CalContractor Asphalt 2018

ASPHALT CONSTRUCTION ISSUE

HARDY & HARPER, INC. Takes on the Steep Task of Paving Palos Verdes Reservoir

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Asphalt

CONTENTS

Construction Issue

Feature Articles 06

HARDY & HARPER, INC. Takes on the Steep Task of Paving Palos Verdes Reservoir 6

12

HAZARD CONSTRUCTION Puts Finishing Touch on Brown Field Airport Runway Rehabilitation Project

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T. MAUS GRADING & PAVING, INC. Continues their Impressive Growth Throughout Southern California on Jobs Both Large and Small

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ROAD RESURFACING SIMPLIFIED Critical Data Collected at Highway Speed

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INDUSTRY NEWS ADVERTISER INDEX

CalContractor Magazine / www.calcontractor.com PUBLISHER: Kerry Hoover khoover@calcontractor.com

CONTRIBUTING EDITORS: Brian Hoover Jeff Winke

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CalContractor is published twelve times each year by Construction Marketing Services, LLC. All rights reserved. Reproduction in whole or in part without permission is prohibited.

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Hardy & Harper inc.

TAKES ON THE STEEP TASK OF PAVING PALOS VERDES RESERVOIR

By Brian Hoover, Senior Editor

Above: Overview of Palos Verdes Reservoir project during installation of new asphalt liner overlain by an impermeable geomembrane lining system.

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he Metropolitan Water District of Southern California delivers an average of 1.5 billion gallons of water per day to a 5,200-squaremile service area. They are a regional wholesaler that delivers water to 26 member public agencies, including 14 cities, 11 municipal water districts, and one county

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water authority. These agencies then provide water to approximately 19 million people in Los Angeles, Orange, Riverside, San Bernardino, San Diego and Ventura counties.

The Metropolitan Water District owns and operates nine reservoirs throughout their service area and one

2018 Asphalt Construction ISSUE CALCONTRACTOR

of these is the Palos Verdes Reservoir, which will soon be reopened after being shuttered since 2009. The Palos Verdes Reservoir was built in 1939 to hold approximately 360 million gallons or 1,108 acre-feet of potable drinking water. Getting this reservoir back online and into like new condition has been on the districts to-do list

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Above: Slope paving in the early stages of the project.

Left: Cedarapids CR562 paving the bottom of the reservoir.

for some time, and the recent drought seemed to expedite the construction process.

Construction is expected to cost somewhere between $35-to-$40 million and will include new features like the replacement of the existing concrete liner with a new asphalt liner overlain by an impermeable geomembrane lining system.

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Other enhancements include a new floating cover, and a new chemical feed system, among other items.

The project was awarded to OHL USA, Inc. (OHL) who is serving as the prime general engineering contractor on this project. OHL contracted the asphalt paving portion of this job to Hardy & Harper, Inc.

(Hardy & Harper) out of Santa Ana, who began paving on their approximately $3.5 million contract back in August 2017.

Before Hardy & Harper could begin paving, however, OHL first had the job of excavating down and recompacting the dirt surface. Next, they brought in a clay base and compacted that to serve as a part of the

2018 Asphalt Construction ISSUE CALCONTRACTOR

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Above: Carlson CP800 8-foot commercial class paver half-way on the slope just past the anchor curb.

Below Left: Joe Castellano, Foreman, Hardy & Harper.

Below Right: Paving machine was supported by side-boom loaders with cables.

overall liner. After this, OHL subcontracted to Raven CLI, who fabricated and installed the geocomposite fabric, followed by placing 6 inches of ¾ inch crushed rock base on the bottom of the reservoir, and a crushed aggregate base (CAB) on the slopes. With all of this prep work complete, Hardy & Harper could now come in and begin paving.

Justin Dooley is one of Hardy & Harper’s superintendents and he is overseeing all aspects of the Palos Verdes Reservoir Project. “We started out by paving the floor or bottom of the reservoir first, which is fairly massive at 600,000 square feet,” says Dooley. “To put that into

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perspective, it is 10 times larger than the Elysian Reservoir floor bottom, which was approximately 60,000 square feet.” Dooley points out that it was not the size of the reservoir floor that presented a challenge, but the ¾ inch crushed rock base instead. According to Dooley, the previous Elysian Reservoir paving job allowed for the asphalt to be installed over the existing excavated and compacted dirt base where the trucks were able to easily maneuver and load asphalt into the paver hopper. On the Palos Verdes job, they were contracted to pave over ¾ inch crushed rock base instead.

