California Asphalt Magazine - 2014 Pavement Preservation Issue

California Asphalt Magazine • 2014 Pavement Preservation Issue

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Publisher’s Letter HELPING OUR CUSTOMERS AND OUR INDUSTRY SUCCEED When people ask me about our company’s decades-long support of the California Asphalt Pavement Association, my answer is simple: We are committed to our customers’ success, and supporting the asphalt pavement association in California is one of the best ways we can help contribute to that success.

If the person has a bit more time, I will explain many of the real and tangible ways the association has made a difference to the bottom line of member companies over the years. In the construction business, risk avoidance is just as important as profit-seeking, and the association has contributed to both sides of the ledger.

Some who are relatively new to the industry are amazed to learn that the Caltrans asphalt pavement index came about because of the collective work of the industry in the 1970s to help contend with wild spikes in oil prices brought about by the Arab oil embargo. The reasonable system we enjoy today, which was reviewed and updated as recently as 2009 in a cooperative manner, protects not only the industry but also Caltrans from price fluctuations that would otherwise increase risk and wreak havoc with budgeting.

When Proposition 65 was passed in California in 1986, it was the association that again stepped in to create a settlement fund that protected participants from nuisance lawsuits stemming from the toxic substance reporting law. No single company could do that by itself without great time and expense.

Just a few years ago, the International Agency for Research on Cancer (IARC) announced it was studying the health effects of asphalt. It was quickly determined that a negative finding could be ruinous to the industry. CalAPA and other state associations contributed to a national pooled fund to pay for scientific experts and studies related to the study, and in 2011 the IARC announced it was placing asphalt in a broad category of everyday items that are “possibly carcinogenic to humans,” alongside mobile phones and coffee.

More recently, the association is working collaboratively to push for additional funding at the local, state and federal level separately and in concert with other like-minded entities, such as Transportation California and the National Asphalt Pavement Association.

Our lobbyists have been successful in keeping watch over bills in the Legislature that could be harmful to our industry, and our Political Action Committee is an effective tool to help raise the profile of our industry and our issues.

The association is also engaged in local, regional and national efforts aimed at protecting and enhancing our market share, technical knowledge-transfer and helping our members build and strengthen essential business relationships. In Los Angeles, for example, we were one of the earliest backers of a proposed $3 billion measure to improve local roads.

We are in a competitive world, but we have some important things going for us. First, we have a great product. Our customers – public and private owners and the transportation system users – tell us that all the time. We also have a great association here in California that has elevated our profile and is fighting for our best interests every single day. That’s a winning combination, if you ask me.

Sincerely,

Bill Darnell Director Asphalt Marketing NW Region Valero Marketing & Supply, Co. 4

California Asphalt Magazine • 2014 Pavement Preservation Issue

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California Asphalt Magazine • 2014 Pavement Preservation Issue

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Contents 4

Publisher’s Letter

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Bumpy Road for Federal ADA Guidance on Pavement Maintenance

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High-Performance HMA Thin-Lift Overlays Growing in Popularity as a Pavement Preservation Strategy

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Pavement Recycling Systems Utilizes Cold Central Plant Recycling for the City of Glendale Improvement Project on Central Avenue and Adjacent Streets

Page 8

Page 16

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National, Local Integration Helps Magnify the Asphalt Industry’s Influence

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Advertiser Index Page 22

Page 26

CALIFORNIA ASPHALT PAVEMENT ASSOCIATION www.calapa.net

HEADQUARTERS: EXECUTIVE DIRECTOR: MEMBER SERVICES MANAGER: TECHNICAL CONSULTANTS: GUEST PUBLISHER: PUBLISHED BY: GRAPHIC DESIGN: CONTRIBUTING EDITORS: ADVERTISING SALES:

P.O. Box 981300 • West Sacramento • CA 95798 (Mailing Address) 1550 Harbor Blvd., Suite 211 • West Sacramento • CA 95691 • (866) 498-0761 Russell W. Snyder, rsnyder@calapa.net Sophie You, syou@calapa.net Jim St.Martin, P.E., jstmartin@calapa.net, Rita Leahy, PhD., P.E., rleahy@calapa.net Bill Darnell, Director Asphalt Marketing NW Region, Valero Marketing & Supply, Co. Construction Marketing Services, LLC • P.O. Box 892977 • Temecula • CA 92589 (909) 772-3121 • Fax (951) 225-9659 Aldo Myftari, aldo@ironads.com Brian Hoover, CMS, LLC, Paul Curren, P.E., Senior Principal Engineer, Pavement Engineering, Inc. and Russell W. Snyder, CalAPA Kerry Hoover, CMS, (909) 772-3121 • Fax (951) 225-9659

Copyright © 2014 – All Rights Reserved. No portion of this publication may be reused in any form without prior permission of the California Asphalt Pavement Association. California Asphalt is the official publication of the California Asphalt Pavement Association. This bi-monthly magazine distributes to members of the California Asphalt Pavem­­ent Association; contractors; construction material producers; Federal, State and Local Government Officials; and others interested in ensuring that asphalt remains the high quality, high performance pavement choice in the state of California.

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California Asphalt Magazine • 2014 Pavement Preservation Issue

California Asphalt Magazine • 2014 Pavement Preservation Issue

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BUMPY ROAD FOR FEDERAL ADA GUIDANCEONPAVEMENTMAINTENANCE By: Russell W. Snyder Executive Director, California Asphalt Pavement Association (CalAPA)

F

or David Ward, a 52-yearold management consultant from Orange County, Calif., getting around on local streets near his Tustin home is “a mixed bag.”

Ward, a quadriplegic for the past 25 years, uses a specially equipped van and wheelchair to get to appointments, shopping and visit relatives. In some cases, a curb or steep ramp might as well be the Berlin Wall.

“There are roads that are accessible and others that are not very well accessible,” he lamented. “The street I live on, I go up and down it, but the sidewalks are old and bumpy because of all the tree roots, and the ramps are steep and sometimes slippery. There are other roads that are not accessible at all and I have to go off the sidewalk to the shoulder of the road, and that can be dangerous when cars are whizzing by. That’s my biggest concern.”

Ward, like many who face mobility challenges, can recount a harrowing experience in which accessibility played a part.

“The reason I got a cell phone, in the 1990s, was after my car broke down on the shoulder of the 405 Freeway,” he recalls.

“Because of my condition, I could not use the freeway call box, which must be operated with your hands. I needed help, so I got in my wheelchair and rolled down the shoulder of the 405 8

toward the off-ramp. I literally could not get off the freeway— the shoulder disappeared. I had to go back to my car, right past a call box. I turned on my blinkers and waited for a California Highway Patrol officer to come along to help me.”

Nearly 25 years after it was signed into law by President George H.W. Bush, the Americans with Disabilities Act continues to loom large over the road maintenance programs at public agencies, and in the everyday lives of Ward and others it was designed to help.

Title II of the Americans with Disabilities Act (ADA) of 1990 requires public entities, including state and local governments, to ensure that persons with disabilities have access to the pedestrian routes in the public right-of-way. A key aspect of the Act, according to supporters, is the obligation of agencies that are altering roadways to provide curb ramps where street-level pedestrian walkways cross curbs, making the routes accessible to those with disabilities. Design standards have evolved over the years so that some early curb cuts do not meet current ADA standards.

The latest chapter in the evolution of the Act has come in the form of joint technical guidance published by the U.S. Department of Justice and the U.S. Department of

David Ward, Management Consultant.

Transportation that seeks to provide further clarification on what road maintenance activities will trigger the requirement that curb ramps must be installed to modern standards.

The guidance was published in July of 2013 as a Joint Technical Assistance (TA) memorandum on Title II of the ADA requirements to “provide curb ramps when streets, roads or highways are altered through resurfacing.”

The crux of the issue is what defines “maintenance” vs. “alteration” of a roadway.

Among other things, the document divided up common pavement preservation treatments, labeling some as routine maintenance and others as an alteration that will require the ADA upgrades. The Federal Highway Administration (FHWA) within the U.S. Department of Transportation has been publicizing the guidance in an [ Continued on page 10 ]

California Asphalt Magazine • 2014 Pavement Preservation Issue

California Asphalt Magazine • 2014 Pavement Preservation Issue

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1

2

3

4 (1) Sample of a non ADAcompliant curb.

(2, 3 & 4) Various ADAcompliant wheelchair curb ramps.

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effort to ensure that agencies know about it and are in compliance.

Under the guidance, the following activities are deemed regular maintenance: Crack filling and sealing, surface sealing, chip seals, slurry seals, fog seals, scrub sealing, joint crack seals, joint repairs, dowel bar retrofit, spot high-friction treatments, diamond grinding and pavement patching.

