stories. I think there is a bit of a challenge with how many hits you get with a great story vs. how many hits you get with a not-so-great story. I do think we need to do a better job of telling our stories. I do love the signage that is going up, but I think that we cannot over-communicate when it comes to telling people, “This is how we get something done.”

CAM: Obviously, the California Department of Transportation, or Caltrans, will play a central role in determining if SB1 is considered a success or not. The department recently changed directors, with Malcolm Dougherty departing, and being replaced by a longtime regional director, Laurie Berman from the San Diego area.

Many other management changes have taken place recently. As work ramps up, and the Brown administration winds down, is the department capable of delivering on this new workload, turning dollars into projects and getting them under construction quickly?

FI: I’m thrilled that they have made an announcement of a new director so quickly. They made the announcement of Laurie Berman the same day Malcolm Dougherty announced he was leaving. I think that gives us the best-case scenario for continuity. I see that as like a relay race, and it should be a smooth handoff. Laurie is a seasoned veteran. She’s an experienced

collaborator. She’s got a long track record of getting things done, and doing it in a consensusbuilding way. She’s worked at the district level so she has a perspective from where the projects get built. Her experience is perfect at this time because she’s been a key part part of a CaltransMetropolitan Planning Organization partnership that gets national recognition – the work that the San Diego Association of Governments did with the local Caltrans district down there. So I think that her experience is fantastic. Caltrans hit the ground running with SB1. I don’t think the ink was dry before they took on an attitude of, “OK, we’re going to get this done, and done effectively.” So I think that the leadership transition at Caltrans could have been a real drawback had we not had the kind of relay that this baton-pass is turning out to be.

CAM: SB1 also has an emphasis on goodsmovement. You’re a nationally known expert on goods-movement, which is so important here in California. Please give us your thoughts on that aspect of the new law.

FI: Please stop me when I go over my time for this interview.

CAM: We’ve heard this is one of your passions.

FI: You asked for it! Seriously, though, this is so important. I worked on the 2005-2006 goodsmovement action plan, and that was a long process. We had the environmental agency and the transportation agency sitting together.

Shortly after that, Senate President Pro Tem Don Perata, under his leadership, said we can’t keep going like this, we need a bond. He came up with a comprehensive plan, but goods-movement wasn’t in it. I just spent two years working on this. To his credit, he said “You’re right.” And I really think the trade corridor investment program came as a byproduct of that 20052006 goods-movement plan. I think that was the beginning of really breaking down silos and getting people talking to each other. Our goodsmovement is a system of systems. There’s a lot of co-dependencies. A third of the jobs in our state relate to this sector. I like to say, “Every day is a freight day.” It really is powerful. If you look at our world, at e-commerce, the challenges with the first- and last-mile in our urban cores, and the speed to market, it is complicated. The more that we can plan early and plan often the better off we will be. Freight is the economy in motion.

I think it is very important. I am encouraged

California Asphalt Magazine • 2018 Private Construction Issue

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that we have the trade corridor enhancement program, and the Solutions for Congested Corridors Program, as well as the Local Streets and Roads Programs. We have the STIP (State Transportation Improvement Program) and the SHOPP (State Highway Operation & Protection Program). In all of those programs, freight is a component in one way or another. I like to describe it as an endocrine system.

CAM: We might need to consult with a biology textbook to help us with that one. We’ve never heard that term in relation to transportation.

FI: Endocrine is what moves all the proteins around your body. When your endocrine system doesn’t function, everything shuts down. So I describe the freight system as the endocrine system.

CAM: Since you work in commercial real estate, how do you see the interconnections between land-use, planning, transportation, housing, jobs and our quality of life?

