California Asphalt Magazine – 2020 Equipment Issue

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THE ROAD AHEAD Assembly Transportation Committee Chairman Jim Frazier talks SB1, COVID-19 and the future of road construction in California.

INSIDE: Q&A with Assemblyman Jim Frazier Autonomous Equipment Review 2020 Equipment Guide



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Publisher’s Letter Keeping an eye on our association’s bottom line There’s an old saying in association circles, “Non-profit is a tax status, not a business strategy.” The fact is, our association is a corporation that operates much the same as the companies that make up our membership. We have a long-term strategic plan of goals and objectives, and each year we produce a budget that details how we will pay for the various activities that support our plan. As the year goes on, we closely monitor our budget and make mid-course adjustments as needed. At year’s end, we step back to see how we did, incorporate some lessons learned along the way, and start the budget cycle all over again. We file a tax return, but because we are a 501(c)6 non-profit trade association, the tax returns are made public for anyone to review. As CalAPA’s treasurer, I’m pleased to report that our association consistently ends each year in the black, and any excess revenues over expenses, minus a prudent reserve, are immediately invested back into the business. This fiscal prudence in managing your money has served us well through various ups and downs in the economy — even in this most unusual pandemic year. An important component of our annual revenue, of course, is dues paid by our members. Every association in America, and CalAPA is no different, has a goal of retaining members while also attracting new members. Our strategic plan calls for us to do this by providing valuable and unique information and services that help our members understand our complex industry and operate more profitably. CalAPA has grown its membership steadily over the years and has reached yet another all-time high in 2020. Our members also are very supportive of our voluntary funds, our Political Action Committee fund and our Environmental Survival Fund, which help amplify our voice at the state Capitol and with regulators. Another important aspect of our fiscal health is something called non-dues revenue. This is represented by activities put on by the association, consistent with our mission, that provide a steady stream of revenue and help us keep our dues among the lowest in the nation. You’ll recognize our non-dues revenue in the form of technical training classes, conferences, networking events and other activities to which we charge fees to recover our costs. Each event is like a business unit and must perform to expectations, or it is reengineered or eliminated. Based on member feedback, we are always adding new product lines. CalAPA members always enjoy the best pricing on these events, and some are even free. Many of our educational conferences and classes are open to non-members for a higher fee. This is actually a powerful recruiting tool. Many non-members, having attended a successful CalAPA event, have later joined the association. Special thanks go out to our many event sponsors, as well as our numerous volunteers who help us keep costs down while helping us provide excellent programming and service that keeps people coming back year after year. Also, I’d like to express my appreciation to CalAPA Member Service Manager Sophie You, who helps plan and coordinate events, and prepares the detailed yet easy-to-follow financial reports that the Board of Directors reviews at each quarterly meeting. Being a member of the Board of Directors is not a ceremonial position. Laws that govern corporations and non-profit associations require that governing boards understand and are accountable for the fiscal condition of the entities they oversee. Good financial reports help the board evaluate how the association is progressing in meeting its strategic plan goals. The fact that CalAPA has been in business since 1953, through numerous business cycles, is a testament to sound fiscal management, ethical and transparent leadership over the years, as well as core principals to elevate our industry for the betterment of all. That’s a business strategy that’s built to last. Sincerely,

Scott Bottomley Sully-Miller/Blue Diamond 2020 CalAPA Board Treasurer


California Asphalt Magazine • 2020 Equipment Issue



Long Beach, CA (562) 242-7400 · Bakersfield, CA (661) 399-3600 · Oxnard, CA (805) 485-2106 · Santa Ana, CA (714) 265-5500 · Santa Maria, CA (805) 922-8329 · Sylmar, CA (818) 890-3353


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Contents Volume 24, Issue 6


Publisher’s Letter


Q&A with Assemblyman Jim Frazier Page 8


Autonomous equipment making headway in the asphalt paving industry


California bans the sale of gas and diesel-powered vehicles by 2035 – Can construction equipment be far behind? Page 20


2020 Equipment Guide


Industry News

CalAPA equipment distributor member listings

On the Cover:

Assemblyman Jim Frazier, Chairman of the Assembly Transportation Committee (left), with Mike Cunningham of Teichert on a California State Transportation Committee tour of the Teichert asphalt plant in Sacramento. Photo by Russell W. Snyder.

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P.O. Box 981300 • West Sacramento • CA 95798 (Mailing Address) 1550 Harbor Blvd., Suite 211 • West Sacramento • CA 95691 • (916) 791-5044 Russell W. Snyder, CAE, Brandon M. Milar, P.E., Bill Knopf, • (442) 400-9697 Sophie You, Scott Bottomley, Sully-Miller/Blue Diamond Construction Marketing Services, LLC • (909) 772-3121 P.O. Box 892977 • Temecula • CA 92589 Aldo Myftari Russell W. Snyder, CAE, CalAPA, Brian Hoover, CMS Kerry Hoover, CMS, (909) 772-3121

Copyright © 2020 – 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 Pavem­­ ent Association; contractors; construction material producers; Federal, State and Local Government Officials; and others interested in asphalt pavements in California and gaining exclusive insight about the issues, trends and people that are shaping the future of the industry.


California Asphalt Magazine • 2020 Equipment Issue


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Q&A with

Jim Frazier


By Russell W. Snyder, CAE

Editor’s Note: Jim Frazier, a former licensed general contractor and developmental disabilities advocate, represents California’s 11th Assembly District, encompassing portions of Solano, Contra Costa, and Sacramento counties. The district includes the cities, towns, and areas of Antioch, Bethel Island, Birds Landing, Brentwood, Byron, Collinsville, Discovery Bay, Fairfield, Isleton, Knightsen, Locke, Oakley, Pittsburg (partial), Rio Vista, Suisun City, Travis Air Force Base, Vacaville and Walnut Grove. He currently resides in Fairfield. Frazier became involved in public service after a family tragedy on Dec. 16, 2000, when his two daughters were involved in a headon auto collision caused by black ice on their way to Lake Tahoe. The accident was fatal for his oldest daughter, and badly injured his younger daughter. Grief-stricken, Frazier worked to help prevent other families from undergoing the same painful experience. In his research, he learned there had been 143 accidents and numerous fatalities on the same two-mile stretch where his daughters' accident had occurred. Frazier succeeded in convincing the California Department of Transportation (Caltrans) to widen the median and install a new pavement that would prevent black ice from forming on that part of the highway. This unfortunate tragedy sparked Frazier's interest in highway safety and transportation infrastructure improvements, which led to his further involvement in public service. 8

After serving on the Oakley City Council and as Oakley City Mayor, Frazier joined the Legislature in 2012, and has worked to address the challenges Californians face with jobs and the economy, transportation, water and other essential issues. In 2014, Frazier was appointed Chairman of the Assembly Transportation Committee, which oversees issues pertaining to Transit Authority, California Department of Transportation, the California Highway Patrol, vehicles, aircraft, vessels, freight and shipping, licensing and registration and drivers licenses. He is also a member of the Assembly's Veterans Affairs Committee, Budget Sub-1 Committee on Health and Human Services, Insurance Committee, and serves as an Advisory Member of the State Public Works Board.

Outdoor Sporting Caucus & Mental Health Caucus. He is Assembly Speaker Rendon’s appointee to the Delta Protection Commission and is a strong advocate for protecting the Sacramento-San Joaquin Bay Delta.

In 2017, Frazier was appointed Chairman of the Select Committee on Improving Bay Area Transportation Systems, and currently serves as the chairman of the Select Committee on Intellectual and Developmental Disabilities to shine a light on the IDD population as one of the most underserved groups in California. He serves on the Select Committee on the 2028 Olympic and Paralympic Games and the Select Committee on Ports and Goods Movement; he is a member of the California Commission on Disability Access as well as the Advisory Commission on Special Education.

In 2017, Frazier was the principal co-author and Assembly floor manager of Senate Bill 1, the $50 Billion Road Repair & Accountability Act, helping guide the bill through various committee hearings and a close Assembly floor vote. The bill, which incorporated many elements of his own comprehensive transportation bill, AB1, passed the Legislature and was signed into law by Gov. Jerry Brown on April 28, 2017. He was also author of Assembly Concurrent Resolution 5, which placed on the June 2018 ballot a measure to add further protections of transportation dollars in the California Constitution. It earned a “yes” vote by 80 percent of voters. Frazier was also an outspoken opponent of Proposition 6 in 2018, a ballot measure that sought to repeal the various fuel taxes and fees that were integral to SB1 and paying for California’s “fix it first” road-repair strategy. The measure was defeated at the polls on Nov. 3, 2018. As an ExOfficio Member of the California Transportation Commission, Frazier keeps a close watch on how SB1 dollars are utilized for transportation improvements in California.

