California Asphalt Magazine Private Construction Issue 2015

REVOLUTIONIZING The Way You Pave!

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Publisher’s Letter Making sure the owner knows what they want you to build In my almost 30 years of representing the construction industry, there are a few universal truths that emerge time and time again. Since joining CalAPA last July, one of those truths seems to be more prominent than the others – the frequent disparity between what a project owner wants and what they ask for in their specifications and bid documents.

Asphalt pavement specifications, test methods and acceptance procedures have never been more complex, and they are constantly changing. For a public or private project owner, it seems like there are a hundred different specifications to choose from, including Caltrans Section 39, to the Southern California “Green Book,” the “Gray Book” and many local agency specifications.

Even those specifications, or ones utilized by private developers, can be changed and updated over and over, creating confusion and potential conflict once the project gets to the construction phase.

Even more troubling are the owners that pick and choose from a variety of specifications that create omission or contradictions that end up causing disputes.

This is one of the most important issues that CalAPA deals with on a daily basis, and the good news is that we are making progress in educating all parties on the importance of understanding the objectives of the project, selecting the proper specification language, and making sure there is effective communication throughout the project so that all parties are satisfied with the final outcome.

A local agency, for example, may reference a Caltrans open-graded friction course on a local street and at the conclusion of the project be disappointed at the look and feel of the pavement. The fact is, the OGFC is a good choice for high-traffic freeway or state highway, but not necessarily the best choice for paving along a city business district or residential area.

The worst possible outcome is a project built to spec, but an unhappy owner. Asphalt may get the blame, when in actually it is not the right kind of asphalt for the right job.

In Southern California, where I am based, CalAPA is in a unique position to facilitate meaningful discussion between project owner and agencies at our regional technical committee meetings, Green Book meetings, conferences, technical task force meetings and other venues.

Since our regional technical committee meetings are co-chaired by industry and agency representatives, and are attended by local agency personnel and the consultants they hire, frank discussions take place about what owners want, what they need, and how industry can deliver that project. Effective communication among all parties is key.

I’m pleased to be on board, to help facilitate these conversations, and also to introduce CalAPA’s Private Construction Issue, where we spotlight some outstanding examples of quality work by quality people.

Sincerely,

Tony Grasso Deputy Executive Director CalAPA 4

California Asphalt Magazine • 2015 Private Construction Issue

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Contents 4

Publisher’s Letter

10

Consolidated Industrial Services Paves New Mercedes-Benz USA Long Beach Campus

14

Q & A with James C. Ghielmetti Chief Executive Officer of Signature Homes, Inc.

20

Telfer Highway Technologies Completes Highway 37 Ahead of Schedule

22

Holliday Rock Celebrates Its New Technical Services Laboratory and Support Facility

34

Page 10

Page 20

Advertiser Index

On the Cover:

Construction began in June 2014 on the new Mercedes-Benz USA (MBUSA) West Coast regional facility in Long Beach.

CalAPA member Consolidated Industrial Services provided all of the operated equipment rental for the asphalt portion of the project. This new facility will consist of two buildings, totaling 1,091,754 sq. ft. on a 52.2-acre lot.

Page 22

CALIFORNIA ASPHALT PAVEMENT ASSOCIATION www.calapa.net

HEADQUARTERS:

EXECUTIVE DIRECTOR: DEPUTY EXECUTIVE DIRECTOR: MEMBER SERVICES MANAGER: TECHNICAL CONSULTANT: 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 Tony Grasso, tgrasso@calapa.net Sophie You, syou@calapa.net Rita Leahy, PhD., P.E., rleahy@calapa.net Tony Grasso, Deputy Executive Director, CalAPA Construction Marketing Services, LLC • P.O. Box 892977 • Temecula • CA 92589 (909) 772-3121 • Fax (951) 225-9659 Aldo Myftari, aldo@ironads.com Scott Dmytrow, Telfer Highway Technologies, Brian Hoover, CMS, LLC and Russell W. Snyder, CalAPA Kerry Hoover, CMS, (909) 772-3121 • Fax (951) 225-9659

Copyright © 2015 – 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 • 2015 Private Construction Issue

PAVES NEW MERCEDES-BENZ USA LONG BEACH CAMPUS By: Brian Hoover

T

he Douglas Aircraft Company was an American aerospace manufacturer that made a significant contribution to the aviation industry from their headquarters in Southern California. They opened their 10

Long Beach facility in 1941, after running out of production space at their Santa Monica and El Segundo locations. The Long Beach facility employed thousands of workers for decades, building some of the

word’s most popular airplanes, including the DC-3, DC-8 and MD-80. Douglas Aircraft Company later merged with McDonnell Aircraft in 1967 to form McDonnell Douglas. Then in 1997, McDonnell Douglas merged with

California Asphalt Magazine • 2015 Private Construction Issue

Above: Left: Jesus Barragan, CIS, Breakdown Roller Operator.

Top Right: Original DC Jets signage will continue to be displayed at the facilty.

Boeing, as the Long Beach facility continued to manufacture the Boeing 717 aircraft until closing in 2006. Now, Mercedes-Benz USA is making use of the old Boeing facility as their western regional office, as well as a vehicle preparation/learning and performance center.

Construction began in June 2014 on the new Mercedes-Benz USA (MBUSA) West Coast regional facility in Long Beach.

This new facility will consist of two buildings, totaling 1,091,754 sq. ft. on a 52.2-acre lot. The Vehicle Preparation Center will ensure that vehicles are ready to deliver once they arrive at the ports. The new Mercedes-Benz facility, located across the street from the Long Beach Airport, will give new life to the old Boeing factory. This new MBUSA west coast campus is currently undergoing a $27 million overhaul and will open for business in the first quarter of 2015. It combines three separate divisions of the company into one single campus to increase overall efficiency.

According to Mercedes-Benz officials, the construction of this new west coast regional facility will shift 200 non-manufacturing

jobs to Long Beach from Irvine, Carson and elsewhere to handle more than 70,000 cars that come through the Port of Long Beach annually.

Norm Wilson & Sons is the general contracting firm responsible for all of the updates and new construction on the new MBUSA campus. NWS is a family owned construction company whose roots lie deep in Southern California. NWS contracted Asphalt, Fabric, and Engineering, Inc. (AFE) to perform all of the asphalt and concrete work off-site. AFE serves all of Southern California with a long list of construction services including: asphalt and concrete paving, sub-base preparation, grading and compaction, seal coating and striping, asphalt patching and asphalt overlay.