“The asphalt trucks were

2018 Asphalt Construction ISSUE CALCONTRACTOR

getting stuck in the aggregate base material, so we made the decision to use wheel loaders to pick up the daily load of around 1,200 tons of asphalt in the staging area and transport that back to the paving hopper,” says Dooley. “We utilized a rented 10-foot Cedarapids (SB-2500E) track paver from Herrmann Equipment, which performed very well on the ¾ inch crushed rock base.” Dooley points to one other challenge, and that was the overall tight access to and around the project. “We did not have a lot of room on the job site for the trucks and heavy equipment to get around, and we were not able to build a dirt ramp like we

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HERRMANN EQUIPMENT, INC. and

MARATHON GENERAL, INC.

Above & Right: Marathon General’s new Bomag CR552 paving streets in a new housing subdivision in the Inland Empire.

Marathon General, Inc. has been an innovative leader in the Southern California asphalt paving industry since 1990. They specialize in residential subdivision street improvements, commercial parking lots, federal, state and local agency work and projects for military bases throughout San Diego, Riverside, San Bernardino and Imperial counties.

Marathon General recently took delivery of a brand new Bomag CR552 paving machine from Herrmann Equipment. Craig Vidano serves as the company’s paving superintendent and he has a lot of experience and knowledge concerning what makes and models of equipment work best out in the field. “I’ve always favored Bomag Cedarapids paving machines and believe that they are truly the best for the kind of work we do each day,” says Vidano. “Their ease of maintenance can’t be beat, from their simple screed design, to the interchangeable hoses that can quickly be changed out in the field. Our 20 foot screed produces a top-notch mat that is second to none.”

Vidano makes it clear that the best equipment in the world is not worth much without the very best local distributor to keep it all up and running smoothly. “Herrmann Equipment’s professional team members are always there for us, day or night. Mike Allen stands by his word and truly believes in his product line. His customer service is unsurpassed in our industry and we appreciate everything that Mike and everyone at Herrmann Equipment do for us,” says Vidano. “We look forward to adding more Bomag Cedarapids pavers to our fleet and our continued business growth with the help of Herrmann Equipment.”

Sales • Service • Parts • Rental NORTHERN CALIFORNIA 9220 Viking Place Roseville, CA 95747 (916) 783-9333

SOUTHERN CALIFORNIA 2711 Lilac Ave. Bloomington, CA 92316 (909) 877-5597

Above: Carlson CP800 8-foot commercial class paver on the 35 percent slope.

Below Left: Cat 950 wheel loader feeding Carlson paver on the slope.

Below Right: Cat rollers were put in tow mode so they could freewheel up the slopes.

have on the previous reservoir job that enabled us to more easily maneuver the slopes,” says Dooley. “Other than these minimal challenges, the job has progressed extremely smoothly and that can only be credited to our incredible crew and reliable vendors that seem to never let us down.”

According to Dooley, All American Asphalt provided the 35,000 tons of PG 64-10 hot mix asphalt needed to complete this project. “We placed 3 inches of asphalt from the top of the slope, downward to the anchor curb located at the center of the slope,” says Dooley. “From that point down to the reservoir floor, we put

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down 4 inches of asphalt.”

Hardy & Harper used a Carlson CP800 8-foot commercial class paver on the slopes that they also rented from Herrmann Equipment. “Installing asphalt on the new aggregate subbase made the paving part of the job a bit easier, compared to having to pave on the existing soil base,” says Dooley. “The 3-to-1, 35 percent slope was also not quite as steep as our previous reservoir job where we were paving on a 2-to-1 slope and more like a 52 percent grade.”

Dooley says that the Carlson paver starts out at the top of the slope and is supported by a sideboom dozer with a winch and cable that helps to ease the

2018 Asphalt Construction ISSUE CALCONTRACTOR

paving machine down the hill.