Frazier serves as Co-Chair of the Delta Caucus and is a member of the Bay Area Caucus, Legislative

California Asphalt Magazine: I guess we should start with SB1, the most significant transportation

California Asphalt Magazine • 2020 Equipment Issue

bill to pass the California Legislature in decades, perhaps ever. It only seems like yesterday that the bill was working its way through the Legislature in 2017 and then came down to very close votes in the Senate and Assembly. As a key player in crafting the bill and ultimately rounding up the votes to get it passed, what are your recollections? Assemblyman Jim Frazier: When the governor went out and did his State of the State speech that year, and declared the deficiency in funding for deferred maintenance for transportation as a top priority, I took it as a personal challenge to go out and put this thing together, and everyone told me, It’s not going to happen. It’s too big an endeavor. There are too many moving pieces. And I just said, “You know what? I come from the private sector. Right is right, and wrong is wrong. We need to catch up and do this, get it fixed.” And so I introduced AB1. It was something like $7 billion per year, and a .22 cent gas tax. CAM: The gas tax increase in SB1 ultimately ended up at .12 cents for regular fuel and .20 cents for diesel. JF: Right. But I knew I had to start larger because, in our world, you negotiate, and it takes time to massage it together. So I did my bill, and Brian Kelly (then-California State Transportation Secretary) put out their proposals, and they were significantly less. And a lot of people said, “You probably should just go with that, acquiesce, because something is better than nothing.” But when I looked at it, the way it was put together, it really didn’t do anything for projects, or the SHOPP (the pavement-repair focused State Highway Operation and Protection Program), or putting pavement on the ground. It was a lot of environmental stuff. So I said “I’m not going to succumb to that. I’m going to make sure that I fight for

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. Meeting with Frazier at the CalAPA Legislative Fly-in held March 1314, 2018 at the state Capitol in Sacramento were, from left: 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.

what I believe in.” So, two years, four months and six days – who’s counting? (laughs) – we went all over the state of California promoting our comprehensive portfolio package for this funding plan, trying to convince my colleagues to support it. There were several who it was hard to convince that this was necessary. So I had to overcome the obstacles that they had, trying to get the votes. CAM: As an urgency measure, it required a two-thirds vote of both the Assembly and the Senate to pass, a very steep hill to climb. The bill had already cleared the 40-member Senate on a 27-11 vote. The final hurdle before going to the governor was in the 80-member Assembly. JF: Right. It was a 54-vote bill. I have to say, the Speaker, Anthony Rendon, was probably my biggest supporter. He believed in me. He kept telling me to go for it. He was working behind

California Asphalt Magazine • 2020 Equipment Issue

the scenes also, garnering support. We started to get some momentum. It was one of those days. It came up on April 6, if I remember right. We still didn’t have those 54 votes. The governor had called some members in to his office and had some conversations with them. And then we got to the floor vote, and I was exhausted. I was toast. CAM: We remember. Your voice was almost gone. It was clear you had been doing a lot of arm-twisting prior to the vote. JF: I had worked on this bill so long and so hard, and talked to so many people, it was a part of me. I just couldn’t allow it to die. I stood up on the floor and it took every bit of strength I had to be able to challenge my colleagues, to say, “You know what? This is the right thing to do, the proper funding for transportation.” So they called the roll and I think we were three or four votes short. So the speaker and I had a 9

needed to be accomplished. It was kind of meant to be, but when you look at how we put it together, with the index, it was done well. I’m very pleased.

Assemblyman Jim Frazer Chairman of the Assembly Transportation Committee (right) meets with the CalAPA delegation during the annual CalAPA State Capitol Fly-in to Sacramento March 5-6, 2019. Toni Carroll with Graniterock (left) makes a point as Scott Dmytrow with Telfer Pavement Technologies looks on.

conversation, and I went to a select group of members who were off the bill. I won’t mention any names (laughs). But I did have some unique conversations with each and every one of them. CAM: Very diplomatically put. We know that sometimes these kinds of interactions can get pretty intense. JF: And so we called the roll again and the bill came up and it was passed. We had only one Democrat who dissented on it, and I remind him of that every day (laughs). CAM: We actually published in our magazine the list of every member of the Legislature and how they voted on that bill. We have a long memory for those things as well. JF: When we finally went down to the governor’s office that evening, and did the press conference, I was deflated. This was the most historic piece of legislation I’ll probably ever pass in my life. When you look at the economic benefit package it was massive. The bill was projected to generate 68,000 jobs. When 10

you look at the economic benefit analysis over a 10-year period, it was something like $863 billion in economic benefit when you consider the multiplier effect. This is from a general contractor from Oakley, California, who several years ago couldn’t have imagined I would be standing next to the governor and relishing in this major accomplishment. But I was also darn glad it was over! (Laughs). CAM: Our magazine at one point had on its cover a depiction of Sisyphus pushing a giant stone uphill because we felt like, every year, we’d try to push this rock up the mountain and every year it would roll back down again. This was the ultimate heavy lift to get it done. JF: It really was. And again, as you talk about Sisyphus, I wasn’t going to give up. If I had to continue the next year, or the next year, or the year after that, I was going to do it. I was the chair of the Transportation Committee. It was my obligation to make sure this got done. I really did take it as a challenge from the governor when he told us this

CAM: Yes, the index was a key feature of the bill. That allows the gas tax to be increased automatically to track with the rate of inflation. That was perhaps the greatest flaw in the system of paying for transportation in the past century, and legislative inaction meant transportation dollars had only half the buying power than they did in 1990, the last time the gas tax was raised. Now let’s fast-forward to 2018, and suddenly SB1 is on the ballot. Republican operatives paid to qualify a ballot initiative, Proposition 6, to repeal the fuel taxes and fees that were part of SB1. Everything we all worked so hard for, for so many years, was suddenly in jeopardy. JF: Your industry and I partnered on that. Labor partnered on that, and other interested parties. Remember, prior to that, I carried ACA5, which placed in the California Constitution protections so that transportation dollars could only be used for transportation purposes. CAM: Right. That ultimately became Proposition 69 on the June 2018 ballot, and it was passed by 80 percent of voters. JF: In doing that, we wanted to show that our hard work was going to equate to doing what we said we were going to do with the money, and not do what the governor tried to do last year, which I stopped. CAM: That was the governor’s budget proposal to divert $130 million in interest earned in transportation accounts to the state’s General Fund. Our industry was furious about that. [ Continued on page 12 ]

California Asphalt Magazine • 2020 Equipment Issue

[ Continued from page 10 ]

JF: When Prop. 6 was on the ballot, it was a definitive statement by the California public to say, yes, we want this. It was ratified by the Legislature, but with the good work of your association and other people that supported the campaign to promote the good work of SB1, it prevailed. SB1 was very prescriptive. It said what we were going to do with the money. And I think that is what was lacking in a lot of the bond measures. They don’t have an expenditure plan and expected outcomes. SB1 has transparency and accountability. We have the Inspector General that we included in the bill. Caltrans had to come up with $100 million in cost-savings. With the coalition of people who believed in what we were doing, we continued to fight for the outcomes and what SB1 would provide. CAM: Measurable results, like pavement smoothness. JF: Exactly. To the naysayers, what would have been accomplished if they were to have a positive outcome? At some point in time, we’d be driving around on gravel. I honestly wanted to work with the people who were in opposition to the bill, but they never came up with something that was equally as effective. It was always just “no.” CAM: Even with all the protections in place to ensure transportation dollars are used for their intended purposes, keeping a close watch to make sure no one discovers a clever loophole seems like it requires constant vigilance. JF: There’s been efforts by the Newsom administration to use transportation money to make up for budget shortfalls in housing, when he first came into office. I went into his office and met with his staff and said no, you’re not going to use this for that purpose. We do have it protected. You think that you can 12

use it in this gray area, but it’s not allowed. And then they tried, in this budget cycle, to use $130 million of interest income. I said, “No, you’re not going to do that either.” So, we’re watching it. This is my baby. For the rest of my life, any shenanigans, I’m going to be on top of it. CAM: But the persistent narrative being pushed from some quarters is that the money will be wasted, or diverted and used for other purposes. JF: I still hear that we are wasting money, and we live in the highest tax state and all of this. People aren’t looking at the end product, the safety that has been derived from it. The work and jobs that have come out of it. One of the essential programs during the COVID-19 pandemic is transportation. We’re making this investment on a daily basis, a yearly basis, on income that is derived from the gas tax. CAM: So how would you assess where we stand today with regard to SB1? There’s billions of dollars flowing into the system, and it is being converted into projects that are under construction all across the state, although we keep hearing persistent reports that there does not seem to be enough work in rural areas. What is your assessment? JF: I think it is going well. I’m seeing projects. I’m seeing SB1 signs everywhere I go. I think when you look at the intensity of what had to happen, remember it took some time to build up that amount of money, so basically we’re only into this two-and-a-half years. It is a momentum thing. The other thing is that Caltrans didn’t have a big shelf. CAM: By “shelf” you mean projects already designed, permits obtained and ready to go to out to bid and then to construction.

Assemblyman Jim Frazier makes a point prior to a tour of a Teichert asphalt plant in Sacramento held on June 20, 2016.

JF: Right. They had been deficient in funds for so long they had to build that shelf of projects. But I am seeing an enormous amount of work being done by the self-help counties. CAM: Those are the counties where voters have also raised local sales taxes to generate money to improve transportation. Currently 25 of California’s 58 counties are self-help counties, representing about 90 percent of California’s population. In each county, the tax measure was approved by two-thirds “super-majorities” as required by the California Constitution. JF: Yes. The self-help counties did have “shovel-ready” projects. There was automatic leverage there. The California Transportation Commission last year put out, I think, $30 billion in projects. It wasn’t all SB1 projects, but if I remember it was $30 billion dollars. Could we do better? Always. The squeaky wheel gets the grease. There’s always political pandering for the money. It’s a dog and cat fight for those dollars. CAM: We always encourage our members to have those conversations at the local level, with city and county public works directors and elected officials, to question where the transportation dollars are going. Half of SB1 dollars, after all, go to cities and counties.