They perform their work for both public and private sectors on everything from street and road paving projects and mall and shopping center parking lots to office, warehouse and industrial parking lots. They have a complete demolition, grading and excavation division that fully compliments their paving capabilities.

California Asphalt Magazine • 2015 Private Construction Issue

Above: Javier Ochoa, Jr., CIS, Finish Roller Operator.

Rick LaPierre is the senior estimator and project manager for AFE and is responsible for all aspects of the paving and grading work on the Mercedes-Benz USA job site in Long Beach. According to LaPierre, AFE was contracted to execute a full remove and replace of the existing asphalt, before putting down new asphalt rock base. In all, they removed approximately 150,000 sq. ft. of damaged asphalt. They then graded the subgrade before find grading and compacting the new CMB-Class 2 rock base. For the paving portion, AFE turned to Consolidated Industrial Services (C.I.S.), a company that they use exclusively for all of their operated asphalt equipment rentals. C.I.S. has been providing Southern California with experienced, certified paving [ Continued on page 12 ]

11

Left: Rich Shaon, Blue Diamond Materials (left) and Rick LaPierre, Sr. Estimator AFE.

[ Continued from page 11 ]

crews and late model asphalt paving equipment since 1996.

Today’s paving equipment is extremely expensive to own and maintain, and there is always the question of what to do with a crew when they are not paving.

“We carefully choose our subcontractors and material suppliers and whenever possible, we like to work with fellow members of the California Asphalt Pavement Association,” says LaPierre. “Working with C.I.S. is a no-brainer and allows us to realize lower labor costs and increased production. The asphalt paving and construction business is very competitive and C.I.S. gives us the professional edge we need to stay on top.

They have earned our trust and we use them exclusively for our paving needs.”

C.I.S. works primarily for general contractors, developers, owners and public agencies, from Ventura County to San Diego County. Every crewmember is cross-trained on all aspects of an asphalt paving application.

It is not uncommon to see a crewmember operating a paver one day and then manning a roller or wielding a rake the next; all with the same level 12

of professionalism and commitment to safety and quality. On this particular project, C.I.S. utilized a 13-man crew equipped with a Cat AP1000D paving machine, (2) Ingersoll-Rand DD28 HF vibratory smooth drum rollers and (1) Ingersoll-Rand DD70 double drum roller, along with a John Deere skip loader. They constructed a 4-inch asphalt section in two separate lifts.

The first 2-inch lift was a Fine 3/4” PG 64-10, followed by a Fine 3/8” PG 64-10 asphalt cap course. Actual paving totaled four days and most of the work was completed by Feb. 2. Blue Diamond Materials supplied more than 4,700 tons of hot mix asphalt and rock base, while Diversified Asphalt Products provided the SS1H emulsified tack coat.

In addition to the paving, AFE was called upon to construct a new entry on Lakewood Boulevard that included a rightand left-hand turning pocket.

Around 700 lineal feet of concrete curb and gutter work was also part of this additional work. “Our work schedule has remained full, as we now move on to a similar type project for BMW in Long Beach. We are also on another

Above: Rich Shaon, Blue Diamond Materials (left), Becky Snow, Dispatcher, CIS, Lori Cisneros, General Manager, CIS and Rick LaPierre, Sr. Estimator, AFE.

job for PCL at the water treatment plant in Riverside, where we are putting down more than 20,000 tons of hot mix asphalt and rock base,” says LaPierre. “We are very busy working for some very high-profile clients. It is our excellent working relationship with companies like Consolidated Industrial Services, Blue Diamond Materials and Diversified Asphalt that make it all possible and we would certainly like them to know that we appreciate their industry leading efforts.”

For more information on Consolidated Industrial Services’ operated equipment rental offerings and skilled labor services, please visit www.cispaving.com or call their Signal Hill office at (562) 490-3330. CAM

California Asphalt Magazine • 2015 Private Construction Issue

California Asphalt Magazine • 2015 Private Construction Issue

13

with

James C. Ghielmetti

Chief Executive Officer of Signature Homes, Inc. By: Russell W. Snyder Executive Director, California Asphalt Pavement Association (CalAPA)

Editor’s Note: One of the most knowledgeable and respected figures in transportation circles and public policy in California, James C. Ghielmetti is the Chief Executive Officer of Signature Homes, Inc., the Northern California land development and homebuilding firm he founded in 1983.

Headquartered in Pleasanton, Calif., Signature Homes is well known throughout the greater Bay Area and Sacramento regions for its diverse product offerings in both urban and suburban settings, its commercial and mixed-use projects and its master-planned communities. Since 2003, Ghielmetti has been a member of the California Transportation Commission and has twice served as the panel’s chairman. Prior to that appointment, he focused on local transportation issues by chairing the Transportation Committee of the Tri-Valley Business Council, serving on the Alameda County Transportation Authority Expenditure Plan Development Committee, and the Solutions on Sunol Coalition Leadership.

In 2000, Ghielmetti served on the Governor’s Commission for the 21st Century, a group charged with developing a blueprint for California to follow in addressing transportation, housing, environmental and other issues. He currently serves on the Executive Committee of the Policy Advisory Board for the Fisher Center for Real Estate and Urban Economics at the University of California, Berkeley. Given his unique vantage point at the intersection of the California economy, real estate development and transportation, he took time out recently to share his views with California Asphalt magazine.

California Asphalt Magazine: We’d like to start off with a question about the California economy in general, and homebuilding in particular. Our state has been through an extraordinary economic downturn, and currently is in the slow process of recovery, yet the recovery still seems uneven. Many people look to homebuilding as a key barometer on the overall economic health of the California. How are things from your perspective?

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James C. Ghielmetti: Let’s start out with the economy in general. You basically have a rolling recovery of the California economy. Obviously, when you look at the San Francisco peninsula, down to the Silicon Valley, we are having a robust recovery, and that’s sort James C. Ghielmetti, of rippling out into certain Chief Executive Officer, areas – the Sacramento Signature Homes, Inc. region, for example.

Sacramento is usually about a year behind the Bay Area, so it’s gradually coming back. I’m not as familiar with the Southern California area, but I understand the L.A. Region and Orange County are also doing well, and the ripple effects are starting to spread to the Inland Empire. When I say it’s kind of a rolling recovery, for example, unemployment rates in the Bay Area are quite low – I think they are below 5 percent. But if you go out to the Central Valley and down toward the Fresno area, the unemployment rates are still quite high. With the current drought conditions, I think those unemployment rates are going to stay high because of our shortage of water for agricultural purposes. I think, hopefully, this will gradually improve over time.