“We rent the sideboom dozers and operators from Barler Equipment out of Orange. Their guys are the best and they know what they are doing on these steep slopes,” says Dooley. He also points out that the paver is under its own power when going down the slope and that the sideboom dozer and winch serve more as a stabilizer and is there to simply keep the paver from sliding down the hill. “We are also using two Cat CB24 rollers to compact the asphalt to the required spec of 90 percent compaction, instead of the 95 percent spec we had on the Elysian job,” says Dooley.

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(1). Hardy & Harper used steel plates to fabricate an external asphalt material hopper box.

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(2). The hopper box was able to hold up to 3 loads of material.

(3). The hopper box enabled the wheel loader to load material more efficiently.

(4). Cat 950 wheel loader filling paver hopper.

“We use these particular rollers because they are able to go into tow mode, enabling them to freewheel up and down the hillside. In this case, the machines are brought up and down the slope under the power of the two other sideboom loaders above, while our operators control the vibratory system and steering operations.”

Each and every Hardy & Harper crewmember has a job to do, and to remain productive they must work together properly and efficiently. “We have an operator and screed man on the paver, two roller operators, two rakers and general laborers, a wheel loader operator, and of course the three sideboom dozer operators,” says Dooley.

“We also have a crew member that operates our skip loader to build asphalt pads for our paver to take off from and to create a ramp so that the paver can maneuver over the anchor curb. Finally, we have an operator that utilizes our Cat skid steer loader equipped with a grinding attachment that we use to cut the edges vertical each day. Our crew foreman is Joe Castellano, and he is doing a great job managing all of the moving parts on this reservoir paving project.”

This is Hardy & Harper’s second reservoir paving project, having already

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successfully completed the paving of Elysian Reservoir in 2017. They will soon be starting their third reservoir paving project in Bel Air at the Upper Stone Canyon Reservoir.

“We get excited about these reservoir paving projects and the folks at the Metropolitan Water District have been great to work with, as has our general contractor, OHL, and all of the subcontractors and vendors on this project,” says Dooley. “Everything has gone very smoothly and even though we have finished the reservoir paving, we will remain on-site for several weeks to pave access roads.

We are good at this type of work and we look forward to many more reservoir paving opportunities in the future.”

Hardy & Harper began over 70 years ago as a small asphalt patch and repair company.

Over this period of time, and a couple of generations later, the company has reached the expert status of placing asphalt on both a large and small scale. They offer a wide range of services, including all aspects of asphalt construction, as well as sidewalk grinding, slurry seal and a complete concrete construction division. For more information on Hardy & Harper, please visit their website at www.hardyandharper.com or call (714) 444-1851. Cc

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PUTS FINISHING TOUCH ON BROWN FIELD AIRPORT RUNWAY REHABILITATION PROJECT B

rown Field is located just 1.5 miles north of the U.S./ Mexico border in Otay Mesa, a community located within the limits of the City of San Diego.

The airport originally opened in 1918 as East Field in honor of Army Major Whitten J. East. In 1943, the U.S. Navy took over the airport under the name, NAAS Otay Mesa and later that same year, the name was changed to NAAS Brown Field in honor of Commander Melville S. Brown, USN. In 1946, the Navy decommissioned NAAS Brown Field and turned over operations to San Diego County. Then in 1951, the Navy reopened the airfield as NALF Brown Field, a 12

By Brian Hoover, Senior Editor

Photos by Kerry Hoover

naval auxiliary landing field, due to increased activity stemming from the Korean and Cold War. In 1954, it was again commissioned and designated as a Naval Auxiliary Air Station, and then in 1955, NAAS Brown Field became the home to several specialized air squadrons. Finally, in 1962, the Navy decommissioned NAAS Brown Field and again transferred ownership to the City of San Diego under the condition that it remained a public airport.

The airfield now serves as a civilian reliever airport, as well as a port of entry from Mexico.

The City of San Diego recently received a $5.68 million grant from the Federal Aviation

Administration (FAA) to rehabilitate the main runway at Brown Field Airport. The funding is part of the FAA’s Airport Improvement Program (AIP), which helps fund airport infrastructure projects across the United States to enhance safety, capacity, security, and environment programs.