California Asphalt Magazine • 2020 Equipment Issue

JF: You just have to be in there, in the mix, to be part of it. Yes, I want to see the rural counties get their fair share, and get their roads fixed, and if they’re not, they just need to let us know so that we can help them, and elevate their voice. CAM: It clearly seems as those there is much more work happening in those self-help counties, however. They have stepped up to be part of the solution. JF: I love the self-help counties. I was a commissioner in local government, on the Contra Costa County Transportation Authority, and it is such a bonus that a region will self-tax themselves to be part of an equation to be able to help the state. I do everything I can to promote the self-help counties, and anybody who wants to be selfhelp, I’ll jump right in to being their biggest champion. CAM: Overall, how would you assess the accountability aspects of SB1? The bill created a new Office of the Inspector General to root out any waste, fraud and abuse, and also called upon Caltrans to come up with $100 million in cost-savings through efficiencies, and do all of that in a very transparent way. JF: Both Inspector Generals I have had a good relationship with. They knew we were intentional in requiring accountability and transparency. They went in with a laser focus, and started identifying some shortcomings, and I believe, honestly, at the willingness of the leadership at Caltrans at taking these suggestions. This is an outside person looking in. It’s just like when I was building houses. I was never afraid of the building inspector because it was another set of eyes to protect me. The Inspector General came in and saw some things. The asset management program was bolstered. There were some personnel things identified,

Members of the California State Assembly Transportation Committee tour a Teichert asphalt plant June 20, 2016 in Sacramento. Pictured, standing from left to right: Paul Mercurio, Teichert; Assemblyman Adrin Nazarian; Assemblyman Patrick O'Donnell; Assemblyman Richard Bloom; Assemblyman Eric Linder (vice chair of the committee); Assemblyman Jim Frazier (chairman of the committe); Assemblyman Eduardo Garcia; Assemblyman Jimmy Gomez; Assemblyman Kansen Chu and Will Kempton, executive director, Transportation California. In the foreground is Mike Cunningham with Teichert.

and project management. That role is essential so that people are on their toes, right? Don’t get complacent. It’s not that we’re saying we don’t trust them. It’s not that at all. You have 23,000 employees at Caltrans. You need to be able to have some kind of oversight at a different level. The Inspector General did find some programs that are lacking. One of the things about Caltrans – we ask them to do everything. Seriously! All the environmental issues. They have an aviation department. Having to work with the Department of General Services. And then we swamped them with projects with SB1, right? CAM: One of those issues placed on Caltrans is ensuring that there are sufficient opportunities for small businesses in accessing a fair share of all of this transportation work, with a special emphasis on minority-owned, women-owned and disabled veteran-owned businesses. Caltrans has a system of incentives for contractors who

California Asphalt Magazine • 2020 Equipment Issue

bid on projects to utilize companies that fall into these categories based on goals set by the department, but this has been very controversial over the years. The department is about to embark on conducting an updated “disparity study” that will be used to set new participation goals. What do you think about how Caltrans is doing in this area? JF: One of the disadvantages of the smaller businesses and the disadvantaged businesses is that the projects are too big. I think they need to bundle projects, so people can actually attain a portion of the project, and make that attainable. CAM: That’s a longtime complaint by some of the smaller firms. They just don’t have, for example, the bonding capacity to go after some of the bigger projects. JF: I was a contractor, right? And I actually looked at a Caltrans job that I just couldn’t afford to fund. I knew there was a lull in the progress payments, and I was just 13

too small to cover that. And so, I get it. We need to accommodate and bundle so these firms can compete. Caltrans needs to make a better effort at that. And they need to talk to the smaller businesses to understand what they need to do to accommodate that. CAM: The system as it stands now is fraught with complexity and risk, especially for the smaller companies. JF: There needs to be a partnership. Not a punitive thumb over the contractor, but a willingness to help them excel. You are always worried about the general contractor when you are a sub-contractor, or the agency you are working for, and a lot depends on the personality of the person overseeing your project. There’s a lot of personalities that can either make or break you. I think the culture of a willingness to help people excel is essential. CAM: We are, of course, in the middle of a pandemic, and it has resulted in major changes to our lives, our economy, how we move people, goods and services around, etc. One of the big impacts early on in the pandemic was the shutdown of businesses and a sharp reduction in people driving, which also means less fuel purchased, and less gas-tax dollars generated. In recent weeks it seems that traffic volumes are starting to return to close to pre-COVID levels. How do you assess the impact of COVID-19, in particular in how it may impact transportation funding? JF: From all indications I have, people are driving around, and fuel consumption is up. It has the ability to fluctuate depending on where we are with the pandemic. One of the things I tried to do with Sen. Jim Beall this year was stave that off. With SB1351, we proposed a $5 billion advancement through revenue-anticipation bonds. We felt 14

that the earned income could pay for the debt service, and the cost of money right now is almost nothing. We were trying to get ahead of the curve, and thinking in this pandemic we could put $5 billion to work. That was initially in my AB1, to have that ability. And we got it all the way through the Legislature and the governor vetoed it. CAM: That was a surprise. Our association was one of the many groups that supported the bill and urged the governor to sign it into law. JF: I was surprised also. What am I missing? It puts thousands of people to work. Think about the amount of pavement this buys, and the billions of dollars of deferred maintenance we’re still trying to catch up on, especially in those rural counties. I was really disappointed to see that there wasn’t this ongoing support. The attitude was like, “We did SB1. Let’s move on to other priorities.” No, this is always a priority. We need to continue to push that ball. One of the things we are not factoring in is every time we have a catastrophe, with weather or whatever, where does that money come from to fix it? SB1 pays for that stuff. It robs Peter to pay Paul. We are always going to have unexpected expenses due to catastrophe. Whatever we can put into the system I want to do. CAM: Thanks again, by the way, for supporting the designation of our industry as “essential” during the pandemic, allowing us to continue to work, fixing roads. That wasn’t necessarily the case in some other states. JF: I called the California State Transportation Agency and said, coming from a contractor’s background, if people aren’t on the road, you guys need to get every piece of equipment you can

Assemblyman Jim Frazier (left) chats with CalAPA advocate Jeff Sievers during a tour of a Teichert Asphalt Plant in Sacramento on June 20, 2016.

out there. It’s going to save us a ton of money, we’re going to put people to work, let’s get this going. And we did. We started rolling. It was an unfortunate circumstance of being during a pandemic, and people being sick, but the ability to go out and do all this work and we didn’t need to do all these road closures and traffic control, so we could actually do the projects like they were supposed to be done. CAM: That was a silver lining in this pandemic, and allowed many projects to be completed well ahead of time and under budget. The story was picked up by the news media nationally and there was a very favorable response by the public. JF: Right. CAM: Gas taxes have paid for roads for more than a century, but the end to that “pay as you go” system of transportation finance is on the horizon. As more and more electric vehicles hit the road, and average vehicle mileage increases, that will have negative consequences for traditional fuel taxes in the future. The governor has said he wants to eliminate all gasoline-powered cars by 2035. We always knew that SB1 would be the bridge to keep our transportation [ Continued on page 16 ]

California Asphalt Magazine • 2020 Equipment Issue


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[ Continued from page 14 ]

infrastructure from falling apart until we can develop a new way for generating transportation revenue in the future. What do you see as ahead for us to transition to a new way to protect and enhance our transportation system? JF: Ultimately, the fairest way of doing this is user-pay. The Road User Charge Technical Advisory Committee is extended, I think, until 2023. CAM: That is the pilot project formed to study an alternative way to pay for transportation, such as a charge based on how many miles a vehicle travels. Legislation passed in 2014, SB1077 by former state Sen. Mark DeSaulnier, established the pilot road charge study. That group explains the concept this way: “Road Charge is an alternative funding mechanism that allows drivers to support road and highway maintenance based on how many miles they drive, instead of how many gallons of gas they use. Just like you pay your gas and electric bills based on how much of these utilities you use, a road charge – also called a mileage-based user fee – is a fair and sustainable way to fund road maintenance, preservation and improvements for all Californians. Everyone is charged for how much they use the road, regardless of what kind of car they drive.” It sounds simple, but it would be a major change from how we fund things now, and has raised privacy concerns about how such a program will be administered. California completed the largest road-charge research project in the nation, piloting more than 5,000 vehicles that reported in excess of 37 million miles, and the findings of the research were reported in 2017. Where do you see this headed? JF: What we have to do is formulate a system that is not Big Brother, so people don’t feel like their privacy 16

is always at risk and they are not being tracked. When you look at it, the best and most equitable way is VMT (Vehicle-Miles Traveled). We have to get to that point. If we are going to go to zero-emission vehicles, and we’re not buying fuel. I think the most equitable way is the road user charge going forward. It just has to be formulated in a way that people are comfortable with it. CAM: Our industry, like many, are really feeling the effect of accelerating environmental regulations, particularly in the air-quality area. Everyone wants to protect the environment, and in fact our industry in particular has implemented many improvements over the years to dramatically increase our sustainability and reduce or eliminate negative impacts to the environment and the communities we serve. Still, many of these new regulations, we believe, are being pushed through with a cursory effort by regulators in soliciting and incorporating feedback from the industries to be regulated. Related to this, the state is moving forward with implementing SB743, which has the effect of changing the criteria used by the California Environmental Quality Act (CEQA) to base impacts on a “level of service” metric – traffic congestion, etc. – to a Vehicle Miles Traveled (VMT) metric, which many believe is meant to make it more difficult to build housing and other infrastructure farther away from urban areas. We presume you have heard these complaints as well. What is your perspective? JF: I absolutely agree. I think Level of Service is the proper method of denoting usage. I know that the in-fill development folks are adamantly against it also. One of the things I’m looking at is I want to re-allocate all the cap-and-trade money to wildfires.

Assemblyman Jim Frazier (left) and Mike Cunningham with Teichert during a tour of Teichert’s asphalt plant in Sacramento on June 20, 2016.