Activities that are deemed alterations, triggering ADA modifications, include: addition of a new layer of asphalt, reconstruction, rehabilitation, resurfacing, widening, open-graded surface course, micro-surfacing, thinlift overlay, cape seals and in-place recycling.

“Alterations trigger wheelchair ramps in most circumstances,” according to a widely circulated chart on the subject. The chart also notes that resurfacing “from one intersection to another, includes overlay of additional material, with or without milling.”

Alteration, according to the guidance document, is “a change that affects the … structure, grade or use of all or part of a facility … and must include pedestrian access improvements.” By contrast, the guidance defines maintenance as “treatments that serve solely to seal and protect the road surface, improve friction, control splash and spray … do not significantly affect public access or usability … and do not require simultaneous improvements to pedestrian accessibility.”

How some seemingly similar treatments were categorized differently was the focus of a trade association newsletter article published earlier this

year and authored by Tracy Taylor and Jim Moulthrop of the Pavement Preservation Center, and Scott Dmytrow of Telfer Oil, current president of the California Chip Seal Association.

“A recent DOT/DOJ interpretation changing longstanding FHWA practices threatens to take away several cost-effective maintenance ‘tools’ for state agencies,” they wrote. “The TA issued in 2013 by the DOJ/FHWA applies to all roads, not just the federal ones. It will come into effect with new contracts in 2014 and will have substantial cost impact on public agencies.” While the impact of the guidance is still being assessed, some estimates have surfaced that 20 percent to 50 percent of dollars devoted to fixing roads could be consumed by ADA work.

In an interview, Dmytrow, a CalAPA member, said the guidance could wreak havoc with street maintenance programs. “The ruling by the Department of Justice is going to put an unfunded mandate on agencies, which is going to force them to do less pavement maintenance and preservation,” he said.

“The disappointing part of this ruling is the lack of engineering behind the selection of what triggers a needed ADA upgrade and what does not.

You can do a chip seal and it doesn’t require an ADA upgrade. You can do a slurry seal and it doesn’t require an ADA upgrade. But if you do a micro-surfacing, which is very similar, it will require the curb and ramp upgrades. “ Mouthroup, in a separate interview, added: “First and foremost, FP2 supports the notion of providing access to disabled people through the

California Asphalt Magazine • 2014 Pavement Preservation Issue

Americans with Disabilities Act. However, the DOJ-FHWA technical memo that was issued last July contained some very unreasonable engineering conclusions as to what is considered roadway maintenance and what is considered an alteration. We have been trying to point out the fact that very similar materials have been classified in one case as maintenance and in another as an alteration, such as slurry seal and micro-surfacing.

We think what they came up with is very unreasonable engineering-wise.”

FP2 Inc., a trade association formerly known as the Foundation for Pavement Preservation, is supported by the pavement preservation industry, including contractors, material suppliers and equipment manufacturers. The group recently estimated that the DOT-DOT guidance could “decrease the overall road miles that can be maintained by an estimated 20 percent and decrease local and state … decision-making authority with regard to how they should maintain their roads.” Others privately fear the percentage could be 50 percent or higher.

The Pavement Preservation Center at California State University, Chico, is another entity looking closely at the issue. Center Director Dr. DingXin Cheng, Ph.D., P.E., who is also an associate professor at the university’s Department of Civil Engineering, said, “While I support the ADA, some of the recent guidance doesn’t have a sound base.

Micro-surfacing and Cape seal don’t increase the pavement structural capacity. Therefore, they should be in the same maintenance category as slurry seal.” The Pavement Preservation Center is

conducting an on-line survey of public agencies to help gauge the effect of the guidance on agency road maintenance programs.

The impact in a state as large as California could be staggering. The California Department of Transportation, the mega-state transportation agency known as Caltrans, maintains more than 15,000 centerline miles of freeways and highways that reach across mountains, deserts, valleys, sun-drenched coastlines and some of the most congested urban areas in the United States. But that real estate portfolio is dwarfed by the roads maintained by cities and counties. A 2012 report, the “California Statewide Local Streets and Roads Needs Assessment,” found that California’s 58 counties and 482 cities own and maintain more than 143,000 centerline miles of roadway, or 81 percent of the state’s publicly maintained roads. They serve more than 37 million residents, 24 million of whom are licensed to drive the state’s 32 million vehicles. The movement of goods and services on the system helps support the world’s eighth largest economy.

Many local agency representatives contacted by California Asphalt were hesitant to be quoted by name, but privately worried about the new ADA guidance and the impact it could have on street maintenance programs already stretched to the breaking point.

One who was willing to go on the record represented county engineers.

“California’s counties have long been a strong advocate for disabled access and implementation of the American with Disabilities Act,” says Scott McGolpin, Director of

California Asphalt Magazine • 2014 Pavement Preservation Issue

Public Works for the County of Santa Barbara and president of the County Engineers Association of California.

“We recognize people with disabilities need and deserve safe access to freely move within their communities.

Counties have adopted cost-effective strategies to maximize our limited financial resources to preserve all of our transportation infrastructure.”

The new federal guidance, however, places additional hardships on cities and counties, he said. “Unfortunately, the new ADA Joint Technical Assistance forces local governments to modify existing infrastructure at significant additional costs, including reconstructing existing ADA accommodations that met previous federal standards. Consequently, it will minimize counties’ abilities to provide new access to other areas of the community.

“Despite this impractical update,” McGolpin added, “counties will strive to reach substantial compliance without any additional resources to meet this unfunded federal mandate. Counties welcome the opportunity to work with our federal partners to come up with a sensible solution.”

So far, however, the criticism has not swayed the U.S. Department of Justice or the Federal Highway Administration (FHWA). An FHWA spokesman in Washington, Doug Hecox, responding to written questions posed by California Asphalt magazine, wrote that the joint guidance was released “after extensive discussion between the two agencies.”

“The Department of Justice is the federal agency responsible for coordinating the activities of federal agencies with respect to state and local government [ Continued from page 12 ] 11

compliance with Title II of the ADA,” Hecox wrote. “The DOJ provides policy guidance and interpretations to designated agencies to ensure the consistent and effective implementation of the ADA [28 CFR 35.190(a)]. The DOJ has rulemaking authority and enforcement responsibility for ADA Title II. The DOJ delegated to DOT responsibility for implementing DOJ’s ADA regulations for state and local governments with respect to transportation issues. As a result, both DOJ and DOT have authority to administer and enforce DOJ’s regulations in the transportation area.”

Prior to the release of the guidance, Hecox wrote, “input was sought from a broad range of stakeholders and people working in the field, including highway engineers. Prior to the release of the Joint TA, DOJ regarded most resurfacing treatments as an alteration. The Joint TA allows some full-width treatments that DOJ previously categorized as an alteration to be considered as maintenance.”

“It is worth noting,” he continued, “that public agencies are required to have program access plans under Section 504 of the Rehabilitation Act of 1973, and that DOJ regulations at 28 CFR 35.150(c) and (d) require that agencies with authority over streets, roads or walkways develop a transition plan and complete structural changes by Jan. 26, 1995. If agencies have complied with these longstanding program access regulations, most needed curb ramps will already be in place. The Joint TA addresses remaining barriers between sidewalks and streets to provide access to pedestrian facilities for over 30 million people with disabilities based on the 2010 Census data.”

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Given that California is home to nearly 12 percent of the nation’s population, the U.S. Census data suggests that hundreds of thousands of people, if not millions, could potentially be impacted when they travel. That’s the view of Mark Perriello, president and CEO of the American Association of People with Disabilities, which prominently features on the organization’s website a picture of President Bush signing the ADA into law as a group of supporters, including one in a wheelchair, look on. “Everyone is inconvenienced by road maintenance, but for people with disabilities the challenges can insurmountable, unless ADA-compliant ramps are installed,” he said. “These new rules offer clarification to the industry, and ensure that all roads and walkways remain accessible when maintenance work is undertaken.”

“Imagine not being able to get to work because of routine road maintenance,” he said. “That is exactly the type of challenge that people with disabilities could face, when steps aren’t taken to ensure ADA compliance during maintenance projects.

To say that these new rules will increase costs by 20-50 percent is disingenuous.”

Hecox, the FHWA spokesman, had similarly firm words, saying, “We do not anticipate the need to revise the list.”

“Public entities that undertake road resurfacing work identified as an alteration under the Joint TA are subject to complaints and enforcement if they do not comply contemporaneously with required curb ramp installation or upgrading to current accessibility standards,” he said, adding that “complaints and enforcement” would fall under the jurisdiction of the U.S. Department of Justice.

Getting sideways with federal prosecutors isn’t the only risk.