FI: Historically, in the real estate sector, the mantra has been “Location, location, location.” I think that the mobility factor, which is the infrastructure investment, is huge. It doesn’t matter what business you’re in. I think with regard to housing, No. 1, we need to be able to get the material to build the houses, and clearly the construction industry is the industry that helps us do that. But then in the on-going, we continually search for a jobshousing balance. Sometimes we get out of whack, which puts extra burden on our transportation requirements. We see folks, like we are seeing now, with an elongated commute time, they are either stuck in traffic or they are driving a crazy distance to get to their work or their school or wherever they need to go. And they are all co-dependent.

In the goods-movement sector, we have lots of co-dependencies as well. We strive for balance, in housing, in transportation, in utilities. When any one of those links in our chain don’t work then I think it ripples through every sector.

CAM: That inter-connectedness is breathtaking.

FI: Just look at the manufacturing sector.

Manufacturing today is not the old manufacturing model of raw materials coming in one side, and a totally finished product going out the other side.

I’ve heard, during the debates over NAFTA (the North America Free Trade Agreement) that some products go back and forth across the border 22

something like eight or nine times when they are doing some of their assemblies. When you are in Mexico, for example, they are quick to tell you all of those parts are coming out of California, and are being assembled and going back as a TV. CAM: One challenge facing both the construction industry and public works agencies is that of recruiting, training and retaining workers. In just a few years, Caltrans has gone from being overstaffed by thousands of positions, according to the Legislative Analyst’s Office, to needing to recruit thousands of workers due to attrition and retirements.

FI: I think every sector is grappling with workforce issues. I’m concerned. I think we’ve got a huge tsunami of talent that is retiring or just retired.

I think part of that is volume. The other part of that is, what are the skills required? Part of that is training. We’ve seen vocational training ebb and flow. Now we are trying to ramp it back up.

But I think a lot of our partners have had to take it upon themselves to get people trained. The other big challenge for all of us is the changes in our world and the speed of change in how we do business. It doesn’t matter what sector you’re in. Very few people are still doing business exactly the same way. I have a long enough of a career that I remember the excitement of a fax machine, and I’ve seen that come and go. Now, the copiers have changed. We tend to scan things, and send them over that way. It’s amazing to me, you can purchase real estate, signing your name electronically, until the very last day, until they show up and they want your signature, your wet signature they call it. I think the challenge for all of us is, No. 1, the volume of folks that we need, and then, No. 2, the skills, and how do we take advantage of technology, and also, have the skills to solve whatever problem we need to solve, and the problem we need to solve today might be different than the problem we need to solve tomorrow, and we’re always going to need people who have those skillsets.

CAM: In a related vein, what do you think about workforce diversity? This is an issue we grapple with in our industry, particularly as it relates to attracting women or under-represented minorities to the industry. In construction, for example, women make up only about 13 percent of the workforce.

Only about 18 percent to 20 percent of engineering students at U.S. colleges and universities are women. What can be done about this? [ Continued on page 24 ]

California Asphalt Magazine • 2018 Private Construction Issue

California Asphalt Magazine • 2018 Private Construction Issue

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[ Continued from page 22]

FI: My whole career has been what you would call a non-traditional career path for a female professional. I do think with regard to the skillset, and if it hasn’t been at the top of our list to be an engineer, or to get women into math and the sciences. But I think the biggest change I see for women in business relates to Title IX and having women in organized sports and playing on a team.

I think that our daughter’s daughters will be in a different environment. We have begun breaking down some barriers to what you want to be in life.

I attribute that to playing organized sports. I also think that we need to look at the interest in the field, and getting people thinking that’s an option.

We do a lousy job of career counseling, in my opinion. What kind of worker do we need in the future? We need a worker who has the ability to learn and to solve problems. That applies to all of us – it’s really gender neutral. As far as workforce recruitment, we need to have more people understand what the career might entail. It’s not just the hard skills. What are the other pieces of the puzzle that need to be in alignment? For example, some jobs start early in the morning, but you have to get the kids to school. Or what about transportation to the job? I do think if we can build in some additional support systems, perhaps it

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takes a bit more redundancy, a bit more flexibility.