CAM: Wow. For our readers who may not be familiar with it, the state’s cap-and-trade program has allowed companies to buy carbon “credits” to be used to help offset air pollution. It has been very controversial, especially since a large chunk of cap-and-trade funds have been used to pay for costoverruns of the state’s controversial High-Speed Rail project. JF: We’re doing a comprehensive bill on this right now. From 2013, when the cap-and-trade program started, to 2020 it collected $12.5 billion that they have put in to capturing or reducing 45 million metric tons of carbon. In 2018 alone, the California wildfires released 68 million metric tons of carbon, negating $12.5 billion in investment. CAM: That’s amazing. JF: So what I’m saying, and this is what I have been asking the California Air Resources Board for five years now as the chairman of the Assembly Transportation Committee, they’ve never recognized the natural emission component. [ Continued on page 18 ]

California Asphalt Magazine • 2020 Equipment Issue

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It’s always been man-made. So to take a blind eye to that is actually just throwing good money after bad. So what we’re talking about is a rapid response on suppression, better forest management practices, reinvigorating the mills in the mountains for biomass and utilizing that money to catch up. When you look at the 4 million-plus acres that have been burned this year, once we get a handle on this, we can minimize the damage, and then we can go back to the work we were doing before. CAM: That really puts the air-quality situation in perspective. JF: I’m going around gathering signatures and looking for associations – hint, hint – to sign on. They are using the same methodology for business. They are not listening to business. They are not listening to the Legislature. They have this “holier than thou” attitude and that they only serve one master. I want an elected board. I want a diverse and transparent board. Any time any one of your members need my help with CARB, I’m all in. They are supposed to be an organization that protects the environment, but they shouldn’t kill the economy. CAM: Back to the COVID-19 situation, there is an emerging body of evidence that is suggesting that this pandemic may usher in some permanent changes in the way our economy works, the way people, goods and services move around, where we live and work, etc. For example, one study found that, prior to the pandemic, transit use in California over the past decade has been steadily trending down, while remote work has been steadily trending up. Many transportation and land-use planners think these trends will accelerate post-pandemic. What are your thoughts? 18

JF: With regard to the transit aspect, we’ve had declining transit ridership, as you say, for over a decade. And so this has brought the realization that the transit industry needs to have a new business model. They are an essential component for many people, absolutely. I will not deny that. But I’ll be damned if I’m going to support empty buses and trains running around just because they can. What has happened when the folks come to us, and want us to support different opportunities? We are telling them that if you are coming to the state, then you have to come up with a better business plan. You have to be more efficient. The days of being able to squander money are gone. CAM: For our readers, farebox recovery is transit-speak for the percentage of transit operations that are paid for by the fares paid for by riders. These percentages vary around the state, but are generally well below 50 percent, which means the systems must be subsidized by other sources of tax revenue. JF: Would I love to have a free transit system for all of California? Absolutely. But we have to, at this point in time, understand that farebox recovery is essential. CAM: It seems like many conventional wisdoms held by the environmental movement are being called into question right now. JF: It needs to be a comprehensive approach. Stakeholders have to be engaged. What about the cost of housing? People are moving out to more rural areas, and willing to travel more, because they can get a house or rent for less than in the metropolitan areas. All of those factors have to be considered. CAM: We’ve really covered a lot of ground today, and you’ve been very generous with your time. Anything else you would like to add?

JF: When you look at the folks that are trying to eliminate fossil fuels, they don’t recognize that this is an integral component of asphalt. And we need to do thousands and thousands of miles of asphalt every year. There are 50,000 miles on the state highway system alone, not including all the city streets. When they talk about going to zeroemission, what happens if you don’t have the volume of fossil fuels, then the cost of asphalt is going to go up dramatically. We need to keep telling people that what you are doing is stepping over a dollar to pick up a dime. You’re going to fix something over here, supposedly, but you’re going to make this 15 times or 20 times more expensive over there, and what are you doing about that? We need to be vocal when they want to remove some aspect of an industry, that it has a dramatic impact on another component, and it makes it much more expensive. I have not been an opponent of zero-emission. What I have been an opponent of is not having a good plan – a purposeful plan forward, with grid, infrastructure, availability for all Californians, not just the well-to-do. You’re going to make these mandates for 2035? And did you see that it also includes off-road vehicles, which also includes the construction industry? Seriously? I asked the commissioner of the California Highway Patrol how they are going to do this. He said, “We’re going to need three cars per shift.” They are running all the time, all day long, all night long. They are not talking to people about how this will affect them. It’s a great goal, and we need to get there some day, but it’s how we get there. CAM: We look forward to working with you to figure that out. CA Russell W. Snyder, CAE, is the Executive Director of the California Asphalt Pavement Association.

California Asphalt Magazine • 2020 Equipment Issue

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Autonomous equipment making headway in the asphalt paving industry By Brian Hoover, CMS


sphalt equipment manufacturers are investing in the future of autonomous technology. Autonomous or self-driving vehicles have been making big strides in the automotive industry for many years. Companies like General Motors, Uber, and Tesla lead the way, with the market projected to grow to $36 billion by 2025. But what about the construction industry? The mining Above: industry has been actively Caterpillar has perfecting mobile equipment nearly 300 autonomous management mining heavy haul trucks in operation and more than solutions for several 2-billion tons hauled using the years. For example, Cat ® MineStar™ Command system. Caterpillar has nearly 300 autonomous heavy haul Right: Volvo CE unveiled its trucks currently in operation prototype HX1 autonomous, batter-electric load carrier and more than 2 billion for the quarry and tons hauled using the Cat® aggregate industry MineStar™ Command system. in 2016. Volvo CE also joined the self-driving hauler ranks in 2018 after announcing an agreement For some, the idea of having with Norway's BrØnnØy Kalk AS, a limestone mining operation. Volvo unmanned trucks and equipment CE unveiled its prototype HX1 on the job just rubs them the autonomous, battery-electric load wrong way. They imagine futuristic carrier for the quarry and aggregate jobsites without operators or even industry in 2016, with a secondlaborers, but they may find a very generation unit released in 2017. different reality when they stop Global mining and quarry and take a more in-depth look. companies are on record, saying Remember the 1970s when many that they are adopting unmanned feared that computers would vehicle fleets to increase safety replace humans and take all of our and boost efficiency with lower jobs? In actuality, the advent of costs and around the clock computers created many more jobs hauling capabilities. and increased productivity more 20

than ever imagined. Automating heavy machinery and massive haul trucks are a far cry from driverless cars that can go almost anywhere. The heavy equipment driverless age will focus on specific, repetitive, and defined applications. Automation will allow contractors to lessen the pain from skilled labor shortages while keeping construction operators and crews safer on the jobsite. Like with computers, workers will see better productivity with autonomous

California Asphalt Magazine • 2020 Equipment Issue

Left: Royal Truck and Equipment’s fully autonomous attenuator truck was first deployed in 2017. Below: HAMM AG shows how compaction might develop with their Autonomous Roller F1 study.

machinery that can help them do more. Manufacturers all agree that it is not about replacing workers but making them safer and more productive. Now that we have gotten the arguments against heavy equipment autonomy out of the way, let's look at the asphalt paving industry and where driverless technology is and where it is going. There are a few instances where unmanned equipment is already up and running and benefitting the road building industry. One such machine is the autonomous impact attenuator truck from Royal Truck and Equipment in Coopersburg, PA. The company's first fully autonomous attenuator truck was first deployed in Colorado in 2017 after being tested in multiple states and locations. The Colorado DOT purchased the driverless attenuator truck to be the shadow vehicle behind a human-driven line painting truck. Removing the operator from a TMA (Truck-Mounted Attenuator) makes sense, seeing how potentially dangerous that job can be for both the motorist and the workers. The driverless TMA is put into follower mode when paired with the lead vehicle. It removes the human instinct factor to move into other lanes if threatened or pushing the gas and careening into the front work vehicle. "Our ultimate mission is to help eliminate deaths in active work zones," says Tom Pucci,

government accounts manager, Royal Truck & Equipment, Inc. "Hundreds die each year in work zone crashes, and it is our goal to bring that number as close to zero as humanly possible." The system was developed initially for unmanned military applications to protect soldiers in combat zones. Autonomous TMA's are now operating on roadways in seven states and England. As we turn specifically to the paving train and how asphalt equipment is fairing in the world of autonomous equipment, the lines become significantly blurred. Manufacturers continue to invest in the possibility of autonomous equipment, but many feel that self-driving asphalt equipment is still many years off in the future. Despite the numerous challenges, manufacturers like Caterpillar, Hamm (Wirtgen Group), Volvo CE, Dynapac, Bomag and Trimble continue to move forward toward

California Asphalt Magazine • 2020 Equipment Issue

making driverless, autonomous asphalt machinery a reality. It appears to be a general consensus that the best place to start is with the compaction roller. Contemplating the construction site of the future, HAMM AG (HAMM) shows how compaction might develop with studies such as the "Autonomous Roller F1." In cooperation with product designers, HAMM recently received two design prizes for its study on autonomously operating rollers. HAMM was one of the first to announce that they were working on a self-driving compaction solution in 2017. Their first step was to ensure that the compaction roller's sensors could appropriately measure stiffness to decide frequency and amplitude accurately. Additionally, the elimination of the driver's platform opens up numerous optimization opportunities in design, as well as for the construction process. This would include the ratio of drum 21

Left: Bomag introduced the ROBOMAG BW154 in 2019, as a study in full autonomous tandem roller compaction. Below: Cat B-Series vibratory soil compactor using the Command for Soil Compaction system, an operator-assisted technology.

diameter to overall height. HAMM AG is already implementing the latest results from its design study that will find its way onto construction sites in the early 2020s. They are also developing innovative cabs in which the driver's work is made easier by assistance systems, while simultaneously increasing compaction quality. "This takes us from today's machines with numerous assistance functions, through semi-autonomous systems, to the fully autonomous rollers that we will be operating in the future," says Stefan Klumpp, CTO, HAMM AG. Caterpillar has also been hard at work on a new automated soil compaction system. Their new "Command for Soil Compaction" system for Cat B-Series vibratory soil compactors has a touchscreen that enables operators to set parameters, hit "auto," and allow the machine to take over and execute compaction. The Command system controls the compactor's speed, steering, forward and reverse movements, as well as vibration when placed in “auto.” The technology contributes to excellent quality by maintaining constant speeds and correct pass counts, with consistent and precise overlap. Cat refers to this as an 22

"operator-assisted technology," meaning that while it is not fully autonomous, it is a step in the right direction. In 2019, Bomag introduced the ROBOMAG BW154, a fully autonomous tandem roller for asphalt compaction. Although the concept machine was only a technological study, it utilized geofencing and GPS data to allow for autonomous compaction in a pre-planned area. The industry's early success with autonomous compaction has moved them to the next logical step: asphalt rollers. Robomag's technology study was done in cooperation with the Technical University of Kaiserslautern in Germany. The results and initial


Smoothing out the bumps in

‘Intelligent Compaction’

INSIDE: Intelligent Compaction Q&A with CSLB Chief Cindi Christianson San Gabriel Valley Airport Rehabilitation

Intelligent Compaction Technology is a big part of the evolution of autonomous asphalt equipment on the jobsite.