CAM: What about the housing piece of the equation?

JCG: Obviously, housing is extremely tight and expensive in areas where we have very low unemployment, like the Bay Area. We basically have a shortage of new housing that is close to where the new jobs are being created. As an example, we seem to be creating more jobs in areas where we can’t produce more housing. In Cupertino, Apple is building their big corporate “space ship” headquarters and I understand they will be adding about 14,000 new employees. From a transportation standpoint, I don’t know how they will get employees in and out, No. 1, and No. 2, I don’t know where they’re all going

California Asphalt Magazine • 2015 Private Construction Issue

to live. They are building a lot of apartments from San Francisco down through the Peninsula, and those are fine if you’re a 25- to 35-year-old and still single, but eventually these young adults are going to get married and it’s difficult to raise a family in an apartment, so there’s going to be a big shortage of what people still prefer, by and large, by an 80 percent factor: single-family, detached housing. I’m not sure where we’re going to build in relation to where the jobs are, let alone where the transit lines are, should they choose to use public transit.

CAM: Transit-oriented development certainly is the hot buzz word in transportation planning circles these days. The governor has even proposed using some “cap and trade” carbon tax revenue for this purpose. But it seems that type of development – compact and vertical, on smaller lots close to transit hubs – can only serve a small fraction of the state’s growing population.

JCG: It’s very difficult to raise a family in a condominium or apartment and schools are a critical factor. The public schools in urban settings leave something to be desired. So I think when your child’s education is first and foremost, you’re going to seek out an area where you can buy a single-family home in a good school district.

CAM: Experts who study the California economy often talk about the disparity between different areas of the state – economic “micro-climates” so to speak, where some regions are prospering while others are missing out on the economic recovery. This has got to be a challenge in long-term planning for both housing and transportation. California is really a large and complex state.

JCG: That’s right. The Central Valley is still dominated by agriculture, so when you look at the tech industry, you’re not going to build your new headquarters for Apple in the middle of the Central Valley. That’s where land is affordable and you can build affordable housing, but it doesn’t seem to be where these companies want to locate. They want to stay together and be near universities. Unfortunately, we’re just not getting the housing where the workers are.

CAM: Certainly another challenge is the notoriously difficult climate in California for development and construction, with an ever-increasing number of regulations, lawsuits, environmental challenges and other obstacles faced by the builder.

JCG: That’s a huge part of the problem. It’s a combination of factors. There are the regulations,

in terms of the hoops you have to go through even after you have received Planning Commission and City Council approvals. And the rest of it is politics.

We have areas to develop in the Bay Area that are being held back by politics. But I don’t want to name names (laughs).

CAM: Don’t worry – the names will be changed to protect the guilty.

JCG: Let’s just say there are places in Santa Clara, Alameda and Marin Counties where jobs are being created, and policies by various cities are such that they are not opening up their vacant land for housing development. These are areas located on mass transit lines. It’s an appropriate place to put housing because you can use transit if you choose to use it. By the way, only about 10 percent of the public use transit. The rest are still using the roads.

Buses are also part of mass transit and they use the roads. Transit is not necessarily on rail.

CAM: And even our friends on bicycles, although they don’t pay into the system via the fuel tax, are traveling on those same roads.

JCG: That’s correct. When I was a kid I always had a bicycle. That’s how we all got to school and we had little licenses. I think we got the licenses at the fire department and had to pay $5 or something like that. I don’t know what happened to that. Today, the bicycle people are adamant about not paying anything, but in my mind there should be some light charge for registering the bike, or something to help defray a small part of the cost that it takes to keep our streets well-maintained and safe.

CAM: As a longtime member of the California Transportation Commission, I know you have been vocal about the problems surrounding how we pay for transportation improvements. Now we are really seeing the effects of the so-called “transportation fiscal cliff” of dwindling funds and crumbling roads.

It seems that we are in crisis, but no one seems to agree on what to do, when in years past transportation was a true bipartisan issue.

JCG: Funding is in a disastrous state and I’ve been saying this for years. When I first got on the commission in 2003, we used 100 percent of our gas tax money, and it was only fulfilling about 75 percent of our annual maintenance needs. Today, we’re only covering about 22 percent of the needs. That’s just tragic.

Since I’ve been on the commission, I’ve been raising hell about it, but it’s been like talking to a wall, I guess.

California Asphalt Magazine • 2015 Private Construction Issue

[ Continued on page 16 ]

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[ Continued from page 15 ]

These are things the public doesn’t realize. Politicians are afraid to raise a gas tax or anything because the public is telling them that they pay too much. But here’s the false perception that is out there: Not one penny of the vehicle license fees goes to transportation – it goes to the state’s general fund. Proposition 1B that we passed in 2006 was a general obligation bond, and with general obligation bonds, the debt service supposed to come out of the general fund, but through some budget negotiations they took our truck weight fees—$1 billion per year – and they’ve now decided that those truck weight fees are to be used to service the debt on the Proposition 1B bonds.

Those were general obligation bonds. It seems to me that if I’m a voter and I vote for general obligation bonds to be paid out of the general fund, they should not come out of truck weight fees, which are used for other transportation purposes. But no one has really brought that to the public’s attention.

CAM: It really hurts our credibility when we go to voters, go to taxpayers, and ask for money for something like transportation and then the money doesn’t really go for its intended purposes. A newspaper columnist reported just the other day that we’re not being as accountable as we should be with transportation funds.

JCG: Here’s another one for you: When we buy right-of-way for various projects, that money comes out of the State Highway Account, and when we have excess properties that the state sells, which we do every year, that money goes in – by legislation, unfortunately – to the public transit account, from which the Finance Department has been sweeping back into the General Fund.

CAM: Which has no connection whatsoever to the original purpose the property was acquired for in the first place.

JCG: My point is that it should go directly back into the State Highway Account so we can reuse it, but that’s not happening. So there’s a lot of frustration on my part because I see all these things going on and there doesn’t seem to be a focus on the part of the Legislature to fix these things.

CAM: What do you think of the job Caltrans is doing during these difficult times for transportation in California?