According to the Federal Highway Administration, there are more than 1,000 ADA-related civil lawsuits in California each year, and more than 20 ADA complaints filed against state and local agencies.

Caltrans says it responds to more than 200 ADA grievances and access requests a year.

FHWA also is warning agencies not to “play games,” as the agency’s Robert Mooney put it in a recent presentation, such as trying to circumvent the guidance with scheduling. He cited an example of an agency performing a chip seal and later coming back to do a slurry seal, which in the eyes of the FHWA is still a Cape seal and falls in the “alteration” category.

Those who follow the issue closely lament in private that the FHWA did not take a firmer stand on engineering grounds in meetings with DOJ lawyers.

Said one, “It’s obvious to us that FHWA got rolled by the DOJ.” Caltrans, the state agency that has delegated authority by the federal government to oversee local street programs, weighed in earlier this year with its own guidance released on March 17, 2014 through its Division of Local Assistance. The “Office Bulletin” is titled “ADA Requirements for Curb Ramps.”

In the bulletin, Caltrans says, “Diligent efforts should be made to comply with this clarification and the Local Agencies need to ensure their internal programs and guidance conform to this guidance.”

Specifically, the Caltrans bulletin said that implementation should be for all resurfacing projects that are scheduled to go out to bid for construction prior to July 1, 2014. “Projects may be completed as initially scoped [ Continued on page 14 ]

California Asphalt Magazine • 2014 Pavement Preservation Issue

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without incorporating the clarification provided in the Technical Assistance. Within the project limits, any curb ramp improvements that are not scoped into the project and do not comply with the 1991 or current ADA standards will need to be listed in the local agency’s transition plan.”

Further, the Caltrans bulletin states that “for all resurfacing projects that will go out to bid for construction on or after July 1, 2014: Alteration projects identified per the clarification provided in the Technical Assistance guidance must incorporate required curb ramps. Any existing nonconforming curb ramps within the project limits must be upgraded to comply with the current ADA Standards.”

Regarding “indefinite delivery/ indefinite quantity (on call) contracts,” the Caltrans bulletin states that “contracts must be immediately modified so future task orders reflect this clarification.”

Darold Heikens, chief of the ADA Infrastructure Program at Caltrans, sees merit to both sides of the debate. “For years, public works officials at all levels have been asking the Department of Justice and highway officials for a better definition of roadway alterations that triggers ADA upgrades on adjoining facilities,” he said.

“The response from DOJ/ DOT expanded the alteration definition from reconstruction, rehabilitation and widening to also include resurfacing.

“This clarification,” he said, “will require major changes to the way our highway maintenance projects are funded and delivered. The additional ADA work outside the limits of the pavement will potentially add a full year or more to our project 14

development process in order to obtain the necessary right of way, move conflicting utilities and design the access improvements.“ Heikens said agencies that have not been aggressive in tackling ADA barriers will have it much worse than Caltrans.

“The impact to local agencies will be even greater due to their reliance on the pavement preservation techniques now considered alterations.

However as we approach the 25th anniversary of the ADA in 2015, it is hard to defend the lack of progress, nationwide, on improving our pedestrian infrastructure for persons with disabilities. More focused effort and funding needs to be directed to removing access barriers and this clarification may be the wake-up call that was needed.”

Within days of his comments in May, however, Democratic Gov. Jerry Brown released a revised state budget that trims $21.8 million from the Caltrans budget, or about 125 full-time positions in 2014-15. The state’s non-partisan Legislative Analyst Office, meanwhile, projected that because of declining transportation dollars Caltrans may be overstaffed by 3,500 full-time positions in the 201415 fiscal year at a cost of $500 million. Carving out funds for ADA access projects when the state is in budget-cutting mode would seem to be yet another obstacle to overcome.

“Our current funding level for pavement preservation is addressing approximately 2,000 lane miles of pavement per year,” said Tony Tavares, the head of the Division of Maintenance for Caltrans. “To be pro-active in preserving the State Highway System, we need to be addressing at least 5,000 lane miles per year. We

need more money for pavement preservation.”

“Ensuring the state is in compliance with all ADA requirements is very important, and it’s the law. However, redirecting a portion of our current pavement preservation funds to ADA is going to mean there is less money for pavements. ” He said his department is conducting a review of the impact the guidance will have on his $200 million program, but he did not yet have any firm figures.

His rough estimate was that adding ADA requirements to the Pavement Preservation projects could have an impact of between 10 percent and 15 percent of the current budgeted funding level.

All of the debate over policy and funding, meanwhile, is of little consolation to Ward, the management consultant who uses a wheelchair to get around Orange County and elsewhere. He recently found himself looking for work, another casualty of the Great Recession, and worries about the unexpected obstacle that could make him late for his next job interview.

“I’m not the kind of person who makes a fuss about these things,” he says. “I understand that you have to weigh the feasibility of the change with the goal of accessibility. I think in general the local governments in Southern California have done a pretty good job on accessibility.

But I find that accessibility challenges are more often encountered on sidewalks than the curb cuts or the streets themselves. If it’s not a familiar route, you never know when you’ll run into a problem.” CAM

California Asphalt Magazine • 2014 Pavement Preservation Issue

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HIGH-PERFORMANCE HMA THIN-LIFT OVERLAYS GROWING IN POPULARITY AS A PAVEMENT PRESERVATION STRATEGY By: Paul Curren, P.E., Senior Principal Engineer, Pavement Engineering, Inc. Russell W. Snyder, Executive Director, California Asphalt Pavement Association

W

hen it comes to extending the life of roadways in California, thin is definitely in.

With road maintenance budgets increasingly under stress, the deployment of pavement preservation strategies to keep asphalt pavements from deteriorating has been growing in popularity. The federal Moving Ahead for Progress in the 21st Century (MAP21) Act, which was signed into law in July of 2012, defines pavement preservation as “programs and activities employing a network-level, long-term strategy that enhances pavement performance by using an integrated, cost-effective set of practices that extend pavement life, improve safety, and meet road user expectations.”

Here in California, Gov. Jerry Brown, adopting a pragmatic approach in his second stint as governor, has embraced a “fix it first” approach to transportation policy, making larger investments in the Caltrans maintenance budget than have been seen in recent years in recognition that the 50,000 miles of state freeways and highways are beginning to show their age.

The core principle behind pavement preservation is that it is much more cost-effective to maintain pavements in good condition rather than allow pavements to deteriorate to such a condition that costly and time-consuming rehabilitation 16

or reconstruction is the only recourse. Keeping pavements in good condition is also favored by motorists, who rank a smooth and safe drive at the top of the list of their mobility priorities.

Applying the right treatment to the right road at the right time is the pavement preservation mantra.

“The thin-lift asphalt overlay is the most important pavement preservation strategy that can protect the underneath layers, extend pavement life, reduce noises and improve ride quality,” noted Dr. DingXin Cheng, Ph.D., P.E., Director and Associate Professor of the California Pavement Preservation Center within the Department of Civil Engineering at California State University, Chico.

A veteran contractor summed it up this way: “Thin-lift HMA projects have been used for decades to help maintain the integrity of existing asphalt pavements,” said Skip Brown of Asphalt Consulting Services and formerly with Delta Construction in Sacramento. “These projects not only provide a new wearing surface, improving the ride, but also additional water-proofing, which protects the subgrade.

Properly designed and performed, the agency that utilizes a thin-lift asphalt overlay can expect exceptional life extension of the existing pavements at a moderate cost.”

Thin-lift asphalt pavement overlays are being marketed nationally under the “Thinlay” trademark. Of the many tools in the pavement preservation toolbox, Thinlays offer the highest value to public and private pavement owners, according to a position paper published May 5, 2014 by the National Asphalt Pavement Association (NAPA). NAPA defines a Thinlay treatment as a suite of asphalt mixes that can be placed at a depth of 5/8-inch or more. The result of a successful Thinlay project is optimization of material use, adding additional structural capacity of the pavement surface and maximizing pavement preservation dollars invested, NAPA says.

Changes in aggregate quality and binder type availability in California have made possible new Hot Mix Asphalt (HMA) materials to address the need for a high performance thin HMA overlay.

Public agencies, in particular, are beginning to take notice.

Thin overlays are often placed by local agency maintenance personnel in California using conventional No. 4 (sheet mix), 3/8” and ½” mixes. Sometimes the overlays are placed using grading equipment while others are placed with paving machines.

The overlays buy a few years until hopefully more robust maintenance or rehabilitation treatments are funded.

California Asphalt Magazine • 2014 Pavement Preservation Issue

In California, the aggregate quality requirements for HMA mixes were significantly increased with the introduction of the new 2010 Caltrans Section 39 Hot Mix Asphalt specifications.