This particular grant is meant to ensure compliance with current FAA design standards while providing a new asphalt runway, as well as upgrading current taxiway signage in accordance with today’s naming standards.

The Brown Field runway rehabilitation contract was awarded to Hazard Construction (Hazard), a San Diego based

2018 Asphalt Construction ISSUE CALCONTRACTOR

www.calcontractor.com

Above: Hazard Construction uses their Volvo PF7110 paving machine at 25’ wide fed with MTV at Brown Field.

Right: Hazard Construction team members Mark Thunder, Kirk Marx and Rick Halm.

general engineering contractor who has been building freeways, bridges and roadways throughout Southern California since 1926.

Mark Thunder is the vice president of operations for Hazard and is a 30-year veteran in the general engineering construction industry.

“We began work at Brown Field in March of this year, and the contract calls for everything to be finished by the end of May,” says Thunder. “Because this is an active airport with just two runways, we were given a tight schedule of 36 working days to complete the paving of the main runway. We have met this challenge head-on with tight and efficient scheduling that has at times included working Saturdays and even a couple of Sundays with our staking crew.

Our success can also be credited to the knowledge and experience that Hazard Construction has built upon over these past 92 years.”

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According to Thunder, the scope of Hazard’s work includes the removal of a large portion of the existing asphalt surfacing and then the placement of three to 10 inches of new asphalt surface. There were, however, a few things that Hazard had to complete before any of the hard construction could commence. “the first order of work was to perform surveys for protected birds and historical artifacts, which we will continue to monitor through the entire job process,” says Thunder. “We were then required to pave two separate test strips to prove full compliance with FAA specifications.” After

2018 Asphalt Construction ISSUE CALCONTRACTOR

Hazard successfully completed all of the tests and surveys, they went on to begin the cold milling operation where subcontractor, C.T.I., removed up to 3 inches of the existing asphalt pavement, followed by Global Road Sealing crews filling any cracks in the existing pavement sections. “The plans called for reconfiguring the runway with a crown in order to create adequate fall from the center line so that the water can sheet and drain properly,” says Thunder. “One of the ways we accomplished this task was to utilize string lines grade controls for the cold milling and paving operations.” www.calcontractor.com

After the milling was completed, Hazard began the paving process, which involved the placement of three separate lifts. “We are performing three lifts, while actually raising the elevation of the entire runway in what is essentially a large overlay project. We set up a string line once again for our initial lift to control the grade with a variable thickness wedge from three to 6 inches to create a crown in the runway,” says Thunder. “We followed this up with another P-403 nominal three-inch base course and we will be finishing with a P-401 surface course.”

Hazard will put down approximately 20,000 tons of asphalt on the two base courses and another 16,000 tons on the

surface course, over roughly a 320,000 square foot area. “We have a specification requirement for both smoothness and elevation tolerance, and with these variable thickness lifts, it is definitely a challenge to meet specifications,” says Thunder. A critical component of achieving grade tolerance has been the superb performance of the City of San Diego’s survey crews. In order to meet the schedule and provide needed grade controls, the City’s has had multiple crews on the project between paving shifts and even on Sundays. “We also have the FAA compaction requirement of 96.3 percent relative compaction which we have been able to achieve.” Sequoia Consultants, the QC firm has been instrumental

in Hazard exceeding all acceptance quality requirements for the HMA paving. Hazard also benefits from having an experience airfield electrical subcontractor on the project with Cindy Bales Engineering. The team of Hazard and their quality subcontractors has so far proven to be very effective and the project so far has gone very well Hazard is using a few more crew members than usual with a string line crew, grade checking crew and a paving crew. The asphalt mix is being provided

by Vulcan Materials from their Otay plant located just 6 miles from Brown Field. “Vulcan is providing quality asphalt mixes, which makes the laydown go much easier,” says Thunder.

Below: Hazard Construction team members checking mat for grade and smoothness tolerance.

Left: Komatsu WA380 wheel loader preparing windrows for MTV.

“Sometimes there can be difficulty achieving compaction and Vulcan’s three quality mixes have performed extremely well.