But we’ve made tremendous strides. Still, we have more work to do.

CAM: In closing, what message would you like to convey to our industry?

FI: I go back to what I said earlier. We, all of us, need to do a better job of telling our story.

We need to clearly communicate to our fellow Californians what we are doing for the economy, for our quality of life. I also think we all need to stand tall and be proud of the work we do, collectively, together. I think that we don’t necessarily appreciate all of the hard work it takes for us to get funding, and get a project ready to go, for your industry to have the asphalt there when we need it. Let’s be proud of the work we do. CA

This interview was conducted by Russell W. Snyder, CAE, executive director of the California Asphalt Pavement Association (CalAPA).

California Asphalt Magazine • 2018 Private Construction Issue

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California Asphalt Magazine • 2018 Private Construction Issue

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CalAPA members walk the halls at the Capitol to tout SB1 benefits, accountability

By Russell W. Snyder

What a difference a year makes.

A year ago stern-faced CalAPA members marched on the state Capitol in Sacramento to armtwist and cajole legislators into supporting SB1, a comprehensive transportation funding measure.

Weeks later, the $50 billion, 10year Road Repair & Accountability Act of 2017 passed the Legislature with nary a vote to spare and was signed into law by the governor.

Significantly, it included the first increase in the state’s fuel taxes devoted to transportation since 1994.

The mood was much lighter in 2018 as members returned to the Capitol to thank legislators for the historic vote and to pledge to work collaboratively with state and local agencies to deliver the much-needed road improvement projects quickly, safely and costeffectively.

“During our meetings with legislators, there was unanimous agreement that our roads need to be fixed, and fixed fast,” said Mike Murray with Vulcan Materials, 2018 CalAPA chairman and Capitol “Fly-in” participant. “Our industry and our state and local agency partners are committed to working collaboratively to deliver these vital road improvements made possible by SB1.”

The association's annual sojourn to the Capitol represented citizen activism at its best, as members shared stories of real jobs, real issues and the very specific consequences that come from action, or inaction, by their state elected representatives.

There’s also relationshipbuilding and finding common ground: State Sen. Jim Beall, D-San Jose, bragged about how 26

he placed a CalAPA “Fixing YOUR Roads” bumper sticker on his wife’s car. Assemblyman Jose Medina, D-Riverside, remembered an asphalt reference in a John Steinbeck novel that was mentioned during a CalAPA meeting a year earlier.

Assemblyman Frank Bigelow, R-O’Neals, a rancher, drew from a vast reservoir of knowledge about aggregate resources and even his experiences driving a water truck similar those used by the construction industry.

Assemblyman Marc Berman, D-Palo Alto, also brandished a CalAPA “Fixing YOUR Roads” bumper sticker and recounted his tireless and sometimes tedious work in local government quantifying and justifying road infrastructure investments.

SB1 will be a godsend to his hometown, he noted.

Indeed, this year’s Fly-in, held March 13-14, featured a mostly upbeat assessment of the prospects for fixing California's crumbling roads and bridges after years of under-investment and neglect. Although SB1 still has some skeptics, the flurry of road work already happening across the state has bolstered the case that the money will be put to good use.

CalAPA members made a point this year to thank those legislators who voted for the bill, chide those who didn't, and outline how all Californians will benefit from the road work that is already taking place across the state as a result of SB1.

State Sen. Bill Dodd, D-Napa, a member of the Senate Transportation & Housing Committee, remarked that “nothing was done in a

vacuum” with regard to SB1.

“We conducted polls. People wanted their roads fixed.”

Dodd, a longtime champion of transportation in the San Francisco Bay Area, previously toured a Syar Industries quarry and asphalt facility personally conducted by company owner Jim Syar.

CalAPA members also took note of the contributions by Assemblyman Jim Frazier, D-Discovery Bay, Chairman of the Assembly Transportation Committee, who was the Assembly floor manager last year for SB1, and also authored ACA5, which contains tough new protections for transportation dollars to prevent them from being used for other purposes.

