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2017 SPECIAL ROAD CONSTRUCTION ISSUE

INSIDE: R.J. Noble Co.’s 91 Express Lanes project Q&A with Will Wilkins Executive Director, TRIP

California's deteriorated roads Member Spotlight: Anrak Corporation


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Publisher’s Letter Dear Readers, After many years of being involved in the California Asphalt Pavement Association, I’m pleased and humbled to accept the nomination of my colleagues as this year’s association chairman. I know that with this position comes a tremendous responsibility to build on the fine work of those who have come before me, and to do what I can to help the association move forward and be stronger in representing the interests of everyone in our industry. I’m also very appreciative of all the support and encouragement I have received from other board members and officers. CalAPA has always prided itself as a trusted source of valuable technical information for our members, as well as our agency partners and those in academia. Looking ahead, we want to grow our technical training programs, and continue to reach out to our local agency partners via classes, seminars, and local technical committee meetings. Much is changing in the world of asphalt pavements. We want to be at the forefront of informing and educating those in our industry, and our agency partners, so that the best possible asphalt pavements are delivered and constructed. Last year our association updated our five-year Strategic Plan. The elements of the plan may sound familiar to you. We want to promote the merits of asphalt as the pavement of choice for public and private owners, be an important conduit for technical knowledge transfer, and advocate for reasonable investments in our street and highway infrastructure. We also want to make our voices heard about unrealistic or unnecessary regulations, and specifications that are overly complex and difficult or impossible to meet. In doing all this, we endeavor to be fair, truthful, evenhanded and transparent. We want to earn the trust of our partners, and build lasting relationships that are focused on problem-solving and win-win, rather than conflict and win-lose. To accomplish this, we will need your active involvement. Our technical committees, in particular, function best when they have a broad array of opinions covering many different perspectives. We want to do our best to make sure all points of view are considered, and a reasonable position is arrived at that represents the best possible outcome for all parties. These days the world seems more chaotic and confusing than ever. We hope that CalAPA can be the voice of reason and widely regarded as a trusted partner for those with whom we come in contact with. I hope you enjoy this issue of California Asphalt magazine, share it with others, and make a personal commitment to do what you can to make your association and your industry stronger in the years ahead. Sincerely,

Mike Herlax Chairman, California Asphalt Pavement Association Syar Industries, Inc. 4

California Asphalt Magazine • 2017 Special Road Construction Issue


Contents 4

Publisher’s Letter

8

The R.J. Noble Company Putting the finishing touches on the 91 Express Lanes weekend shift project

14

JOURNAL OF THE CALIFORNIA ASPHALT PAVEMENT ASSOCIATION

Q&A with Will Wilkins Executive Director, TRIP

Page 8

18

California cities among those with most deteriorated roads in U.S., costing drivers as much as $1,000 annually

20

Anrak Corporation

California Asphalt Magazine

Industry pioneer celebrates 40-plus years of continued growth and leadership in the milling industry

26

Insurance Column

28

Industry News

Will Wilkins Page 14

On the Cover:

Photo of 91 Express Lanes Weekend Shift Project supplied by R.J. Noble Company.

Page 20

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 • (866) 498-0761 EXECUTIVE DIRECTOR: Russell W. Snyder, CAE, rsnyder@calapa.net MEMBER SERVICES MANAGER: Sophie You, syou@calapa.net TECHNICAL DIRECTOR: Brandon Milar, P.E., bmilar@calapa.net GUEST PUBLISHER: Mike Herlax, Chairman CalAPA, Syar Industries, Inc. PUBLISHED BY: Construction Marketing Services, LLC • P.O. Box 892977 • Temecula • CA 92589 (909) 772-3121 • Fax (951) 225-9659 GRAPHIC DESIGN: Aldo Myftari CONTRIBUTING WRITERS: Russell W. Snyder, CalAPA; Brian Hoover, CMS ADVERTISING SALES: Kerry Hoover, CMS, (909) 772-3121 • Fax (951) 225-9659 Copyright © 2017 – 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.

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California Asphalt Magazine • 2017 Special Road Construction Issue


THE R.J. NOBLE COMPANY PUTTING THE FINISHING TOUCHES ON THE 91 EXPRESS LANES WEEKEND SHIFT PROJECT By Brian Hoover

The State Route (SR) 91 is arguably one of the most congested freeways in the United States and certainly in Southern California. According to the Riverside County Transportation Commission (RCTC) website, approximately 300,000 vehicles utilize SR-91 each day, with estimates of 425,000 per day by 2025. The section of SR-91 located east of Interstate 5 (Santa Ana Freeway) is designated as the 8

Riverside Freeway and was originally built in stages from 1963 to 1975. It serves as a major corridor connecting the coastal areas of Southern Los Angeles County and inland Orange County with the Inland Empire. Express lanes were added in 1995 by private enterprise to ease traffic congestion in both directions. The four-lane, 10-mile toll road was taken over by the Orange County Transportation

Authority (OCTA) in 2003, making a move from for-profit to a public asset. The 91 Express Lanes are now in the 11th year of a 30-year plan where around $2 billion has already been spent or is earmarked for expansion and maintenance. Approximately $430 million is currently available to improve SR-91, thanks to the extension of Measure A, which is powered by a Riverside County half-cent

California Asphalt Magazine • 2017 Special Road Construction Issue


Above: R.J. Noble uses Roadtec RX-900 3-track cold milling machine to grind westbound on 91 Express Lane. Right: R.J. Noble uses Roadtec 1,000 hp cold milling machine to grind eastbound on 91 Express Lane.

transportation sales tax. These toll lanes bring relief to millions of commuters each year, and the 91 Express Lanes recently received a brand new lease on life with the installation of new asphalt pavement and other upgrades. The R.J. Noble Company (R.J. Noble) was awarded the contract by Caltrans on behalf of OCTA. The $12,193,519 project has a very long technical name, but it is mostly known as simply the 91 Express Lanes Weekend Shift Project. Ryan Overman is the project manager overseeing this job for R.J. Noble, and he makes

it clear that it represents the most unique and challenging job for the company to date. “This project could have been scheduled on weeknights, but that would only allow for short shifts and not much time to reopen the roadway to traffic each morning,” says Overman. “Because this is a toll lane project, there are strict guidelines and requirements in place on when and how we can shut down these express lanes.” Overman points out that the specifications allow for (10) 56-hour weekend closures, which would account for five weekends for both the

California Asphalt Magazine • 2017 Special Road Construction Issue

east and westbound sides. The job began in June 2016, but the first weekend of paving did not start until Sept. 9 and was completed Dec. 3. “We have had some downtime due to the rain and a holiday or two thrown in there, but we were still able to finish all grinding and paving operations two weeks early,” says Overman. “We began our weekend shift on a Friday, but closure times differed according to traffic flow. When working on the westbound lanes, it was imperative to be open for morning traffic much earlier. On the other hand, it was 9


Above: Aerial view of R.J. Noble's Orange asphalt plant preparing warm mix for 91 Express Lanes.