These specifications introduced higher crushed counts and, more importantly, VMA (voids in the mineral aggregate) requirements.

Most HMA material producers have moved away from natural sands to manufactured sands to meet these new requirements.

As a consequence, these changes have increased the availability of very high quality fine aggregates for use in specialty mixes without significantly raising production costs.

Another development has been the greatly increased use of modified binders. Modified binders of rubberized HMA (RHMA), polymer modified binders (PM) and terminal rubber (TR) have become more common and accepted.

Five years ago, Pavement Engineering (PEI) was looking for a pavement maintenance strategy to address some unusual circumstances. A literature search unearthed the State of Ohio’s “Smoothseal” specification and study regarding its use and implementation. The specification uses either a PG 76-22M or PG64-22M asphalt binder modified by adding 5.0 =/- 0.3 percent by weight Styrene Butadiene Rubber (SBR) solids.

In a 2009 article in Asphalt Today, Ohio Asphalt Pavement Association President Cliff Ursich reported on the cost-effectiveness of Smoothseal compared to other to other types of pavement preservation treatments, including chip seal, micro-surfacing, novachip (bonded wearing course) and overlays. Smoothseal proved to be very cost-competitive in this comparison to the other alternatives and gave birth to the

Asphalt offers a range of options for pavement preservation and maintenance.

“Thinlay” concept as it is known today.

In 2009, PEI had a project that appeared to be a good fit for this type of strategy. The City of Santa Clarita had a portion of Valencia Boulevard in the eastbound three lanes from Tourney Road to McBean Parkway. The major arterial had moderate raveling with alligator cracking adjacent to the median.

The city performed dig-outs to address the areas with alligator cracking, but did not want the pavement to have a “patch work quilt” look. Due to the high traffic volumes, a slurry seal was considered not feasible.

Deflection testing indicated that the structural section was slightly deficient and required an overlay.

A thin overlay appeared to be a good fit.

Using the Ohio specification as a guideline, PEI adapted the specifications to the local conditions. One of the most significant changes was to designate a different modifier for the binder. California binder producers use SBS (styrenebutadiene-styrene) modifiers rather than the SBR modifiers used in Ohio. Terminal rubber (TR) appeared to be the best fit, so PEI designated PG76-22

California Asphalt Magazine • 2014 Pavement Preservation Issue

TR as the required binder. The work was awarded as a change order to an existing contract. The material was designed by Pascal Mascarenhas of Vulcan Materials and produced out of Vulcan’s Sun Valley plant.

Because smaller-sized rock is required in thin-lift overlays, the mix required special handling in the plant, which does slow down production somewhat, Mascarenhas said. “It’s a different aggregate size that we normally use,” he said. “It’s not your normal production material – it’s minus 3/8th material. We had to make sure we loaded the bunkers with that material, and it takes a way a bunker that we would use on 99 percent of our mixes.”

Once the material was delivered to the jobsite, the contractor was a little worried about installation and rolling as time and temperature are critical components to a thin-lift paving job. After about an hour, however, the placement crews and roller operators were comfortable with the material and the pavement operation ran smoothly. The overlay has performed very well over the past four years with little reflective cracking and no shoving or bleeding. [ Continued on page 18 ] 17

Charts & graphics courtesy of Flexible Pavements of Ohio and the National Asphalt Pavement Association.

As a result, the overlay is becoming an accepted, cost effective, alternative maintenance approach for the City of Santa Clarita. In 2012, a similar thin-lift overlay was placed on Decoro Drive to smooth a pavement that had developed a noisy ride resulting from previous grinding operations. Given the success of the thin-lift strategy on arterial and collector streets, PEI and the City of Santa Clarita determined to utilize it again on residential streets with higher distress levels than previous projects. The overlay was placed in October 2013 and the feedback from the residents was positive. City staff commented that when finished the appearance was the same as an overlay. The streets were photo documented and time will reveal how effective the rubberized binder in the terminal blend (TR) will retard cracking.

Based on the success of the Valencia Boulevard project, PEI has provided similar thin-lift overlays as an option for its other clients where streets are good candidates for the treatment.

In 2011, four streets in the City of Cupertino received such a resurfacing. All four streets were residential in nature. Two streets had extensive block-shrinkage cracking and had been slurry sealed numerous times.

At many locations, the combined slurry seal layers had separated or popped off the underlying pavement. Most “pop-outs” were 18

about 12 to 18 inches in dimension.

Prior to placing the thin-lift overlay, the streets were coldplaned ½ inch to remove the slurry seals and to allow bonding to the original pavement. A heavy tack-coat was used to adhere the overlay to the existing pavement.

The contractor was Bortolotto Company of San Carlos, Calif. The mix was designed by Hongbin Xie of Graniterock and produced out of their Redwood City plant.

In an interview, Xie recalls that the mix was very hot during production because of concerns that a thinner mat would cool faster and make compaction more difficult. The mix design called for 7.1 percent binder content, and a terminal-blend rubber binder provided by Paramount was utilized – a PG 76-22 PM. “With such a thin layer you lose temperature really quickly, which is why the mix was produced at higher temperatures,” he said.

Another potential obstacle to be overcome is binder availability and variability with smaller batches. The total tonnage of the job is a factor that should be considered if a thin-lift strategy is being considered, he said. Jobs should probably be 1,000 tons or more.

During installation, some fuming was noticeable, so PEI revised its specification to incorporate Warm Mix Asphalt (WMA) technologies to reduce production and placement temperatures.

In 2013, the Brooks Road South Pavement Rehabilitation Project was designed by PEI to include a thin-lift overlay surface. PEI also provided construction management, inspection and testing service for the project.

Again, PEI was looking for an alternative to a cape seal for this project. Brooks Road South had been constructed by developers with numerous construction phases. It had not been resurfaced since completion. As an important residential collector, providing a good ride was an important goal.

The thin-lift overlay provided the appropriate pavement preservation treatment, good ride quality, and a smooth surface.

One added benefit noticed by Town personnel was that traffic noise on the newly surfaced pavement seemed considerably less than the original pavement.

For the Windsor project, MCK Services was the contractor.

The mix was produced by the Bo Dean Company under the supervision of QC manager Josh Cleaver. The produced mix compared very well with the Job Mix Formula (JMF) with 4.3% air voids, 7.07% binder (DWA), 43 Hveem Stability and 16.4 VMA. The City of Oakley has recently awarded a project with approximately 1,171 tons of thin-lift asphalt pavement overlay on several local streets. Paramount Petroleum is providing the PG 7622 TR for all of the projects. [ Continued on page 20 ]

California Asphalt Magazine • 2014 Pavement Preservation Issue

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Valencia Blvd.

4 years old

Most of the projects to date have been relatively small as the owners become comfortable with this new HMA strategy. This has resulted, in some instances, to higher-than-expected pricing. Going forward with larger projects, the costs for Thinlays are expected to be about $12 to $15 per ton for materials and $10 to $15 per ton for laydown, compared to normal ½” Type A HMA projects with 1-3/4 inch or thicker lifts. However, with laydown thicknesses of ¾” to 1”, the thin-lift tonnage goes a long way.

An important key to keeping cost under control is tweaking the gradation to allow the local suppliers to make the mix without changing normal HMA cold feeds. BoDean was able to do this, producing the 800 tons of the thin-lift mix in the middle of a 2000 ton production day out of their Santa Rosa batch plant. PEI allowed some grading variances but held to the important mix properties to allow existing cold feeds to be used.

While California’s experience with thin-lift asphalt pavement overlays continues to evolve, Ursich, the Ohio asphalt pavement association executive, said his state’s experience continues to be positive.

“Ohio’s Thinlay, dubbed “SMOOTHSEAL” continues as a staple of the Ohio Department of Transportation’s surface treatment strategy,” he said recently. “Accepted as a pavement preservation strategy in 2002, ODOT’s $15 million investment in SMOOTHSEAL was more than three times that of any other surface treatment purchased in 2013.

Local governments are now catching on, preferring the tight surface texture and rich asphalt binder for pavement longevity.“ CAM

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Decoro Road

Brooks Road Prep Work

Brooks Road Paving

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r

Brooks Road Finish

REFERENCES: 1. State of Ohio, Department of Transportation, Supplemental Specification 854 Fine Graded Polymer Asphalt Concrete, July 19, 2002.

3. National Asphalt Pavement Association. 2009. Thin Asphalt Overlays for Pavement Preservation.

Information Series 135.

2. Ursich, Cliff. March 2009. Thin Smoothie. Asphalt Today magazine.

4. Carless, James. 2014. Thin Overlay Restores Route 30. Asphalt Pavement

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magazine, January-February issue, National Asphalt Pavement Association.