JCG: Well, my friends at Caltrans are not going to like this response, but they need to be totally reorganized, from the top down. We had a wonderful 16

(California Transportation Commission) Executive Director Bimla Rhinehart, and before she passed away I mentioned to her that it appeared to me that we may be overstaffed at Caltrans by maybe a third. She said, “Oh, no – you’re wrong, Commissioner. If we could make selective cuts, we could trim even more than that, and improve morale at the same time.”

CAM: We’ve heard similar sentiments from others within the department who are equally frustrated with the way things are now.

JCG: There are a lot of dedicated people at Caltrans.

I don’t want to take shots at Caltrans in general, but it definitely needs restructuring from the top all the way down to the bottom to build more efficiency into the system.

CAM: The current administration commissioned an outside review of Caltrans, which was conducted by the State Smart Transportation Initiative (SSTI) at the University of Wisconsin. The report, which was released last year, concluded that the department was “out of step” and needed changes. The department says it is in the process of implementing changes to address some of the concerns outlined in the report.

JCG: I read the report. I felt it didn’t have enough teeth in it. It didn’t dig deep enough in terms of restructuring. I was basically disappointed. I know that the Transportation Secretary (Brian Kelly, who called for the report) said that it was a step in the right direction, so I give them some credit. But I run a business. When things aren’t running right, I’ve got to turn around on a dime and fix it quick. But when you are dealing with public service and public employees you just can’t make those decisions and make them happen faster.

CAM: There are some real heroic people in the department who are trying to do their best even though they are constrained by bureaucratic processes that were imposed on them. It’s a shame we can’t do more to give them the tools to innovate. Some say the department, at 20,000 employees, is just too massive to change quickly.

JCG: When you look at every dollar out there, over 40 cents out of every dollar is used for administrative costs. Basically there’s only 60 cents or less out of every dollar that’s going directly to fixing potholes and repairing guardrail – something tangible that you can see. I couldn’t run a business like that. [ Continued on page 18 ]

California Asphalt Magazine • 2015 Private Construction Issue

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17

[ Continued from page 16 ]

CAM: So what can be done?

JCG: In order to change, you’re going to need legislation. If you don’t have the ammunition behind you – solid, factual evidence – I don’t know how you convince members of the Legislature to restructure and reorganize the system. I would be happy to meet with the Legislature if I had good, solid information behind me so I could present it and say, “Here, look – here’s what we need to do.”

That’s what was disappointing to me about the SSTI report. It just did not have enough good ideas for restructuring and reorganizing.

CAM: Since we’re on the subject of the Legislature, Assembly Speaker Toni Atkins from San Diego on Feb. 4 announced a series of proposals she said were intended to start addressing the transportation funding crisis and, as she put it, “fix the future.”

The proposals included recapturing those truck weight fees you mentioned and returning them to transportation-related needs. She also proposed a possible vehicle registration fee based on the number of miles traveled. The goal, she said, was to compensate for the increasing number of high-mileage vehicles and electric vehicles on the road that are not paying the same amount of fuel taxes into the highway fund as in years past. You were in the room when Speaker Atkins made the announcement. What is your reaction?

JCG: I applaud her efforts. What she is proposing is basically a Band-Aid or stop-gap solution until we come up with a permanent way of adequately funding transportation. She did mention bringing back the truck weight fees and she has some ideas on a fee – she’s very blunt about that. But how we accomplish that, I don’t know. We put together a report several years ago on a needs assessment.

Did you read that?

CAM: Absolutely. The unmet need was something like $60 billion, wasn’t it?

JCG: No, it was $300 billion. And that report was put together by all the MPOs (Metropolitan Planning Organizations – regional entities responsible for planning for growth and the infrastructure to support it). I chaired that effort, and I wanted to make sure that everyone bought in and that it wasn’t something that we pulled out of the air.

CAM: I understand that the report was not a wish list, but a true assessment of the investments needed just to keep the system from falling apart.

18

JCG: Right. These were real needs. The Governor even asked, “You really need $300 billion?” and I said, “yes we do.” His response was, “We can’t get there.” But you have to start somewhere. The fact that Speaker Atkins has come up with a proposal and recognizes the need, I applaud her. But remember, it’s not the solution. We’ve been tasked to come up with a plan for a user charge. There is a task force that is being headed up by a fellow commissioner, Jim Madaffer, that consists of a committee of 15 people and they are coming up with a system to pay as you go to use the roads to be in place over the next year or so. The gas tax is a losing proposition. It’s just not going to work anymore because you’ve got electric cars, cars getting 40 miles per gallon when they used to get 10, and so we have more miles driven and less revenues collected.

We’re going backwards.

CAM: But we’ve known this was coming. There have been reports since the 1990s that concluded our nearly century-old system for paying for transportation improvements – a tax included in the price of fuel -- would need to change. Republican and Democratic administrations were aware of it, but nothing was done.

JCG: I don’t care whether you’re a Republican or Democrat, this shouldn’t be an “R” or “D” issue.

The fact of the matter is that politicians love to do crisis management. Until there is a crisis, and something’s going to fall down, they don’t spend any time on it.

CAM: Since this is the private construction issue of our magazine, we would like to hear your perspective as a private developer and home-builder.

What are you looking for from our industry when it comes to building roads and other infrastructure for your developments?

JCG: Low bid? (laughs).

CAM: Ouch! I can almost hear the groans now from our readers.

JCG: Seriously, we are fortunate in the Bay Area that we have a number of quality general engineering contractors that do our work. I wouldn’t say I have any favorites. They all do quality work for us. You want good quality. You obviously want a good price, but having guys who perform on time and on schedule and do quality work is equally important. CAM

California Asphalt Magazine • 2015 Private Construction Issue

COMPLETES HIGHWAY 37

AHEAD

of

SCHEDULE

Contributing Editor: Scott Dmytrow

H

ighway 37 between Vallejo and Sonoma Raceway is always a tough commute. It is an even tougher stretch of road to preserve and maintain. With only one lane in each direction and protected wetlands on both sides the section makes for a tough paving project. Telfer Highway Technologies (THT) was up to the challenge.

There were two weekend shutdowns for the Highway 37 for resurfacing. On the weekend of Sept. 19-21, the roadway was closed at 10 p.m.

Friday for milling and patch paving. MCK Services started work at 1 a.m. that Saturday morning and placed over 2600 tons of HMA supplied by Syar Industries. The whole patch paving operation was completed and the road was reopened by 7 p.m.

Saturday, the 20th of September, over 34 hours ahead of the Caltrans schedule.