necessary to begin work much later (11 p.m.) on the eastbound lanes, so as not to disturb the commute home.” The weekend work began each Friday night with the milling operation that ran between 14 and 16 hours. R.J. Noble utilized their Roadtec 1,000 hp cold milling machines to remove 45 hundredths (5.4 inches) of asphalt. The three milling machines were configured to grind off a 7-foot 6-inch wide path, starting out up against the concrete on the right-hand side. One machine would follow another, spaced apart in a staggered pattern. After finishing an estimated 390,000 square feet of pavement, one of the milling machines would circle back around to mill off any remaining asphalt. “We milled off around 12,500 tons of asphalt during each of the eight-weekend closures,” says Overman. That comes to over 600 truckloads of material milled off during each weekend closure. Our 10

grinding superintendent, Cliff Szablewski and his crews did an outstanding job getting this large amount of asphalt removed safely in such a relatively short period of time.” The asphalt removals were trucked to the R.J. Noble plant in Orange for recycling purposes. 100 percent of the asphalt grindings will be reused in a recycled asphalt mix at either the R.J. Noble Orange or Corona facilities. Per the specifications, approximately 25 percent of the grindings harvested from the 91 Express Lanes were re-introduced into the Superpave mix design to create a recycled asphalt product (RAP). A ¾-inch warm mix was chosen for this particular job for its strength and durability. “The ¾-inch Superpave warm mix design was created with Astec foaming technology. We have an Astec double barrel green asphalt plant in Orange that puts out a warm mix material that we are very proud of,” says Overman. “You don’t have to use as much

gas to heat up the asphalt, and it foams the oil, which is what allows the material to be delivered at a lower temperature. The warm mix is produced at around 265 degrees, which uses around 20 percent less natural gas. This process saves money, resources, and, of course, reduces the carbon footprint by emitting less greenhouse gas.” According to Overman, the plant remained in continuous production for around 34 hours for each weekend closure, generating on average 400 tons per hour. “Our general manager of operations at the Orange plant is Terry McGill, and he has done a great job efficiently managing production on this project, as well as keeping his team safe throughout the manufacturing process and heavy truck traffic,” says Overman. “All of the grindings are coming in at the same time that the new warm mix is going out, with around 10,000 tons of aggregate and 500 tons [ Continued on page 18 ]

California Asphalt Magazine • 2017 Special Road Construction Issue


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Above: R.J. Noble paving the asphalt base course on the westbound lanes.

[ Continued from page 16 ]

of asphalt oil being delivered simultaneously. The worksite could have very easily been a logistical nightmare, but Terry and his crews did an incredible job managing the entire process.” According to Overman, the same amount of warm mix asphalt (100,000 tons) is trucked back to the job site where it is installed in two lifts. “We put down 25 hundredths of an inch of warm mix base course, followed by a layer of Petromat® fabric, and then a two-tenths cap on top of the fabric,” says Overman. “We finished each weekend closure by putting down temporary striping before opening up the finished section to traffic Monday morning.” Overman points out that the contract with Caltrans and OCTA included a stringent liquidated 12

damages clause should the 91 Express Lanes not open on time. “The fines for not meeting the schedule were pretty substantial, but we managed to complete our work with plenty of time to spare on each of the fiveweekend closures,” says Overman. “A project like this rarely comes around, and I don’t know of any other job that has required this much material to be removed and replaced within a single weekend. This job was certainly a first for our company.” According to Overman, preparing for this monumental task required many meetings, where every detail was worked out down to the hour. “Everything had to be scheduled down to the most minute detail, with contingency plans ready to be implemented for almost every aspect of the job,” says

Overman. “We had oil tankers coming and going, crushers processing rock, and virgin rock coming in from the quarry, as well as crews installing fabric and asphalt trucks coming in and out of the job site feeding the Shuttle Buggy® and pavers. It was a fun, logistical challenge and most importantly it was a zero loss job, completed without any reportable incident.” The grinding process was completed at a much faster pace compared to the paving operations, which required two crews that alternated work schedules due to the length of time needed to complete the paving. “The paving took almost twice as long as the grinding, and while we used two paving machines to pave the base course, we utilized just one paver with a Shuttle Buggy® to put down the cap,” says Overman.

California Asphalt Magazine • 2017 Special Road Construction Issue


Left: R.J. Noble's Shuttle Buggy on the 91 Express Lanes. Below: Three double drum rollers and one rubber tire roller compacting asphalt base course on eastbound 91 Express Lanes.

According to Overman, Caltrans commented on how impressed they were with the consistency of the material. The traffic control required to keep everyone safe on SR-91 was also a notable challenge. “Our general superintendent, Chuck Spiers, and his crews did an excellent job managing the shutdown of three lanes on one of the busiest freeways in Southern California,” says Overman. They closed both express lanes, as well as the No. 1 lane and according to Overman, safety was by far the number one concern for both the construction crew and the general public. Although all of the paving was completed by early December 2016, R.J. Noble is still putting the finishing touches on another portion of the contract. “We are currently in the process of installing six new electrical message boards. Two in Riverside County where the new RCTC Express Lanes are being constructed, two going northbound on SR-55, and two on the SR-91 eastbound, right around the Kramer and Tustin ramps,” says Overman. One of the signs at each entrance is used for

advisory messages, while the other is utilized for posting the current price for using the toll lanes. “Once everything is working properly, we will remove the old signs their foundations. We should have the entire job completed by the end of April 2017.” The R.J. Noble Company has been a leader in the Southern California general engineering construction industry for more than 65 years. They specialize in the production and installation of a variety of asphalt products, as well as recycling capabilities. They currently own and operate two large multiple-resource plants that produce around 1 million tons of asphalt each year, and recycles another half million. They are a major supplier to the state of California, supplying counties, cities, municipalities and private enterprise. The R.J. Noble Company contracts primarily in Orange and Riverside counties and has also worked in Los Angeles, San Bernardino, and San Diego counties. “The 91 Express Lanes represent the best of

California Asphalt Magazine • 2017 Special Road Construction Issue

what all of us at R.J. Noble have to offer,” says Overman. “This was truly a team effort, and on behalf of the company, I would like to thank everyone for their tireless work and dedication to this project. I would like to specifically thank Caltrans and OCTA for their guidance, trust, and encouragement on this difficult project. I would also like to recognize Bill Wright, our main project superintendent, Cliff Szablewski, our grinding superintendent, Isaac Mendoza, our paving superintendent, and our general superintendent, Chuck Spiers. The work of these men and their crews on this project will be appreciated for many years to come, as Southern California motorists enjoy the 40-plus lane miles of new smooth riding asphalt pavement.” For more information on The R.J. Noble Company, please visit their website at www.RJNobleCompany.com. CA

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Q&A with

Will Wilkins Executive Director, TRIP

By Russell W. Snyder

Editor’s Note: Although he works hard to keep a low profile, Will Wilkins may be one of the most widely cited people in America when it comes to the condition of our roads and bridges. Wilkins is executive director of TRIP, a non-profit national transportation research organization founded in 1971 that analyzes and reports on the health of the nation’s surface transportation infrastructure. His organization’s reports are widely read and quoted in the news media, and help drive the policy debate about adequately investing in maintaining and improving our vital transportation networks. Wilkins joined TRIP in 1984 and has served as the executive director since 1987. He has a graduate degree in Public Relations Management from The American University in Washington, D.C., and is a graduate of the State University of New York at Brockport. During his tenure at TRIP, the organization has prepared and distributed national, state and regional reports on a variety of surface transportation issues in all 50 states. He sat down recently with California Asphalt Magazine after making a presentation to the National Asphalt Pavement Association Annual Meeting in Marco Island, Fla. California Asphalt Magazine: Here in California, as well as across the nation, TRIP reports are widely cited and have become the go-to information source to educate the public and our elected officials about the needs of our surface transportation system. Tell us about your very successful deployment strategy to get this important information noticed, particularly in California. Will Wilkins: In California we released three reports in the past several years, and we worked through Transportation California (a transportation advocacy group supported by many groups, including CalAPA) with funding and guidance from the AGC of California and the industry advancement funds that AGC of California manages. 14