The proposed Constitutional Amendment will go before voters in June in the form of Proposition 69. Frazier was a longtime contractor before becoming a Legislator.

“It was very encouraging meeting with so many state representatives, all with the same common goal, using SB1 as the engine of the road construction industry for 10 years and beyond into the future,” said Jim Ryan with Alon Asphalt, who was part of the CalAPA delegation.

Added Scott Dmytrow with Telfer Pavement Technologies: “In order to ensure our voice is heard and our interests are protected as an industry, we must take the time to meet directly with our Assembly and Senate representatives.

This legislative fly-in allowed us one-on-one time with the people initiating the laws of our state.”

“The CalAPA Fly-in was a great experience and a privilege to be a part of,” said first-time

California Asphalt Magazine • 2018 Private Construction Issue

CalAPA Advocate Jeff Sievers (standing at left) briefs the CalAPA delegation prior to meeting with lawmakers at the CalAPA Legislative Fly-in held March 13-14, 2018 at the state Capitol in Sacramento.

The CalAPA delegation meets with Assemblyman Jose Medina, D-Riverside, at the CalAPA Legislative Fly-in.

Pictured, from left: Jim Ryan, Alon Asphalt/Delek US, Crystal Howard, EnviroMINE, Sean Palmer, Holliday Rock, Medina, Scott Fraser, R.J. Joble, and John Greenwood, California Commercial Asphalt.

The CalAPA delegation chats with state Sen. Jim Beall, D-San Jose, Chair of the Senate Transportation & Housing Committee and author of SB1, the Road Repair & Accountability Act of 2017.

The CalAPA "SB1 -- Fixing YOUR Roads" bumper stickers are a hot item at the state Capitol.

Assemblyman Marc Berman, D-Palo Alto, shows off his bumper sticker. Pictured, from left: Jim Ryan, Alon Asphalt/ Delek US, Berman, Sean Palmer, Holliday Rock, and Scott Dmytrow, Telfer Pavement Technologies.

The CalAPA delegation meets with Assemblyman Jim Frazier, Chairman of the Assembly Transportation Committee and floor manager of SB1, the Road Repair & Accountability Act of 2017.

Frazier also authored ACA5, which will be on the June ballot as Proposition 69 and will protect transportation dollars from being diverted to other purposes. Pictured left to right; Jim Ryan, Alon Asphalt/Delek US, Scott Fraser, R.J. Noble, John Greenwood, California Commercial Asphalt, Frazier, Steve Ward, Pavement Recycling Systems, Scott Dmytrow, Telfer Pavement Technologies, Sean Palmer, Holliday Rock and Crystal Howard, EnviroMINE.

Taking a break during legislative appointments at the CalAPA Legislative Fly-in are Jim Ryan with Alon Asphalt/Delek US (left) and Scott Dmytrow with Telfer Pavement Technologies.

The CalAPA delegation meets with state Sen. Bill Dodd, D-Napa. Pictured, from left: Mike Herlax, Syar Industries, Scott Dmytrow, Telfer Pavement Technologies, Dodd, Steve Ward, Pavement Recycling Systems, Brian Handshoe, Kenco Engineering, and Jim Ryan, Alon Asphalt/Delek US.

The CalAPA delegation meets with state Sen. Scott Wiener, D-San Francisco. Pictured, from left: Mike Herlax, Syar Industries, Steve Ward, Pavement Recycling Systems, Wiener, Jim Ryan, Alon Asphalt/Delek US, Scott Dmytrow, Telfer Pavement Technologies, and Brian Handshoe, Kenco Engineering.

The CalAPA delegation poses with state Sen. Jim Beall, D-San Jose, who is holding a CalAPA "SB1 -- Fixing YOUR Roads" bumper sticker. Beall is author of SB1, the Road Repair & Accountability Act of 2017. Pictured, from left: Steve Ward, Pavement Recycling Systems, Brian Handshoe, Kenco Engineering, Scott Dmytrow, Telfer Pavement Technologies, Beall, Jim Ryan, Alon Asphalt/Delek US, and Mike Herlax, Syar Industries.