Click above or go to https:// cam_2016_eg to read the full story on "Intelligent Compaction" from California Asphalt Magazine’s 2016 Equipment Guide Issue.

[ Continued on page 24 ]

California Asphalt Magazine • 2020 Equipment Issue

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Left: Dynapac’s “Road to Autonomy” was launched with their introduction of SEISMIC Soil Rollers in 2019. Below: The Trimble CCS900 Compaction Control System allows contractors to work more efficiently, use less material and achieve a smoother finished road surface.

[ Continued from page 22 ]

trials will serve to bring the vision of autonomous tandem roller compaction that much closer to practical use out in the field. Dynapac and Trimble are also doing their part by partnering to develop commercial-ready autonomy functionality for Dynapac soil rollers. Dynapac's "Road to Autonomy" was launched with the introduction of SEISMIC Soil Rollers in 2019. This Dynapac exclusive SEISMIC technology takes the guesswork out of the equation regarding soil type and frequency settings. The Active Bouncing Control System automatically cuts off the drum's vibration when the material reaches maximum compaction characteristics. "The next step on the "Road to Autonomy" is automatic steering and speed functions on the roller. The operator/site manager can use the machine to map the area's boundaries to be compacted. Once the machine is placed in "Autonomy" mode, the system will take over the controls for steering and speed," says Vijay Palanisamy, Dynapac's director of product marketing & communications. "By automating these functions, operator skill gaps can be bridged, while consistent speed and steering improve quality results." 24

Dynapac's autonomous solution is built on Trimble's control platform and utilizes Trimble's field-proven positioning technology. Compaction documentation systems, such as Dyn@lyzer or Trimble CCS900 Compaction Control System, work together with Automatic Speed and Automatic Steering to provide improved quality documentation. "Autonomy will certainly play a role in paving and, to an extent, already is. Contractors in some areas are already using autonomous surveying robots to automatically spray paint markings on surfaces prior to crews arriving," says Kevin Garcia, general manager of Trimble's Civil Specialty Solutions. "In the coming years, the easier machines such as compactors will certainly be made autonomous with the more complex machines like cold planers and pavers to follow. The technology is progressing in this space every day, and the paving industry will certainly follow suit. Being a relatively defined work environment makes it a more ideal candidate than some other applications as well." Jobsites full of autonomous construction equipment, working in harmony with one another is

not something we will see anytime soon, but it is where the industry is headed. Semi-autonomous machines are already improving our speed and accuracy on projects across America. This technology can be found in excavators, dozers and other construction machines involved with the more mundane, repetitive jobsite tasks. Machines such as asphalt pavers will be much more challenging to make autonomous because of their constant and sometimes random interaction with trucks and material transfer vehicles. However, the roadmap has been established, and our top construction equipment manufacturers are bringing us ever closer with each passing day. CA Brian Hoover is co-owner of Construction Marketing Services, LLC, and editor of CalContractor Magazine.

California Asphalt Magazine • 2020 Equipment Issue

Autonomous pothole repair robots coming to the United Kingdom Scientists are building autonomous repair robots that will use Artificial intelligence (AI) to identify and fix potholes on roads in the United Kingdom (UK), according to an article recently published in the Daily Mail of London. The machines could be deployed in 2021 and offer a cost-effective fix for the UK’s pothole problem, estimated to be more than $10 billion. The electric, self-driving robots are being manufactured by a spin-out company from the University of Liverpool. Officially named the Robitz3D, this electric vehicle can detect defects such as cracks and potholes, characterize their geometry, collect measurements and capture images. This data is transmitted to local authorities deciding whether to deploy a repair crew or fix the defect autonomously. For the smaller fixes, the machine will emit quick-drying asphalt that is then flattened and sealed by a mini roller incorporated into the autonomous machine. The Robitz3D vehicle can also predict future road conditions and suggest preventative maintenance measures. The bot can operate for several hours on a single charge and complete each repair within just a few minutes. Keeping the roads safe and functional is a huge priority in the UK, and the Robitz3D is expected to move them further toward that ultimate goal. CA

California Asphalt Magazine • 2020 Equipment Issue


California bans the sale of gas and diesel-powered vehicles by 2035 – Can construction equipment be far behind? By Brian Hoover, CMS


n Sept. 23, 2020, Governor Gavin Newsom signed an executive order prohibiting the sale of new gasoline and dieselpowered vehicles after 2035. Additionally, the California Air Resources Board (CARB) will develop regulations to mandate that all operations of medium- and heavy-duty vehicles be 100 percent zero-emission by 2045. This action is part of an ongoing effort to bring California as close to zero-emission status as possible. To achieve this mandate, state officials estimate that there will need to be 5 million electric vehicles (EVs) on our roads and highways by 2030. That could require a massive electrical grid infrastructure of 250,000 charging stations with 10,000 fast chargers and 200 hydrogen fueling stations statewide by 2025. According to a 2017 literature review and case study from The Hong Kong Polytechnic University 26

entitled, "A Critical Review and Analysis of Construction Equipment Emission Factors," diesel-powered construction is the primary source of Green House Gas (CHG) and exhaust during the construction stage of a large infrastructure project. In some countries and metropolitan areas, contractors and developers must submit annual carbon emission reports, and environmental assessment

Top: Volvo CE is currently taking pre-orders for its ECR25 electric excavator and L25 electric wheel loader. Above: Pon Equipment converted a 28-ton diesel Cat 323F excavator to electric and appropriately named it Z-line for its zero-emission status.

California Asphalt Magazine • 2020 Equipment Issue

Right: In 2019, Hitachi announced the development of its ZE19 5-ton batterypowered mini excavator prototype. Below: CASE Construction Equipment introduced “Project Zeus”, its fully electric 580 EV backhoe loader at Con-Expo this past March.

and mitigation strategies for large infrastructure projects. The Polytechnic University study concluded, among many other things, that the operation and maintenance of construction equipment is an essential factor for achieving fuel economy and reducing exhaust emissions. Telematics and construction equipment management systems can also provide a more accurate estimation of activity-based and fuel-based emissions. The United States Environmental Protection Agency (EPA) initiated the first emission standards for offroad engines more than 24 years ago. With each new stage or tier came lower allowable emissions. Tier 4 Final represents the strictest of all EPA emission requirements

on diesel engines and is expected to reduce particular matter (PM) and nitrogen oxides (NOx) to near-zeroemission status. On engines rated above 75 HP, Tier 4 Final required NOx reduction by 90 percent. This is achieved by the installation of selective catalytic reduction (SCR) systems. The new EPA emission standards have brought our industry a long way from yesteryear, but they do not bring us to zero emissions. Globally, the construction industry is responsible for 11 percent of energy-related carbon emissions. So, will California and the rest of our nation follow the same course by banning the sale of construction machinery with diesel engines like they are now doing with cars and trucks?

California Asphalt Magazine • 2020 Equipment Issue

Big-name manufacturers like Volvo CE, Caterpillar, Hitachi, Case and Komatsu are not waiting around to see if diesel engine machines are limited or even banned. These manufacturers have all developed and are releasing electrified equipment, with Volvo announcing that they will cease diesel wheel loader and excavator production in its near future. Volvo announced in early 2019 that it would launch an electric range of wheel loaders and compact excavators. "Volvo CE is delivering on its commitment of 'Building Tomorrow' by driving leadership in electromobility and delivering sustainable solutions that support customer success," comments the company's president, Melker Jernberg. "The technology we have been developing is now sufficiently robust, and this, together with changes in customer behavior and a heightened regulatory environment, means that now is the right time to commit to electromobility in our compact equipment ranges in the future." Volvo CE unveiled the EX2, its first all-electric compact excavator, in 2017. The prototype was the first 100 percent electric compact excavator and utilized two lithiumion batteries that could operate for eight hours. Minus hydraulics, the 27

Right: Komatsu announced its development of an electric mini excavator, the PC30E-5, at bauma 2019. Below Right: Bomag introduced a glimpse of its asphalt compaction vision at ConExpo 2020 with their BW 120 AD-5, a concept alternative drive tandem roller. These rollers are available in diesel, electric or liquified petroleum gas (LPG) for those strict environmental job requirements.