We are quite pleased with their contribution to this project.”

The right equipment can also help a job go smoother and Hazard has been using their Volvo PF7110 highway class track paver at a width of 14 to 25 feet. The specifications for this job also require Hazard to use a material transfer vehicle.

The MTV equipped with a pickup head along with bottom dumps are used to feed the paver. “Time is of the essence on this job and having the best equipment always makes the job go smoother,” says Thunder.

“We also have some of the best people in the business working here at Hazard Construction who I am very proud to be working with each day. People like Rich Halm our project superintendent on this job and Shannon Pullaro our project manager, who are both doing an excellent job keeping this job on schedule.

I also want to recognize Larry Miller our general superintendent who was very instrumental in putting together a successful work plan. Additionally, we need to recognize the project engineer 16

Right: Volvo DD110C roller compacting newly paved runway.

David Timms, the paving foreman Kirk Marx and his crew whom implemented the work plan and methods that have made this job efficient and productive. Lastly our equipment mechanic Darren Schendel helped tremendously with keeping the paving spread moving with the many screed and MTV configurations and combinations.

By the time this article hits the streets, Hazard will be putting the finishing touches on the Brown Field Airway Runway Project. In addition to the milling and paving, Hazard will be performing spall repairs and patching of concrete pavement, as well as installing all of the pavement markings and striping for the new runway. They will also be finishing up with some slurry seal work, in addition to replacing existing sign panels and installing new runway edge lighting. “Safety is of the utmost concern on any job Hazard takes on, and when you are working in and around an active airport, your level of awareness is naturally amplified,” says Thunder. “Planes are taking off and landing all day on the Airport’s only other runway which remains active during construction. It is vital to the

2018 Asphalt Construction ISSUE CALCONTRACTOR

owner to have their main runway back in service as soon as possible. This is the reason for the very tight schedule. It is our goal that we will finish early and have the main runway open before the actual deadline.”

Thunder says that airport jobs are not frequently put out for bid, but when they are, Hazard is usually competitive in the bid process. Caltrans keeps Hazard busy in San Diego and Imperial County, and they recently picked up some work in Riverside County as well. “We have three significant jobs in the Riverside and Imperial County desert areas that we are looking forward to.

We anticipate performing around $20 million dollars of work in these areas within the next six months. It’s been a good year so far,” says Thunder. “We are very proud of the work we do and the reputation we have earned as a quality contractor here in Southern California. I anticipate many more years of continued success here at Hazard Construction.” For more information on Hazard Construction, please visit their website at www.hazardconstruction.com or call their San Diego headquarters at (858) 587-3600. Cc www.calcontractor.com

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T. MAUS GRADING & PAVING, INC.

CONTINUES THEIR IMPRESSIVE GROWTH THROUGHOUT SOUTHERN CALIFORNIA ON JOBS BOTH LARGE AND SMALL

By Brian Hoover, Senior Editor

S Above: T. Maus Grading & Paving uses their Cat AP1000E to pave the main entrance at Happy Camp Campground in Canyon Lake.

ometimes a company’s growth is not measured by how many huge, high dollar jobs they have on the books, but more by just how diversified and willing they are to take on all jobs, large and small. T. Maus Grading & Paving, Inc. has plenty of big jobs going on or scheduled out to the end of the year, but what makes them stand out is the wide

scope and variety of work they choose to go after.

A good example of this is a job that they just recently completed in Canyon Lake, a city and gated community located on Canyon Lake reservoir in western Riverside County. Canyon Lake is well-known for being a unique community that offers everything from boating and water sports to a huge variety www.calcontractor.com

Left: Glenn Diaz, Paving Superintendent, T. Maus Grading & Paving.

Above & Left: Paving the lake frontage road at Happy Camp Campground in Canyon Lake.

of equestrian activities. One of the more unique amenities in Canyon Lake is the Happy Camp Campground that offers water views and beach-front camping to Canyon Lake members and their guests.

The campground has been looking to reconstruct some of their asphalt pavement and even upgrade some dirt roadways around the main campground to clean and efficient asphalt pavement.