5. National Asphalt Pavement Association. 2014. Position Paper.

Thinlays: The Pavement Preservation Tool of Choice. SR-210.

California Asphalt Magazine • 2014 Pavement Preservation Issue

California Asphalt Magazine • 2014 Pavement Preservation Issue

21

Utilizes Cold Central Plant Recycling for the City of Glendale Improvement Project on Central Avenue and Adjacent Streets By: Brian Hoover

have spent any time the pavement had deteriorated I finyou Glendale, you know just significantly due to construction

how busy Central Avenue can be. It is a four-lane major arterial street running through the business district that maintains an average daily traffic volume of 43,000 vehicles per day. When a slightly more than one-mile strip of roadway like this needs to be repaved, you better be prepared.

This major arterial street had been planned for widening to support The Americana on Brand and the Glendale Galleria. Plans to add bike lanes had also been noted for several years. Since the development of The Americana, 22

traffic and increased deliveries.

As a major entrance to the City, Central Avenue required significant rehabilitation.

A pavement investigation conducted as a part of the design process revealed a weakened asphalt pavement. Additionally, an existing Portland cement concrete slab that ran almost half the length of the project was discovered underlying the existing asphalt pavement. Because this concrete section was located 2 inches below the asphalt, there was significant concern that the

existing two-inch layer of old asphalt concrete (AC) on top of the Portland cement concrete slab would be unstable. Because of the condition of the existing asphalt and the presence of the concrete slab, it was determined that the AC would have to be removed down to 4-5 inches and replaced with a new asphalt pavement section.

The City of Glendale is always looking for ways to keep their roadways maintained at a price that makes sense to its tax paying residents and they are equally concerned with the impact that each project has on its community,

California Asphalt Magazine • 2014 Pavement Preservation Issue

Above: Stockpiled RAP being processed as CCPR at the recycling site provided by the City of Glendale. After recycling with the engineered emulsion, the asphalt is loaded into trucks for subsequent delivery to the paving operation.

workers, and the environment.

They had been watching Pavement Recycling Systems (PRS) perform asphalt recycling processes in other cities for a few years, specifically Cold Inplace Recycling (CIR) on jobs in Beverly Hills and Agoura Hills.

CIR is a sustainable process that utilizes an “asphalt recycling train” to construct a base course asphalt section without having to remove the asphalt pavement.

Kevin Carter, Senior Civil Engineer for the City of Glendale, contacted James Emerson, (APM) of PRS to discuss viable sustainable pavement recycling processes for Central Avenue.

“With the necessary removal of 4 to 5 inches of existing pavement, the City needed to investigate all of the options available. We definitely wanted to minimize the impact to traffic and local businesses,” says Kevin Carter.

“We initially thought of Cold In-Place Recycling, but given the required depths of asphalt rehabilitation, this process was determined to not be feasible for this project. After consulting with contractors and pavement specialists, we determined Cold Central Plant Recycling was the best approach to rehabilitate the pavement.”

Like CIR, Cold Central Plant Recycling (CCPR) is an engineered asphalt recycling process that reuses the City’s existing asphalt assets in the construction of the new asphalt pavement. PRS worked with Kevin Carter and

other Glendale City officials to come up with a plan that would utilize Cold Central Plant Recycling, while also properly mitigating the current pavement challenges.

“The goal was to first reduce the crown by pre-profiling approximately 45,000 square yards of road surface,” says Emerson. “The milled asphalt material was then stockpiled on a site provided by the City of Glendale, located just a half a mile away near the 210 Freeway.”

The next step included screening, crushing and sizing the Recycled Asphalt Pavement (RAP) and then processing it with an engineered asphalt emulsion in accordance with the mix design conducted by Asphalt Pavement and Recycling Technologies Inc. (APART). The mix design required that the RAP be processed with 3 percent engineered PASS-R emulsion from Western Emulsions.

PASS-R is an engineered solventfree formula used for processing RAP stockpiles in the Cold Plant Recycling process. The design also required 0.5 percent of Portland cement additive, along with 2.5 percent water.

Following the recycling process, Excel Paving out of Long Beach, the general contractor on this job, used their Cedarapids pavers to install 3 to 4 inches of Cold Central Plant Recycled Asphalt base over the PCC and remaining layer of milled asphalt. Next, Excel put down 2 ½ to 3 inches of hot rubber asphalt overlay (ARHM). In

California Asphalt Magazine • 2014 Pavement Preservation Issue

all, 3,237 tons of recycled asphalt were installed, overlain by 5,160 tons of ARHM, providing for full rehabilitation of the asphalt pavement.

The CCPR method satisfied all the City’s objectives including: lower costs, quick construction, reusing of existing assets, reducing construction traffic, reducing project-related green house gas emissions, and minimizing impacts to the downtown businesses and vehicular traffic. The milling was completed in seven days, while the CCPR was finished in just three shifts. Other rehabilitation methods would have required an additional three weeks of work.

The City of Glendale and other cities and municipalities throughout California have a variety of paving solutions at their disposal. “Other rehabilitation methods would include the milling and removal of 3 to 5 inches of asphalt that would be hauled away to a dumpsite. This would result in higher trucking costs and more emissions,” says Emerson. “In addition, a fabric inner layer would more than likely be used at an increased cost.

Finally, a 3 to 4 inch base course of conventional hot mix asphalt would be imported and installed prior to placement of a final 2 to 3 inch cap of hot rubber asphalt.

More import and export, more emissions and more money. We believe we can achieve the same results with Cold Plant Recycling at a cost savings of 30 to 50 percent from job to job.” [ Continued on page 24 ] 23

Above: Excel Paving completes the placement, paving, and rolling of CCPR asphalt. The milling was completed in seven days, while the CCPR was finished in just three shifts. Other rehabilitation methods would have required another three weeks of work, increasing the impact on the surrounding businesses and residents.

The City of Glendale was recently recognized by the League of California Cities and the California Association of counties / County Engineers Association of California with the 2014 Outstanding Local Streets and Roads Project Award for the Central Avenue and Adjacent Streets Improvement Project. This award recognizes the achievements made by California cities and counties to preserve and protect the public’s investment in the local streets and road system. This project is one of the many ways in which Glendale continues to invest in critical infrastructure to improve the quality and safety of roads in the city. Since this initial project, Glendale has awarded more projects utilizing sustainable asphalt recycling strategies, including the Canada Boulevard Infrastructure Improvement and the Honolulu Avenue Rehabilitation Project.

The benefits of using Cold Plant Recycling on the Central Avenue Project are numerous and included the elimination of 540 truck cycles, resulting in reduced truck traffic and public inconvenience, an estimated 50 percent reduction in greenhouse gases, maximum use of existing city assets, incorporation of tried and true engineering designs, ability to accept traffic immediately after installation, 24

restoration of proper grade, curb line and slope, reduction in major surface irregularities.

In addition, 10,900 tires were saved from the landfill and a 30 to 35 percent cost savings of nearly $340,000 was achieved when compared to other pavement rehabilitation methods. “Because of reduced budgets, many agencies are not able to maintain their pavement infrastructure in a manner that best serves their constituents.

These asphalt recycling strategies provide the agency an engineered and tax-payer friendly alternative that allows them to move forward with pavement rehabilitation projects that they otherwise may not have been able to construct,” says Emerson. “Utilizing recycling and sustainable pavement technology is a better choice for our environment.

It not only also saves money and energy, but also creates jobs at the mid-level that would otherwise not exist.”

For more information on Pavement Recycling Systems and their full range of state-of-the-art recycling solutions to reclaim, preserve and rehabilitate pavement at any stage of the life-curve, please visit them online at www.pavementrecycling.com or call (800) 966-7774. CAM

CENTRAL AVENUE FAST FACTS •

Pavement Removal and Grading of 1,865 cubic yards.

•

Pavement Removal (Header Cut 6 feet wide) of 2,135 Linear Feet.

•

Pavement Removal (Header Cut 18 feet wide) of 36 Linear Feet.

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Pavement Removal 2 to 3 surface plane of 39,910 square yards.

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Pavement Removal of 3.5 to 4.5 inches of 9,960 square yards.

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Unclassified excavation of 415 cubic yards.

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Overexcavation of subgrade of 57 cubic yards.

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Asphalt Concrete Pavement of 5,465 tons.

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Asphalt Concrete Pavement Temporary of 300 tons.

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Asphalt Rubber Hot Mix Pavement (ARHM) of 5,160 tons.

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Asphalt Rubber Aggregate Membrane (ARAM) of 6,530 square yards.

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Cold Central Plant Recycling (CCPR) Asphalt 3 inches thick of 23,310 square yards.

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Emulsified recycling agent 116 tons.