EX2 used electromechanical linear actuators to power the boom and implements. Volvo CE was awarded $2 million from the U.S. Environmental Protection Agency's Targeted Air Shed Grant Program to perform a commercial pilot of its electric, zero-emission excavator and wheel loader in California. Volvo CE will invest another $1.5 million to help accelerate the deployment of zero-emission technologies for off-road mobile equipment. Volvo CE began allowing pre-ordering of its commercially ready ECR25 electric excavator and the L25 electric wheel loader in August 2020, and full production is expected to start in June 2021. Pon Equipment (Pon) is a distributor of Caterpillar products in Norway and the Netherlands. They converted a 28-ton diesel Cat 323F excavator to electric, which they appropriately nicknamed Z-Line for its zero-emission status. Pon performed their conversion with the input and support of Caterpillar over the course of 11 months. The diesel engine was replaced with a 122kW electric motor and a 300kWh lithium-ion battery pack. The electrically modified Cat excavator can work for five to seven hours before a one to two-hour recharge is needed. Pon sold their initial prototype to a Norwegian construction firm that has plans to 28

buy eight more soon. Pon plans to develop a conversion kit for the rebuild of more diesel Cat machines. Hitachi Construction Machinery (Hitachi) is another manufacturer that has recognized the up and coming market for all-electric construction equipment. In December 2019, Hitachi announced its development of a battery-powered mini excavator prototype in the 5-ton class, the ZE19. Additionally, CASE Construction equipment (CASE) introduced "Project Zeus," its fully electric 580 EV backhoe loader at Con-Expo this past March. According to Eric Zieser, director for the CASE global compact equipment product line, the power

and performance of the 580 EV is equivalent to other diesel-powered backhoes in the CASE product line while providing lower operating costs with zero emissions. "The backhoe loader is perfectly suited for electrification as the varied use cycles, from heavy to light work, provide an excellent opportunity to convert wasted diesel engine hours into zero consumption battery time — yet provide the operator with instantaneous torque response when needed," says Zieser. "At low idle, a diesel engine has reduced torque and requires time for the engine to ramp up to meet the load demands. Electric motors, on the [ Continued on page 30 ]

California Asphalt Magazine • 2020 Equipment Issue

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Left: Hitachi launched the world’s first hybrid wheel loader in 2003. Below: Komatsu developed the first commercial hybrid excavator in 2008.

[ Continued from page 28 ]

other hand, have instantaneous torque and peak torque available at every operating speed." In 2017, a Komatsu HD 605-7 haul truck with a 65-ton loading capacity into what is credited as the largest electric vehicle in the world. A Swiss consortium of companies, including Kuhn Schweiz AG and Lithium Storage GmbH, are behind this massive truck known as eDumper. The 700 kWh battery pack weighs 8 tons and can take up to 10 hours to recharge on a 100 KW station. Komatsu also announced its development of an electric mini excavator, the PC30E-5, at bauma 2019. The new electric mini excavator relies on the same easy maintenance battery used to charge its popular Komatsu FE-series electric forklift trucks. It isn't hard to notice that the new age of electrified construction equipment has sort of ignored the asphalt industry. Bomag, however, gave us all a glimpse of its vision for the future of asphalt compaction at ConExpo 2020. The company displayed its concept alternative-drive BW 120 AD-5 tandem rollers for working in areas with strict environmental requirements. These rollers can run on battery or liquified petroleum 30

gas (LPG) and even come with an autonomous, no-operator option. It seems that significant advances in compact electric excavators and wheel loaders will go first, and asphalt machines like rollers and paving machines will have to wait. Just about every major construction equipment manufacturer will tell you that diesel combustion is and will remain the most appropriate power source for their larger machines. For now, battery technology and electric propulsion are primarily confined to small machines that require lower power demands. With this in mind, it seems that diesel hybrid machines will serve as a sort of bridge to an all-electric future. Hybrid drives cost less to operate and significantly reduces emission

compared to diesel-only powered models. Hybrid equipment allows a smaller diesel engine to use recycled energy to power the unit. Hitachi successfully launched the world's first hybrid wheel loader in 2003, and Komatsu developed the first commercial hybrid excavator in 2008. Caterpillar followed suit in 2012 with the release of their first hybrid excavator; the Cat 336E H. Volvo CE unveiled their EC300E hybrid excavator at bauma in 2019. Their design is unique because it utilizes a 100 percent Volvoengineered system that collects and reuses energy from the excavator boom. Volvo CE also announced another prototype in 2017. This time it was an electric hybrid wheel loader with 50 percent [ Continued on page 32 ]

California Asphalt Magazine • 2020 Equipment Issue




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Left: Cat released the hybrid Cat 336E H excavator in 2012. Below Left: Volvo unveiled their EC300E hybrid excavator at bauma in 2019.

the way of automobiles and trucks and require manufacturers to go all-electric by some date in the future. Only time will tell, but in the meantime, get ready for more exciting advances in all-electric and hybrid construction equipment technology to fill that gap. CA [ Continued from page 30 ]

better fuel efficiency. Many other construction equipment manufacturers are embracing the hybrid concept with an eye toward all-electric technology in the future. The cost of replacing current Tier 4 Final diesel machines with zero-emission and hybrid technology will not come cheap. The argument may be that many of these fleets still have years of useful life left in them and that the financial hardship may be more than some companies can bear. This is why there are programs like the Carl Moyer Memorial Air Quality Standards Attainment Program that provides funding for cleaner-than-required engines, equipment and other sources of air pollution. CARB currently has grant programs to assist companies in 32

changing out equipment, but the construction industry has said that there are not nearly enough funds in the program to offset the substantial cost to the industry in updating fleets. The benefits of all-electric heavy equipment go much further than zero emissions and lower operating costs. They also significantly reduce noise and lessen service times and intervals. The popularity and acceptance of all-electric construction machinery will more than likely rest on concerns like the length of charge and the machines' ability to replace the diesel or hybrid units' power. It will be a hard sale if an excavator or wheel loader cannot easily be recharged or last through an entire workday. Even with these concerns, future government regulations could go

Brian Hoover is co-owner of Construction Marketing Services, LLC, and editor of CalContractor Magazine. REFERENCES: Honggin Fan, Associate Professor, Department of Building and Real Estate, The Hong Kong “Polytechnic University. A Critical Review and Analysis of Construction Equipment Emission Factors.” https://www.sciencedirect. com/science/article/pii/S18777058173 30801?via%3Dihub United States Environmental Protection Agency, EPA Emission Standards Regulations, Engine/Vehicle/Equipment Regulations, emission-standards-reference-guide/ epa-emission-standards-regulations Carl Moyer Memorial Quality Standards Attainment Program, California Air Resources Board, gov/carl-moyer-program-eligibleequipment

California Asphalt Magazine • 2020 Equipment Issue

“Adhering To Quality”




PG 76, 70, 64, 58, 52 TR-M


Product Innovation by










AMMANN AMERICA INC. Davie, FL (954) 493-0010 Equipment, services & parts: Ammann is a world-leading supplier of asphalt-mixing plants, soil & asphalt rollers, light compaction equipment and services to the construction industry, with core expertise in road-building and transportation infrastructure.

BUTLER-JUSTICE, INC. Anaheim, CA (714) 696-7599 • (714) 696-7595 Fax

Equipment offered: Atlas Copco (Dynapac) double smooth drum rollers, rubber tired rollers, single drum rollers, tampers, vibra plates. Gorman-Rupp pumps and pumping systems. Finn Corp. hydroseeders, bark, mulch and straw blowers. Komatsu excavators, dozers, wheel loaders, compact multi-purpose loaders, backhoes, skip loaders, skid steer loaders. Komatsu Forklifts. JLG lifts. Yanmar diesel engines.

Equipment offered: Blue Smoke Control Systems, Terex Cedarapids; Screens, Crushers and Feeders, Simplicity Inclined Vibrating Screens, Belt-Way Belt Scales, Donaldson Torit Dust Collectors, Kenco Engineering Asphalt Plant wear parts, Hauck Asphalt Plant Burners, Goyen Broken Bag Detectors and Opacity Monitoring Equipment, Process Heating Electric Oil Heaters. COASTLINE EQUIPMENT

CATERPILLAR, INC. (620) 660-8391

Bakersfield, CA (661) 399-3600

McCall, ID (208) 634-3903

Long Beach, CA (562) 272-7400

Meridian, ID (208) 888-3337

Oxnard, CA (805) 485-2106

Jerome, ID (208) 324-2900


Santa Ana, CA (714) 265-5500

Elko, NV (775) 777-7070

Reno, NV (775) 353-4182

Santa Maria, CA (805) 922-8329

N. Las Vegas, NV (702) 399-2700

Equipment, services & parts: Heated/Non-heated steel tanker trailers. ASTEC, INC. (423) 867-4210 BOMAG AMERICAS (309) 853-3571



Sylmar, CA (818) 890-3353

San Diego, CA (858) 278-8351

Imperial, CA (760) 355-7700

Escondido, CA (760) 739-9100

Indio, CA (760) 863-5558

Fontana, CA (909) 429-9100

San Diego, CA (858) 278-8338

Equipment offered: John Deere skip loaders, excavators, backhoes, skid steers, motor graders, wheel loaders, crawler loaders, Hitachi excavators & rigid frame trucks, Hamm compaction equipment and Doosan air compressors, Trail King trailers and Kent hydraulic breakers.

California Asphalt Magazine • 2020 Equipment Issue


HAWTHORNE CAT Follow us on Facebook, Twitter, LinkedIn, and Instagram San Diego, CA (800) 437-4228

E. D. ETNYRE & CO. Oregon, IL (800) 995-2116

For editorial or advertising inquiries please contact Kerry Hoover


Stockton , CA (209) 466-6000

Pleasant Grove, CA (916) 921-8800 Equipment offered: Caterpillar: cold planers, asphalt pavers, road reclaimers, soil stabilizers, asphalt compactors, soil compactors, pneumatic compactors, vibratory asphalt compactors, vibratory soil compactors, intelligent compaction and thermal mapping.