CAM: Since California has such a massive transportation system, what have your reports shown? They certainly have attracted a lot of media attention. WW: One of the things in our favor, in terms of obtaining media attention in California, is the condition of the pavements on major Will Wilkins roads and highway in Executive Director most urban areas in TRIP California. They are some of the worst conditions in the country, so that’s a news hook in and of itself. So when we do an urban pavement report, California has six or seven of the major urban areas that fall into the Top 10. It also is a consumer story because, in the report I just mentioned, it allows us to estimate what the cost of driving over poor pavement is, also the cost of sitting in traffic congestion, and the cost of traffic crashes where roadway features may have played a role. CAM: When people hear, in actual dollars, how much bad roads cost them each year, it really makes an impression. WW: The first report we released highlighted the cost to motorists, which combined the cost of driving over rough roads, sitting in congestion and traffic crashes where roadway features likely were a contributing factor. The second report we released, which was actually a national report, covered just the additional costs of driving on pavement rated in poor, mediocre or fair condition. Those additional costs to motorists could be $800 to $1,000 per motorist annually depending on where they live and drive. [ Continued on page 16 ]

California Asphalt Magazine • 2017 Special Road Construction Issue


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CAM: Wow. That’s a hidden penalty that we all pay because of neglect. What a sad state of affairs. WW: When you add the congestion and the safety costs, then you’re going over $1,000 per motorist per year. CAM: Ouch. Even our elected officials are not immune. Assemblyman Jim Frazier is the chairman of the Assembly Transportation Committee. When he spoke at the CalAPA Annual Dinner on Jan. 19 in Los Angeles, he recalled having to replace two windshields and a hood over the past two years because of debris tossed up by crumbling roads in the Bay Area district he represents. WW: Those are just the kind of hidden costs that we’re talking about. CAM: I know you work closely with state Departments of Transportation, like Caltrans here in California, to glean and analyze information for these reports. I know that all DOTs want the roads and bridges they are responsible for to be in good shape, but dwindling funding has made this a losing battle. Is it awkward to work with DOTs in gathering this information even though the reports may cast an unfavorable light on the transportation system? WW: Going back a few years, we were very fortunate to have Will Kempton as director of Caltrans, and he was very willing to provide information from Caltrans to TRIP to make sure we were getting it right. Then, when he moved over to Transportation California, his reputation opened doors with regional governments, chambers of commerce and with Caltrans. Even now, with current Director Malcolm Dougherty, he also sees the positives of TRIP coming in as a third party, a national research group, publicizing what the needs are in California. In fact, he has even participated in some of the news conferences where TRIP reports were released. CAM: We’ve been watching your group in action for many years, and one of the great things about TRIP is that you have an outstanding reputation – your reports are very credible and are taken seriously by the news media and policy-makers. WW: Our credibility is our No. 1 asset. If you lose your credibility, the news media is not going to show up and report on your findings. So, by using regional government data, Caltrans data, information from such groups as the Texas 16

Transportation Institute, we really are taking data that is from reputable entities and packaging it to tell a story, and the story is that we have underinvested in our roads, bridges, surface transportation, and we need to start making those investments now. CAM: But beyond the media reports, we have also seen TRIP reports cited in policy and budget reports, as well as speaking points for elected officials and policy-shapers. Credible information, presented in a compelling way, really can help frame the policy debate. WW: Well, I hope so, because with the social media platforms that are available to us, the initial news splash can go on for quite a while. For example, one of the regional government agencies in California, after we released a report, “tweeted” portions of it on Twitter weeks later, so it kept that message out there. CAM: In the military, they call that a “force multiplier” and it is just getting the maximum impact for your limited resources. WW: Right. TRIP is coming in to a network that already exists, and we are providing content and becoming another source of communication for them. Who’s at the news conferences? Having Chambers of Commerce, or AAA, or truckers, talking about the need for greater investment in transportation for our economy and our quality of life is much better than having the construction industry front and center. CAM: Why is that? The construction industry represents a lot of the jobs that would be created or maintained, and will be the ones doing much of the work. WW: It’s because, often, they will be seen as selfserving. But this is a much bigger issue than what may impact the construction industry. This impacts everyone in some way. CAM: Despite a persistent campaign for better roads, the Legislature and the Governor in California have been reluctant in recent years to come up with a comprehensive transportation funding plan for our state. We just can’t to seem to get it done. WW: It’s challenging because states like California have huge infrastructure needs that, for the most part, they have been able to address, or try to address, with local option funding within California.

California Asphalt Magazine • 2017 Special Road Construction Issue


CAM: A big part of that has been so-called “Self-Help” counties, in which voters have endorsed measures to tax themselves to pay for transportation. Currently, 22 of California’s 58 counties have some sort of transportation tax added on to retail sales, and it contributes about 60 percent of transportation funding statewide. WW: Right. Many other states rely on the federal program or state funding to do that. I would hope that residents in California will take an interest in federal funding, because that will help drive the state infrastructure improvements as well. CAM: Since you do reports for states across the country, is there anything that you see unique to California? WW: California is unique, as was mentioned earlier, in the state’s significant reliance on local and county sales tax as a source of transportation funding. Also, California’s urban transportation system is one of the most heavily traveled systems in the nation, which results in high levels of congestion and also greater wear and tear on its roads, highways and bridges.

WW: There are several trends impacting highway travel and funding. U.S. vehicle travel growth, which was largely stagnant from 2008 to 2014, increased by 3 percent in both 2015 and 2016. Looking to the future, the anticipated growth in hybrid and electric vehicles is going to put significant stress on the user-fee system, which is heavily reliant on the consumption of liquid fuels. And the emergence of connected, autonomous vehicles will have a positive impact on safety, but will likely also change travel patterns and vehicle use and ownership patterns. Some initial research suggests that connected and autonomous vehicles will make people more mobile in the future and may also allow some additional population disbursement. They will also likely make vehicle travel patterns more efficient, which may also help alleviate some traffic congestion. CAM: We hope that will result in some more positive TRIP reports in the future! CA Russell W. Snyder, CAE, is executive director of the California Asphalt Pavement Association.

CAM: Since TRIP has been studying roads and road funding for many years, are there any overarching trends that you can discern? Do you have any predictions for the future?