On the following weekend the road was closed Friday, Sept. 26 at 10 p.m. following a major rain event that ended around 8 p.m. because, as one person said, “Not even Mother Nature was going to stop this project!” The clear weather was just in time for the milling and the placement of the Bonded Wearing Course (BWC). BWC is a thin lift process used by Caltrans and local agencies for placing gap or open graded materials using a spray paver. THT has been applying BWC since 2000. It offers the benefits of fast application combined with a long lasting wearing surface. When applying BWC, a thick layer of tack coat is placed by a spray bar attached to the machine screed. The heavy tack seals the roadway and then helps the gap or open graded HMA adhere to the roadway to prevent delamination.

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In order to place BWC on this project profile milling had to be completed first. Anrak Corporation and Benjamin’s Transfer provided the milling and trucking services for this project and did an outstanding job of coordination and communication ahead of the BWC paving by Telfer Highway Technologies. The BWC material chosen by Caltrans for this project was a Gap Graded Rubberized mix supplied by Syar Industries, Lake Herman. The BWC emulsion was provided by Telfer Oil Company, Martinez. The 7.3 mile project required 5770 tons of RHMA and almost 23,000 gallons of emulsion. Working a “round-the-clock” schedule during this project was extremely challenging and required a lot of communication and coordination. Marc Armstrong, project manager for THT, and Trevor Dormire, construction superintendent, did an incredible job of keeping the whole project moving forward with the help of the rest of the Telfer Highway Technologies team. As

California Asphalt Magazine • 2015 Private Construction Issue

Mike Fain, operations manager for THT said, “This was truly a team effort. Everyone in the company put their best foot forward and we needed all of them to get this job done right.”

Paving was completed by 5:17 p.m. on Sunday, the 28th of September with striping and electrical work still to be done. Linear Options did a great job on the striping and W. Bradley Electric handled all the electrical work required to get the job completed.

Highway 37 was reopened at approximately 2 a.m.

Monday, Sept. 29 another 3 hours ahead of the Caltrans deadline.

Overall the project went extremely well and required much less lane closure time than Caltrans, and the traveling public feared. In fact, Vince Jacala, Caltrans Public Information Officer for Napa and Solano counties put out a Traffic Advisory Monday, Sept. 29 commending the project. He went on to say in an email to Telfer “Congrats to everyone on a job well done! It has been a pleasure working with you all. I look forward to working with you on future projects.”

By using a fast moving process like Bonded Wearing Course and choosing two weekends of lane closure instead of night after night of commuter interruption and delay this project shows the taxpayers and road users what Caltrans and industry can get done when working together. CAM

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California Asphalt Magazine • 2015 Private Construction Issue

21

O

n Oct. 17, 2014 Holliday Rock held the Grand Opening Celebration for its new Technical Services Laboratory and Support Facility. The lab and adjoining office space is located at 5150 Schaefer Avenue in Chino. The site, which was once the home of Chino Ready Mix and then the Headquarters for Lehigh’s CSM operations, has undergone a complete renovation since becoming part of Holliday’s operations in 2012.

With the steady growth that Holliday Rock has experienced over the years, and their expanding geographic footprint; the management team at Holliday Rock recognized the need to provide materials engineering and quality control support services for its aggregate, asphalt and ready mix operations.

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The 5800 sq. ft. facility has been modernized to house Holliday’s full Technical Services Staff, as well as provide ample space for training and meeting rooms. One wing of the facility has been designed to provide a fully functional office space for industry partners, customers, and agency staff to use when they are visiting or working in the area. Martin Hansberger, Senior Director of Sales and Technical Services noted “this feature was an important consideration for us, in adapting to our growing markets and their ever changing demands. We will need to work very closely with agency personnel, our customers and our partners in the cement, admixture and aggregates industries. The ability to provide them with the space and equipment they

need on-site will shorten testing cycles and improve quality and communication.”

The lab facility and staff do the initial review, the designs, testing and continuing quality assurance for every project that Holliday provides material to in Southern California. While most are fairly simple many require the full focus of the lab.

A few of those are noted here.

The 15/215 Interchange in Devore is exposed to extreme weather conditions and required the use of concrete that could tolerate both freeze/ thaw conditions that cause severe spalling and cracking, while also being resistant to corrosive environment that is caused by the use of de-icing salts used by Caltrans in the winter. To withstand the freezing weather the concrete required a very high content of entrained

California Asphalt Magazine • 2015 Private Construction Issue

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3

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5

1) Joe Davis, Technical Services Manager.

2) Josh Ryans, Laboratory Supervisor.

3) Joshua Cavender, Concrete Technologist and Designer.

4) Garrett Shih, Laboratory Technician.

6

air. It also needed to be very dense to stop the intrusion of corrosive elements such as salts. High percentages of SCM’S (Supplementary Cementitious Materials) were used; in this application Type F Fly ash at 25 percent replacement of cement. Normally high rates of entrained air and high rates of SCM’s are not compatible.

The ability to do in-house testing and comparisons of the dozens of cements, Fly Ash and admixture combinations was critical in developing the right mixes for the project.

Just recently the lab developed mixes for use on the new 91 freeway corridor that has a different type of corrosive environment. This required the use of Cement, Fly ash and Silica Fume to produce high strength concrete with very low porosity to fight the

5) Terry Beach, Quality Control.

exposure to chloride ions in the surrounding soil and ground water.

One of the more exciting jobs coming up is 1200 Figueroa Street in Downtown Los Angeles.

It is located directly adjacent to the Los Angeles Convention Center and just a block south of the Staples Center. The project is two 35-story towers, which are built on massive foundations called Mat-Slabs.

Due to the mass of the structures, special care must be taken to produce concrete with a low heat from hydration.

This requires using the minimum amount of cement possible while incorporating high percentages of Fly Ash and a combination of chemical admixtures to make sure the mix still meets the strength design criteria. The core walls and support columns are a

California Asphalt Magazine • 2015 Private Construction Issue

6) L-R: Jonathon Stapleton, Greg Taylor, Joe Davis, Josh Ryans, Joshua Cavender, Garrett Shih, Martin Hansberger and Terry Beach.

combination of very high strength 8000 and 9000 psi concrete and may require the use of a hard and dense crushed rock. While the concrete for the decks is a typical 5000 psi at 28 days mix it must reach 3000 psi at 40 hours versus the traditional 3000 psi at 3 days.