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Cement additive (CCPR) 35 tons.

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Crushed miscellaneous base 1,425 tons.

California Asphalt Magazine • 2014 Pavement Preservation Issue

California Asphalt Magazine • 2014 Pavement Preservation Issue

25

By: Russell W. Snyder Executive Director, California Asphalt Pavement Association (CalAPA)

All politics is local, as the saying goes. That’s especially true in the biggest and perhaps toughest asphalt market in the country, California, where Democrats hold a near twothirds majority in both houses of the Legislature and occupy all statewide offices , both U.S. Senate seats and dominate the largest congressional delegation in Washington. If you’re not at the table, as another saying goes, you’re on the menu.

Effective representation of the asphalt pavement industry’s interests in such a complex and potentially hostile environment, with limited resources, requires a fully integrated approach to crafting our industry’s message and helping it be heard above the din of partisan politics, attack ads and misinformation.

The leadership of the California Asphalt Pavement Association, in its current strategic plan, took a clear-eyed look at the business and regulatory environment in California and mapped out a plan of action that relies heavily on coordination with the National Asphalt Pavement Association, the Asphalt Pavement Alliance and other like-minded partners to help magnify our efforts in such a large state. In the military they might call this strategy a “force multiplier.”

The tangible result is a proven template of successful advocacy 26

Above: Mike Murray, Area Operations Manager for HMA for Vulcan Materials Company (left) explains the operations of Vulcan’s Sun Valley Plant in Southern California to State Assemblyman Scott Wilk (center) and Wilk’s aide, Erik Richardson, during a plant tour held April 17.

that is developed nationally and deployed locally. The impact cascades upward, defying gravity, to influence policy at the regional, state and national levels.

At the crossroads of this integrated strategy is Don L. Daley Jr., president of California Commercial Asphalt and a NAPA director. He was recently recognized as an “Asphalt Ambassador” for his tireless efforts to advocate on behalf of the industry with elected officials at all levels of government.

Daley is also on the Executive

Committee of the California Asphalt Pavement Association (CalAPA), where he has pushed the NAPA advocacy model in the Golden State. The similarities are quite evident: • Like NAPA, CalAPA uses contract lobbyists to guard against legislation or policy that may be harmful to the industry, while pushing for adequate funding for roads.

• CalAPA publishes a magazine, electronic newsletter, holds conferences and other events to educate and influence the policy debate.

California Asphalt Magazine • 2014 Pavement Preservation Issue

Above Left: Pictured during a plant tour in San Diego hosted April 15 by California Commercial Asphalt are, from left, Don L. Daley Jr., President, California Commercial Asphalt and a NAPA Director; Assemblywoman Lorena Gonzalez, D-San Diego; Frank Coakley from ATP Engineering and Tim Knaresboro, the Plant Foreman.

Above Right: The delegation meets with Sen. Mark DeSaulnier (SD07), chairman of the Senate Transportation Committee. Pictured are, from left, Len Nawrocki with Valero Marketing and Supply, Marc Mitchell with Paramount Petroleum, DeSaulnier, Crystal Howard with EnviroMINE, CalAPA Executive Director Russell Snyder and Jonathan Layne with Sully Miller. The group was joined in the meeting by Will Kempton, executive director of Transportation California, standing in the background.

• The CalAPA state Political Action Committee has been used to support elected officials and candidates who have a commonsense approach to helping businesses succeed, investing in infrastructure and job-creation while protecting and enhancing our quality of life. By the time someone is elected to Congress, and appears on NAPA’s radar, they already have a relationship with hometown industry representatives.

• Similar to NAPA, CalAPA conducts an annual “fly-in” to the state capitol in Sacramento where messages are reinforced and relationships strengthened.

Shortly after conducting a tour of his facility in San Diego for Assemblywoman Lorena Gonzalez, D-San Diego, Daley spoke excitedly about how the freshman legislator peppered him with questions and was very interested in the many “green” aspects of the paving business.

“She was totally impressed that I took her on a tour of a facility that was in her district,” he said.

“And she was impressed by our ability to recycle 100 percent of the material we produce.”

After the April 15 tour, Gonzalez was effusive in her praise: “Clearly, there are two things that come to mind now, when I think of asphalt: smooth streets and jobs. CCA’s tour shed some light on innovations in the asphalt industry, which may lead to more economical and eco-friendly solutions.”

Vulcan Materials hosted a similar tour April 17 of its Sun Valley operations in Southern California for Assembyman Scott Wilk, R-Santa Clarita, who is the Republican Caucus Chairman in the Assembly. “I’ve passed by their facility for years, so it was interesting walk it,” he said, adding that he really learned a lot in the visit.

Mike Murray, Vulcan’s Area Operations Manager for HMA, who led the tour of the Sun Valley plant, said the visit was more like a walking seminar than a photo opp.

“He was very engaged in the tour,” Murray said. “He was very

California Asphalt Magazine • 2014 Pavement Preservation Issue

interested in what we are doing in the area of sustainability, recycled asphalt, and he was also interested in what we are doing to reduce emissions and storm-water pollution prevention.”

The tour included a visit to the plant’s control room, where a technician demonstrated for the Assemblyman many of the plant’s automated features.

The plant tours come on the heels of CalAPA’s successful “fly-in,” where members met with elected officials and staff members to further shape the policy debate. Rather than boots on the ground, however, dressy but comfortable walking shoes were the order of the day.

Armed with fact sheets and cogent arguments about the sorry state of the state’s transportation infrastructure, as well as common-sense proposals to address the funding shortfall, CalAPA members huddled with members of the state Senate and Assembly, and one constitutional officer. [ Continued on page 28 ] 27

Left: U.S. Rep. John Garamendi (seated at right) makes a point to a California asphalt delegation during a meeting in his office Sept. 11, 2013. Also pictured, counterclockwise, are Don L. Daley III with DIII Transport, Len Nawrocki with Valero Marketing & Supply and Frank Coakley with ATP General Engineering Contractors.

“The Sacramento Fly-in this year was a great success,” said Paramount’s Marc Mitchell, who also sits on CalAPA’s Executive Committee. “Every meeting we had with our elected officials was about the conditions of our roads in California and how the current gas tax at the pump is no longer funding enough money to keep up with repairs or new construction.”

Mitchell said that, unlike in years past, elected officials were very willing to listen to ideas to address the funding crisis.

“All our elected officials are agreeing something new has to be put in place to collect a tax for the roads, whether it be ‘vehicle miles traveled,’ ‘vehicle registration fees’ or a hybrid of ‘gas tax and VMT,’” he said. “With hybrid and electric cars growing at the pace they are today, we must address this issue very soon. It was great to hear that Industry and elected officials are all trying to figure out a longneeded resolution to take care of a large problem and hopefully help get our infrastructure back on track.”

The State Capitol visits held March 4-5 came as several reports were released that spotlighted the poor condition of California roads, the added 28

costs that rough ride passes on to motorists, and declining funding sources at the local, state and federal levels.

“California’s transportation infrastructure funding is deteriorating as quickly as the infrastructure itself,” said Jonathan Layne, business development manager with Sully-Miller. “What we truly need is a major collaborative effort by all local and state associations on this issue of educating our policymakers or we will continue to see lackluster results.”

Keeping the issue at the forefront of the Capitol may be a costly and time-consuming effort, but Fly-in participants felt it was worthwhile.

“I thought it was a great opportunity to get in front of our elected officials and let them know who we are and what our concerns are,” said Crystal Howard, an economic and policy analyst for CalAPA associate member EnviroMINE, a consulting firm that helps companies navigate California’s complex web of permitting regulations for aggregate sources. “I thought it was really well-organized and it was great to see that there was general consensus that transportation funding was a problem that needed to be solved.”

CalAPA’s delegation included Mitchell, Layne and Howard, as well as Len Nawrocki with Valero Marketing & Supply, who serves as CalAPA’s Legislative Committee chairman. The group was accompanied by Jeff Sievers of Carpenter Sievers Takahama, CalAPA’s contracted lobbying firm. During a meeting with Sen. Mark DeSualnier, who is chairman of the Senate Transportation Committee, the group was joined by former California Department of Transportaton Director Will Kempton, who is now executive director of Transportation California, a transportation advancement group supported

by CalAPA and many other companies and organizations.

“It was very obvious during our meetings that CalAPA’s profile at the Capitol is higher than ever, and there is a much greater understanding of our industry, the issues that are important to us, and a willingness to work with us to try to find solutions,” Sievers said.