California Asphalt Magazine • 2017 Special Road Construction Issue

17


CALIFORNIA CITIES AMONG THOSE WITH MOST DETERIORATED ROADS IN U.S., COSTING DRIVERS AS MUCH AS $1,000 ANNUALLY. ROAD CONDITIONS EXPECTED TO DECLINE FURTHER WITHOUT ADDITIONAL FUNDING AT LOCAL, STATE AND FEDERAL LEVELS. Sacramento, CA – California is home to four of the top 25 large urban areas (500,000+ population) and seven of the top 25 mid-sized urban areas (200,000-500,000 population) with the highest share of roads in poor condition, according to a new report released today. Motorists in some California urban areas face some of the highest vehicle operating costs (VOC) in the nation near $1,000 in some cities - as a result of driving on rough roads. Driving on roads in disrepair increases consumer costs by accelerating vehicle deterioration and depreciation, and increasing needed maintenance, fuel consumption and tire wear. These findings were released by TRIP, a national transportation research group based in Washington, D.C. The report, “Bumpy Roads Ahead: America’s Roughest Rides and Strategies to make our Roads Smoother,” examines urban pavement conditions, transportation funding, travel trends and economic development. Pavement condition and vehicle operating costs for urban areas with populations of 200,000 or greater can be found in the report and appendices. The charts below detail large and mid-sized urban areas with the highest share of pavements on major locally and state-maintained roads and highways in poor condition and the highest vehicle operating costs. In 2014 nearly one-third (32 percent) of the nation's major urban roads– Interstates, freeways and other arterial routes – had pavements that were in substandard condition and provided an unacceptably rough ride to motorists, costing the average driver $523 annually. The

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25

500K + URBAN AREA San Francisco–Oakland L.A.–Long Beach–Santa Ana San Jose Detroit Milwaukie Bridgeport–Stamford Omaha Oklahoma City Grand Rapids Tulsa Honolulu Cleveland Seattle New Haven San Diego Denver–Aurora Chicago Baltimore New York–Newark Akron San Antonio Springfield Philadelphia Boston Hartford

POOR 71% 60% 59% 56% 56% 55% 54% 53% 52% 49% 49% 49% 47% 47% 46% 45% 44% 43% 42% 42% 41% 39% 38% 38% 38%

500K + URBAN AREA Oklahoma City Tulsa San Francisco–Oakland L.A.–Long Beach–Santa Ana Detroit San Jose Milwaukie Omaha Bridgeport–Stamford San Antonio Denver–Aurora Cleveland Honolulu Grand Rapids New Haven Chicago San Diego Baltimore Albuquerque Salt Lake City Seattle Akron Boston New York–Newark Springfield

VOC $ 1,025 $ 998 $ 978 $ 892 $ 865 $ 863 $ 861 $ 852 $ 797 $ 791 $ 753 $ 748 $ 745 $ 742 $ 728 $ 727 $ 722 $ 708 $ 703 $ 698 $ 695 $ 690 $ 680 $ 666 $ 665

nationwide annual cost of driving on deteriorated roads totals $112 billion. “Once again, California roads score badly in terms of pavement condition and the cost to motorists from driving on a broken system,” said Will Kempton, executive director of Transportation California. “We simply must invest more in fixing our transportation infrastructure. Failure to act will damage our economy and significantly reduce our quality of life.” Road conditions could get even worse in the future as the rate of vehicle travel continues to increase and local and state government find themselves unable to adequately fund road repairs. “California continues to rank among the worst road systems in the country,” said Associated General Contractors of California CEO Tom Holsman. “Lawmakers have a solution at hand that requires real action to dig us out of the transportation hole.” With vehicle travel growth rates returning to pre-recession levels and large truck travel anticipated to grow significantly, mounting wear and tear on the nation’s urban roads and

200-500K URBAN AREA Concord Madison Victorville–Hesperia–Apple Valley Antioch Flint Peoria Colorado Springs Canton Stockton Jackson Scranton Davenport Savannah Baton Rouge Des Moines Reading Fort Wayne Spokane Shreveport Santa Rosa Thousand Oaks Trenton Youngstown Modesto South Bend

POOR 75% 66% 61% 60% 56% 51% 51% 50% 46% 44% 42% 40% 39% 38% 38% 38% 38% 37% 36% 36% 35% 35% 33% 32% 31%

200-500K URBAN AREA Concord Madison Antioch Jackson Victorville–Hesperia–Apple Valley Flint Colorado Springs Canton Peoria Fort Wayne Savannah Stockton Des Moines Baton Rouge Davenport Santa Rosa Shreveport Scranton Provo–Orem Reading South Bend Thousand Oaks Trenton Huntsville Lubbock

VOC $ 1,014 $ 974 $ 883 $ 862 $ 854 $ 825 $ 776 $ 770 $ 738 $ 734 $ 729 $ 711 $ 705 $ 698 $ 696 $ 663 $ 661 $ 650 $ 646 $ 641 $ 637 $ 629 $ 629 $ 619 $ 613

highways is expected to increase the cost of needed highway repairs. Vehicle travel in the U.S. increased by 15 percent from 2000 to 2015. U.S. vehicle travel during the first eight months of 2016 increased 3.1 percent from the same period in 2015. Travel by large commercial trucks in the U.S. increased by 26 percent from 2000 to 2014 and is anticipated to increase by approximately 72 percent from 2015 to 2030, putting greater stress on the nation’s roadways. “With state and local governments struggling to fund needed road repairs and with federal surface transportation funding falling short of the amount needed to make needed improvements, road conditions are projected to get even worse,” said Will Wilkins, TRIP’s executive director. “Without adequate investment at the local, state and federal levels, our nation’s crumbling pavements will be more than just a nuisance for drivers – they’ll be a roadblock to economic growth and quality of life.” CA Source: http://www.tripnet.org/docs/ Urban_Roads_California_Statewide_TRIP_ Release_11-01-2016.php


MEMBER SPOTLIGHT

ANRAK Corporation Industry pioneer celebrates 40-plus years of continued growth and leadership in the milling industry.

Above: Members of Anrak Corporation in front of one of their 20 milling machines.

Anrak Corporation celebrated its 40th-anniversary last year. Surviving and thriving in any business for 40-years is quite an achievement, but doing that in the asphalt milling business is extraordinary. Why? Because 40-years represents the entirety of the asphalt milling business, and Anrak was there to participate in its milestones and even help shape the industry’s evolution. Anrak Corporation was the first to offer asphalt milling in California, and they were among the first in the nation to offer cold-milling services. Founders, Lester Anderson and Ed Racely had each worked at a soil stabilization company for 10-plus years, where they managed 20

Above: Grinding 500,000 sq. ft. of concrete at Los Angeles International Airport.

mobile plants that manufactured cement treated base (CTB). During this time, the two men recognized the potential of asphalt milling in Northern California and set out to do what they could to capitalize on the newly available technology.

They took a trip to Canada to check out asphalt milling machines. After seeing the machines in action, they knew that they were on to something and consequently broke off from their employer to start Anrak Corporation. They

California Asphalt Magazine • 2017 Special Road Construction Issue


Left & Below: Micro milling on Old Historic Rainbow Bridge in Folsom. Anrak Corporation specializes in environmentally sensitive projects like this one which is situated over a river.