California Asphalt Magazine • 2018 Private Construction Issue

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participant, Scott Fraser with R.J. Noble Co. “It provides us an opportunity to sit face-to-face with the policy-makers affecting the transportation decisions being made within our state and our communities. It is great to see such talented individuals from within our industry working together to further the cause, and use, of Asphalt Concrete in the beautiful State of California.”

A veteran hand of several trips to Sacramento and Washington, D.C., Brian Handshoe, vice president of Kenco Engineering, said the CalAPA delegates represented the industry well at a critical time. “Once again the CalAPA ‘Fly-in’ has proven to be a very important opportunity for the members of our industry to press our case for funding directly to the people responsible for granting it,” he said. “In some offices we said ‘thank you’ and in

some we asked why we didn’t get the support we deserve. Not all of the conversations were fun but they were all necessary.”

Another goal of the Fly-in by CalAPA members, as well as other transportation backers, was to dispel bogus claims

by SB1 critics. The Fix Our Roads coalition, which includes CalAPA and a broad array of stakeholders, has produced several SB1 fact sheets that expose the myths being pushed by critics. The principal organizer of the Fly-in was CalAPA’s advocate, Jeff Sievers with the firm of Carpenter Sievers, who lobbies on behalf of the industry in Sacramento. This year’s Fly-in boasted record participation.

“CalAPA members did an outstanding job of representing the industry with their elected officials, and helping them understand our industry and

its significant contributions to job-creation and the economy,” Sievers said. “They made a very strong impression with lawmakers, and that will be beneficial in policy discussions all year long.”

To view more photos from the 2018 CalAPA legislative "Fly-in," visit CalAPA's Facebook page.

CalAPA, in coordination with the National Asphalt Pavement Association, will also participate in the annual Transportation Construction Coalition Flyin to the nation’s Capitol in Washington, D.C. May 15-16.

For more information, contact Russell Snyder of CalAPA at (916) 791-5044. CA

Scott Dmytrow with Telfer Pavement Technologies (left) makes at point as state Sen. Bill Dodd, D-Napa, listens at the state Capitol in Sacramento.

CalAPA member Brian Handshoe with Kenco Engineering (right) speaks with Assemblyman Andy Vidak, R-Hanford, during the CalAPA Legislative Fly-in.

The CalAPA delegation meets with Assemblyman Kansen Chu, D-San Jose, at the CalAPA Legislative Fly-in held March 1314, 2018 at the state Capitol in Sacramento.

The CalAPA delegation meeting with Assemblyman Andy Vidak, R-Hanford. Pictured, from left: Scott Dmytrow with Telfer Pavement Technologies, Brian Handshoe with Kenco Engineering, Jim Ryan with Alon Asphalt/Delek US, Vidak, Mike Herlax with Syar Industries and Steve Ward with Pavement Recycling Systems.

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The CalAPA delegation meeting with Assemblyman Kansen Chu, D-San Jose. Pictured, from left: Steve Ward, Pavement Recycling Systems, Chu, Scott Dmytrow, Telfer Pavement Technologies, Brian Handshoe, Kenco Engineering, Jim Ryan, Alon Asphalt/Delek US, and Mike Herlax, Syar Industries.

Russell W. Snyder, CAE, is executive director of the California Asphalt Pavement Association (CalAPA).

The CalAPA delegation meets with Assemblyman Devon Mathis, R-Visalia. Pictured, from left: Mike Herlax, Syar Industries, Jim Ryan, Alon Asphalt/Delek US, Scott Dmytrow, Telfer Pavement Technologies, Brian Handshoe, Kenco Engineering, Mathis, and Steve Ward, Pavement Recycling Systems.