The concrete will need to behave normally while being pumped and finished, but must gain its required early strength at almost twice the normal rate.

Other projects of note include the San Gabriel Trench which relocates an active rail line below grade for almost 4 miles in a concrete lined trench. [ Continued on page 24 ]

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1) Josh Ryans (right) separating asphalt samples to test oil content while CalAPA’s Tony Grasso observes.

4) Sieve shakers and wall art.

2) Brian Adams from MasterBuilders doing a spread test on self consolidating concrete.

6) Asphalt testing equipment.

5) Materials testing area and some of the Holliday Rock flags.

7) Aggregate drying ovens.

4

3) Concrete cylinders in curing tanks in the temperature and moisture controlled room.

[ Continued from page 23 ]

The Southern California Edison 500Kv Transmission line in Chino Hills involves encasing high power electrical lines in a FTB (Fluidized Thermal Backfill) that is strong enough to protect them, but has a structural value low enough to allow hand excavation if repairs are needed and most importantly facilitates heat transfer from the transmission line so they don’t over heat.

The fact that the lab shares the property with Holliday Rock’s Chino plant allows us to do actual field trials using ready mix concrete trucks while never leaving the facility.

We can replicate many kinds of field conditions for most types 24

of projects, while maintaining the highest testing standards.

Another feature of having a concrete batch plant on-site with significant acreage is the ability to stockpile raw materials.

This enables the lab to test full-scale trial batches of material to see how they will work operationally, and very closely control the consistency of the materials being used for each design study.

At the core of the facility is the materials testing laboratory.

The lab provides daily quality control testing and inspection support to Holliday’s 26 ready mix concrete batch plants, 7 hot mix asphalt plants and 8 aggregate plants that serve [ Continued on page 26 ]

5

6

7

California Asphalt Magazine • 2015 Private Construction Issue

California Asphalt Magazine • 2015 Private Construction Issue

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1

2

1)

Available office space for industry partners.

2)

Office lobby.

3)

Training and conference room.

[ Continued from page 24 ]

Southern California in an area extending from Los Angeles, Riverside, Orange and San Bernardino counties to Kern and Ventura counties in the north.

Additionally, the lab is equipped with all new testing equipment to perform the full scope of aggregate testing for ASTM C-33 compliance (Los Angeles Abrasion, Sodium Soundness, etc.); as well as the ability to test newly developed concrete mixes for not only compressive strength but drying shrinkage and modulus of elasticity as well. Holliday purchased new Forney compression machines and Caron environmental chambers for the concrete testing lab. Six high volume capacity Despatch ovens allow for a multitude of aggregate, concrete and asphalt tests to be performed simultaneously. The asphalt section of the lab is currently capable of testing asphalt mixes for basic performance criteria in accordance with 26

Hveem and Marshall design methods. Holliday is eyeing the addition of equipment that will allow them to design Superpave mixes for their customers in the near future.

Concrete Technologist and Designer, Joshua Cavender said “After the most recent economic downturn, the challenges of concrete mix design have grown more complex. Gone are the days of simple backyard mixes when concrete producers had a dozen or so options to choose from.

Today it is not uncommon to have thousands of different mix designs in a database.

Staying competitive and finding alternate ways of achieving the required goals with concrete are the challenges today’s designers face. The addition of the lab allows us to achieve that objective.”

Josh Ryans, laboratory supervisor, stated that the growth in the lab and it’s capabilities in the last year has been astonishing, but it is

3 continuing as he is already looking at ways they can further expand the lab and it’s testing abilities to keep up with customers’ requests. “We are moving in a proactive direction with research and development and thinking more about how we can help our customers have successful projects with cost effective quality materials.

Our goal is be a leader in materials development for our customers,” Ryans said.

He also stated that they expect to have the lab ASSHTO accredited in the coming months.

While maintaining a constant regimen of concrete strength and shrinkage testing the lab is also conducting ongoing research in the use of recycled concrete aggregates, self-consolidating concrete mixes and high strength mixes with alternate SCMS. CAM

California Asphalt Magazine • 2015 Private Construction Issue

California Asphalt Magazine • 2015 Private Construction Issue

27

LT. GOV. NEWSOM TALKS INFRASTRUCTURE INVESTMENT AT CalAPA’S ANNUAL DINNER IN L.A.

Justin Reed (left) and Jeff Reed, John Holliday, Holliday Rock (left), Crystal George Reed Inc. at the CalAPA Howard and Warren Coalson, EnviroMINE, Inc. Annual Dinner held on January 15th at the Jonathan Club in downtown Los Angeles.

Tony Grasso, CalAPA Deputy Director, CalAPA (left) with Russell Snyder, Executive Director CalAPA.

Lt. Gov. Gavin Newsom delivered the keynote address to the CalAPA Annual Dinner on Jan. 15, sketching out an optimistic platform of growth and opportunity that could be a preview for an expected run for the state’s top job.

California to lure away businesses to places where the cost of doing business is lower.

Newsom’s appearance that night capped a flurry of activity in California political circles, starting with Democratic U.S. Sen. Barbara Boxer’s announcement that she would not seek re-election in 2016.

Newsom days later announced he would not seek the seat, virtually assuring that the 47-year-old former two-term mayor of San Francisco, just re-elected to the state’s No. 2 job, would run for governor in 2018.

Newsom’s speech harkened back to an earlier era in California’s history when the state’s growth and optimism made it the Golden State of opportunity.

Infrastructure played an important role in that growth, including the construction of the state’s vast network of freeways, highways and roads.

It is perhaps fitting that the speech took place at the venerable Jonathan Club in downtown Los Angeles, which is filled with portraits of industry titans and world leaders who helped shape the history of California and the nation.

In recent decades, Newsom said, California has dumped “sand in the gears” of the state’s economy with burdensome regulations and short-sighted decisions not to protect and enhance the state’s infrastructure. As California closed overseas trade offices, other countries and states have come to 28

Taylor Schmidt, Escondido Asphalt (left), George Weir, George Weir Asphalt Construction, Scott Taylor and Susana Perez, Alta Environmental.

“We have been mortgaging our future the last 30 years,” he said, adding: “The world that we invented is now competing against us. A little later he added, “the answer to our problems can be found by reading our own history. It’s time for a growth strategy.”

Specifically addressing the estimated $59 billion in unmet needs for maintaining California’s system of freeways and highways, he said “the need is extraordinary.” Noting that elected officials at the federal and state level have yet to agree on a long-term strategy for paying for roads, he said, “We have go to put our house in order. We must get serious about our deferred maintenance budget.”