started out in 1976 initially manufacturing CTB, before purchasing their first grinder (a CMI PR 225) in 1978. This was also the same year that the company’s current owner and president, Mark Anderson, began working at Anrak Corporation. By 1980, Lester and Ed had bought out all minority owners, as they continued to operate from their dual locations in Sacramento and San Carlos. The company continued to grow and prosper; setting the bar higher and higher, and in 1998, Lester Anderson became the sole owner by purchasing Ed Racely’s shares. Lester’s son, Mark, began to take on a larger role for the company, and by 2000, he had moved into the office to assume more of the operational duties and a share in the ownership. Mark became the sole owner in 2012, when his father made the decision to retire, knowing that his legacy was in extremely capable hands. Anrak Corporation continues its history as a family owned and operated business, with Mark’s sons Patrick and Christopher joining the business. Christopher serves as a company vice president, working primarily as an estimator and project

manager, while Patrick holds the title of secretary/treasurer, focusing most of his efforts overseeing the dispatch department. Both Patrick and Christopher grew up in the family business, working summers by cleaning the yard and sweeping the shop. Patrick Anderson remembers looking forward to the day that he graduated in 2002 so that he could work full time for the family business. “I started out wrenching on machines, before moving out to the field to work on the ground crew,” says Anderson. “After a few years, I began working as an operator and eventually moved into the office. I started from the ground up for sure, and my dad wouldn’t have it any other way.” Anrak Corporation currently operates in California, Nevada, and Oregon with services that include: profile grinding, wedge grinding/conforms, pulverizing, micro milling, must grinds/ pre-pave grinds, PCC grinding (concrete) and dig outs. They work for both private, state and federal agencies on projects that include: highways, freeways and bi-ways, parking lots, schools, grass fields, race car and

California Asphalt Magazine • 2017 Special Road Construction Issue

running tracks, apartment complexes, shopping malls, airports, as well as other projects for private commercial and even residential customers. “Our customer service on the back-end is what sets us apart,” says Anderson. “We are not the largest profiling company in the marketplace, but we are not in a business where size is a major factor. We are in the customer service business, and I will put our operators and service professionals up against anyone in this industry.” Anrak Corporation is not a small company by any stretch of the imagination. They currently have 45 employees, with more than 20 machines in their fleet, ranging from 2-foot to 7-foot milling machines, and according to Anderson, the only true 6-foot machine currently in California. “We remain in constant contact with our clients, before, during and after the project is complete,” says Anderson. “There is a new trend where milling companies are running 21


Above L-R: Mark Anderson, owner, Christopher Anderson, Vice President, Tom Schmidt, Executive Vice President & General Manager, Patrick Anderson, Secretary/Treasurer. Above Right: Full depth 12” A.C. milling at Sacramento International Airport. Right L-R: Adam Chapman, mechanic/operator, Sam Houston, operator, Corey Kerst, operator - Micro Milling the CHP high speed race track at the CHP academy in West Sacramento.

many of their jobs with one man. We are huge advocates for a two-man operation on any project that utilizes a half-lane machine of 6-foot width or higher. It is not industry standard to use only one man in these instances, and we go with two men to provide better, safer, and more productive jobs with less liability for everyone involved.” According to Anderson, Anrak’s commitment to quality will never be compromised, as they continue to strive to be an innovative leader with safety always at the forefront on each and every job. Patrick Anderson points out that technology has changed dramatically since the first cold milling machines were introduced in 1971, or even the introduction of large scale cold planning equipment with replaceable tungsten carbide milling tools in 1975. “Computers and other advanced technology have 22

made these machines more precise and so much easier to operate,” says Anderson. “We have moved most of our fleet over to Wirtgen because we believe that they are on the cutting edge and are the cream of the crop when it comes to milling machines. Additionally, we receive outstanding customer service from our California distributor, Nixon-Egli (Equipment Co.).” Anrak Corporation also owns and operates 16 big rigs and the same number of low-bed trailers to haul equipment and attachments from job to job. They also have 19 service trucks prepped and ready to provide everything from simple maintenance to major repairs out in the field. According to Anderson, one of the more challenging jobs was when he had three machines on a project out at Los Angeles International Airport (LAX), where

they were grinding 500,000 square feet of concrete. “We were on the LAX job for three weeks, grinding 3 inches of runway concrete,” says Anderson. “The project was a challenge in that there was very little tolerance in the specifications, as we were required to meet very precise smoothness requirements. We are one of the few milling companies that won’t shy away from concrete profiling jobs. As a matter of fact, we thrive on challenging jobs like these.” Over the past year, Anrak Corporation has performed several micro milling projects, the most high-profile of which was the California Highway Patrol High-Speed Race Track job in May 2016. “We were on a very tight schedule, and we did not stop until we completed all 340,000 square feet of pavement,” says Anderson. “We utilized our state-of-the-art micro [ Continued on page 24 ]

California Asphalt Magazine • 2017 Special Road Construction Issue


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Above: Micro milling 340,000 sq. ft. of asphalt pavement at California Highway Patrol High-Speed Race Track in West Sacramento, California.

[ Continued from page 22 ]

mill grinders to take out 3 inches, to meet the smoothness requirements that are so crucial to a racetrack operation.” Anrak Corporation used their micro milling technology on the Old Historic Rainbow Bridge job in Folsom, where they ground off the existing asphalt down to the concrete deck at a depth of zero to 1.5 inches. “This was a challenge in the fact that it was situated over a river,” says Anderson. “We specialize in environmentally sensitive jobs, and our crews are specifically trained in all aspects of environmental and emergency related construction techniques.” Other interesting or unique jobs include the grinding and demolition of 500,000 square feet of asphalt and base on several parking lots at the Apple Campus in Cupertino, and a large profiling job coming up soon on Highway 5 in Glen County. Anrak Corporation has seen many firsts in a business that they helped to build and grow, but they would never say that they have learned everything there is to know. “We recently

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became a member of the California Asphalt Pavement Above: Association Lester Anderson (Founder) Christopher Anderson, Patrick (CalAPA) Anderson and Mark Anderson (Current Owner). for several reasons. One is to next few years,” says Anderson. be a part of and remain current “In addition to my father on the constant changes in our (Mark Anderson), my brother industry, and another is to be a (Christopher Anderson) and contributing force and part myself, we are extremely of the collective voice of our fortunate to have some of the industry here in California,” says best individuals in the entire Anderson. “We look to them for industry working right here at knowledge, what specs are being Anrak. I want to take a moment written that will affect our business, to recognize and thank every and what changes are potentially one of our employees, specifically being made in the industry. our general manager and Being a member of CalAPA is executive vice president, Tom just the smart thing to do.” Schmidt. Corey Wilson, who According to Anderson, has done great things for us Anrak is poised for continued as superintendent and project growth over the next three to manager. The future is bright, five years, with what appears and although we will never to be a surplus of work from strive to be the largest, we will federal, state and other continually endeavor to be the transportation sources. “We best.” For more information have the right people and on Anrak Corporation, please equipment in place right now to visit their website at take on what I believe will be an www.anrak.com. CA aggressive workload over the

California Asphalt Magazine • 2017 Special Road Construction Issue


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INSURANCE COLUMN My business partner and I are putting together a buy-sell agreement. Do you have any suggestions or recommendations? By Steve Cota, Patriot Risk & Insurance Services

An area that is often neglected by business owners is the lack of a well-planned buysell agreement. Often the process remains in a stage such as “This is something we need to do” or it just sits in an incomplete non-executed form. Some owners may have an agreement that allows for a buyout at death but fails to establish a reasonable funding mechanism.