The CalAPA group meets with Assemblywoman Catharine Baker, R-Dublin. Pictured, from left: Brian Handshoe, Kenco Engineering, Scott Dmytrow, Telfer Pavement Technologies, Baker, Steve Ward, Pavement Recycling Systems and Mike Herlax, Syar Industries.

California Asphalt Magazine • 2018 Private Construction Issue

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California Asphalt Magazine • 2018 Private Construction Issue

29

INSURANCE COLUMN

My automobile premium has increased by 25%. Is this happening to everyone?

By Steve Cota, Patriot Risk & Insurance Services

2. Increase in Miles Driven a. Healthier economy has led companies to expand and hire more employees b. Commercial auto fleets are expanding c. More autos and employees equal more exposure on the road d. The severity of accidents has grown Over the last couple of years, the insurance industry has experienced record losses on their commercial automobile book of business. This is driving up the insurance premiums for business owners. Below is a list of factors contributing to these increases in no particular order.

1. Distracted Drivers a. Whether it’s talking on the cellular phone, checking emails, or texting b. Use of a cellular phone while driving is now contributing to over 30% of all reported accidents c. Impacts both the commercial and personal insurance marketplace

3. Less Skilled Drivers Availability a. Shortage of skilled commercial drivers (especially class A) b. Lack of skill has increased the frequency of accidents 4. Rising Medical Costs a. Due to the rising health care costs in California b. Medical costs associated from treating auto accident victims is rising 1.5 times faster than any other cost associated with auto accidents 5. Higher Auto Repair Costs a. New technology is driving repair costs (sensors, cameras, etc.)

What can you as a business owner do? The process starts with having a formal written “Vehicle Safety Program” in place that is specific to your company’s needs and exposures. The following outlines major areas that the Vehicle Safety Program should address.

1. Have an established criteria for all drivers to be eligible to drive (age, MVR history, etc.)

2. Have an Accident investigation report form in all vehicles for drivers to immediately complete 3. Vehicles should be inspected weekly (tires, brakes, oil, etc.)

4. Random drug tests for all drivers and equipment operators 5. Distracted driving guidelines and consequences 6. Management commitment You may want to reach out to your current insurance broker or auto insurance carrier, as many will offer assistance to their policyholders for creating a safety program. CA Steve Cota, CRIS, directs the Asphalt Paving Program for Patriot Risk & Insurance Services in Irvine, California. For more information regarding the above or any other insurance-related questions, he may be reached at (949) 486-7947 or scota@patrisk.com.

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California Asphalt Magazine • 2018 Private Construction Issue

DRIVABILITY GETTING YOU WHERE YOU NEED TO BE, THAT’S

* Edelman Berland Driver Survey, 2014

| ** Edelman Berland Survey, 2013

55% of drivers today identify traffic delays due to road construction as the most frustrating part of their driving experience.* With off-peak construction, asphalt pavements leave roads and parking lots open when demand is at its highest. Surface maintenance and repair are quick, ensuring drivers and pavement owners have a smooth, high performance surface with minimal inconvenience. No wonder an independent survey found 87% of engineers, developers, transportation officials and other key stakeholders chose asphalt for its ease of maintenance.** Smoother, quieter, fewer delays… that’s drivability. That’s asphalt.

L E A R N M O R E A T W W W. D R I V E A S P H A LT. O R G

The APA is a partnership of the Asphalt Institute, National Asphalt Pavement Association and the State Asphalt Pavement Associations.

INDUSTRY NEWS Caltrans Director Dougherty resigns, is replaced by former regional chief Laurie Berman

By Russell W. Snyder

Caltrans Director Malcolm Dougherty (right) meets with Jeff Reed of George Reed Inc. (left) and CalAPA Technical Director Brandon Milar (center) this past February in Sacramento.

Caltrans Director Malcolm Dougherty is resigning his position "to pursue other opportunities in the private sector," the department announced in February. Gov. Jerry Brown named longtime San Diego regional chief Laurie Berman as his replacement.