DeSaulnier also represents another CalAPA-NAPA nexus as he has announced he will be running for a San Francisco Bay Area seat in Congress vacated by the retirement of U.S. Rep. George Miller, D-Calif. NAPA

California Asphalt Magazine • 2014 Pavement Preservation Issue

Above: U.S. Sen. Barbara Boxer (D-Calif), center, is presented with the NAPA legislator of the year award Sept. 11, 2013 at the U.S. Capitol. Pictured, from left: Russell W. Snyder, executive Director, CalAPA; Frank Coakley with ATP General Engineering, Don L. Daley III with DIII Transport, John Keating, vice president and COO of Oldcastle Materials, Brian Handshoe, vice president of Kenco Engineering, NAPA CEO Mike Acott and Len Nawrocki with Valero Marketing & Supply, chairman of the CalAPA Legislative Committee.

and CalAPA are coordinating a plant tour for DeSaulnier later this year.

CalAPA also briefed elected officials on the many “green” initiatives undertaken by the industry over the years that make asphalt greener and more sustainable than ever, including recycling, utilizing rubber from discarded vehicle tires and fuel-sipping Warm Mix Asphalt. Many of the same themes, developed in concert with NAPA during the “Fly-in” to Washington, D.C. “The ‘Fly-ins’ to Sacramento and Washington, D.C. afforded our members an opportunity to meet personally with our elected officials and press them on transportation funding and other issues important to our industry,” said John Holliday, owner of Holliday Rock and current chairman of CalAPA. “Our aggressive approach to lobbying has earned us respect in the statehouse and on Capitol Hill.”

More plant tours and other grass-roots activities are in the works for later in the year as it becomes the “new normal” for NAPA and CalAPA to represent the interests of the industry at all level of government. Taken together, the activities represent a groundswell of support with elected officials and the constituents they represent to support good roads, common-sense regulation and a strong economy and quality of life. Or, to quote another maxim understood by politicians everywhere: “When you see a parade, get out in front of it.” CAM California Asphalt Magazine • 2014 Pavement Preservation Issue

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$300 MILLION BOOST IN ROAD MAINTENANCE FUNDS MAY BE COMING, CALTRANS ANNOUNCES AT CALAPA SPRING CONFERENCE IN ONTARIO

The Keynote Speaker Steve Takigawa, Deputy Director, Maintenance & Operations, Caltrans.

Featured speaker Heather Dylla, Sustainability Engineer for the National Asphalt Pavement Association.

Toni Carroll, Vulcan Materials enlightened the audience on the latest Superpave specifications, test methods and implementations, as well as costs.

Numerous industry professional attended the CalAPA Spring Conference.

Jim Ryan, Paramount Petroleum (left), Rita Leahy PhD., CalAPA (staff) and Steve Takigawa, Deputy Director, Maintenance & Operations, Caltrans.

The Equipment Expo at the CalAPA Spring Conference.

At the CalAPA Spring Conference in Ontario on April 9 & 10th, Caltrans announced that the department’s main road maintenance program is expected to be boosted by $300 million, a welcome bit of news for transportation advocates worried about dwindling highway funding.

Steve Takigawa, the Caltrans Deputy Director for Maintenance and Operations, made the announcement April 9 during his remarks to the conference attended by more than 200 industry professionals, agency personnel and academia from across California, several states and even two foreign countries.

The projected increase in the State Highway Operations & Protection Program, or SHOPP, for the 2016-17 fiscal year is due to a brighter fund estimate but the figure may revised in the months ahead as additional information becomes available.

Speaking on the heels of a January review of the department that found it was “out of step” and outlined a series of recommended reforms, Takigawa highlighted Caltrans’ efforts to be more transparent and accountable to the public in putting transportation funds to good use.

He said the report by the Smart State Transportation Initiative at the University of Wisconsin, ordered by Transportation Secretary Brian Kelly, was intended to “evaluate Caltrans -- what are we doing and what can we do better.”

Delivering transportation improvement projects in a timely manner and at a reasonable cost is essential to building goodwill with transportation system users and taxpayers, Takigawa said.

30

“None of what we do is possible without the credibility of Caltrans and the credibility of what you do,” he told the gathering.

The news about additional SHOPP funds comes as transportation advocates, including CalAPAsupported Transportation California, warn about a looming “transportation fiscal cliff” that may place a serious dent in hard-fought improvements in pavement and ride quality noted in a recent Caltrans pavement report card.

Also speaking at the conference were Caltrans District 8 Director Basem Muallem and Dr. Heather Dylla, Director of Environmental Sustainability for the National Asphalt Pavement Association, who delved into the topic of measuring sustainability.

Other presentations covered recycling of asphalt, roofing shingles into pavements, compaction, ‘Superpave,’ non-destructive testing, milling and grinding, pavement smoothness technology and pavement preservation strategies. An off-site lab tour sponsored by RMA companies also was held in conjunction with the event.

The Equipment Expo portion of the two-day conference proved to be enormously popular, with attendees getting a hands-on preview of the latest in paving and testing equipment. For a list of all the event sponsors, click. To view more photos from the event, click to visit CalAPA’s Facebook Page.

The Fall Asphalt Pavement Conference will take place Oct. 29-30 in Sacramento. For sponsorship and exhibitor opportunities, contact Sophie You of CalAPA at (916) 791-5044. CAM

California Asphalt Magazine • 2014 Pavement Preservation Issue

CALAPA THANKS THE 2014 SPRING CONFERENCE EXHIBITORS AND SPONSORS EXHIBITORS Ames Engineering, Inc.

Pine Instrument Company

Asphalt Interlayer Association

RMA Group

CA Chip Seal Association

Ramos Oil Company

CHJ Consultants

Roadtec

Crafco

Sales and Distribution Services, Inc.

Dr. Pave / Heatwurx Dynatest Consulting, Inc.

SealMaster of Southern California

Ergon Asphalt & Emulsions, Inc.

Sespe Consulting, Inc.

InstroTek, Inc.

Sully-Miller Contracting, Co.

James Cox & Sons, Inc.

Surfa Slick, LLC

Maxam Equipment

Surface Systems & Instruments, Inc. (SSI)

MeadWestvaco Nixon-Egli Equipment Co.

Troxler Labs

Pacific Emulsions, Inc.

Volvo Construction Equipment Services

Paramount Petroleum Corp.

VT Leeboy

Pavement Technology, Inc.

Western Emulsions, Inc.

PLATINUM SPONSORS

GOLD SPONSORS

AkzoNobel

California Commercial Asphalt

CleanFleets

Pine Instrument Company

Ergon Asphalt & Emulsions, Inc.

Western Emulsions, Inc.

KAD Paving, Co. Paramount Petroleum Corp.

SILVER SPONSORS

Roadtec

Pavement Management Solutions, Inc.

United Paving, Co.

Sakai America, Inc. Surfa Slick, LLC SWT Group

California Asphalt Magazine • 2014 Pavement Preservation Issue

31

Industry News NORTHERN CALIFORNIA PAVING CONTRACTORS GATHER TO HEAR ABOUT UPCOMING WORK, FUNDING, REGULATORY ISSUES

Ray Myers with the Asphalt Interlayer Association (left) shows off his cherry 1960 Corvette Stingray to Jim Orsburn, a board member of the California Automobile Museum.

CalAPA’s Sophie You welcomed attendees to the paving season preview event at the California Automobile Museum.

CalAPA members mingled at the faux 1950s diner at the California Automobile Museum. Dinner was catered by JR’s Texas West BBQ.

Ron Brajkovich (left) and Dave Petersen with Kenco Engineering enjoy the view of classic cars, including a 1931 Lincoln once owned by the president of Bank of America.

Caltrans Division of Construction Chief Mark Leja (left) shares a laugh with Skip Brown, Co-Chairman of the CalAPA Northern California Contractors’ Committee, which organized the event.

Caltrans Construction Chief Mark Leja gives the group an update on the highway construction program.

Former Caltrans and OCTA Director Will Kempton, now Executive Director of Transportation California, gives the group a briefing on the transportation funding situation in California.

Sean Edgar, Director, CleanFleets, gives the group the latest information on air quality regulations that will impact construction fleets.

The Northern California asphalt paving season preview event, held on April 3rd at the California Automobile Museum in Sacramento, featured a preview by Caltrans Construction Chief Mark Leja on highway construction work planned for 2014 and 2015.

Leja noted the flurry of construction work underway in recent years, due largely to a onetime infusion of bond and federal stimulus funds.

However, those projects are wrapping up and significantly less work is on the horizon. He also touted his department’s success in partnering with private contractors to reduce conflicts and claims on projects.

Will Kempton, executive director of Transportation California, also updated the group on various initiatives the CalAPA-backed group is pursuing to obtain more funding for transportation, including a package of sponsored legislation to recapture transportation-related funds that have been siphoned out of the state highway account when the state was facing huge budget deficits.