Canyon Lake authorities put the job out for bid and decided on T. Maus Grading & Paving, Inc. (T. Maus), located right

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next door in Lake Elsinore to get the job done right for them.

Glenn Diaz is one of the paving superintendents overseeing projects for T. Maus and he supervised the asphalt work being done in Canyon Lake.

“This campground project really has two different types of asphalt work going on in one relatively small area,” says Diaz. “There was a 29,000 square foot overlay project located at the main entrance of the campground where we ground off around 2 inches of part of the existing asphalt section, and then paved back

2018 Asphalt Construction ISSUE CALCONTRACTOR

with a new two-inch overlay section.” Diaz points out that they also did some remove and replace patchwork in this same area that did not require a complete grind and overlay section.

The second short phase of the project included the installation of a new asphalt roadway in the RV access area of Happy Camp Campground.

“This included the installation of 4 inches of asphalt into a 19,000 square foot area, where we paved in two separate 2 inch lifts,” says Diaz. “But before we began paving onto the native

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Left & Below: T. Maus Grading & Paving uses a Ingersoll Rand DD90 roller on the lake frontage road at Happy Camp Campground in Canyon Lake.

Left: Sakai SW330 performing finish rolling on the frontage road.

soil on this RV access road, we were asked to mix some of the asphalt grindings from the main entrance overlay project into the dirt subgrade.” After this was complete, T. Maus proceeded to lay down the two-inch base course, followed by the two-inch cap. “Overall, we put down around 800 tons of asphalt (PG 70-10 1/2 inch state mix) provided by California Commercial Asphalt,” says www.calcontractor.com

Diaz. “This was really a very straightforward, simple job that was made even easier by using our Cat AP1000E paver with a 20-foot screed that we recently purchased from Quinn Cat out of Riverside.”

Diaz says that T. Maus Grading & Paving has built their reputation by putting the same special care into every project, whether they are large or small. “We have

several big jobs coming for a few developers, including a complete custom tract in Temecula,” says Diaz. We do a lot of track home paving work but are also very busy on several large public works projects right now. We are fairly diversified with around 60 percent of our work being completed in the private arena and 40 percent for public works agencies.”

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Right: Cat 262D skid steer moving excess material on the jobsite.

Left: Cat 262D with sweeper cleans and preps for overlay on site.

According to Diaz, the private work ranges from parking lot paving to ADA accessibility upgrades for big box stores like Home Depot, convenient store chains like Seven Eleven, and grocery store chains, to Cities like Menifee and home developers like Lennar Homes and KB Home. “The past few years have brought us a long list of large projects and we consider ourselves extremely fortunate to doing so well,” says Diaz. “We have a good thing going there with

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a lot of new hires, as well new equipment acquisitions that include the purchase of new pavers, grinders, and excavators. The time has come that owning makes more economic sense than renting and that puts us in a great position for future growth opportunities.”

Although the job featured in this article happened to be located right in T. Maus’ backyard, they are also very well-known for servicing all of Southern California with future

2018 Asphalt Construction ISSUE CALCONTRACTOR

plans to expand to further surrounding areas. They have built a solid reputation for high quality and exceptional personal service. They offer a vast variety of services to include all aspects of asphalt paving and repair, as well as curb and gutter, grading and excavating, and seal coat and striping services. For more information on T. Maus Grading & Paving, Inc., please visit their website at www.tmauspaving.com or call their offices at (951) 245-7788. Cc www.calcontractor.com

ROAD RESURFACING SIMPLIFIED Critical data collected at highway speed

By Jeff Winke

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raditionally, highway resurfacing projects have been a challenge, not only for the contractor, but the inconvenienced community through which the road passes.

To collect the project data needed to perform the resurface, typically required lane closures and a team of surveyors collecting data points from along the side of the road with diverted traffic whizzing past. It was a slow, cumbersome, and dangerous process, that affected the daily commuter flow and affected the contractor’s project timeline.

But things are better.

Designed to work at the speed of highway traffic, the Topcon SmoothRide resurfacing system is intended to safely assist road resurfacing contractors without the need for road or lane closures.

The system is fully automated with GNSS and sonic tracker control. It is designed to deliver accurate thickness boundaries while maintaining projected yield.