The formulation of the buy-sell agreement should involve your tax, legal and your accounting advisors. Most buy-sell agreements are funded by the use of life insurance. The advantage of life insurance is that it creates immediate liquidity of a lump sum (generally tax-free) to fund the buy-sell agreement in the event of death. The beneficiary is/are not left dependent on the ongoing financial success business. The existence of a well-planned buy-sell agreement also can be used to show the financial responsibility of your company to banks and other creditors. Of course, there are some disadvantages of using life insurance to fund the agreement such as the insurance premiums are ongoing and paid with aftertax dollars. Alternative options to purchasing life insurance coverage do exist such as the surviving owner(s) may borrow

the funds from a lending institution at the time of the death. The problem at that point may be finding a lender who will loan the money knowing that one of the owners is now deceased. Also, the loan terms including the interest rate will be unknown until the funds are needed. The repayment of the loan could also cause cash flow problems. Another option would have each party agree to an installment payment schedule in the event of the death of one of them. The disadvantages of this method include potential cash flow issues and the possible impact on the company’s credit rating. An additional alternative is that each owner establishes an after-tax sinking (or savings) fund or cash reserve. If the buy-sell agreement is funded by life insurance, it’s important that the correct policy is acquired. For example, if the owners plan to sell within a foreseeable time a term life policy is less expensive and may be suitable. It’s important to review the buy-sell agreement annually and the funding mechanism as situations including valuations, ownership, beneficiaries, etc. often change. 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 • 2017 Special Road Construction Issue


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ASSEMBLY TRANSPORTATION COMMITTEE CHAIRMAN JIM FRAZIER HIGHLIGHTS ROAD FUNDING AT CalAPA ANNUAL DINNER; ASSOCIATION LEADERS ARE RECOGNIZED Assemblyman Transportation Committee Chairman Jim Frazier, who is carrying a bill to boost transportation funding in California by $6 billion a year, told the CalAPA Annual Dinner audience on January 19th that he is more determined than ever to get a comprehensive deal done in the Legislature. "It's go big or go home," he said. "We have a backlog of about $80 billion in maintenance," he said. "This year the California Transportation Commission de-funded the STIP (State Transportation Improvement Program) due to lack of revenue. So projects have been put on hold, promises that were made cannot be kept. EIRs (Environmental Impact Reports) will go unanswered and maybe have to be reapplied for. This is unacceptable. This is a very important part of our economy. It's the backbone of California." The annual dinner of the association, held at the Jonathan Club in Los Angeles and attended by about 120, also honored longtime leaders of the industry, including Don Goss with Valero, Dr. Rita Leahy, retired CalAPA Technical Director, and a posthumous induction to the association's hall of fame for Wendell G. Reed, a former association director and longtime president of George Reed Co. In addition, the festive evening included the recognition of past association leaders and installation of association officers for 2017. Mike Herlax with Syar Industries was selected by his peers at 2017 CalAPA Chairman, and Alan French with DeSilva Gates will be the association's vice chairman. Scott Bottomley with Blue Diamond Materials/Sully Miller will be the association's Treasurer and Mike 28

Murray with Vulcan Materials will be board Secretary. John Greenwood with California Commercial Asphalt and outgoing CalAPA chairman, will serve as Immediate Past Chairman and was presented with a special award to recognize his leadership and service to the industry. "Tonight marks my final chapter as chairman of your association," Greenwood said. "I thank you for putting your faith in me these past two years. I really enjoyed the experience, I learned a lot, and I am grateful for all the helpful advice and encouragement I received from past chairs and board members. We can be proud of many important accomplishments that we achieved together in the past year." Other announced Executive Committee members for 2017 are Dan Briggs representing Alon Asphalt Co., John Holliday with Holliday Rock, Jordan Reed with George Reed and Len Nawrocki representing Valero. Goss, a noted technical expert on asphalt binders for the industry, was inducted into CalAPA "Hall of Fame" as an "Alumni Member" for his service as co-chairman of CalAPA's Technical Advisory Committee. Goss has announced he is retiring from Valero later this year, and the Board of Directors accepted the recommendation of the Technical Advisory Committee that Edgard Hitti with Alon Asphalt should take over as co-chairman of the panel of experts. The other cochairman of the TAC is Tim Denlay with Knife River. Leahy also was presented with an "Alumni Member" award. She retired last year as CalAPA's Technical Director, capping an illustrious and trailblazing career in industry and academia that

brought her international notice as an authority on asphalt pavements and, recently, the national "Superpave" initiative. She was introduced by her replacement, Brandon Milar, a noted materials engineer in his own right who rejoined the association last October. Jeff Reed, president of George Reed Co. and a previous chairman of CalAPA, accepted the Hall of Fame recognition on behalf of his father, who passed away last December. The evening's keynote speaker, Frazier, is a Democrat who represents part of the East San Francisco Bay area of Northern California in the Assembly. He gave a fiery speech that drew upon his previous career as a home-builder and business owner. He lamented the sorry shape of the state's transportation system and predicted it will get much worse unless something is done soon. Sacramento's persistent inability to hammer out a comprehensive transportation funding plan in recent years has led to a worsening of road conditions statewide. According to TRIP, a national transportation research group, deficient and congested roadways cost California drivers $53.6 billion annually, or as much as $2,800 per driver, with costs expected to escalate rapidly as roads worsen. Frazier noted that fixing the state's transportation system is something every Californian can relate to, and sometimes receive painful reminders. "I've lost two windshields and a hood in the last two years," he said. "I need you guys out there paving." Frazier highlighted his comprehensive plan to fix transportation funding in California, introduced in the Legislature this year as AB1, noting that it doesn't add to the state's deficit because it

California Asphalt Magazine • 2017 Private Construction Issue


is modeled after the state's pay-asyou-go system of transportation finance via fuel taxes and other user fees. "It's been 23 years since we raised the gas tax," he said. "Nobody wants to pay higher gas prices. But we have had a user-pay system since 1923, and it (the gas tax) hasn't been raised since 1994. It was never indexed for inflation. Right now we have less purchasing power today than we have had since its inception in 1923." "My bill doesn't cost the budget a dime," he added. "It's all revenue

-based — user-pay. It also has repayment of loans to local streets and roads of $706 million over two years. We're going to be putting pavement in every city in California." Frazier challenged the industry to reach out to their local elected officials and stress the importance of investing in California's future by supporting a comprehensive transportation funding solution so he can round up the difficult two-thirds super-majority of votes needed to move the bill to the governor's desk, where the governor has pledged to sign it into law.

Assemblyman Jim Frazier, Chairman of the Assembly Transportation Committee, emphasizes a point during his keynote speech to CalAPA members Jan. 19 at the CalAPA Annual Dinner.

John Greenwood, California Commercial Asphalt (left), received a leadership award for serving as association chairman for 2015-16. Pictured with CalAPA Executive Director Russell Snyder.

Len (left) and Myra Nawrocki at the 2017 CalAPA Annual Dinner, held Jan. 19th at the Jonathan Club in downtown Los Angeles.

CalAPA Life Members Carlos Hernandez (left), Jim St. Martin and Juan Forster.

Jeff Reed, George Reed Inc. (left), International Road Federation scholarship awardee Stephanus Louw, a UC Davis graduate student (center), and Russell Snyder.

Russell Snyder, Executive Director, CalAPA (left), Don Goss, Valero Marketing & Supply, Rita Leahy newly inducted CalAPA Alumni Member Award winners and Brandon Milar, Technical Director, CalAPA.

Vern Gunderson (left), Mike Burns, Jay Rosa, Nixon-Egli Equipment Co. and Jim O’Kane of Pavement Recycling Systems.

Steve Cota, Patriot Risk &Insurance Services (left), Tom Hughes, Champion Paving, Aaron Terry, Terra Pave Inc. and Chris Barry, Beach Paving.