At the conclusion of the lieutenant governor’s remarks, he leaned into some tough questioning from a few of the 150 in attendance, earning respect and warm handshakes from those who may disagree with him on some policy points.

Earlier in the evening, CalAPA outgoing chairman, John Holliday with Holliday Rock, was presented with a special leadership award for his service on the board of directors and role in the 2012 unification of two regional asphalt associations.

“As your outgoing chairman,” he said, “tonight I can report to you that our brand is stronger than ever... and we can be proud of several important accomplishments that we achieved together in the past year.” CAM

California Asphalt Magazine • 2015 Private Construction Issue

Anna Trinidad (left), Patti Neat and Jackie Henry of Valero Marketing & Supply Co.

Life members Scott Lovejoy (left), Carlos Hernandez and Juan Forster.

Scott Metcalf, Ergon Asphalt & Emulsions (left), Jon Layne, Sully-Miller Contracting and Kevin Remynse, Pacific Northwest Oil.

Wade Anderson (left) Chris Sparks, Don Daley, Jr., of California Commercial Asphalt, Len Nawrocki, Valero Marketing & Supply, Dana Balthazar, CCAC, Larry Liston, Retired and Don Daley, III, ATP and DIII Transport.

Life Members Carlos Hernandez (left), Tony Grasso, Deputy Director, CalAPA Jim Williams, Bowman Asphalt (left) Paul Rademacher, Scott Lovejoy and (left), Chris Barry, Beach Paving, Steve and Dan Ridolfi, SpectraQest.

Juan Forster.

Cota, Patriot Risk & Insurance Svcs. and Tom Hughes, Champion Paving.

Lori Cisneros, Consolidated Industrial Services (left), Rich Shaon, SullyMiller Contracting and Doug Coulter, Consolidated Industrial Services.

Ron Stickel, Life Member (left) and Rita Leahy, PhD, P.E., Technical Consultant, CalAPA.

Russell Snyder, Executive Director of Jeff Reed, George Reed, Inc. (left) CalAPA greets the attendees at the presented John Holliday, Holliday CalAPA Annual Dinner.

Rock the Chairman’s award.

Russell Snyder, CalAPA Executive Director (left) with John Holliday, Holliday Rock and CalAPA past chairman holding his award and wearing his new asphalt road scarf

Keynote speaker Lt. Governor Gavin Newsom.

Life member Juan Forster poses a question to Lt. Governor Gavin Newsom.

Len Nawrocki of Valero Marketing & Supply asks a question during the Q & A with Lt. Governor Gavin Newsom.

After the Q & A Lt. Governor Gavin Newsom chats with the crowd.

Juan Forster (left), Lt. Governor Gavin Newsom, Paul Rademacher, Carlos Hernandez and Scott Lovejoy.

Lt. Governor Gavin Newsom (left) with Russell Snyder, Executive Director.

CalAPA Board Members pictured with the Lt. Governor from left; Scott Bottomley, Sully-Miller Contracting, Mike Murray, Vulcan Materials, Lt. Governor Gavin Newsom, Marc Mitchell, Alon Asphalt Co., Len Nawrocki, Valero Marketing & Supply and Mike Herlax, Syar Industries.

California Asphalt Magazine • 2015 Private Construction Issue

29

INDUSTRY NEWS TIMELY TAX TIPS HIGHLIGHTED AT CalAPA SOUTHERN CALIFORNIA PAVING CONTRACTOR DINNER FEB. 10 IN PICO RIVERA The first CalAPA Southern California Contractors’ Dinner of the year featured timely financial information on what contractors can do to make sure year-end financial and tax matters are handled properly to avoid run-ins with the tax man.

The guest speakers for the Feb. 10 dinner were tax and finance experts Matt Gilbert and Chris Gewain with new CalAPA associate member Moss Adams LLP. The title of their talk was “Best Practices to prepare for getting your company’s financial statements and income taxes completed in a timely manner, as well as 2014 hot-button issues.”

The dinner program also featured regular updates on specifications, public works funding, regulations, a “technical tidbit” and “insurance tidbit.”

Bowman Asphalt’s Jim Williams (left), Elisa Spink and Valerie Fitzsimmons.

Dr. Amir Ghavibazoo, Twining, Inc. (left) with Griffin Marvin of LaBelle Marvin.

Steve Cashdollar, J.B. Bostick Company (left), Dave Johnsen, Roadtec and Steve Marvin, LaBelle Marvin.

John Greenwood, Skanska and CalAPA’s new Chairman (left) with Jim O’Kane, Pavement Recycling Systems.

Tom Hicks, Ergon Asphalt & Emulsions (left) and Carlos Hernandez, Life Member.

Matt Gilbert (left) with Chris Gewain of Moss Adams.

These evens are open to CalAPA members and invited guests only.

For more information on future CalAPA Southern California paving contactor dinners or other events please contact Sophie You of CalAPA at (916) 791-5044. CAM

Aaron Terry, Terra Pave, Inc (left), Tony Grasso, CalAPA (standing), Ken Hammond, Coastline Equipment and Chris Barry, Beach Paving.

New contractors committee chairman Len Ziminsky of Patriot Risk gave the Steve Marvin, LaBelle Marvin giving Steve Cota of Patriot Risk & attendees an Insurance Update. the Technical Tidbit to the attendees.

Insurance Services.

Chris Gewain with Moss Adams gave a presentation on the “Best Practices to prepare for getting your company’s financial statements and income taxes completed in a timely manner.”

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Matt Gilbert with Moss Adams presentation focused on the income tax side as well as touching on 2014 hot-button issues.

Dave Johnsen with Roadtec was the lucky winner of the 50/50 raffle.

California Asphalt Magazine • 2015 Private Construction Issue

Sully-Miller introduces VALET SERVICE Definition- A turn-key, Furnish, Deliver and Laydown (FD&L) paving service that specifically caters to commercial and residential developers, general contractors and pipeline contractors in both the private and public sector.

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NOBODY else has these acclamations.

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For more info visit: www.Sully-Miller.com 135 S. State College Blvd. Suite 400 Brea, CA 92821 California Asphalt Magazine • 2015 Private Construction Issue Simply scan the QR Code and visit sully-miller.com

31

NEW MEMBERS OF CalAPA BOWMAN ASPHALT, INC.