It eliminates the need for survey strings, averaging skis, and lasers.

“In most situations, it’s inconvenient or impossible, to shut down a road and map its surface using traditional pointto-point surveying methods,” says Murray Lodge, senior vice president and general manager of the Topcon Positioning Group Construction Business Unit.

“We’ve developed a way to scan roads at highway speeds with no need for lane closures, crash trucks, escorts or any other typical road survey collection obstacles. With the new RD-M1 scanning unit, the system maps 24

the existing surface elevations — with many more points captured versus what can be expected with traditional tools — providing more accurate data needed to confidently estimate materials, as well as form the basis of the final design surface.”

The SmoothRide system uses a Topcon RD-M1 (Realistic Dimension - Mapping One) Road Resurfacing Scanner that is attached to a vehicle, typically a pick-up truck. The downward facing laser scanner connects to a standard tow hitch or the front of any vehicle with standard tow hooks. With using standard tow hitches and hooks, the scanner is designed to be easy to remove and adapt to any vehicle, thus eliminating

2018 Asphalt Construction ISSUE CALCONTRACTOR

the need to have a dedicated vehicle to operate the RD-M1.

The unit is designed to collect millions of points at scan rates of up to 100 times per second.

Cruising at normal highways speeds, the 3-D surface scanning can cover miles of road in a short time. The collected data is automatically timestamped and stored for the next step of data management and point cloud generation. The mounted scanner captures millions of data points that are collected safely from the cab of the truck or car. Topcon points out that the driver can begin a road-surface surveying session by simply clicking the start button on their laptop computer and go.

The RD-M1 employs Collect 2.0 graphical collection software, which features an interface status bar that indicates the optimum speed for collecting road information based on the project requirements. Capturing road details at proper speed helps enable SmoothRide to deliver the best possible results. www.calcontractor.com

Milling and paving technology:

RDO does that.

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“I like that we can collect accurate topos while driving 50 miles per hour,” stated Chris Smithson, project manager with Big Creek Construction, Lorena, TX. “We used it recently on a 3.5-mile section of Ranch Road 2838 in Mexai, TX where we were able to give the State more accurate cross sections and dirt quantities on the two-lane road and shoulders project we worked on. It saved us time and money.”

Knowing the surface details in advance allows the contractor to successfully plan for an accurate material calculation, which can help with knowing how much asphalt or milling will be required for the project. SmoothRide is considered to be especially appropriate for mainline paving or milling projects requiring long sections of road that needs resurfacing.

A feature called Memos is designed to allow operators to create balloons with messages on the map. The collected data can also be made visible in the processing software — enabling specific site conditions to be noted for future reference.

A Manage Runs feature is designed to enable operation without necessitating an internet connection. The software display’s large buttons which are intended to make using a tablet or laptop with touch screen easier. Operators can copy data collections to a USB drive, delete them from the hard drive, and add or remove them from the manager.

The RD-M1 Collect 2.0 software has a Plan Route feature that allows for the import of kml files of predetermined routes, designed to help ensure that nothing is missed during the data collection run.

“Using the map downloader, operators can be assured of having all map details visible while collecting data, without the need of an internet connection.

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Additionally, overlapping locations can be managed by creating areas where predefined overlaps are required for the project,” said Maas. “The detailed road surface scanning can be used to create and manage large point cloud information with our intuitive ‘Mobile Master Office’ software.

The data can then be seamlessly transferred into MAGNET Office software’s ‘Resurfacing’ module to bring out the full array of software features needed to meet smoothness and cross slope requirements, while adhering to any minimum or maximum thickness specified for the job.”

The SmoothRide system can assist contractors with variable depth milling and achieve uniform thickness in paving. “For rehabilitation and maintenance projects, the system simplifies scanning the existing roadway surface which we can then use for building the models for automatic machine control of our cold planers,” says Ryan Zenahlik, technology specialist for Pavement Recycling Systems, Inc., Jurupa Valley, CA. The system is said to eliminate the time and costs of survey work and to benefit bid and spec jobs in advance by providing more accurate surface data.