The governor also named Brian Annis as permanent secretary of the California State Transportation Agency, replacing Brian Kelly, who left to take over as head of the California HighSpeed Rail Authority.

The announcements represent the latest in a series of management changes at Caltrans as the department faces fresh scrutiny and oversight with the passage last year of SB1, the Road Repair & Accountability Act of 2017 that will generate more than $50 billion for transportation improvements over a decade.

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Caltrans Director Malcolm Dougherty (seated) spoke at the 2012 CalAPA Fall Asphalt Pavement Conference in Sacramento. CalAPA Executive Director Russell Snyder is at right.

SB1 includes additional oversight of Caltrans by the California Transportation Commission, and the creation of an Inspector General to ensure transportation dollars are being spent as intended. That is a central theme of a proposed ballot measure to repeal SB1 that is being promoted by political operatives seeking to boost conservative voter turnout in November.

Dougherty was named director of the department on May 9, 2012, after serving as an interim director since 2011. The appointment brought an element of stability to the position after a tumultuous period that followed the end of the administration of Republican Gov. Arnold Schwarzenegger.

Will Kempton, an appointee of Schwarzenegger, left the department in July of 2009, and a series of interim directors

followed in rapid succession: Randy Iwasaki, Cindy McKim and then Dougherty. Kempton and Iwasaki left Caltrans for jobs at local agencies, and McKim retired.

In the Jan. 20 announcement, Berman said, "I am honored to have the opportunity to lead an agency that has a major impact to those who live, visit and do business in the state of California. Transportation plays a vital role in the state's economy and livability for every Californian, and I look forward to building on the great progress this department has made over the last several years."

Berman has been serving as Caltrans Acting Chief Deputy Director since October, replacing Kome Ajise. Berman has held several roles at Caltrans over a 34-year career, including District Director in the San Diego region where she

California Asphalt Magazine • 2018 Private Construction Issue

oversaw the groundbreaking on the I-5 north coast corridor project, the successful delivery of the State Route 125 public/ private partnership project and improved mobility efforts along the California-Mexico border.

"I am very confident that Laurie is the right person to lead Caltrans," Dougherty said in the department press release. "She's been instrumental in delivering on the promise of SB1 and will ensure a smooth transition for our hardworking staff and the public."

Few details were offered about Dougherty's departure, except that he was resigning "to pursue other opportunities in the private sector."

In an internal e-mail to Caltrans employees, Dougherty said: "It is with great difficulty that I send this message. After nearly 26 years with Caltrans

Laurie Berman was appointed on Feb. 20 by Gov. Jerry Brown as director of Caltrans. Berman has held several roles at Caltrans over her 34-year career, including District Director in the San Diego Region. (Photo courtesy of Caltrans)

California Asphalt Magazine • 2018 Private Construction Issue

and seven years as director, I will be leaving Caltrans at the end of February to pursue other career opportunities.

I am very proud of the work that we all have accomplished during that time and I am confident that you will continue to make great strides. During my time here, I have worked on incredible projects, worked with an outstanding group of people and have accomplished great things with all of you. I would like to thank Governor Brown for the opportunity to lead this remarkable agency and serve the people of California.

I look forward to watching you continue to excel." CA Russell W. Snyder, CAE, is executive director of the California Asphalt Pavement Association.

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Alon Asphalt Company.......................................3