Weiler Paving Product Line: asphalt windrow elevators, commercial pavers, remixing transfer vehicles, road wideners.

Weiler Paving Product Line: asphalt windrow elevators, commercial pavers, remixing transfer vehicles, road wideners.

HUMBOLDT MFG., CO. (708) 468-6300


FUGRO USA LAND (949) 222-2246

Do you want to be featured in California Asphalt Magazine?

Los Banos, CA (209) 826-4919

Equipment offered: Caterpillar: cold planers, asphalt pavers, road reclaimers, soil stabilizers, asphalt compactors, soil compactors, pneumatic compactors, vibratory asphalt compactors, vibratory soil compactors.

Equipment offered: Etnyre: asphalt distributors, chipspreaders, heavy duty trailers, live bottom trailers and asphalt transports.

GENCOR INDUSTRIES (407) 290-6000


HERRMANN EQUIPMENT INC. Roseville, CA (916) 783-9333

Bloomington, CA (909) 877-5597

Equipment offered: Bomag Cedarapids asphalt pavers and pick-up machines, Bomag double drum and pneumatic rollers and profilers and stabilizers, Roadtec Shuttle Buggies, Mills and Stabilizers, Carlson paving products, Etnyre oil spreaders and chip spreaders.

California Asphalt Magazine • 2020 Equipment Issue

Would you like to receive the CalAsphalt Digital Edition every month? Send Kerry Hoover your email at

909.772.3121 35


MAXAM EQUIPMENT, INC. (800) 292-6070

Parts for excavating and paving process: Earth Moving: bulldozer and motor grader blades, compactor and scraper wear parts. Milling, Stabilizers and Recycling: ejector paddles, skis, side apron and skirt protection, scraper blades, cutter box and drum protection.


Material Transfer Vehicles: Tungsten carbide augers, hopper protection, floors. Pavers: floors, screeds, augers, curb machine parts.

Equipment offered: • Asphalt Analyzer – Automated binder extraction system • Hamburg Wheel Tracker - Fully Hydraulic, slim design • Workability Mixer 15kg - Built in heating and torque measurement system • PAV - Research Grade Pressure Aging Vessel • Softening Point - Automated Ring and Ball

Parts and solutions for: Asphalt Plants: flights, liners, mixer tips, silo liners, slat floors, and more. We can ARMOR your Loader/Excavator Buckets: cutting edges, corner protectors, heel plates, modular bucket floors, side protectors etc. Crushers: Kenco’s Black Gold RAP crusher, HSI apron and wall liners, Jaw cheek plates and RAP crusher liners. Miscellaneous Wear: Kenco Wear Patch: Highly effective wear solution in many sizes and shapes. Wear Plates: Kenco Alloy-K wear plates from .375” to 1” thick in 550 and 700 Brinell and unlimited range of Tungsten Carbide impregnated parts and plates.

INSTROTEK INC. (925) 363-9770

LIBRA SYSTEMS (925) 437-3026

Walpole MA (888) 359-7310

NIXON-EGLI EQUIPMENT CO. Ontario, CA (909) 930-1822

Tracy, CA (209) 830-8600

Equipment offered: Vogele asphalt pavers; LeeBoy asphalt pavers, motorgraders, and tack distributors; Hamm rollers; Rosco oil distributors, chip spreaders, and brooms; Wirtgen milling machines and soil stabilizers; Stewart-Amos Sweepers; Link-Belt cranes; Kleemann crushing and screening equipment; Gradall telescoping excavators; Midland road wideners; Felling trailers; Maintainer truck bodies; and Zieman trailers.



Sacramento, CA (916) 388-1458 Equipment offered: Lincoln Asphalt Windrow Elevators. We specialize in windrow elevators and our patented remixing auger system eliminates segregation and ensures a uniform mix temperature. Customizable to meet contractor needs. No assembly lines – only skilled craftsmen.

For more details visit: or Call:


California Asphalt Magazine • 2020 Equipment Issue




Ammann America Inc. 1125 SW101st Road, Davie, FL 33324 Phone (954) 493-0010, Fax (954) 493-0020, For additional product information and services please visit: GMP-2626-00-EN | © Ammann Group

SINCE 1918

1-800-404-4975 ASPHALT SALES CONTACTS: Toll Free order Desk: 800-404-4975 Phone: 909-382-7400


CABAZON ASPHALT PLANT: 13984 Apache Trail Cabazon, CA 92230 Phone: 951-849-8280 REDLANDS ASPHALT PLANT: 8397 Alabama St. Redlands, CA 92373 Phone: 909-792-3650 RIALTO ASPHALT PLANT: 3221 N. Riverside Ave. Rialto, CA 92376 Phone: 909-356-0537 California Asphalt Magazine • 2020 Equipment Issue



Fowler, CA (559) 834-4774

Redding, CA (530) 241-4555

French Camp, CA (209) 983-8122

Rohnert Park, CA (707) 584-9161

Fortuna, CA (707) 725-1888

San Martin, CA (408) 686-1195

Gilroy, CA (408) 848-4150

Sacramento, CA (916) 922-7181

Chico, CA (530) 343-1911

Santa Rosa, CA (707) 576-1616

Redding, CA (530) 243-5410

Willits, CA (707) 459-9006

San Leandro, CA (510) 357-6200

Willows, CA (530) 934-8839

Newark, CA (510) 790-3600 Equipment offered: A wide range of equipment, including Atlas Copco air compressors, concrete tools and hydraulic attachments, as well as Dynapac asphalt rollers, pavers and soil rollers already served.

Equipment Offered: Caterpillar: cold planers, asphalt pavers, road reclaimers, soil stabilizers, asphalt compactors, soil compactors, pneumatic compactors, vibratory asphalt compactors, vibratory soil compactors. Weiler Paving Product Line: asphalt windrow elevators, commercial pavers, remixing transfer vehicles, road wideners.

QUINN COMPANY Bakersfield, CA (661) 393-5800

Oxnard, CA (805) 485-2171

City of Industry, CA (562) 463-4000

Riverside, CA (951) 686-4560

Corcoran, CA (559) 992-2193 Firebaugh, CA (559) 659-3444 Foothill Ranch, CA (949) 768-1777 Lancaster, CA (661) 942-1177

Lancaster, CA (661) 948-5599

Bakersfield, CA (661) 833-2280

Sacramento, CA (916) 685-2204

Escondido, CA (760) 489-6888

Reno, NV (775) 246-2500

Equipment offered: Cold planing/milling machines, cold asphalt recycling (train or stationary), soil stabilization equipment, profile diamond grinding, intelligent compaction rollers, micro-mills, micro-planers, rumble strip machines, asphalt pulverizers and smoothness solutions.


Santa Maria, CA (805) 925-8611 Selma, CA (559) 896-4040 Sylmar, CA (818) 767-7171

Equipment Offered: Caterpillar: cold planers, soil compactors, vibratory soil compactors, vibratory asphalt compactors, pneumatic tire compactors, wheel and track asphalt pavers, screeds, and road reclaimers. Weiler Paving Product Line: elevators, road wideners, remixing transfer vehicles and commercial pavers.

PAVEMENT RECYCLING SYSTEMS, INC (800) 966-7774 Main Office Jurupa Valley, CA (951) 682-1091

Salinas, CA (831) 758-8461

PINE TEST EQUIPMENT, INC. Grove City, PA (724) 458-6393 • (724) 458-6418 Fax Equipment offered: Superpave™ gyratory compactors, Marshall testing equipment, angle measurement, concrete testing equipment and aggregate imaging equipment.

RAMOS OIL (916) 371-3289 RDO EQUIPMENT CO. (800) 494-4863 RDO INTEGRATED CONTROLS (800) 494-4863

California Asphalt Magazine • 2020 Equipment Issue

EQUIPMENT GUIDE 2020 SAM Rhodes, Inc. (530) 906-9777


ROADTEC an Astec Industries Company Jeff Brown- Regional Sales Manager (423) 280-7226 Equipment Offered: Since 1981 Roadtec has manufactured reliable and durable asphalt road building equipment. Best known for the revolutionary Shuttle Buggy® material transfer vehicle, Roadtec also builds dependable asphalt pavers, powerful road milling machines, and reliable soil stabilizers. Roadtec markets and services this equipment through a local network of skilled and experienced sales managers and dealers.

SCOTT EQUIPMENT 14635 Valley Blvd. Fontana, CA 92335 (909) 822-2200 Equipment Offered: Doosan Tier 4 wheeled excavators, Tier 4 crawler excavators, articulated dump trucks and attachments. New Holland compact excavators, compact track loaders, compact wheel loaders, skid steer loaders and track loaders. Kobelco conventional excavators, demolition machines, SR series and mini excavators. Full Line Mecalac Dealer.

California Asphalt Magazine • 2020 Equipment Issue

San Leandro, CA 888-4-A-LASER

Willows, CA (530) 513-2551

SITECH OREGON Aurora, OR (503) 280-1505 Equipment Offered: SITECH NorCal is northern California, Oregon, and southwest Washington’s authorized Trimble® dealer, service provider, and certified training facility offering a complete portfolio of construction technology systems to the civil engineering, construction, heavy highway, aggregate, and waste management industries. We service our customers from locations in San Leandro and Willows, CA as well as Aurora, OR. Our product lines include: machine control systems, GPS systems, surveying equipment, engineering software, UAV (drone) solutions, optical instruments, construction lasers, UAV (drone) solutions, and accessories. As an independent factory dealer, we also sell and service Trimble Loadrite™, Spectra Precision, Seco, and Crain products.