2018 Asphalt Construction ISSUE CALCONTRACTOR

“We use the 3D scanner part of SmoothRide as a survey tool to safely collect the data we need and eliminate hours of cross-section measurements,” stated John Dowalter, survey and machine control manager for Shelly and Sands, Zanesville, Ohio. “The system’s RD-M1 Scanner is great for capturing bridge approaches that sometimes have a big skew leading up to the bridge surface.

That feature helped tremendously on a recent resurfacing section of I-71 between Columbus and Cleveland, which has a number of bridges that could have occupied hours of time for my crew.”

In summary, the Topcon SmoothRide system is designed to offer 3D scanning collected while driving the job-site road, which is said to replace hours of surveyor-obtained cross-section measurements. The system’s software is designed to deliver confidence throughout the paving and milling process by providing the key data needed to complete the job accurately to spec. As Topcon would phrase it, this resurfacing roadwork system fits squarely in the intersection of infrastructure and technology. Cc www.calcontractor.com

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2018 Asphalt Construction ISSUE CALCONTRACTOR

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ADVERTISER INDEX Clairemont Equipment . . . . . . . . . . . . . . . . . . . . . . . 28 Coastline Equipment . . . . . . . . . . . . . . . . . . . . . . . . . 3 Coastline Equipment Crane Div. . . . . . . . . . . . . . . 29 FMG, Grinding & CIR / Graniterock . . . . . . . . . . . 30 Harber Companies, Inc. . . . . . . . . . . . . . . . . . . . . . . 19 Hawthorne CAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Herrmann Equipment, Inc. . . . . . . . . . . . . . . . . . . . . 9 Nixon-Egli Equipment Co . . . . . . . . . . . . Back Cover Pavement Recycling Systems . . . . . . . . . . . . . . . . 28 Quinn CAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 RDO Equipment Co. . . . . . . . . . . . . . . . . . . . . . . . . . . 5 RDO Integrated Controls . . . . . . . . . . . . . . . . . . . . 25 Savala Equipment Rentals . . . . . . . . . . . . . . . . . . . 17 Sonsray Machinery . . . . . . . . . . . . . . . . . . . . . . . . . 31 Scott Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Trench Shoring Company . . . . . . . . . . . . . . . . . . . . 30 Trinity Equipment, Inc. . . . . . . . . . . . . . . . . . . . . . . 27 UB Equipment Corp. . . . . . . . . . . . . . . . . . . . . . . . . 23 Volvo Construction Equip. & Services. . . . . . . . . 13

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Trench Shoring Company will be there for your challenge too!

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NIXON-EGLI EQUIPMENT CO., WIRTGEN AND ALLIED PAVING COMPANY

Left & Below Left: Allied Paving’s new Wirtgen W120 CFI milling machine on a parking lot project in Huntington Beach.

Below Right: Allied Paving crew on-site.

Allied Paving Company was established in 1993 by Roy Jeter. Since his passing in 2010, Brandon Jeter has been carrying on his father’s legacy and taking the company to new heights. Located out of Anaheim, and with a team of 32 employees, Allied Paving Company is currently serving Los Angeles, Ventura, Orange, Riverside, San Bernardino and San Diego counties.

Allied Paving Company recently purchased a new Wirtgen W120 CFI milling machine from Nixon-Egli Equipment Co. “When we found ourselves in the market for another milling machine, we looked no further than Wirtgen and Nixon-Egli Equipment,” says Jeter. “Our compact Wirtgen (W120 CFI) milling machine is extremely versatile and is capable of performing a variety of milling applications.” Brandon Jeter points to a few of the features that sold them on their new Wirtgen milling machine. “It is the superior performance and overall flexibility of the Wirtgen machines that impressed us most. Our operators love the flexible adjustment of the extra-large slewing angle, the speed of the front-loading conveyor, and LEVEL PRO PLUS leveling system, that together ensure productive and efficient material loading,” says Jeter. “Wirtgen Product Line Manager, Mike Burns, and Steve Kekich, our Nixon-Egli sales representative have both been key factors to our success, growth and expansion. This is our second Wirtgen milling machine, and it is equipment like these Wirtgen machines from Nixon-Egli, along with having the best operators in the business, that will allow us to keep our competitive edge and continue to prosper in this competitive industry.”

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