Matich Corporation...........................................24

Asphalt Pavement Alliance/CalAPA................ 31

Nixon-Egli Equipment Co.................. Back Cover

Bomag America....................................................7

Papé Machinery..................................................23

Coastline Equipment...........................................7

Pavement Recycling Systems..........................25

E.D. Etnyre & Co.................................................35

Peterson CAT........................................................2

Goldstar Asphalt Products...............................19

Quinn Co...............................................................2

Hawthorne CAT....................................................2

RDO Equipment Co..............................................5

Herrmann Equipment, Inc................................. 11

Roadtec............................................................... 17

Holt of California..................................................2

Scott Equipment................................................29

Kenco Engineering, Inc......................................25

Sitech NorCal.....................................................29

Keystone Engineering.......................................33

Volvo Construction Equipment & Svcs...........15

NEW MEMBERS OF CalAPA CALIFORNIA FILTRATION SPECIALISTS 11021 Via Frontera, Suite E San Diego, CA 92127 P: 858.705.6483 www.cafiltrationspecialists.com Kevin Rettig, Project Manager kevin@cafiltrationspecialists.com P: 858.386.8048

CLAIREMONT EQUIPMENT 7651 Ronson Road San Diego, CA 92111 P: 858.278.8351 www.clairemontequipment.com Ronald Zagami, President rzagami@cecsd.com 34

KEYSTONE ENGINEERING 9786 East County Road, 200 North Avon, IN 46123 P: 317.271.6192 www.keystonecutter.com Andrea Latham, Sales Manager andrea@keystonecutter.com

MAXWELL PRODUCTS, INC. 650 Delong Street Salt Lake City, UT 84104 P: 801.272.2090 www.maxwellproducts.com Mark Avery, Southern California Factory Representative mark.avery@maxwellproducts.com

California Asphalt Magazine • 2018 Private Construction Issue

CALENDAR UPDATE SPRING CONFERENCE Date: April 25 & 26, 2018 Doubletree Hotel 222 N. Vineyard Avenue Ontario ANNUAL ‘DAY AT THE RACES’ Date: July 21, 2018 Del Mar Thoroughbred Club 2260 Jimmy Durante Blvd.

Del Mar GOLF TOURNAMENT Date: September 20, 2018 Industry Hills Golf Club at Pacific Palms Resort 1 Industry Hills Parkway City of Industry FALL CONFERENCE Date: TBD Double Tree Hotel 2001 Point West Way Sacramento

Meeting dates are subject to change.

Watch the weekly Asphalt Insider newsletter for meeting updates or call CalAPA at (916) 791-5044 to confirm meeting date and location.

California Asphalt Magazine • 2018 Private Construction Issue

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NIXON-EGLI EQUIPMENT CO., HAMM AND LANDSCAPE SUPPORT SERVICES

Above: HAMM H 5i Compactor with vibratory smooth roller drum and 3-point articulation for outstanding traction and off-road mobility.

Right: Landscape Support Services utilizing their brand new HAMM H 5i to compact a decomposed granite pathway in Beverly Hills.

Landscape Support Services (LSS) was established in 2011 as a woman-owned business with headquarters in Sherman Oaks and another locaction in Santa Clarita. LSS is a full-service company, with engineers, QSP, QAL and landscape architects in-house. They currently provide their services to the Southern and Central California regions, where they have completed hundreds of acres of erosion control, hydroseeding, landscaping and irrigation work.

“This is our first HAMM roller and we are extremely impressed with the productivity we are getting from this efficient, mobile, and compact unit.”

Chris Sturm is the Chief Operating Officer (COO) for LSS and part of his job is to research and purchase only the best support equipment for use by his crews out in the field. Sturm recently purchased a new HAMM H 5i Compactor from Nixon-Egli Equipment Co. “I got my first look at the HAMM H 5i at ConEXPO last year and it was the size and weight of the roller that first got my attention,” says Sturm. “This was my first real hard look at a HAMM roller and I had already demo’ed several other manufacturers.” Sturm contacted Jay Rosa from Nixon-Egli and set a date to demo the HAMM H 5i. “We put the HAMM H 5i to the test and we were really impressed with its power, productivity and Tier IV engine offering,” says Sturm. “Jay and the staff at Nixon-Egli were very helpful and we especially liked the finance package they put together for us. It was refreshing to work with someone as knowledgeable as Jay Rosa and the folks at Nixon-Egli and their follow-up after the sale was also much appreciated.”

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