Dana Randall (left), Chris Sparks, Donald Daley Jr., Larry Liston and Wade Anderson.

California Asphalt Magazine • 2017 Private Construction Issue

Also at the annual dinner, attendees were formally introduced to Stefan Louw, CalAPA's sponsored fellow to an International Road Federation leadership program. The U.C. Davis graduate student in civil engineering, who has done research for the University of California Pavement Research Center, thanked CalAPA members for underwriting his participation in the IRF program, which enabled him to attend a Transportation Research Board meeting earlier this month in Washington, D.C. CA

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INDUSTRY NEWS CARL BAHNSEN REFLECTS UPON HIS 40-PLUS YEARS AT NIXON-EGLI EQUIPMENT CO. Carl Bahnsen started out his career working as a credit manager for General Electric Credit Corporation, and as he was at work looking through applications, he noticed that salesmen seemed to be making a good deal more than the average person applying for credit. Bahnsen decided that he wanted to give sales a try and he took a job selling insurance for the Southern California Auto Club. “I found that I enjoyed sales, but wanted to get into something more tangible, so I took a job offer from Mobil Sweeper Company in Irwindale as the inside sales coordinator,” says Bahnsen. When Mobil Sweeper decided to move their operations to Minnesota, Bahnsen began working for the local Mobil Sweeper equipment dealer in Irwindale. Unfortunately, this company went belly-up, and he moved on to another company selling dump bodies and garbage trucks, eventually ending up at Service Truck Bodies where he did very well. Then in 1974, Nixon-Egli Equipment Co. decided to expand into Southern California, and they were in need of experienced salesmen. “I was hired by James (Jim) Nixon, who brought me on as a retail salesman calling on governmental agencies,” says Bahnsen. As the company began to grow and expand, Steve Nixon promoted Bahnsen to governmental sales manager for both the North and the South, and then to Vice President of the company in 1994. Bahnsen witnessed many changes in the company over his 43-year tenure, and his experiences there have afforded 30

Carl Bahnsen and Suzie Kennedy at his Nixon-Egli retirement party.

him a lifetime of memories. “I enjoyed being out on demonstrations, but they did not always go as planned,” says Bahnsen. “I remember doing a hydraulic hammer demo for the City of LA many years ago. We were not aware that there was concrete under the asphalt and the hammer got stuck, and we could not retract it. By the time we got it free, I looked up, and my entire audience of more than 50 potential customers had dispersed, and I just remember how embarrassing that was at the time.” This did not happen often, as Bahnsen was well-known by everyone in the industry, including municipalities, agencies, truck equipment dealers and construction companies, as being very professional and willing to help even if it meant that he would not get the sale. "I most enjoyed all of the people that I was able to meet and work with for more than 40 years at Nixon-Egli. You know I always tried to be there for my customers, and it was important to me to keep up on all of the

advances and new products available on the market,” says Bahnsen. “I built so many great relationships and friendships over these years, not only with my customers but also with the people I worked with every day. They became family to me, and I will miss them all very much. I want to thank Steve Nixon, James Nixon and everyone that works for Nixon-Egli for being my friend and such a big part of my life.” Bahnsen retired from NixonEgli Equipment Co. this past December, but he points out that the equipment industry does not leave your DNA too quickly. “The machinery business gets into your blood, and I am sure that as I drive and see equipment working, I will be tempted to stop and take a closer look,” says Bahnsen. But it is not like Bahnsen has nothing else to do, he has a truck, travel trailer, and boat, as well as a vacation home on Lake Mead to keep him busy. “I am in the process of getting my passport renewed, and I think that my girlfriend, Suzie and I will do some traveling abroad to places like Europe. Additionally, there are several projects that I have either started or have been meaning to get to for some time. That should keep me busy for a while.” Bahnsen lives in Rancho Cucamonga, and he has two daughters and grandchildren that he also plans to spend as much time as possible with. “I always liked a particular saying that my father used often. 'I haven’t done as much as some people in my life, but have been able to do more than most, and for that, I am eternally grateful.'" CA

California Asphalt Magazine • 2017 Special Road Construction Issue


Steve Nixon, Owner, Nixon-Egli Equipment Co.

Carl Bahnsen with Dave Thomas.

Evelyn Nixon (left) and Kathleen Nixon.

James Nixon, Chief Operations Officer.

Jack Rogers, Retired Sales Manager.

Gavin Singleton, new VP of Municipal Sales (left) with Carl Bahnsen.

Vern Gunderson, VP of Construction Sales (left) and Julian Arroyo, Parts Manager, So. Cal.

L-R: Evelyn Nixon, Gillian Nixon, Bethany Nixon and James Nixon.

L-R: Carl's daughters Jennifer Kuhn, Christine Smith and girlfriend Suzie Kennedy.

L-R: Adam Endress, Area Manager/Municipal Sales, Robert Spinney, Carl, Ray Salehpour, Greg Schmidt, Area Manager So Cal.

L-R: Allen Hahn, Area Manager, So Cal, Steve Kekich, Area Manager So Cal, Kimberly Tyhurst, Sales Coordinator, Aaron Willis, CFO and Dana Randall, VP of Prod. Support.

L-R: John Skaff, Retired VP of Construction Sales, Tim Uschyk, Retired, Denny Johnson, Area Manager and Jack Rogers Retired.

California Asphalt Magazine • 2017 Special Road Construction Issue

L-R: Carl Bahnsen, Sharon Bahnsen (sister in-law), Bill Kuhn, Suzie Kennedy, Katie Nishkian, Frank Nishkian, Austin Bahnsen, Jennifer Kuhn, Christine Smith and Kristi Nishkian.

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INDUSTRY NEWS DON L. DALEY JR., KARI SARAGUSA NAMED NAPA DIRECTORS

Don L. Daley Jr.

The National Asphalt Pavement Association (NAPA) announced that Don L. Daley, Jr.,

president of California Commercial Asphalt, has been re-elected to another three-year term as a NAPA Director representing California. Daley Jr., a longtime CalAPA Board Member, is a past recipient of NAPA's "Asphalt Ambassador" award for his high-profile efforts to champion road funding in Sacramento and Washington, D.C. NAPA also announced that Kari Saragusa, president of Lehigh Hanson West

Region, also will serve as a NAPA director. Saragusa also has been prominent in CalAPA, introducing a special leadership-themed issue of CalAPA's official magazine, "California Asphalt." California's grassroots legislative activity was prominently featured at NAPA's annual meeting, which took place Jan. 29-Feb. 2 in Orlando, Fla. California's efforts were part of the Jan. 31 concurrent session titled:

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California Asphalt Magazine • 2017 Special Road Construction Issue


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INDUSTRY NEWS BLUE DIAMOND MATERIAL ANNOUNCES JOHN C. ROGERS AS NEWEST ACCOUNT MANAGER IN SOUTHERN CALIFORNIA John C. Rogers (Rogers) has come full circle after returning to Blue Diamond Materials, where he first started his career in 1982. “I am excited to be back here at Blue Diamond Materials where it all started for me,” says Rogers. “It feels like I never left and it seems appropriate to book-end my career here with this great company.” Rogers started out at Blue Diamond straight out of high school when he began working at one of the recycling sites. “I wore a lot of hats and worked at several positions,” says Rogers. “I learned a lot and always kept in touch with several individuals after I left, especially Rich Shaon.” Rogers went on from Blue Diamond to work at Owl Rock, and then on to Reed Thomas in Santa Ana, where he worked as an estimator. His next move was to Holliday Rock, where he served for 19 years, making his way from dispatch to a concrete/ asphalt sales representative serving Orange County.