SITECH PACIFIC Riverside, CA (951) 300-0400 Equipment/Services Offered: SITECH Pacific serves the construction market technology needs from our Inland Empire Office in Riverside, California. As an Authorized Trimble Dealer, we offer Trimble Machine Control and Site Positioning products, solutions, consultation and training to support our customers’ success in the field.

SITECH WEST Sacramento, CA (916) 921-0550 Equipment/Services Offered: SITECH West is your one-stop source for high-tech solutions for construction equipment in California’s Central and North Valley. As an authorized, independent Trimble dealer located in Sacramento, we’re able to offer a wide selection of new, used and rental Trimble products that will help you maximize performance and productivity on every project. We also provide complete sales and service for Seco, Apache, Laserline and Crain equipment. Our technology product offerings include: construction lasers, laser levels, surveying equipment, machine control systems, GPS systems, optical equipment, engineering software and accessories.


VOLVO CONSTRUCTION EQUIPMENT & SERVICES TRANSTECH SYSTEMS, INC. 900 Albany Shaker Road, Suite #2 Latham, NY 12110 (800) 724-6306 Angelique Kudlack - Sales Rep. (518) 370-5558 Equipment offered: TransTech Systems, established in 1994, is an innovative company that produces the Notched Wedge Joint Maker (center line joint), the Shoulder Wedge Maker (meets FHWA safety edge requirements) and our flagship product, the Pavement Quality Indicator (PQI). The PQI is the original non-nuclear asphalt density gauge, with over 20 years of density expertise. The PQI 380 conforms to ASTM D7113 and AASHTO T343. Although TransTech is a small company in Upstate NY, our products are used in over 87 countries around the world.


Corona, CA (951) 277-7620

Turlock, CA (209) 410-6710

Lakeside, CA (619) 441-3690

San Leandro, CA (510) 357-9131

Bakersfield, CA (661) 387-6090

Sacramento, CA (916) 504-2300

Fresno, CA (559) 834-4420 Providing a full line of Volvo Heavy equipment along the state of California. Seven locations with sales, service, parts & rentals. Equipment Offered: Heavy construction equipment, Compact construction equipment, road machinery, compaction equipment and Portable Power and Demolition attachments.

The California Asphalt Magazine Annual Equipment Guide is a service for CalAPA Members For information on becoming a CalAPA member Please Call


California Asphalt Magazine • 2020 Equipment Issue

Kenco Engineering, Inc You spent big money on your equipment... MAKE IT LAST!

Protect your investment with Kenco longer life wear parts. Kenco offers innovative products for the aggregate, asphalt and road building industries.

Call Kenco and let our application specialists protect your investments:

800-363-9859 California Asphalt Magazine • 2020 Equipment Issue


a Division of Butler-Justice, Inc.

Best Available Control Solutions for Blue Smoke, Odors & VOC’s in Asphalt Plants Patented and Proven as Best Available Control Technology. The most efficient and cost-effective emissions control solutions—now at over 100 hot mix plants nationwide.

Amazing New Technology. X-VOCS removes odors and VOC’s such as Hydrogen Sulfide (H2S) from the Hot Mix Asphalt process. Best when paired with our collectors.

Your Reliable Resource For Asphalt Plant Solutions

Butler-Justice, Inc. Industrial Equipment, Parts & Service Asphalt Plant Wear Parts, Dust Collectors, Burners, Electric Motors, Belt Scales

5594 E. La Palma Ave. Anaheim, CA 92807 (714) 696-7599


FONTANA 909-822-2200


SANTA FE SPRINGS 562-777-0775


Serving California For 50 Years!


PROGRAM • Option 1: Low rate financing (0.9% for 60M) + 3 year 5,000-hour powertrain and hydraulics extended warranty


DL200-5-US10 42


• Option 2: Low rate financing (0.9% for 36M) + 5 year 7,500-hour powertrain and hydraulics extended warranty


California Asphalt Magazine • 2020 Equipment Issue

CA Lic. #569352







w loyee O

COLLABORATION. INNOVATION. SUSTAINABILITY. Partnered Solutions from Concept to Completion

SERVICES OFFERED Cold Milling Cold In-Place Recycling (CIR) Cold Central Plant Recycling (CCPR) Profile Diamond Grinding

Soil Stabilization Full Depth Reclamation Pavement Preservation Winterization & Dry-Ups

Value Engineering Contractor Support Digital X-Ray Inspection Utility Locating

(800) 300-4240


FIVE STRATEGICALLY POSITIONED PLANT LOCATIONS Sun Valley Plants 11462 Penrose St. Sun Valley, Ca 91352 Irwindale Plant 2600 Avenida Barbosa Irwindale, Ca 91706 South Gate Plant South Gate Recycling 5625 Southern Ave. South Gate, Ca 90280 Inglewood Plant 441 Railroad Place Inglewood, Ca 90301 Victorville Plant Victorville Recycling 15650 Air Expressway Victorville, Ca 92394

California Asphalt Magazine • 2020 Equipment Issue


PEOPLE IN THE NEWS Governor appoints CalAPA endorsed contractor Miguel Galarza to CSLB Miguel Galarza, longtime champion of mentoring minority-owned and women-owned construction companies, has been appointed by Gov. Gavin Newsom to serve on Contractors State License Board. CalAPA was among numerous organizations and individuals who endorsed Galarza's appointment.


Galarza, 59, of Millbrae, is owner of Yerba Buena Engineering & Construction of San Francisco, which he founded in 2002. Previously, he was a senior program manager at Mendelian Construction from 1993 to 2002. Galarza was project manager estimator at Hopkins Heating and Cooling from 1991 to 1993. He was a union carpenter at Carpenters Local Union No. 22 from 1981 to 1991. Galarza is a member of the Associated General Contractors of America National Diversity & Inclusion Council and district director for the San Francisco Chapter of Associated General Contractors of California. He is also a member of United Contractors, California Building Industry Association and the Society of American Military Engineers. The appointment was announced by the Governor's Office on July 23. Galarza gained national attention in 2007 when he played a prominent role in a Caltrans-industry mentor-protege program developed in the Caltrans District 4 regional office that oversees the San Francisco Bay Area. The program, which matched established construction companies with emerging contractors, many of them minorityand women-owned, won a National Diversity Award by AGC of America. He has garnered numerous other awards and recognition over the years, including from the U.S. Small Business Administration, U.S. Department of Defense and the California Hispanic Chamber of Commerce. In 2019 he won a San Francisco Collaborative Partnering Award. In its May 18 letter to the governor, CalAPA wrote, "Mr. Galarza is widely known and respected in the construction industry in California, and nationally, for his knowledge, leadership and integrity, and also for helping to elevate standards for the industry." Shortly after his July 23 appointment, Galarza told Asphalt Insider: "As a licensed contractor for more than 28 California Asphalt Magazine • 2020 Equipment Issue

years, I am honored that Governor Newsom has allowed me to serve the construction community of our great state. I look forward to contributing my 40-plus years of construction and contracting knowledge to the California Contractors State License Board. I would also like to personally thank Russell Snyder, the executive director of the California Asphalt Pavement Association, for his endorsement and his friendship over the years. Your leadership and encouragement has given me the confidence and determination to make a difference in our unique community, and for that I thank you." The Contractors State License Board, first established in 1929 and now part of the state Department of Consumer Affairs, licenses and regulates contractors in 44 classifications that constitute the construction industry in California. There are approximately 300,000 licensed contractors in California. The governor and the Legislature make appointments to the 15-member CSLB Board. Galarza joins Mary Teichert on the CSLB Board. She was appointed to the board in September of 2019 by the governor. Her family-owned company, Teichert Inc., a CalAPA member, has been in operation in California for more than 125 years and holds the oldest active general contractor's license in the state, No. 8. To learn more about the Contractors State License Board, visit their website at CA



EMISSION FREE - AUTOMATED SOLVENT EXTRACTION 60-minute extraction - AC% plus dry aggregates ready for gradation Direct connection to the rotary evaporator Built-in centrifuge - capture all - P200 Closed system - no solvent vapor exposure during extraction Recovery system - recycles the solvent - less hazardous waste


California Asphalt Magazine • 2020 Equipment Issue






FONTANA / 909-822-2200

14635 Valley Blvd., Fontana, CA 92335


No payments for up to 120 days 2.99% for 60 months Titanium & Platinum credit customers only Eligible Units: – 200 Series Skid Steer Loaders – 200 Series Compact Track Loaders – Compact Excavators

SANTA FE SPRINGS / 562-777-0775

10918 Shoemaker Ave., Santa Fe Springs, CA 90670


Serving California For 50 Years!


California Asphalt Magazine • 2020 Equipment Issue

In July 2020, Sapphire Gas Solutions was formed by joining Blue Roads Solutions and Thigpen Solutions into one company. The newly formed Sapphire Gas Solutions is still committed to focus on serving the road construction industry with the same quality product fueling capabilities.

NEW NAME, SAME PASSION FOR EXCELLENCE IN ASPHALT Sapphire Gas Solutions is a Texas based LNG and CNG natural gas in the utility, industrial, and pipeline industries. Through years of experience provide LNG and CNG to asphalt plants, pipeline integrity projects, supplemental winter gas supplies, and a myriad of other applications, Sapphire is a true, national, virtual pipeline solution.

In addition to our emphasis on Asphalt Plants and Remote Power Generation, we now also help with: • Winter supply

• Pipeline curtailments

• Heavy fuel replacement

• Supplemental pipeline supply

• Pipeline integrity

• Emergency pipeline outages 833-662-5427


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

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