Sean Edgar with CalAPA member CleanFleets, also gave an overview of the latest air quality 32

regulations and how they impact a paving contractor’s equipment.

Organized by the CalAPA Northern California Paving Contractor’s committee, the event was intended to supply “news you can use” for asphalt pavers and others in a relaxed setting.

The California Automobile Museum hosted the meeting, which included docent-led tours of the classic car collection.

“It’s never been tougher to be in the asphalt pavement business,” said committee co-chair Skip Brown, a second-generation paving contractor who now runs Asphalt Consulting Services. “Our committee is focused on providing useful information to paving contractors to help them succeed in delivering successful projects for both the public and private sector.” The other co-chair of the Northern California Contractor’s Committee is Robert Jarvis of Century Paving/ Coastal Paving.

To participate in the committee, which is planning other contractor-themed meetings and events in the future, contact Brown at (916) 761-1817, or CalAPA at (916) 791-5044. CAM

California Asphalt Magazine • 2014 Pavement Preservation Issue

California Asphalt Magazine • 2014 Pavement Preservation Issue

33

Industry News CALAPA’S SOUTHERN CALIFORNIA PAVING CONTRACTORS DINNER HELD ON APRIL 8TH IN PICO RIVERA Russell W. Snyder, CalAPA Executive Director briefed members on the various activities that are taking place to promote asphalt pavements in California by the association and via collaboration with the National Asphalt Pavement Association, the

Asphalt Institute and other state asphalt pavement associations at the April 8th LA Contractors dinner held at the Dal Rae in Pico Rivera.

The evening’s program also included regular presentations, including technical tidbit,

insurance update and member of the month.

The meeting was well attended by over 40 industry professionals.

For future dinner meeting reservations and other upcoming CalAPA events please call the CalAPA office at 866-498-0761. CAM

Dan Chapman, CalAPA Life Member (left), Russell W. Snyder, CalAPA Executive Director, Paul Rademacher, CalAPA Life Member and Jim St. Martin, CalAPA Technical Consultant.

Dave Johnsen, Roadtec Regional Sales Manager (left), Chris Barry, CalAPA LA Contractors Chairman and Richard Kramer, Roadtec Training and Demonstration Team.

Chris Barry, CalAPA LA Contractors Chairman greets the members.

Tom Hughes, Champion Paving was CalAPA Member of the month.

Steve Marvin, LA Technical Steve Cota, Patriot Risk Chairman shared his shared some Insurance technical tidbit. information with the attendees.

Russell W. Snyder, CalAPA Ken Hammond, Coastline Executive Director briefed Equipment was the winner members on the various of the 50/50 drawing. activities that are taking place to promote asphalt pavements in California.

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California Asphalt Magazine • 2014 Pavement Preservation Issue

California Asphalt Magazine • 2014 Pavement Preservation Issue

35

Day at the Races Saturday, July 19, 2014 Del Mar Racetrack 2260 Jimmy Durante Blvd Del Mar

2014 Golf Tournament (Pacific Palms Resort) Thursday, September 18, 2014 Pacific Palms Resort One Industry Hills Parkway Industry

Vulcan Materials is the largest producer of construction aggregates in the United States. The West Region proudly supplies the highest quality materials for the production of roads, highways, dams, airports, seaports, commercial centers and residential housing as well as other Construction Material needs.

SERVING ALL OF CALIFORNIA SOUTHERN CALIFORNIA AREA Los Angeles Basin Inside Sales: 626-633-4228 Customer Service Center (Dispatch) 626-856-6156

San Diego Area

Inside Sales: 858-530-9472 Customer Service Center (Dispatch) 858-530-9465

CENTRAL CALIFORNIA Fresno

Inside Sales: 559-434-1202 Customer Service Center (Dispatch) 559-846-2852

Bakersfield

TECHNICAL SERVICES LABORATORIES Northern California Technical Service Manager Phil Reid: 559-333-5647

Greg Vinson: 925-485-5977 Lab # 925-485-5982

Fresno Laboratory

Gary Dunkel: 559-351-6650 Lab # 559-434-3223

Bakersfield Laboratory Bob Lee: 661-979-9211

Southern California Technical Service Manager Tim Reed: 626-856-6190

Senior Technical Services Superintendent

NORTHERN CALIFORNIA Bay Area, Pleasanton: 925-846-2852

Los Angeles Basin Laboratory (LA East)

Sacramento Area, Roseville

San Diego Basin Laboratory

Grass Valley Area, Nev City, Auburn Area HMA Inside Sales: 530-273-4437

West Region Administration 818-553-8800

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CalAPA Annual Meeting and Dinner January 2015 (Tentative) Jonathan Club 545 S. Figueroa Street Los Angeles

Pleasanton Laboratory

Customer Service Center (Dispatch) 661-835-4800

HMA Inside Sales / Dispatch: 916-773-3968

Fall Conference Wednesday & Thursday, October 29 & 30, 2014 Doubletree Hotel 2001 Point West Way Sacramento

Pascal Mascarenhas: 626-856-6190

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.

Greg Reader: 626-856-6190

Robert Piceno: 858-547-4981

For more information on California Asphalt Pavement Association Meetings Call: 866-498-0761

California Asphalt Magazine • 2014 Pavement Preservation Issue

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California Asphalt Magazine • 2014 Pavement Preservation Issue

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Bomag America...............................................9 & 35 Paramount Petroleum Corp................................... 2 Coastline Equipment.............................................. 9 Pavement Recycling Systems............................. 25 CEI........................................................................... 15 Peterson CAT........................................................... 5 Diversified Asphalt Products............................... 38 Quinn Co.................................................................. 5 E.D. Etnyre & Co.....................................................31 RDO Equipment Co............................................7, 39 Gill & Baldwin, P.C................................................ 29 RDO Integrated Controls..................................... 37 GoldStar Asphalt Products.................................. 35 Roadtec.................................................................. 19 GuardTop............................................................... 33 Sakai......................................................................... 7 Hawthorne CAT....................................................... 5 Sully-Miller Contracting Co................................. 33 Heavy Equipment Rentals & Sales..................... 35 Valero Marketing & Supply................................... 3 Herrmann Equipment, Inc.....................................13 Volvo Construction Equipment & Svcs......34 & 37 Holt of California..................................................... 5 Vulcan Materials Company.................................. 36 Johnson Machinery................................................ 5 Western Oil Spreading Services......................... 21 Nixon-Egli Equipment Co...................... Back Cover

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California Asphalt Magazine • 2014 Pavement Preservation Issue

California Asphalt Magazine • 2014 Pavement Preservation Issue

39

Nixon-Egli Equipment Co., Wirtgen and Precision Cold Planing

Above: Precision Cold Planing’s new Wirtgen 240i soil stabilizer.

Right: Bill Bell, Division Manager (left) and Rob Rozhon, President of Precision Cold Planing.

Established in 2001, Precision Cold Planing is a full service milling, pulverization and soil stabilization company that works for everyone from small mom and pop companies to large corporations. Precision Cold Planing does just what their name suggests on roads, parking lots and other asphalt surfaces throughout Southern California and beyond. They have become well known in the industry for their emphasis on improving the integrity of the base layer by working as a team and building partnerships with their clients. This customer focused philosophy results in better productivity and profit for everyone involved. Precision Cold Planing owns a fleet of five milling machine, two of which are Wirtgen and three soil stabilizers, including the new Wirtgen 240i. They also own and operate an entire fleet of support equipment ready for service at a moments notice.

Precision Cold Planing recently took delivery of a brand new Wirtgen 240i soil stabilizer machine from Nixon-Egli Equipment Co. Rob Rozhon I is the President of Precision Cold Planing and Bill Bell is the Division Manager. Rob points out that they purchased their new Wirtgen 240i because they were so impressed with its advanced technology, including the state-of-the-art computerized controls, as well as the fully carb compliant and extremely fuel-efficient engine. “To be honest, I was sold on another brand until I took a trip to Germany with our sales representative Steve Kekich and product support rep, Mike Burns from Nixon-Egli. I was able to see first hand all of the benefits that are carefully manufactured into each and every machine,” says Rozhon. “Our operators love the ease of operation and we appreciate the cost efficiency and increased production we get from our Wirtgen machines.”

Precision Cold Planing owns several Wirtgen machines and they have worked with Nixon-Egli Equipment Co. for several years. “Steve Kekich is an excellent sales representative and he is always there when we need him with excellent follow-up after the sale,” says Bell. “Mike Burns continually goes above and beyond the call of duty with unprecedented product support. We have even called on him in the middle of the night to help us trouble shoot and walk through mechanical issues. Nixon-Egli has been a good, reliable business partner and we appreciate their support.”

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