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Rogers returned to Blue Diamond Materials in April 2016 to put his many years of experience to work marketing asphalt and aggregate products to select customers in Southern California. “I just sort of fell into this business many years ago, and I couldn’t be happier. Now, 35 years later, I still love it,” says Rogers. “The best part of this business is the people. I enjoy taking care of customers and building on the relationships that I have nurtured throughout the years.” Rogers currently resides

in Lake Elsinore with his wife of 33 years, Sabrina. They have two grown children and four grandchildren. Blue Diamond Materials has been mining construction aggregates in the San Gabriel Valley since 1916. They offer hot and warm mix asphalt materials for projects within Los Angeles, Orange, Ventura and San Bernardino counties. They provide these asphalt materials with six hot plants on their five strategically positioned plant locations, while offering emulsion and seal coat at select plant locations. The company is part of Sully-Miller Companies consisting of Sully-Miller Contracting, United Rock, and Blue Diamond Materials. For more information, visit their website at www.bluediamondasphalt.com or call (800) 300-4240. CA

California Asphalt Magazine • 2017 Special Road Construction Issue


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California Asphalt Magazine • 2017 Special Road Construction Issue

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NEW MEMBERS OF CalAPA ANRAK CORPORATION

COLLABORATIVE AGGREGATES

Patrick Anderson, Secretary/Treasurer patrick@anrak.com C: 916.425.8350

Jay Bianchini, VP Operations jayb@collagg.com

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JOHNSTON NORTH AMERICA

Robert Neumann, Business Development Mgr. robert_neumann@cargill.com

Russell Dysard russell.dysard@johnstonnorthamerica.com

5820 Mayhew Road Sacramento, CA 95827 P: 916.383.3000 www.anrak.com

100 Research Drive Wilmington, MA 01887 P: 978.229.5403 • F: 978.229.5401 www.collaborativeaggregates.com

EAGLELIFT, INC.

13400 15th Avenue N., Ste. B Plymouth, MN 55441 P: 763.268.5050 • F: 763.268.5072 www.cargill.com

IF A CAR DRIVES ON THE ROAD AND NO ONE HEARS IT, THAT’S

3483 Windy Hollow Road Mariposa, CA 95338 P: 909.665.0021 www.johnstonnorthamerica.com

DRIVABILITY To reduce road noise and help keep neighborhoods quiet, asphalt pavement engineers have developed special mixes like open-grade negraded surfaces, as well as modi ed, rubberized and stone-matrix asphalt that can lead to pavement-tire noise reductions as great as 7 decibels. * No wonder 83% of engineers, developers, transportation o cials and other key stakeholders chose asphalt as the quieter ride.** 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

* World Road Association (PIARC). Quiet Pavement Technologies. Report 2013R10EN,2013 **Edelman Berland Survey, 2013

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

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California Asphalt Magazine • 2017 Special Road Construction Issue


CALENDAR UPDATE SPRING CONFERENCE Date: April 12 & 13, 2017 Doubletree Hotel 222 N. Vineyard Avenue, Ontario

ANNUAL ‘DAY AT THE RACES’ Date: July 15 (tentative) Del Mar Thoroughbred Club 2260 Jimmy Durante Boulevard, Del Mar

FALL CONFERENCE Date: October 25 & 26, 2017 Doubletree 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 (866) 498-0761 to confirm meeting date and location.

California Asphalt Magazine • 2017 Special Road Construction Issue

37


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

Matich Corporation.................................... 35

CalAPA......................................................... 38

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

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

Pavement Recycling Systems................... 27

CEI Enterprises, Inc..................................... 39

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

E.D. Etnyre & Co......................................... 37

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

Gill & Baldwin ............................................ 37

RDO Equipment Co................................ 5, 19

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

Roadtec........................................................ 11

Herrmann Equipment, Inc.......................... 15

Sakai...................................................... 23, 29

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

Scott Equipment......................................... 32

Instrotek...................................................... 23

Sitech........................................................... 38

Johnson Machinery...................................... 2

Sully-Miller/Blue Diamond........................ 35

Johnston North America........................... 33

Valero Marketing & Supply......................... 3

Kenco Engineering..................................... 37

Volvo Construction Equipment & Svcs.... 25

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California Asphalt Magazine • 2017 Special Road Construction Issue


It’s more than the high fuel efficiency. It’s more than the 6 inch insulation. More than the fact CEI has produced some of the most efficient asphalt heating & storage systems available, since 1969. CEI backs its products. Period. With thorough engineering, high-quality manufacturing, dedicated service, worldwide parts support, and annual training, CEI offers you the kind of fullcircle support you’re looking for.

C E I E N T E R P R I S E S an Astec Industries Company C E I E N T E R P R I S E S an Astec Industries Company 245 WOODWARD RD SE • ALBUQUERQUE, NM 87102 USA • 800.545.4034 • FAX 505.243.1422 • ceienterprises.com 245 WOODWARD RD SE • ALBUQUERQUE, NM 87102 USA • 800.545.4034 • FAX 505.243.1422 • ceienterprises.com


NIXON-EGLI EQUIPMENT CO.,

HAMM AND RAP ENGINEERING, INC.

Above: Lano Avila, Operator (seated), Alfredo Hernandez, Leadman and Robert Perez, President of RAP Engineering. Above Left: RAP Engineering’s new Hamm HD14i on a College Ave for a City of San Diego project. Left: RAP Engineering’s new Hamm HD12i working in tandem with the Hamm HD14i.

RAP Engineering, Inc. is a family owned and operated company that specializes in grading and asphalt paving projects in San Diego and Western Riverside counties. Established in 2009 by Robert and Angela Perez, they are a certified MBE, DBE, and SLBE company. They focus on public works, private work, and commercial projects and are a preferred vendor for school districts. RAP Engineering performs a lot of water, sewer, street improvement and trench repair work for the City of San Diego. They recently took delivery of two new articulated tandem rollers from Nixon-Egli Equipment Co.; a Hamm HD14i and a Hamm HD12i. Robert Perez, President of RAP Engineering, has this to say about his recent acquisitions, “Our first purchase was the Hamm HD14i because we were in the market for a larger size roller to fit the scope of our work. You can’t compare the design and durability of German engineering,” says Perez. “We are equally amazed by the productivity we have already experienced in the short amount of time we’ve owned it. Our operators like the ease of operation and maintenance, as well as the excellent visibility. We purchased the HD12i shortly after and couldn’t be happier to have two Hamm rollers in our fleet.” “These two rollers were my first purchase from Nixon-Egli, and we are impressed with the sales and service team,” adds Perez. “Allen Hahn our salesman has been very tenacious. He had been calling on us for a few years before we were ready to purchase new rollers. He convinced us to give the Hamm rollers a try, and we couldn’t be more pleased. We appreciate our relationship with Nixon-Egli Equipment Co., they are a top-notch dealer and have earned our repeat business.”

RATING 50 Y CELEB 1965-2015 EARS

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

California Asphalt Magazine Special Road Construction 2017  
California Asphalt Magazine Special Road Construction 2017  

California Asphalt Magazine is the official publication of the California Asphalt Pavement Association. This bi-monthly magazine distributes...