Jim Williams, Plant Manager jwilliams@bowmanasphalt.com 3351 Fairhaven Dr. Bakersfield, CA 93308 P: 661.334.1356 www.bowmanasphaltinc.com

HART KING

William Hart, Managing Partner whart@hartkinglaw.com Direct: 657.622.4714 4 Hutton Centre Drive, Suite 900, Santa Ana, CA 92707 P: 714.432.8700 • F: 714.546.7457 www.hartkinglaw.com

SPRING CONFERENCE (SO CAL) April 15 & 16th Doubletree Hotel 222 N. Vineyard Ave. Ontario DAY AT THE RACES July 18th Del Mar Racetrack 2260 Jimmy Durante Blvd.

Del Mar

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

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

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

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Pascal Mascarenhas: 626-856-6190 Greg Reader: 626-856-6190

Robert Piceno: 858-547-4981

ANNUAL GOLF TOURNAMENT September 24th Pacific Palm Resort 1 Industry Hills Pkwy.

City of Industry FALL CONFERENCE October 28 & 29 Doubletree Hotel 2001 Point West Way Sacramento CalAPA ANNUAL Meeting and Dinner Jan. 21, 2016 (Tentative) Jonathan Club 545 S. Figueroa Street Los Angeles Meeting dates are subject to change. Watch the weekly Asphalt Insider newsletter for meeting updates or call CalAPA at (866) 498-0761 to confirm meeting date and location.

California Asphalt Magazine • 2015 Private Construction Issue

INDUSTRY NEWS

Gail Mize Industry mourns passing of E. Gail Mize from CalAPA member Astec Industries

Erbie Gail Mize, vice president of national accounts for CalAPA member Astec Industries, passed away Jan. 6th.

Born in Columbus, MS, his family moved to Chattanooga, Tenn., and he graduated from Central High School. He was preceded in death by his mother, Pauline “Polly” Mize, father, William E. Mize, son William C. “W.C.” Mize, and brother Lyn Mize.

E. Gail Mize, Vice President of National Accounts for Astec Industries, Inc., was one of the company’s founders in 1972. From an idea, he E. Gail Mizeand a small group of other men grew Astec from a kitchen table to a multinational company.

His responsibilities through the years have included VP of Engineering for Astec, Inc., Executive VP for Astec, Inc., over Sales and Marketing for Astec asphalt plants and COO for Astec, Inc. Mize attended the University of Tennessee of Chattanooga where he majored in engineering and physics. At the time of his passing he held 15 United States and foreign patents covering heat transfer and mechanical developments.

Mize has served on AEM’s board of directors and ARTBA’s board of directors. He has served the asphalt industry on the National Asphalt Pavement Association (NAPA) Environmental Committee and as Chairman of the Construction Industry Manufacturing Association’s Bituminous and Aggregate Equipment Bureau. He has also served as a Liaison Chairman covering endeavors of the NAPA and BAEB (Bituminous and Aggregate Equipment Bureau).

Survivors include his wife of 56 years, Ann Cheek Mize, daughter Lisa Mize (Gary) Tester, grandchildren Abigail (Brad) Farmer and Emma Tester, Tessa Mize and William Mize. He also leaves three great grandchildren.

Funeral services were held last week. The family requests that memorial contributions be made to: Brainerd Baptist Church 300 Brookfield Ave. Chattanooga, Tenn. 37411. CAM California Asphalt Magazine • 2015 Private Construction Issue

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Alon Asphalt Company............................................................2 Bomag America........................................................................9 Coastline Equipment...............................................................9 CEI Enterprises, Inc................................................................17 E.D. Etnyre & Co......................................................................33 GuardTop.................................................................................27 Hawthorne CAT.........................................................................5 Herrmann Equipment, Inc.....................................................19 Holliday Rock..........................................................................27 Holt of California.......................................................................5 Johnson Machinery..................................................................5 Nixon-Egli Equipment Co...................................... Back Cover Pavement Recycling Systems...............................................34 Peterson CAT.............................................................................5 Quinn Co....................................................................................5 RDO Equipment Co............................................................7, 35 Roadtec......................................................................................8 Sakai.........................................................................................35 Sitech.......................................................................................21 Sully-Miller..............................................................................31 Valero Marketing & Supply.....................................................3 Volvo Construction Equipment & Svcs...............................13 Vulcan Materials Company...................................................32 Western Oil Spreading Services..........................................25

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SUPPORT YOUR INDUSTRY AND YOUR FUTURE BY JOINING THE CALIFORNIA ASPHALT PAVEMENT ASSOCIATION

Contact Sophie You for further information

866.498.0761 syou@calapa.net

calapa.net

www.

California Asphalt Magazine • 2015 Private Construction Issue

California Asphalt Magazine • 2015 Private Construction Issue

35

Nixon-Egli Equipment Co., Hamm and Diversified Construction Solutions, Inc.

Diversified Construction Solutions, Inc. compacting with their new Hamm HD110 tandem roller from Nixon-Egli Equipment Co. at The Shops at Riverwalk Project in Bakersfield.

Scott Shelton, Vice President and Eddie Nichols, Estimator, Diversified Construction Solutions, Inc.

Scott Shelton and two other partners established Diversified Construction Solutions, Inc. in 2014 in order to serve the Central California Valley and Coastal areas with the very best in paving and grading services.

From their headquarters in Bakersfield, Diversified Construction Solutions works for both public works and private industry. They specialize in commercial and residential paving projects with an emphasis on pavement maintenance services.

Diversified Construction Solutions, Inc. owns and maintains an entire fleet of high quality construction machines and recently added another Hamm roller to their operations. “We were looking to add another roller to our fleet that met specific specifications,” says Shelton. “We were looking for a specific size and options and the Hamm HD110 tandem roller from Nixon-Egli fit our needs perfectly.”

Among many other features, the Hamm HD110 offers articulated tandem rollers with two vibratory drums, as well as an ergonomic driver seat with two multifunction drive levers. The HD110 also has hydrostatic all-wheel drive for excellent hill climbing ability and a diesel engine with high power and low sound levels. “Our new Hamm HD110 roller is loaded with state-of-the-art electronics and a sliding and turning seat that our operators really appreciate,” says Shelton. “I have done business with Nixon-Egli for over 28 years through other business entities and they have always come through with top quality and exceptional customer service. Our representative, Chris Doring is a great guy and straight shooter, with a knowledge base and communication skills that will keep us coming back to Nixon-Egli for many years to come.”

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